What are those huge castles rushing madly across the East River? Let us cross in the Montauk from Fulton Ferry, and survey the freight. There are fourteen carriages; and the passengers are countless—at least 600. Onward she darts at headlong speed, until, apparently in perilous proximity to her wharf, a frightful collision appears inevitable. The impatient Yankees press—each to be the first to jump ashore. The loud 'twang' of a bell is suddenly heard; the powerful engine is quickly reversed, and the way of the vessel is so instantaneously stopped, that the dense mass of passengers insensibly leans forward from the sudden check. These boats cost about L.6000. In economy, beauty, commodiousness, and speed, they form a striking contrast to the steam-ferry from Portsmouth to Gosport, which cost, it is said, L.20,000. The author strongly advises persons in Europe, who have any intention of projecting steam-ferries, to take a leaf out of the Yankee book. As an example: If the Portsmouth Ferry had been conducted on the same principles as the Fulton Ferry, a very large profit would have ensued, instead of the concern being overwhelmed in debt.
Here is another sample of Yankee go-aheadism. A launch! We are in Webb's shipbuilding-yard. Look around. Five huge vessels are on the stocks: three are to be launched at highwater. The first is a liner of 1708 tons, built for running, and, with a fair wind, it will outsail any man-of-war afloat. The second is a steamer of 2500 tons. The third is a gigantic yacht of 1500 tons, nearly as sharp as any yacht in England. Five thousand seven hundred and eight tons were launched from one builder, and within thirty minutes!
The clipper-ships, although certainly the finest class of vessels afloat, are very uneasy in a sea. Mr Steers, the builder of the far-famed yacht America, is very sanguine that he will produce a faster vessel than has yet ploughed the seas, and Captain Mackinnon is inclined to believe that he will. His new clipper-vessels will be as easy in motion as superior in sailing. The great merit of Mr Steers, as the builder of the America, is in his having invented a perfectly original model, as new in America as in Europe. He informed our author that the idea, so successfully carried out in the America's model, struck him when a boy of eight years old. He was looking on at the moulding of a vessel by his father (an Englishman), when suddenly it occurred to him that a great improvement might be made in the construction; and the modus operandi speedily took possession of his mind. Mr Steers thinks that a shallow vessel, with a sliding keel, can be built to outsail any vessel even on his improved model. This is likely to be tested next summer in England, as a sloop, the Silvia, built by Steers on this construction, is preparing to try her speed at Cowes next season. The author carefully noted this craft when on the stocks alongside the America,[1] and he believes, 'that no vessel in England has the ghost of a chance against her.'
The English ship-builders have a great deal to learn from Brother Jonathan, not only in the fashion of build, but likewise in the 'fitting and rigging.' An American London liner is sailed with half the number of men required by an English ship of the same size, and yet the work is got through as well and as expeditiously. The various mechanical contrivances to save labour might be beneficially copied by English ships.
A merchant-vessel, on the clipper principle, can be turned out by a Baltimore builder for from L.10 to L.12 a ton, complete in all her fittings. This is much cheaper than in England, which appears unaccountable, considering the rate of wages; but so much more work is done by the workmen for their wages, that labour is as cheap, if not cheaper, there than here. 'Cotton-duck' sails are almost exclusively used by American vessels under 300 tons, which for such vessels, as well as for yachts, is much better and cheaper than canvas. Another circumstance which struck the author at Baltimore—and which is equally striking to hear of to those who are accustomed to the sight of the Thames barges ascending and descending the river, in all their ugliness and filth, with the flow and ebb of each tide—was, that the vessels intended for the lowest and most degrading offices, such as carrying manure, oysters, and wood, were of 'elegant and symmetrical proportions!'
The most potent proofs of Uncle Sam's 'cuteness are to be found in the patent office at Washington. Inventions pour in in such abundance, that already the space allotted to them is so completely crammed, as to preclude the possibility of any close investigation. The dockyard at Washington furnished matter for fresh reflection; the iron for cables, furnished by contract, being so superior to the old, that the testing-links were all broken on the first trial, the model-anchors being 'an immense improvement,' &c.
