Imatges de pàgina
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ascertained, and the rest are estimated. Such accidents, by explosions and other disasters to steam-boats, appear to have constituted a great portion of the whole, and are supposed to have equalled 230, of which 215 are ascertained. The first of these is

believed to have occurred in the Washington, on the Ohio river, in 1816.

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Since the employment of steam-boats in the U. States, it is computed that quite 1,300 have been built here. Of these, about 260 have been lost by various accidents, as many as 240 worn out, and the rest are now running.

"The first steam-boat used for practical purposes here (or indeed in any part of the world) was in 1807, on the Hudson River, in the State of New York. She was built by Fulton, called the North River, with an engine of only 18-horse power, and made the passage between Albany and New York in thirty-three hours. Though with a steam engine manufactured abroad by Boulton and Watt, yet no boat was launched in Europe that proved successful in practice, till five years after, by Mr. Bell, at Glasgow, in 1812. At that time, the Car of Neptune, built in 1808, the Paragon, in 1811, and the Richmond, in 1812, were all, in addition to the boat first built, running from New York. Rumney is known to have made experiments on a small scale as to steamboats, in Virginia, as early as 1787; but they were not reduced to any practical use. Both he and Fitch commenced trials in this country as early as 1783 and 1784, and Oliver Evans in 1785 and 1786. They had been preceded in France, in 1762, by the Marquis d'Jeaffrey; and the idea of applying steam in boats had been suggested in England as early as 1736, by Jonathan Hulls.

"The whole number of steam-boats ascertained and estimated to be now in this

country, is 800. In England, in 1836, the whole number is computed to have been 600. On the Western and South-western waters alone, near 400 are now supposed to be running, where none were used till 1811, and where, in 1834, the number was computed to be only 234. Of these 400, about 141 are estimated. On the Ohio river alone, in 1837, about 413 different steam-boats are reported to have passed through the Louisville and Portland Canal, besides all below and above, which never passed through. But it deserves notice, that of those 413, near 60 went out of use by accidents, decay, &c., within that year; and several of the others, viz., 104, were new, and many of them probably were destined to run on other rivers. As an illustration of the rapid increase of business in steam-boats on the Ohio, the number of passages by them through the Louisville canal increased from 406, in 1831, to 1,501, in 1837, or nearly fourfold in six years. About 70 boats were running the present year on the Northwestern lakes, where a few years since the number was very small, having been in 1835 only 25. Of the 800 steam-boats now in the U. States, the greatest number ascertained to be in any State is 140, in the State of New York.

"It is a matter of surprise that so few of these are sea-going vessels, considering that the first steam-boat which ever crossed the Atlantic was built in New York, so long ago as 1819, and went from Savannah (the place after which she was called) to Liverpool in 26 days; and that the Robert Fulton, as early as 1822, made several trips to New Orleans and Havannah. A similar remark applies to the circumstances that only one of the whole number is a public vessel of war, when the first steam vessel of that kind ever launched was the Fulton, and was built in this country, so long ago as 1815. The Government of the U. States never owned but two steam vessels of war- both called the "Fulton." The first was lost by accident, in 1829; and now there is only the other before alluded to, built in 1838. It has, however, 13 other steam vessels, employed in the war department, on the public works, and in the transportation of troops and stores.

"Of the whole number of locomotives in the U. States propelled by steam, being about 350, the most which have been ascertained in any State is 96, in the State of Pennsylvania.

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None of them were introduced here till 1831, though they now run on nearly 1,500 miles of railroad. The first, it is believed, was in the State of Delaware on the Newcastle railroad; the second, in Maryland, on the Baltimore and Ohio railroad; and the third, between New Orleans and Lake Pontchartrain, in the State of Louisiana. They had been tried in this country, by Oliver Evans, as early as 1804. and in England as early as 1805; but not reduced to useful practice in the latter till 1811 for freight, and in 1830 for passengers and speed. One succeeded on a common road, from London to Bath, in 1829. Of the whole number of other steam machines in the U. States, (being about 1,860), the state of Pennsylvania has the most, being 383. The number in some States is not accurately ascertained; but near 300 are ascertained and computed to exist in Louisiana alone. The introduction of them here, and especially with the high pressure machinery, was much promoted by Oliver Evans, about 1804. The first of them in use in the U. States was put up in 1787, in the State of New Jersey, for raising water and earth from mines. The next were about 1791, in a cotton factory at Kensington, near Philadelphia; and soon after in saw-mills, and iron slitting

