MISCELLANEOUS WONDERS.

Having dwelt so long on theWONDERS OF NATURE, and theWONDERS OF ART, both ancient and modern, we pass to some of the wonders and curiosities of the world of a miscellaneous nature. Some things are wonders only through their associations, as is the case with many of the localities of Palestine, for example, where the Saviour lived and walked, and wrought his miracles of power and mercy. Some are wonders as exhibiting the inventive powers of man, or the progress of our age as compared with another; some as exhibiting the singularities of nature; and some as combining the wonders both of science and art. The steamboat, the printing-press, the air-balloon, the residence of Washington, the hut of the Kamtschatkadale, the spot where the “Pilgrim Fathers” landed, the telegraph, the diving-bell or armor, the prairie on fire, the nest of the African tailor-bird, each of these, and of a multitude of other things that might be enumerated, is, in some way, or for some reason, associated to our minds with what is more or less wonderful, while still it may not be strictly a wonder either of nature or of art. Some of these we propose now to notice, interspersing them at intervals with some of the more miscellaneous wonders of nature, or art, or both, so as to give variety to the pages that follow. And the first of this class of wonders we will notice, is,

This edifice, which is one of the best of its class, is situated at the foot of Fifty-fourth street, on the East river, in the city of New York. It is hexagonal in form, and rises to the hight of one hundred and seventy-five feet; being sixty feet in diameter at the base, and gradually growing smaller as it rises toward the top. It forms a most striking object of interest; and is remarked by the multitudes who pass by it going up and down the sound, to and from New York. When we consider the small size of the article to the manufacture of which this lofty structure is devoted, the means appear greatly out of proportion with the result. Formerly in casting shot, the apparatus was merely a plate of copper, in the hollow of which were punched a number of holes. This was placed a few feet above a kettle of water, into which the melted lead descended, after passing through the holes in the plate. But in falling so short a distance, and being so suddenly cooled andhardened, the shot did not acquire a perfectly globular form, a desideratum which is now attained by means of shot-towers. In the tower of Mr. McCullough, the largest shot falls from the summit of the tower to the bottom of a well twenty-five feet below the surface of the earth, making the descent one hundred and seventy-five feet. The size of the shot is determined by the size of the holes through which it passes. The furnaces for melting the lead are situated near the top of the tower; three or four tuns of shot are manufactured per day. This method of casting shot was invented by Mr. Watt, the celebrated engineer, in consequence, it is said, of a dream. He tried the experiment from the tower of the church of St. Mary, Radcliffe, and finding it very successful, obtained a patent, which he afterward sold for ten thousand pounds. There are now several shot-towers in the vicinity of London, and different parts of the world; but none more worthy of notice than the one of which we are now speaking. An iron staircase ascends from the base to the summit of the tower. Arsenic is mingled with the lead in proportion of forty pounds to one tun. In casting, the metal is poured through a tube, but descends through the open space of the tower in a continual stream of silvery drops. As the weight of the lead prevents it from scattering or being blown about like water-drops, the workmen pass to and fro, without danger, close by this fiery cascade. The shot is of different sizes, from number one, swan shot, to number twelve, dust shot. Mr. James McCullough has brought the art of the manufacture of the shot to perfection. Certain portions of his factory are kept entirely secret; and the shot manufactured in New York are not surpassed in the world. The cause of most of the imperfections in the manufacture of lead shot, is the too rapid cooling of the spherules by their being dropped too hot into the water, whereby their surfaces form a solid crust, while the interior remains fluid, and in its subsequent concretion shrinks so as to produce the irregularities of the shot. The patent shot-towers originally constructed in England, obviate this evil, by exposing the fused spherules, after they pass through the cullender, to a large body of air during their descent into the water-tub placed on the ground. The greatest erection of this kind is probably at Villach, in Carinthia, being two hundred and forty Vienna, or two hundred and forty-nine English feet high. The following is the process. Melt a tun of soft lead, and sprinkle round the sides of the iron pot about two shovelfuls of wood ashes, taking care to leave the center clear. Then put into the middle about forty pounds of arsenic, to form a rich alloy with the lead. Cover the pot with an iron lid, and lute the joints quickly with loam or mortar, to confine the arsenical vapors, keeping up a moderate fire to maintain the mixture fluid for three or four hours; after which, skim carefully, and run the alloyinto ingots or pigs. The composition thus made is in proportion of one pig to one thousand pounds of melted lead. Two or three tons are usually melted at once in large establishments. A crust of oxyd of a white spongy nature, sometimes called cream by the workmen, covers the surface of the lead, which is of use to coat over the bottom of the cullender. The cullenders are hollow hemispheres of sheet-iron, about ten inches in diameter, perforated with holes perfectly round and free from burs. These must be of a uniform size in each cullender; but, of course, a series of different cullenders, with sorted holes for every different size of lead shot, must be prepared. The operation is always carried on with three cullenders at a time, which are supported upon projecting grates of a kind of chafing-dish made of sheet-iron, somewhat like a triangle. This chafing-dish should be placed immediately above the fall; while at the bottom there must be a tub half-filled with water, for receiving the granulated lead. The cullenders are not in contact, but must be parted by burning charcoal, in order to keep the lead constantly at the proper temperature, and to prevent its solidifying in the filter. The hight from which the particles should be let fall, varies likewise with the size of the shot; as the congelation is the more rapid, the smaller they are. The workman then puts the filter stuff into the cullender, pressing it well against the sides; he next gently pours lead into it with an iron ladle. The center of the cullender being less hot, affords larger shot than the sides. Occasionally, also, the three cullenders employed together, may have holes of different sizes; the shot will then be of different magnitudes. These are separated by square sieves of different fineness, and after passing through other minute processes, are ready for sale and use.