'And to whom do you suppose we are indebted for all these improvements, and many more too tedious to mention?' asked the officer. 'Why, to an English dockyard-master from Devonport.'
So much for their progress on the eastern coast: now let us turn westward, ascending the Hudson by one of the river—steamers. Without doubt, these steam—vessels are the swiftest and best arranged known; but the speed and size are improving so rapidly, that what is correct now, may be far behind the mark a year hence. The Isaac Newton is at present the largest. The saloon, which is gorgeously decorated, is 100 yards long. In this vast, vaulted apartment, the huge mirrors, elegant carving, and profuse gilding, absolutely dazzle the eye. On first entering one of these magnificent floating saloons, it is difficult for the imagination to realise its position. All comparison is at once defied, as there is nothing like it afloat in the world.
The extent of the lake-trade is prodigious. Its aggregate value for 1850, imports and exports, amounts to 186,484,905 dollars, which is more by 40,000,000 dollars than the whole foreign export-trade of the country! The aggregate tonnage employed on the lakes is equal to 203,041 tons, of which 167,137 tons are American, and 35,904 British. The passenger-trade is not included in the preceding sum; it is valued at 1,000,000 dollars. 'The mind is lost in astonishment at so prodigious a commerce. It is not ten years since the first steamer ran round the chain of lakes. Population, and its commercial concomitants, are increasing so rapidly, that before twenty years, the lake-trade alone will be of greater extent and importance than the whole trade of any other nation on the globe!' The number of emigrants from Europe and the eastern states annually passing through Buffalo for the Far West is now one million, and likely, by and by, to increase to two millions! Cities are consequently rising up with extraordinary rapidity. The population of Detroit, for example, has increased, during the last ten years, from 11,000 to 26,000—an advance which is mainly owing to the facilities afforded by the Michigan Central Railway, for concentrating on their passage the westward-bound emigrants. An absurd spirit of speculation has likewise contributed to the increase. A building and farming mania, similar to the railway mania in England six years ago, has seized the people. The only salvation for the speculators is the continued increase of vast swarms of emigrants from Europe. Chicago is another example of rapid increase—namely, from 3000 in 1840, to above 20,000 in 1850; a growth which it mainly owes to its advantageous site at the head of the navigation of the chain of lakes. Milwaukie is also a wonderful instance of progress. In 1838, there was not a single house on the spot: in 1840, there was a village with 1700 inhabitants; in 1850, there was a city of 20,000! Twenty years ago, the land on which it stands was not worth more than the government price, which is about 5s. 5d. per acre: at present, the lots are valued, in good locations, at L.40 a foot frontage. The result is speculation; with sudden fortunes on the one hand, and sudden ruin on the other. Emigrants, as well as citizens themselves, have to 'move on' further west; and hence they are covering Wisconsin, Minesota, and other territories. Nothing can now arrest the flowing tide till it dash against the Rocky Mountains, and meet the counter-tide setting in from the coast of the Pacific.
The district around Lake Winnebago seems, according to our author's account, to be a tempting spot for emigrants; and as there cannot be the least suspicion of his having an interest in trumpeting it up, it may be as well that the reader should know where 'Paradise Restored' is to be found. Lake Winnebago is not one of those huge inland oceans, with winds and waves, storms and shipwrecks upon it, but a quiet, snug sheet of water like Loch Lomond, which it resembles in size, and, if we may judge from a paper-description, in appearance. 'It is about thirty miles long, and ten to twelve broad. A high ridge of limestone bounds it on the east, sloping gradually down to the edge of the water. Numerous natural clearings or prairies relieve the sameness of the luxuriant forests. On the western side, the land invades the lake in long, low capes and peninsulas. The fragrance of the air, the exquisite verdure of the trees, the gorgeous colours of the prairie flowers, and the artist-like arrangements of the "oak openings," and wild meadows, are delights never to be forgotten. The most elaborate and cultivated scenery in Europe falls into insignificance in comparison. I was struck with astonishment that such "a garden of Eden" should be so little known, even in the eastern states—that such extraordinary advantages should be neglected. After a careful examination of many places in the western portion of the United States, I advisedly assert, that Lake Winnebago District is the most desirable and the finest in the world for emigrants.'