and rolling mills, at Pittsburg. The power has been known in England to be applicable to mechanical uses since the experiments of the Marquis of Worcester, in 1663. It is said by some that he was preceded in France (and a pamphlet published on the subject as early as 1615,) by Solomon de Caus. But the views of the latter, like many who preceded him in the knowledge of steam as a moving power, are supposed to have been rather theoretical than practical. Several machines were made in England as early as 1720; and Watt's first patent was taken out, for improvements in them, as early as 1769. But they were not, even there, very extensively and successfully applied to mills and manufactories, till 1785, though 18 large engines were employed in the mines of Cornwall as early as 1770; and a flour mill, with 20 pairs of stones, was moved by steam in London in 1784.

"The greatest employment of these in the South is in the sugar manufacture, and in cleaning and pressing cotton; in the West, in grist and saw mills, and in various manufactures of iron machinery and tools; and in the East, in mills, in printing, in cotton manufactories, and the public works at navy yards and armouries.

"The government of the U. States owns 17 of these; they being employed at their navy yards, to empty docks, saw timber, &c.; and at some arsenals and armouries, in manufacturing arms.

"The tonnage of all the steam-boats in the U. States is computed to exceed 155,473. Of this, 137,473 is in boats ascertained or reported. By the official returns, the whole tonnage would now, probably, equal near 160,000 tons, having been, in 1837, equal to 153,660. Many boats included in those returns have been lost or worn out, and several new ones built since. In England, the tonnage is estimated to have been 67,969 in 1836. The tonnage of each boat here averages about 200; and the estimates, where the returns have been defective, were made on that basis. The power employed in all the steam engines in the U. States is ascertained and estimated at 100,318 horsepower of this, 12,140 only is in engines estimated and not returned. In the aggregate, all this new mechanical force would be equal to the power of 601,808 men. Of this force, 57,019 horse-power is computed to be in steam-boats; 6,980 in railroads ; and the rest, being 36,319, in other engines. This averages about 70 horse-power to each boat, or one horse to between two and three tons, and less than 20 horse-power to each of the other engines. It is a striking fact, that the steam-power employed in standing engines is equal to about two-thirds of all that is used in steam-boats. The argest boat in the U. States is supposed to be the Natches, of 860 tons, and near 300 horse-power, destined to run between New York and Mississippi; the Illinois and the Madison, on Lake Erie, are the next in size, the former being 755, and the latter 700 tons; the Massachusetts, in Long Island Sound, is the next largest, being 626 tons; and the Buffalo, on Lake Erie, next, being of 613 tons. The largest boats passing Louisville, in 1837, were the Uncle Sam, of 447 tons, and the Mogul, of 414 tons; though below Louisville, the Mediterranean, of 490 tons, and the North America, of 445 tons, on the Ohio, and the St. Louis, of 550 tons, on the Mississippi, are running. The greatest loss of life well authenticated on any one occasion in a steam-boat appears to have been by collision, and consequent sinking, in the case of the Monmouth, in 1837, on the Mississippi, by which 300 lives were lost. The next greatest were by explosions of the Oronoka, in 1838, on the same river, by which 130, or more, lives were lost; and of the Moselle, at Cincinnati, Ohio, by which 100 to 120 persons were destroyed. The greatest injury to life by accidents to boats from snags and sawyers appears to have been 13 lost, in 1834, in the case of the St. Louis, on the Mississippi river. The greatest by shipwreck was in the case of the Home, in 1837, on the coast of North Carolina, where 100 persons were lost. The greatest by fire happened in the Ben Sherrod, on the Mississippi river, in 1837, when near 130 perished. The number of steam-boats built in the U. States in 1834 was 88; but in 1837 it was 184; or had increased over 200 per cent. in three years. The places where the greatest number of steam-boats and other steam machines appear to have been constructed in this country, are Pittsburg, Cincinnati, and Louisville, on the Western waters; and New York, Philadelphia, and Baltimore, on the Atlantic. At Louisville alone, from 1819 to 1838, there appear to have been built 244 steam engines; of which 62 were for boats. The fuel originally used in steam-boats in the U. States was wood; but of late years bituminous coal has, in many instances, been substituted; and, in several, anthracite coal: the latter, from the small space it occupies, would seem to possess a decided advantage in sea-going vessels, as well as in locomotives.

