The great magnitude of the paddle-wheels, and the circumstance of the navigation being carried on, for the most part, in smooth water, have rendered unnecessary, in America, the adoption of any of those expedients for neutralising the effects of the oblique action of the paddles, which have been tried, but hitherto with so little success, in Europe.

(233.)

In the following Table is given the dimensions of five of these vessels, all plying between New York and Providence:—

Names.Length of Deck.Breadth of Beam.Draft.Diameter of Wheel.
Ft.Ft.Ft.Ft.
Providence180279--
Lexington20721--23
Narragansett21026525
Massachusetts20029·58·522
Rhode Island210266·524
Names.Length of Paddles.Depth of Paddles.Number of Engines.Diameter of Cylinder.
Ft.In.In.
Providence----110
Lexington 930111
Narragansett1130160
Massachusetts1028244
Rhode Island1130111
Names.Length of Stroke.Number of Rev.Part of stroke at which stroke is cut off.
Ft.
Providence65
Lexington4824
Narragansett12 21⁄2
Massachusetts 826
Rhode Island6021

The Narragansett, the finest of these vessels, is built of oak, strengthened by diagonal straps or ties of iron, by which her timbers are connected; she is driven by a condensing engine, and has two boilers, exposing about three thousand square feet of surface to the fire. The steam is maintained at a pressure of from twenty to twenty-five lbs. per square inch: the cylinder is horizontal.

The cabins of these sea-boats are of great magnitude, and afford excellent accommodation for passengers, containing generally four hundred berths. In the Massachusetts the chief cabin is one hundred and sixty feet long, twenty-two feet wide, and twelve feet in height, its vast extent being uninterrupted by pillars or any other obstruction. "I have dined," says Mr. Stevenson, "with one hundred and seventy-five persons in this cabin, and, notwithstanding this numerous assembly, the tables, which were arranged in two parallel rows, extending from one end of the cabin to the other, were far from being fully occupied, the attendance was good, and every thing was conducted with perfect regularity and order. There are one hundred and twelve fixed berths ranged round this cabin, and one hundred temporary berths can be erected in the middle of the floor: besides these there are sixty fixed berths in the ladies' cabin, and several temporary sleeping [Pg498] places can be erected in it also. The cabin of the Massachusetts is by no means the largest in the United States. Some steamers have cabins upwards of one hundred and seventy-five feet in length. Those large saloons are lighted by Argand lamps, suspended from the ceiling, and their appearance, when brilliantly lighted up and filled with company, is very remarkable. The passengers generally arrange themselves in parties at the numerous small tables into which the large tables are converted after dinner, and engage in different amusements. The scene resembles much more the coffee-room of some great hotel than the cabin of a floating vessel."

(234.)

Mr. Stevenson states, that exclusive of the time lost in stoppages, the voyage between New York and Albany is usually made in ten hours. Dr. Renwick, however, who has probably more extensive opportunities of observation, states, that the average time, exclusive of stoppages, is ten hours and a half. The distance being 125·18 geographical miles, the average rate would therefore be 119⁄10 miles per hour. If it be observed that the average rate of some of the best sea-going steamers in Europe obtained from experiments [Pg499] and observations made by myself, more than three years ago, showed a rate of steaming little less than ten geographical miles per hour, and that since that time considerable improvements in steam navigation have been made, and further, that these performances were made under exposure to all the disadvantages of an open sea, the difference between them and the performance of the American river steamers will cease to create astonishment.