This splendid fountain, a view of which is given in the cut beyond, is one of the most remarkable in the world, and in commemoration of a visit paid to it in 1844, by the emperor of Russia, it was called the Emperor fountain, though since the outbreak of the war between Great Britain and Russia, the name is said to have been changed to that of the Victoria fountain. It is situated in Chatsworth, one of the most luxurious seats of the English nobility; famous for its exceeding beauty and its costly embellishments. Its walks, lawns, parterres, mimic Alpine scenery, conservatories, gardens, cascades, halls, pictures, and sculpture, and music, and fountains, have all been constructed and arranged with consummate taste and with lavish expense. A month would scarcely suffice to visit all that is worthy of observation in this wonderful place, and perhaps few sights could produce adeeper impression of the wealth possessed by the English aristocracy. We have from this munificent storehouse selected a single object to be delineated by the pencil. The Emperor fountain is fed by immense artificial reservoirs on the hills above Chatsworth, covering eight acres of ground, into which various springs and streams have been diverted. Our American ideas of a fountain are usually limited to a beautiful jet of water forced twenty or thirty feet in hight; hence it is with amazement, if not incredulity, that we hear of the fountain of Chatsworth, which throws its jet to the hight of two hundred and sixty-seven feet! Such is the velocity with which the water is ejected, that it is calculated to escape at the rate of one hundred miles a minute!

THE EMPEROR FOUNTAIN.

The United States mint was founded in 1790; and the business of coining commenced in 1793, in the building now occupied by the Apprentice’slibrary. In 1830, it was removed to the fine building it now occupies, on Chestnut street, above Olive street. The edifice is of white marble; and the north front, opposite to Penn square, is one hundred and twenty feet long, with a portico of sixty feet long, having six Ionic columns; while the south front, on Chestnut street, has a similar portico. Since the enormous influx of gold from California, the United States mint has become an object of more than common interest and attention; and the place is usually filled with visitors, watching the various processes the metal goes through before it comes out in finished coin. The machinery and apparatus by which these are accomplished, are of the most complete and perfect character. The rooms in which the smelting, refining, and alloying are done, are spacious apartments in which a large number of workmen are employed. Heaps of the rich ores are to be seen lying around, just as they were extracted from the mines, or gathered in dust from the sands of the mountain-streams of California. Bars of the pure metal, of thousands of dollars’ value, are passing through hands, which like those of the fabled Midas, seem to turn all they touch into gold. The heat of this place is very great; the fires glow with the intensity of those in a foundery; the men, in appearance, resemble the workmen in a smithy; and there is a suffocating sensation of hot air, steam, and perspiration, penetrating the atmosphere, which is anything but pleasant to experience, especially when one is palpitating under the heat of a summer temperature, without the freshness of the open air to modify and alleviate it. Crucibles are handled with iron tongs, and cotton or woolen mittens; and the metal is shaped into bars, and then reduced to the requisite fineness. All this takes place in one apartment.

In another room, is seen a most beautiful steam-engine, which drives all the rolling and stamping machinery. It is of one hundred horse-power, and works the rolling machinery, the draw-benches, and the cutting presses. It is called a steeple-engine, and has two cylinders; its boilers are forty feet long, and forty inches in diameter; and the steam from them also moves a ten horse, and a five horse engine, in the separating and cleaning apartments. This main engine is of the most elegant workmanship, polished like a piece of cutlery, and works with the most admirable precision and regularity, without the least perceptible jar, and with scarcely a noise. From this room, the visitor walks into that where the rolling machines are at work, turning out the metal to the proper degree of thickness which each particular kind of coin requires. The metal is cast into ingots fourteen inches long, and about five-eighths of an inch thick; and these are rolled to very near the proper thickness, when they are passed through the draw-benches to equalize them. The strips are then cut at the presses, which isdone at the rate of about two hundred to two hundred and sixty per minute. There are fourteen men employed in this room, two at each pair of rolls. The pieces, as thus cut, then pass to the adjusting room, where each piece is weighed separately, and if too heavy, filed down, or if too light, or any way imperfect, thrown back to be remelted. There are fifty-four females employed in this room. The pieces are next taken to the milling and coining room, where from two hundred to four hundred are milled in a minute, according to their size. In another apartment, the coins are cut with a punch to the desired size, and then stamped. For this purpose they are placed, by a person seated at the machine, in a perpendicular tube, down which they descend, one at a time, being seized as they drop by a part of the machinery, which pushes the coin under the stamp, whence it falls beneath the machine into a glass-covered box. This part of the process used formerly to be performed by a press which required eight men to work its lever and screw; but now the process requires scarcely any manual labor except handling the various pieces of coin. The rapidity with which the pieces are executed, is surprising; being at the rate of from seventy-five to two hundred per minute. Cents, dimes, dollars, eagles and double-eagles are turned out with equal facility, the process being the same in all. Some idea of the extensiveness of these operations may be had, when it is stated, that, in a single month, lately, nearly three million pieces of gold, silver and copper were coined, and that over four million dollars in value are coined every month.