"Some steam-boats made of iron are believed to be in use in Georgia, if not in other parts of this country, though none of that material have been manufactured here; but it is computed that their cost is less than those of wood; and as they draw less water with the same freight, they are more useful on shallow streams."

STEEL (Fr Acier; Ger. Stahl; It. Acciajo; Lat. Chalybs; Rus. Stal; Sp. Acero; Sw. Stál) is iron combined with a small portion of carbon; and has been, for that

It

reason, called carburetted iron. The proportion of carbon has not been ascertained witn much precision. It is supposed to amount, at an average, toth part. Steel is so hard as to be unmalleable while cold; or at least it acquires that property by being immersed, while ignited, in a cold liquid: for this immersion, though it has no effect upon iron, adds greatly to the hardness of steel. It is brittle, resists the file, cuts glass, affords sparks with flint, and retains the magnetic virtue for any length of time. loses this hardness by being ignited, and cooled very slowly. It is malleable when red hot, but scarcely so when raised to a white heat. It may be hammered out into much thinner plates than iron. It is more sonorous; and its specific gravity when hammered is greater than that of iron-varying from 7.78 to 7.84. Steel is usually divided into 3 sorts, according to the method in which it is prepared; as natural steel, steel of cementation, and cast steel. The latter is the most valuable of all, as its texture is the most compact, and it admits of the finest polish. It is used for razors, surgeons' instruments, and similar purposes. Steel is chiefly employed in the manufacture of swords, knives, and cutting instruments of all sorts used in the arts; for which it is peculiarly adapted by its hardness, and the fineness of the edge which may be given to it. -- (Thomson's Chemistry; and see IRON.)

STETTIN, a city of Prussia, on the left bank of the Oder, about 36 miles from its mouth, in lat. 53° 23′ 20′′ N., long. 14° 33′ E. It is well built, strongly fortified, and had a population, in 1838, of 31,100.

Stettin is the seat of an extensive and growing commerce; and is now, indeed, the principal port of importation in Prussia. She owes this distinction mainly to her situation. The Cder, which flows through the centre of the Prussian dominions, is navigable as far as Ratibor, near the extreme southern boundary of Prussian Silesia; and is united, by means of canals, with the Vistula, the Elbe, the Spree, &c. Stettin ís, consequently, the principal emporium of some very extensive and flourishing countries; and is not only the port of Frankfort-on-the-Oder, Breslaw, &c., but also of Berlin. A railway from the latter to Stettin is nearly (1843) completed. Hence, at the proper seasons, its wharfs are crowded with lighters that bring down the produce of the different countries traversed by the river, and bring back colonial products, and other articles of foreign growth and manufacture. Vessels of considerable burden, or those drawing above 7 or 8 feet water, load and unload, by means of lighters, at the mouth of the river, at Swinemunde, the out-port of Stettin, on the east coast of the isle of Usedom, in lat. 53° 55′ N., long. 14° 15′ 15" E. Formerly there were not more than 7 feet water over the bar adjacent to Swinemunde; but the harbour of the latter has recently been so much improved, by the construction of piers and breakwaters, dredging, &c., that it is now the best on the Prussian coast, and admits vessels drawing from 18 to 19 feet water. A lighthouse has been erected at the extremity of the eastern pier. Stettin is a free port; that is, a port into and from which all sorts of goods may be imported and reexported free of duty. If goods brought through the Sound be imported at Stettin, and entered for home consumption in the Prussian states, they are charged with 24 per cent. less duty than if they had been imported through any other channel. This is intended to reimburse the merchant for the Sound duties, and to encourage importation by this direct route in preference to that carried on through Hamburg and Embden. There is a great wool fair in the month of June each year.

Monies, Weights, and Measures, same as at Dantzic, which see. The Bank of Berlin has a branch at Stettin, and there is also an insurance office.

Imports and Exports. The principal articles of import at Stettin are sugar, coffee, dye-woods, wine, iron, and hardware, oil, tallow, cotton and cotton goods, herrings, spirits, Inseed, coal, salt, &c. The principal exports are corn, especially wheat; spirits, rapeseed, spelter, timber, &c.; bones, manganese, fruits, & c.

Account of charges incu red by a British ship, of about 200 tons burden, at Swinemunde and Stettin:

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Navigation-Stettin is the principal shipping port in the Prussian dominions. In 1841 there belonged to it 200 ships, of the burden of 49,892 tons, being about a third part of the shipping belonging to Prussia.

Port Regulations. All vessels are prohibited entering Swinemunde, unless forced by stress of weather, without previously heaving-to for, and receiving, a pilot on board. But when compelled to enter without a pilot, the master is to observe the signals made from the beacons erected on the eastern and western moles as follows:

Notice.

1. When pilots cannot put to sea, and captains of ships are nevertheless resolved to enter the harbour, a red flag will be hoisted on the direction beacon of the eastern mole.

2. The captalis will then steer until they find themselves, S.E. by S. on the compass, from the lighthouse placed on the utmost point of the east mole, taking care to keep the outermost great white buoy, situte on the end of the western ground in a depth of 16 feet, on the starboard, and the next black buoy, in an oblique line towards the lighthouse, on the larboard.

3. In that situation of the vessel the two new beacons cover themselves in the direction of S S. E., and this course, keeping

the two beacons completely covered, the captains sail into the port up to the second landing berth of the eastern mole, four cables length beyond the lighthouse, keeping off the mole half a cable's length.

4. At that place, the captains taking care to remain a little South, are expected by the pilots to go on board of their vessels. 5. On entering the port all the white buoys are to remam on the starboard side of the vessel (see 2.'.

6. For facilitating the finding and keeping the directions given in this instruction in case the ouoys should have been removed by sea, or taken up on account of the advanced sea. son, signals will be given with a red flag from the direction beacon on the castern mole.

7. The captains must follow the signals in so far as to steer to that part where the flag is hoisted perpendicularly.

8. Should there be no pilot at sea, and no flag hoisted on the beckoning beacon, the captains must not attempt to enter the port at all, but either anchor in the roads or remain at sea. Stettin, November 12, 1855.

The following regulations apply to all the Prussian ports: Notifications to Captains of Ships respecting Importation and Exportation by Sea in the Prussian Dominions

As soon as a ship arrives in the road, and has complied with the police regulations of the port (which are communicated to her), the captain repairs to the custom-house, and delivers a complete list or manifest of cargo. This list bears the title of a chief declaration or manifest, and in preparing it, the following conditions are to be observed: --

If the whole cargo be not destined for the port, that part which is to proceed further with the ship, is to be placed under a distinct division.

The goods accompanied with bills of lading are entered in rotation after each other for every bill of landing.

The account (or statement) is made out in kind and quantity, agreeable to those measures and divisions adopted in the tariff for the payment of duties.

If there be a number of packages of similar articles, and each package contains an equal quantity, they may be entered summarily, according to their number and size; and a general statement of the contents will suffice.

If the contents of the packages be different, then the contents of each must be specified.

The luggage of the passengers must be marked as such in the report. If it consist of general travelling luggage, it will be enough to state the particular boxes or parcels; but if it consist of goods, then must these be stated, according to number and kind.

The individual property of the captain, with the exception of the provisions, is stated like other tradesmen's property, with

smission of the declaration of a receiver; and it is also stated the declaration what artistes remain out of the ship's hold. If the captain have not brought with him a report, he may have one completed in the port, by a customs officer; in which case he gives up all his papers to the said officer, who then stamps and numbers them, the last number being marked as such. The captain, at the same time, informs the officer of the property belonging to himself and passengers, of whica there are no accounts; who thereupon makes out a list thereof, which is signed by the captain, and returned, in order to be used in preparing the report.