In addition to the other attractions of the mint, there is a most extensive cabinet of coins, ancient and modern, of various nations, which is one of the greatest of curiosities to be found, probably, in any part of the world. Here, too, are exhibited specimens of all the existing or past coins of the mint itself, and models or specimens of any intended coins. The officers and attendants of the mint are polite and attentive to all visitors, and endeavor to make their visit one of instruction as well as amusement; and any one, by calling at appointed hours, can go through the various apartments of the building, and see the various processes which have thus been described.

From the earliest ages, the notion of flying in the air, either by wings or by supernatural agency, seems to have been in the minds of at least some of mankind; but the idea of theballoon, consisting of an envelope containing something light enough to make it rise and float in common air, is comparativelyof much later date. It is said that the first definite notion of the balloon originated with a Jesuit, by the name of Francis Lana, who in 1670 conceived the idea of raising metal balls in the atmosphere, which had previously been exhausted of air, but which should be at the same time so thin, as to weigh less than their bulk of air. The experiment, however, he never tried, as, in his age, it was not believed that God would allow an invention to succeed, by means of which civil government could so easily be disturbed. Later experiments have proved that strength to resist the external air is incompatible with the necessary degree of thinness in the material. From this period, one hundred years elapsed, before the idea of raising a body in the air, by means of its being lighter than the air whose space it occupies, was pursued any further. In 1782, an attempt was made to raise bodies filled with hydrogen gas, a substance which, as is well known, is lighter than atmospheric air. The experimenter succeeded, however, in raising nothing heavier than a soap-bubble. In the same year, the brothers Montgolfier, paper-makers at Lyons, attempted to raise a paper balloon bymeans of hydrogen gas. Being unsuccessful in this, they conceived the idea of applying fire underneath a large balloon of paper built upon a framework of wood, and containing a receptacle for fire in the place where, in modern balloons, the car is suspended. This experiment being so far successful as to show the correctness of the principle, they next made a balloon of linen cloth, and kindled under it a fire made and fed by bundles of chopped straw, apparently with the impression that it was the smoke rather than rarefied air which had the ascending power. The balloon, thus inflated, rose about a mile in a direct line, and then described a horizontal line of about seven thousand feet, after which it gradually sunk. The next attempt was upon a balloon of lutestring dipped in a solution of India rubber, and filled with hydrogen gas. The experiment at first failed, but on the twenty-seventh of August, the same year, at Paris, the balloon rose beautifully to a great hight, and fell about twelve miles off. Soon after, animals (sheep, ducks, &c.) were sent up; and on the fifteenth of October, the first human aeronaut made an ascent of a hundred feet. The balloon, however, was held by a rope, and connection with the earth not entirely severed. A month later, on the twenty-first of November, the daring feat of completely leaving the earth was performed by two gentlemen, one of whom was M. Rosier, and the other the Marquis d’Arlandes. The balloon was aMontgolfier, or one in which the elevating power was air rarefied by fire. The signature of Benjamin Franklin, who at that time was American minister to Paris, is upon the official paper describing the balloon, its dimensions, &c. It was seventy feet high, forty-six in diameter, and carried a weight of from sixteen to seventeen hundred pounds; it rose to the hight of five miles in twenty-five minutes. When the aeronauts wished to ascend still higher, they shook a bundle of straw into the flame; when they wished to sink, they let the fire smolder, or extinguished it with a wet sponge. The attempt was successful, and the voyagers alighted in safety, after an absence of a little less than an hour.

THE AIR BALLOON.

The first trial of a hydrogen balloon was made a week later, from the garden of the Tuilleries, just after sunset. It ascended two miles with perfect ease; its occupants here came in sight of the sun, which seemed to rise again, as at morning, in the east. The balloon and its two travelers were the only illuminated objects, all the rest of nature being plunged in shadow. During the next two years, many ascensions were made by different persons, and successive improvements and inventions were added. The parachute was invented in 1784, and the first attempt at steering a balloon was made in this year, but without success. In 1802, M. Garnerin descended successfully from a great hight by means of a parachute. In1806, two aeronauts ascended to such a distance, that they came into an atmosphere so rarefied as to burst the balloon. The remnants, however, broke the fall, and they descended in safety. From the beginning of this century to the present day, but little progress has been made in an art which seems destined to be of little service to mankind. No possible means of guiding the balloon have yet been discovered, or any practicable method of giving it a horizontal motion, so as to withdraw it from the influence of winds and currents. It has now become a mere toy, and for any practical or scientific purpose, has long since ceased to be of the slightest account.

One of the largest balloons ever constructed is that of Mr. Green, a celebrated English aeronaut, which is called the Continent, and has made many ascensions from London and Paris. The following account of an ascent from the Hippodrome at Paris, in 1848, is from a leading French journal. It is from the pen of Theophile Gautier, an eminent Parisian romancer andfeuilletonist.