In case the report has to be prepared on shore, it must be delivered up in 21 hours, at latest, after the arrival of the captain in the road: if not, possession is taken of the ship, at his expense, which, according to the judgment of the customs, may take place even sooner, but free of expense.

Respecting the provisions, if they consist of articles which pay a consumption duty, a distinct or separate report must be given in duplicate. One is returned to the captain after a general revi ien, in order that he may take with him an equal quantity of the articles specified in it when he sails. If this no not happen, or if the departure do not take place within a twelvemonth, then the consumption duty is to be paid on the articles remaining on hand. The captain is, however, at liberty to depost the provisions, subject to the consumption duty, at the custom-house, until he sail.

Other articles, not properly belonging to the cargo, are in so far odrmitted, that they undoubtedly belong to the ship's invenbory, and are utensils for the voyage. Articles which are not counted as such are taxed if they be subject to a consumption | tax, or, in order to take them again away, they are deposited at the custom-house.

It the ship remain in the road, and do not enter the harbour, but conveys there the cargoes by lighters, the consumption in the road is tax free. A report of the provisions suffies, and further control over it only takes place when, in particular cases, it is considered necessary.

If the captain have another destination, and only visits the harbour through necessity, then, in order to the security of the vessel and cargo, a general inspection only takes place, so that no art of the cargo may be sold or disposed of. When, however, such security has been given, a report is made of the cargo, in as far as the ship's papers and the knowledge of the captain admit.

Repecting the further treatment of the business, the cus tom house will take sach other measures, according to circum. stances, viz. whether the cargo rem in untouched, or whether the same must be wholly or partly discharged for the repair of

the ship, so that the cargo may be exported in its original

state.

The cargo of vessels which put in to winter must be announced as soon as posible, in as far as the ship's papers give information and the knowledge of the captain extends upon the subject. The inspection of the external parts of the vessel, and the articles contained therein, takes place directly, and the entrances to the ship's hold are locked. Until the declaration, inspection, and locking up of the vessel take place, she is guarded at the expense of the captain; which guard, in particular cases, may last as long as the customs department may deem necessary.

Vessels which only anchor in the roads, and do not enter a port, are out of control of the customs officers; they must not, however, hold any intercourse with the shore or the port, otherwise they must give in reports beforehand, and present their papers.

If the vessel remain in the roads longer than 24 hours after declaration is made, before proceeding to put in or unload, if the one or the other be not presented by stress of weather, then an of icer repairs to the ship, examines the decks and the ar ticles thereon, and locks up the entrances, &c. to the hold.

To the officers who are ordered for service on board the vessel is afforded a proper maintenance or treatment, the same a bven to tavellers of the trading class.

If the oc upation of the vessel takes place at the cost of the captem, he is then obligated to give the officers the daily pay of their rank, as regulated, and to provide for their return to their dwelling-place.

If it happen that officers, owing to an interrupted communication with the shore, are forced to remain beyond 2 days on board, then the captain must give them their meals, on their paying for the same; and if any difficulty arise about the charge, it is to be decided by the police authorines.

In all cases, the captain must row back the officers from the road to the harbour.

The direction of the officers, touching the discharge of the vessel, in order that they may be able to exercise properly the duties of their office, must be followed.

If a captain has a well-founded complaint to make about the conduct of the officers, he must present it at the head customhouse; and may, after previous examination, expect, without delay, their dismissal (abstellung). To every captain, after clearing out, the register of complaints (which, according to s. 107 of the regulation of taxes, inust be in every customhouse) is presented, in order that he may enter therein his name, and whatever complaint he may have to make.

Table of Fees payable to the Brokers of Stettin, as fixed the 8 January, 1834.

On Goods, Bills of Exchange, and Money. On the negotiation of bills of exchange, per mile On changing money, or papers considered as

money, er nie

On every description of business in goods, excepting the corn trade, per cent.

On the corn trade, viz. :

Wheat, rye, peas, and linseed (in so far as the latter is sold by the wispel), per cent. Barley, oats, and malt, per cent. → N.B.-The items 1 to 4, inclusive, are to be paid both by the buyer and the seller.

On sales by anction, from the seller, per cent. If the same Le withdrawn previous to the fixed period, as remuneration On certificates or extract of the journal, exclusive of the stamp

Fees payable to Ship Brokers.

For freighting vessels reckoned according to Prussian norinal last, payable by the owner as well as the affreighter, per lust

For the charter-party froin both parties, the affreighter and charterer

The stamp is to be paid separately by the parties interested.

Doll Sil. Pf Gros.

1 0 0

0 15 0
076

076

0 15 0

0.15 0 100 0 20 0

0 16 100

040

(Without distinction as to the number of persons interested in the cargo, or whence the vessel comes.)

For reporting an outward-bound ship with cargo, per Prussian normal last

For reporting a vessel in ballast coming in or going out, per Prussian normal last

Note. If a vessel, coming in or going out, he only partly laden, such cargo is reduced to Prus sian normal lasts, in proportion to the number of lasts stated in the ships' register, and according to this the duties are calculated. The items 3, 4, 5, the broker has to charge to the ship.

For procuring money on bottomry, payable by the lender as well as the borrower, for every 100 dollars

For sales of ships or single shares, from both parties, buyer and seller, whether by auction or privately, per cent. of the price

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If the sale be not effected within the fixed period, on whole vessels

300

on shares

200

0 20 0

For certificates and extracts from the ship papers, statements of averages, or from the log book, exclusive stamp

For reporting a vessel arriving with cargo, per Prussian normal last.

Account of the Exports of Corn and Grain from Stettin in each of the 9 Years ending with 1842.

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Account of the Value of the Imports and Exports at Stettin for each of the 9 Years ending with 1842.

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Account of the Quantities of the principal Articles exported from Stettin by Sea in 1842, distinguishing the Quantities shipped for the U. Kingdom and all other Countries, with their aggregate Value.

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Of the total value of the imports, amounting, in 1842, to 1,624,400, goods valued at 515,6601. were supplied by England. These consisted principally of iron, salt, coal, herrings, sugar, and other colonial products.

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STOCKHOLM, the capital of Sweden, situated at the junction of the lake Maelar with an inlet of the Baltic, in lat. 59° 20′ 31′′ N., lon. 17° 54' E.; a well-built, handsome city. Population, in 1839, 83,885. The entrance to the harbour is intricate and dangerous, and should not be attempted without a pilot; but the harbour itself is capacious and excellent, the largest vessels lying in safety close to the quays. Stockholm possesses from a third to a half the foreign trade of Sweden; but this is confined within comparatively narrow limits. The government has long been accustomed to endeavour to promote industry by excluding foreign products; latterly, however, this system has been considerably relaxed, with great advantage to the trade of the country, and the well-being of the people. Iron, timber, and deals form the great articles of export. Swedish iron is of very superior quality, and is rather extensively used in Great Britain; the imports of it amounting, in ordinary years, to about 16,000 tons exclusive of 600 tons of steel. In addition to the above leading articles, Stockholm exports pitch, tar, copper, &c. The timber is inferior to that from the southern ports of the Baltic. The imports principally consist of colonial products, cotton, dye stuffs, salt, British manufactured goods, hides, fish, wine, brandy, wool, fruit, &c. In seasons of scarcity corn is imported, but it is generally an article of export.

Pilotage.-Vessels bound for Stockholm take a pilot at the small island of Oja. Lands-hort lighthouse is erected on the southern extremity of this island, in lat. 58° 44′ 30 N., lon. 17° 52′ 15′′ E. It is painted white, and is furnished with a fixed light, elevated 158 feet above the level of the sea, which may be seen, under favourable circumstances, 5 leagues off. The signal for a pilot is a flag at the fore-topmast head, or firing a gun.

Account of the principal Articles imported into and exported from Stockholm in 1842.

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