“Last Sunday, about five o’clock in the afternoon, Green’s balloon sprung from the inclosure of the Hippodrome into the blue abyss of the heavens. The ascension of a balloon is certainly not a novelty at the present day; but an aerostat, like the one belonging to Green, is not of the ordinary class: its colossal dimensions, the extraordinary care with which it is constructed, the comfort of its arrangements, make it the wonder of aerial navigation, and place it in the rank of a vessel of a hundred guns. To see it swelling its enormous taffeta case under the net-work of cords which holds the car lined with red velvet, one feels perfectly at ease as to the dangerous chances of a voyage through the air. It would seem safer than an excursion in a diligence or upon a railroad. Admitted into the reserved inclosure, we of course saw the departure, being near the spot. Nothing could be more quiet or more gentle. Mr. Green, in a black coat and white cravat, like a gentleman going out to dine, stepped into his carriage—I should say his balloon—with confidence and self-possession. A charming young English girl, accompanied by a friend, had already taken her place in the boat or car. She was calm and smiling; animation tinged her cheeks slightly, but it arose rather from embarrassment at seeing so many eyes fixed upon her, than from any fear whatever. Her intelligent face breathed that confidence in the inventions of human genius, which characterizes the English and American races. A Parisian lady would have screamed loudly.

“The balloon held by cords, trembled, and balanced itself, preparing to take flight. A strong cord still held it to the earth, but soon, upon a signal from Mr. Green, the cable was cut, and the aerial vessel arose steadily, with a movement at once easy, powerful, and of exceeding majesty. As much asthe locomotive has an infernal appearance, so has the balloon a celestial one, without any play upon words. The one borrows its auxiliaries from iron, coal, fire and boiling water; the other employs only silk and gas, a thin cloth filled with a light wind. The engine, with its frightful shrieks, its noisy rattling, and its black puffs of smoke, runs upon inflexible rails, roars through the bowels of the earth, and dives into the darkness of tunnels, seeming as if seeking some evil genius who might have invented it; the balloon, without noise and without effort, leaves the earth, where the laws of gravity hold us, and mounts tranquilly up toward heaven. Unhappily, the balloon, like the fancied inspiration of the poet, goes where the wind guides it; this every one knows; while the steam-engine, like prose, goes straight upon its road. Green and his balloon were soon overlooking Paris and all its horizon; long trails of sand, ballast that he threw over to raise himself higher, streaked the heavens with their white tracks, proving, by the time it took them to descend to the earth, the hight to which the intrepid aeronaut had mounted in a few minutes. He had disappeared, while the crowd was still looking for him, in the blue depths of the atmosphere. What a splendid and magnificent spectacle the triumphal arch, and the giant city with its black ants, illuminated by the setting sun, must have afforded him! What greatness, and at the same time what littleness! and how mean, from that distance, must seem the cares and ambitions of the world!

“While looking with the rest of the crowd, a world of thoughts came whirling through our brain. The balloon, which it was endeavored to make perform a useful part in the battle of Fleurus, and at the siege of Toulon, has only been considered, up to this time, as an amusing experiment of natural philosophy. It is made to figure infetesand in public solemnities; for the crowd, who have more feeling for great things than academies and wise bodies, feel an interest in balloon ascensions, which has not diminished since the first attempts of Montgolfier. It is a profoundly human instinct, which induces us to follow into the air, until it is lost to the sight, this globe swelled with smoke, as if it contained the destinies of the future. Man, the king of creation in intelligence, is, physically, but indifferently endowed. He has neither the swiftness of the stag, the eye of the eagle, the scent of a dog, the wing of the bird, nor the fin of the fish; for everything in man is sacrificed to the brain. All these auxiliaries he has been forced to furnish himself by the skill of his hand and the sweat of his brow. The horse, the carriage and the rail-car make up to him for his want of speed; the telescope and the microscope equal the eagle’s eye; the compass enables him to follow a track as unerringly as a dog; the ship, the steamboat and thediving-bell open to him the dominion of the waters. Nothing remained but the air, where the bird escaped us, followed only a few hundred feet by the arrow or gun, ingenious means of bringing distances nearer together. It really seems as if God should have given us such wings as the painters lend the angels; but the beauty and grandeur of man consist in his not having these giant appendages, or being embarrassed by fins. With the power of thought, and the hand, that admirable tool, he must seek and find, out of himself, all his physical powers.

“The idea of mounting into the air is not new; it is not to-day that Phaeton asked to get into Phœbus’s car, and that Dædalus launched into the air his son Icarus. Their descents were only unaccomplished ascents. The griffins, the hippogriffs, the Pegasus, the winged shoes of Mercury, the arrow of Abarys, the carpet of the four Facardins, testify to the continuance and persistence of this idea. At night, does not the dream deliver us from the laws of weight? Does it not give us the faculty of going, of coming, and of flying to the summit of things before unattainable, or of losing ourselves in the infinite hights? This general and oft-repeated dream, which expresses the secret desire of humanity, has it not something prophetic? Perhaps modern skepticism treats too lightly the meaning of these flights of the soul, temporarily freed from the more earthly control of reason and sense. With the astonishing simplicity of the operations of nature, a miracle took place in the fireplace, without attracting attention, every time that the smoke carried out of the chimney a piece of burnt paper. It required six thousand years to take a hint from this simple fact. The balloon floats in the air as oil floats upon wine, as cork upon water, as the cannon-ball upon mercury, by relations of weight and of lightness, one single law everywhere. But unfortunately, the balloon has neither wings, nor tail, nor neck, nor feet, nothing which can guide it; it is a vessel without sail or helm, a fish without fins, a bird without feathers; it floats, that is all; it is immense, and it is nothing. Why do not all the inventors, wise mechanicians, chemists, poets, occupy themselves by endeavoring to solve the problem of the guiding of balloons? Is it not shameful for man to have found the hippogriff which transports him to the celestial regions, and not to know how to guide it; while every day the birds go and come on airy wings, as if to instruct and defy us? The air, although a fluid, offers points of propulsion, since the condor, or the sparrow, mounts, descends, goes to the right and left, quickly or slowly, as he pleases; and why should not man be able to do the same? The time when he shall do this may be near. That will be a great day! Man will truly become master of his planet, and will have conquered his atmosphere! No more seas, no more rivers, nomore mountains, no more valleys; that will be the true reign of liberty. Merely by this knowledge of the direction of balloons, the whole face of the world will change immediately. Other forms of government, other manners, a new style of architecture, a different system of fortification, will be needed; but then men will no longer make war. The custom-house and its taxes, and the stronghold, will disappear. Visit, if you can, with your gauge and your yardstick, balloons ten thousand feet in the air; of what use will be moats, ditches, portcullis and bridges, against an aerial army? What a fine spectacle it will be to see crossing one another in the air, at different hights, these swarms of balloons, painted with brilliant colors, guided during the day by the light, and at night with their lanterns, having the appearance of stars traversing the firmament! The ascension of the highest mountains will then be but child’s play. We shall penetrate into China, and go to Timbuctoo as one goes to St. Cloud; the deserts of Africa, of Asia and of America, will be forced to deliver up their secrets. We shall go even to the border of the atmosphere which surrounds us. We shall visit creation in every nook and recess. There will be servant balloons and master balloons; and in speaking of the luxury or extravagance of a person, it will be said, ‘He is rich; he has a balloon of thirty-four thousand cubic feet of gas;’ which will be equivalent to saying that he has a coach and four. And when this dream is realized, the execution of another, already dreamed by the poets, will be attempted. Man, arrived at the outward limits of his atmosphere, will wish to leave his planet; and will seriously attempt to reach the moon! And who shall say that at some time he shall not do it?”

EARLY NAVIGATION.

One of the wonders of the world, is to be found in tracing theprogress of navigation, from its small beginning, up to its present wonderful condition and results. There is an old legend, that, ages ago, a piece of reed floating on the water, first suggested the idea of navigation. And if so, the next step might have been, the use of logs for crossing rivers; then, the use of rafts; then, of canoes of hollowed logs; and then, of artificial boats, of various forms and materials, some of wood, some of skins, and some of bark. The earliest navigators on an extended scale were the Phœnicians, who made voyages through the Mediterranean, and along the northern coasts of Europe, and down the Red sea, as early as the days of Solomon, one thousand years before the Christian era. Their earliest attempts to navigate the waters, might perhaps be represented in the following cut, inwhich several forms of boats may be seen. Their larger and later vessels were somewhat of the shape of those now in use, though more perhaps of the Dutch, than of the English or American form. The sails of these vessels are said to have been suggested by the little sea animal, called thenautilus. The vessels themselves had no decks, and were not over twenty or thirty tuns’ burden. They had masts and rudders, and the prow was decorated with paint and gilding, and represented the image of some god. The ships of the Greeks and Romans, in after times, were larger, but they were uncouth structures, managed with difficulty, and liable to numerous accidents and hindrances. The war ships were nothing but large row-boats. These were very long and narrow, like canoes. The cable and anchor were later inventions. The latter at first was a large stone. In the days of the Roman emperors, vessels of immense size were occasionally built, but they were of little use, except for the transportation of heavy objects. In the middle ages, navigation made little progress; but about the close of the fifteenth century, its strides were prodigious. The mariner’s compass hadbeen invented, and the sailor had now a guide over the mysterious ocean. Hence America was discovered in 1492, though the three ships of Columbus were not so large as our common schooners, and had no proper decks; so that it seems a wonder to us, that with these comparatively small vessels he should have ventured so far on the mighty deep. From his day to the present, there has been a steady advance in ship-building. The forms of vessels have been improved; their size greatly increased; and their number multiplied, a thousand fold; so that if the great navigator were now again to visit the earth, he would be astonished at the huge structures built as packet and freight ships for crossing the ocean. For a long time, the English took the lead in ship-building; but it is now admitted that the fastest vessels in the world, as well as those of most graceful appearance, are those built in the United States. In the cut above, is a view of one of our large packet-ships, just ready to be launched from the stocks. Vessels of this class may vary from fifteen hundred to two thousand tuns’ burden; their main cabins are beautifully furnished with mahogany and gilded carvings; and no expense is spared that may contribute to their elegance, or the comfort of passengers.

THE LAUNCH OF A PACKET-SHIP.

STEAM NAVIGATION.

So far as we know, the ancients were unacquainted with the nature and properties of steam. Some accounts, indeed, have come down to us, of engines of a very early date, such, for example, as that proposed by Hero, of Alexandria, in which the mechanical agency of steam was more or less used; but it does not appear that those who invented and applied these machines, understood the properties of vapor, or had any correct idea of the effect of heat when applied to liquids. Even at a much later date, the effects produced by steam were ascribed, not to the vapor of water, but to the force of the air which was supposed to be expelled from water by heat. In the seventeenth century, De Caus proposed the construction of a machine by which a column of water was raised by the elastic force of steam, but he does not seem to have understood the principle on which it was effected. About the middle of the same century, Lord Worcester published the description of a high pressure steam-engine, which has since formed so remarkable a feature in all histories of steam-engines. Toward the latter end of the century, however, the actual properties of vapor began to be more unfolded. In 1683, Sir Samuel Morland discovered the exact numerical proportion in which water increases its volume when evaporated. A few years later, Papin discovered the method of producing a vacuum by the condensation of steam; and this discovery was, by others, soon applied to mechanical purposes. About the middle of the eighteenth century, Watt applied himself to the improvement of the steam-engine; and from this time forward, the various discoveries of chemistry, and the experiments of scientific and practical men, prepared the way for rapid progress in the application of steam.

In 1793, Fulton, the celebrated engineer, engaged actively in endeavoring to improve inland navigation. Even at that early period, he had conceived the idea of propelling vessels by steam; and he speaks, in some of his manuscripts, with great confidence of its practicability. In 1797, he went to Paris, and, while there, projected the first panorama that was ever exhibited there. He also planned asubmarine boat. In 1803, he completed his first steamboat, which was tried upon the Seine, and proved completely successful. He now proceeded to New York, to carry his ideas of steam navigation into practical effect; and in 1807, his first steamboat, a view of which is given in the cut beyond, ascended the Hudson river, to the great delight and wonder of thousands of spectators. She was called the Clermont; and was only one hundred feet long, twelve wide, and seven deep. Her first trip wasmade, September first, 1807, from New York to Albany, one hundred and sixty miles, in thirty-six hours; the fare for the passage being seven dollars, exclusive of meals. Thus this great man brought to a successful issue his long meditated invention, and determined the possibility of applying steam to navigation. Several steamboats were soon after constructed under Mr. Fulton’s directions, and also a steam-frigate. He continued to make various experiments till his death, which occurred in 1815.

FULTON’S FIRST STEAMBOAT.

Still later than this, we find a description of the Clyde steamboat, which is spoken of in an English magazine as follows: “Its extreme length is seventy-five feet, its breadth fourteen feet, and the hight of the cabins six and a half feet. She is built very flat, and draws from two feet and nine inches to three feet of water. The best or after-cabin, is twenty feet long, and is entered from the stern: between the after-cabin and the engine, a space of fifteen feet is allotted for goods. The engine is a twelve horsepower, and occupies fifteen feet; the fore-cabin is sixteen feet long, and is entered from the side. The paddles, sixteen in number, form two wheels of nine feet diameter, and four feet broad, made of hammered iron: they dip into the water from one foot and three inches to one foot and six inches. Along the outer edge of these wheels a platform and rail are formed quite round the vessel, projecting over the sides, and supported by timbers reachingdown to the vessel’s side. This steamboat runs at the rate of four or four and a half miles per hour in calm weather; but against a considerable breeze, three miles only. It can accommodate two hundred and fifty passengers, and is wrought by five men. The engine consumes twelve hundred weight of coals per day. The funnel of the boiler is twenty-five feet high; and carries a square-sail twenty-two feet in breadth.”

In the same connection, we find an article published in the Monthly Magazine, by Sir Richard Phillips, with the express object of giving clear ideas of the utility of steamboats, and of quieting apprehensions as to their safety, which at the present day it is truly amusing to read. The writer says: “The groundless alarms relative to a supposed increase of danger from traveling by steam-packets, led the editor of the Monthly Magazine, within the current month, (July, 1817,) to make a voyage, in one of them, from London to Margate. This vessel left her moorings, at the Tower of London, about half past eight in the morning, at the time the tide was running strong up the river, and when no other vessel could make progress, except in the direction of the tides. The steam-packet proceeded, however, against the stream, in a gallant style, at the rate of six or seven miles an hour; and a band of music, playing lively airs on the deck, combined with the steadiness of the motion, to render the effect delightful. An examination of the steam-engine, and of her rate of working, proved that no possibility of danger exists. It appeared that the boiler had been proved at twenty-five pounds to the square inch; but that the valve was held down by a weight of only four pounds, and that the mercurial gauge did not indicate an employment of actual pressure of above two pounds and a half per square inch. Hence it follows, that, although the engine was capable of sustaining a pressure of at least twenty-five pounds, only four pounds, or less than a sixth, was the whole force which the valve would permit to be exerted; and that, in point of fact, a pressure of only two pounds and a half to the square inch, or onlyone-tenthof the proven power of the boiler, was employed. There is, therefore, less danger in passing some hours in contact with such a machine, than there is in sitting near a boiling tea-kettle, tea-urn, or saucepan, under circumstances in which they are often used. Opposite Greenwich, a fine commentary was afforded of the value of steam as a navigating power, in preference to winds and tides; a Margate sailing-packet passing toward London, which had been a day and two nights on its passage, a period of time which it appears is not uncommon. In short, with uninterrupted pleasure, and in an hour sooner than the captain had named at starting, the vessel was carried along-side Margate pier, having employed nine hours in performing a voyage of ninety miles. In this case it appeared, that apressure of two pounds to the square inch, produced about forty rotations per minute of the acting water-wheels; and, as these were ten feet in diameter, the motion of the impelling floats, or wheel-paddles, would be at the rate of fifteen with, or against the stream, at an average of ten miles an hour. The consumption of coals during the voyage was less than a caldron; but it was described as amounting frequently to a caldron and a half. On the whole, nothing could be more demonstrative of the worth and security of this mode of navigation; and there can be little doubt but, in a few years, vessels of every size, and for every extent of voyage, will be provided with their steam-engine, which will be more used, and more depended upon, than winds or tides. The chances of accidents are lower than those under most other circumstances in which men are placed in traveling. By land, horses kill their thousandsper annum, open chaises their hundreds, and stage-coaches their scores; and, by water, the uncertainty of winds has destroyed thousands, by prolonging the voyage, and increasing the exposure to bad weather; but in a steam-packet, navigated by an engine whose proven powers necessarily exceed what can be exerted during its use, or in general by such engines as those used on the Thames or Clyde, no accident can possibly happen; unless, by a miracle, it were to happen, that a force offourpounds should overcome a resistance oftwenty-fourpounds.”

From the above amusing article, we pass to notice the immense ocean steamers of the present day, as they so forcibly illustrate the progress of steam navigation. The chief lines of those with which we are familiar, are the Cunard line and the Collins line, both plying between the United States and England. Before describing them particularly, however, it should here be mentioned, that the first steamship that ever crossed the Atlantic sailed from Savannah, in Georgia, for Liverpool, on the twenty-sixth of May, 1819, and made the voyage in twenty-two days. She was telegraphed at Liverpool as “a ship on fire” and a revenue-cutter was dispatched to her relief, when the officers and crew of the latter were struck with astonishment at not being able to overtake a vesselunder bare poles. At Liverpool, and afterward at Copenhagen, Stockholm, and St. Petersburg, whither she went, she was visited by crowds of wondering people; and at the latter place a service of plate was presented to her officers. She was commanded by Captain Rodgers, of New London, Conn., and some of her officers are still living. After this, it was a long time before another steamship crossed the Atlantic. At last, however, the experiment was again and still again tried, until now the ocean is constantly traversed by the huge steamers above alluded to, in the average time of about eleven days and a half, though the passage has been made, in some single cases, in a little over nine days.

A good idea of these ocean steamers may be formed from the view given of one of them in the cut below, in connection with the following description of the Baltic, belonging to the Collins line.

AN OCEAN STEAMER.

The Baltic is of thirty-two hundred tuns’ burden, carpenter’s measure; in length, two hundred and eighty-seven feet; breadth of beam, forty-six feet; depth of hold, thirty-two feet; to the top of the gunwale, thirty-four feet and six inches. The diameter of her wheels is thirty-six feet; the number of floats, (corresponding to the buckets or paddles of a common water-wheel,) twenty-six in each wheel; their length, twelve feet and a half; their breadth, twenty-eight, and their thickness, three inches and a half; each float being armed with three hundred pounds of iron, so that it requires six men to lift it. The engine has two working cylinders, each ninety-six inches in diameter; the length of their stroke is ten feet; and the number of revolutions is from eleven to fourteen in a minute. The vacuum is equivalent to fourteen pounds upon the square inch; a near approximation to a perfect vacuum, which corresponds to fifteen pounds on the square inch. The pressure of steam is from twelve to twenty pounds upon the square inch; usually from twelve to fifteen pounds; this is all the amount of the power tending to produce explosion, while including what is gained by the vacuum, the effective motive power is equivalent to twenty-six, twenty-nine and thirty-fourpounds on the square inch. The highest pressure used in an ordinary passage may be about eighteen pounds, equivalent to a working force of thirty-two pounds; and the lowest about seven or eight pounds, giving a moving force of twenty-one or twenty-two pounds. The ability of the boilers corresponds to fifty pounds, and with the addition of the vacuum, to sixty-four pounds; it follows, therefore, that they are generally worked with less than half their power. The entire weight of the steam machinery is one thousand tuns, and it occupies sixty feet in the length of the ship.

As to capacity for passengers, there are one hundred and sixty berths, aside from the accommodations for the people of the ship. As to strength of structure, the timbers are fitted side by side, and calked so tight that it was said the ship would float even before she was planked. Plates of iron six inches wide and an inch and a quarter thick, are let, obliquely, into the timbers at the distance of twenty-eight inches from the centers of each, and therefore they are twenty-two inches apart. These are crossed obliquely by other bars or plates of the same dimensions, which are let into the boards or planks that are nailed over them. Copper bolts, for twenty feet from the keel, pass through the plates of iron at their intersection, and in many other places, and copper sheathing covers eighteen feet of the lower part of the hull, the draught being nineteen feet, and twenty with the coal in. The ships of this line are as strong as wood, iron and copper can make them, and they hardly leak at all. They would bear long thumping upon the rocks before they would go to pieces. The movement of the machinery, and the stroke of the waves, produce scarcely a perceptible tremor, and not the slightest deviation in the deck from a right line can be seen, when viewed horizontally from stem to stern through its length of nearly three hundred feet. No opening of a joint is perceived even in the beams that form the capping of the gunwale; a knife-blade can not be passed between their contiguous ends.

The machinery rests on an iron bed-plate, on the keelson, or engine bed; and the bed-plate, which is cast in one piece, weighs forty tuns. The machinery is below, and is invisible from the deck, except through certain doors. A wave can hardly reach it at all, even should it break over the ship; and by closing the apertures above, the engine room is safe from flooding, while ventilation is secured by large tubes, having their orifices higher than the upper or promenade deck. The people below, on the level of the keelson, where there is little motion, hardly know when there is a storm above; they live in a comparatively quiet world of their own, and always in a tropical climate, even when among icebergs. The working of the machinery is admirable. It travels onward with the greatest ease andregularity; even with a heavy head-wind and opposing waves, it moves like clockwork, without apparent labor, throwing up its mighty arms and moving its ponderous levers as if there were no weight to be lifted, orvis inertiæto be overcome. By observations made up to the tenth day of one of the passages, there had not been the slightest leak of steam, nor had it been necessary to turn a screw, although for several days together there was a heavy head-sea, impelled by adverse winds. Except the effect of hidden flaws in the immense masses of wrought iron that form some of the principal moving parts, there seems to be little cause for anxiety, as the machinery appears to be, in general, equal to every emergency.

Danger from fire, is always a subject of anxiety; but in ships protected as the Baltic is, the danger is believed to be less than in a sailing ship. The engine room is lined with iron; the boilers and their furnaces are everywhere surrounded by that metal and by water, and no wood is in a position to be unduly heated. All lights, except those necessary to the management of the ship, are extinguished at eleven o’clock; many people are up all night, and are about in every place; there are fire-engines always ready to flood the ship, and they are adapted so as to be wrought both by hand and by steam power. The behavior of the Baltic as a sea-boat, is admirable in every variety of weather. This immense vessel rides upon the waves like a duck, and has, in general, a dry and comfortable deck, rarely shipping a sea, although the spray dashes over the forecastle in showers. The ship is warmed by steam tubes, passing under the marble tables. More than fifty persons are employed about the machinery, of whom forty-eight attend to the coal and the fires, and there are six or eight engineers. There are between thirty and forty servants, twenty or twenty-five sailors, and three or four supernumerary officers; in all, about one hundred and forty, besides passengers. The style and furnishing of the Baltic are elegant, rich enough for a nobleman’s villa. Of mirrors, large and small, there are about fifty; indeed, they are in such excess that a passenger can not look in any direction without meeting his own image or the faces of his companions. The tables of these steamers are amply supplied, and have the best attendance; and of luxuries, there seems to be no end. The saloons of these steamers are fitted up in superb style. Some of the table-covers are of beautiful variegated marble, and the panels around are finely decorated with emblems of the various American states. The cabin-windows are of beautiful painted glass, embellished with the arms of various American cities. There are large circular glass ventilators reaching from the deck to the lower saloon. There is a rich and elegant ladies’ drawing-room near the chief saloon, and there are berths for about one hundred and fifty passengers. Each berthhas a bell-rope communicating with one of Jackson’s patented American annunciators. Crossing the ocean in one of these steamers, some one has said, isno cross at all!

Such are the present ocean steamers; and yet even these immense structures will soon be thrown in the background by steamers of still vaster dimensions. For the Edinburgh Journal gives an account of an immense iron steamer, now (1855) being constructed for the Australian trade, which will far surpass them. The actual measurements of this leviathan vessel are, six hundred and seventy-five feet long, eighty-three feet wide at her greatest breadth of beam, and sixty feet deep in the hold, forming four decks. She will be furnished with paddle-wheels and a screw, the former of a nominal power of one thousand horses, the latter of sixteen hundred horses; but practically, the combined power may be estimated at three thousand horses. The four cylinders in which the pistons are to work, are the largest in the world; each of them weighs twenty-eight tuns. When they are lying on the ground, a man, with his hat on, may walk through them without touching the upper side. The engines, when erected and put together, will be upward of fifty feet in hight. The weight of the entire machinery will be about three thousand tuns, and of the hull, ten thousand tuns, making thirteen thousand tuns. She will carry several thousand tuns of coal and merchandise, sixteen hundred passengers, and her measurement capacity gives about twenty-five thousand tuns’ burden! Notwithstanding, her draught of water will be but small, not exceeding twenty feet when light, and thirty feet when fully loaded. She will carry five or six masts, and five funnels. Her cost will be about eighteen hundred thousand dollars. She will carry coal enough for a voyage round the world, and is built upon a model to insure great speed. Her ordinary speed is expected to be eighteen or twenty miles an hour. She is expected to make the voyage from England to Australia in thirty days, and return by Cape Horn in thirty days more; thus making the circuit of the globe in two months.

More wonderful still, it is said that Mr. Vanderbilt, of New York, is about building an immense steamer, which is to be eight hundred feet in length, and of corresponding proportions throughout, which of course will surpass even the huge steamship just described. Where the rivalry and enterprise in this matter are to end, who can tell?

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