Chapter XXXIX: Part 39

“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 as the 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 in _fetes_ and 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 the diving-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, no more 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?”

THE PROGRESS OF NAVIGATION.

One of the wonders of the world, is to be found in tracing the _progress 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, in which 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 the _nautilus_. 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 had been 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.

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 a _submarine 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 was made, 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.

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 reaching down 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 only _one-tenth_ of 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 a pressure 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 thousands _per 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 of _four_ pounds should overcome a resistance of _twenty-four_ pounds.”

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 vessel _under 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.

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-four pounds 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 and regularity; 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, or _vis inertiæ_ to 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 berth has a bell-rope communicating with one of Jackson’s patented American annunciators. Crossing the ocean in one of these steamers, some one has said, is _no 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?

CHINESE JUNKS.

As in perfect and wonderful contrast to the magnificent floating palaces just described, we close the subject of navigation by a view of the clumsy Chinese junk, which is represented in the cut below. The Chinese, though neither a savage, nor a barbarous people, are still, in most respects, very unlike other civilized nations. In houses, dress, furniture, equipage, worship, indeed, in most of the actions, feelings, and opinions of life, they are a peculiar people. They have, in fact, struck out a civilization of their own. Their religion, their literature, their arts, are all Chinese, and nothing but Chinese. It is curious to observe that although, for many centuries, they have been a cultivated people, and have even preceded the Europeans in many useful and ingenious discoveries, they seem to stand still at a certain point, beyond which they are not capable of improvement. There they remain, century after century; and, while other nations have surpassed them, they still conceive that they are the most learned, civilized and polished people in the world. All other nations they conceive to be barbarians, and hold them in supercilious contempt. And the Chinese vessels may serve as a sample of their national character. We give above a picture of one of their junks, which shows some ingenuity, and no little industry; yet how clumsy, how ineffective is it, in comparison with a Yankee steamboat! The Chinese can go, by dint of rowing, three miles an hour, while we go fifteen. This is about the difference between the energy of the Chinese and the civilized people of Europe and America.

THE ARTESIAN WELL OF GRENELLE.

Artesian wells, or fountains, are made by boring in the earth to a great depth, till at last water rises to the surface, and often with such force as to form abundant and elevated jets. The name _artesian_ is derived from Artois, a province of France, where especial attention has been given to this means of obtaining water; though it appears from sufficient evidence, that wells of this kind were well known to the ancients. Olympiadorus, who flourished in the sixth century at Alexandria, states that where wells were dug in the oases of the desert to the depth of two, three or five hundred yards, rivers of water gushed out from their orifices, of which advantage was taken by agriculturists to water their fields. The oldest artesian well known in France, is at Lillers, in Artois, and is said to have been made in 1126. In the great desert of Sahara, water is said to have been obtained in this way; and the Chinese, we are told, have practiced it for thousands of years. Artesian wells are now common in Europe and in the United States. The artesian well of Grenelle, is a famous fountain of this kind, and as such is worthy of notice. It is not far from the Hotel des Invalides, and was undertaken chiefly with reference to the great slaughter-houses in its vicinity. It was begun January first, 1834, and the boring was prosecuted during seven years and two months. It opened with a diameter of twelve inches; at the depth of thirteen hundred feet it was contracted to six inches. Water was struck at the depth of eighteen hundred feet, and the entire depth is two thousand feet, or nearly two-fifths of a mile. The water rose at first in a fine thread, but soon after it came so rapidly as to injure the machinery. It rose to the hight of one hundred and twelve feet above the surface; high enough to flow into the attics of the most lofty houses in Paris, and into many of its towers. The entire depth of the boring is five and a half times the hight of the dome of the Hotel of the Invalids, and more than five times that of the cross on the summit of St. Paul’s, in London. In a diagram of the strata, seen in section, the cathedral of Strasburg, and the church of St. Peter, at Rome, are figured at the bottom on the level of the subterranean fountain, and they appear very humble, compared with the great distance to the surface of the ground.

The flow of the water was equivalent to six hundred gallons in a minute; five hundred thousand gallons in twenty-four hours; and the quantity thus far is not diminished. Some time after the opening of the well, it flowed bountifully over the top of the tube, and with a force that would doubtless have raised it to the full hight, although at that time the upper part of the tube had been removed for repairs. It had collapsed, and a new tube was about to be inserted; the old tube was twenty-one inches wide at the top and seven at the bottom; but the new tube was to be reduced to five inches. It is now, and was formerly, made of galvanized iron. The temperature of the water, at first, was eighty-three and three-fourths degrees of Fahrenheit, and it is now stated to be eighty-five degrees; a degree of permanent heat far exceeding that of midsummer in Paris. Indeed, it is so warm, that it does not answer for the use of the slaughter-houses, as was at first proposed, and they are compelled to resort to water from other sources. It was quite warm to the touch, when a hand was immersed in it. The labor attending this boring was immense; and great difficulties were encountered. The boring instrument broke several times, and fell in. This happened at the depth of thirteen hundred and thirty-five feet, and it required incessant labor during fourteen months to recover it. The government, at whose expense it was prosecuted, was, at times, nearly discouraged.

Quite recently, in boring an artesian well in Livingston, Alabama, an _egg_ was brought up from the depth of three hundred and thirty-five feet below the surface, of which distance, three hundred feet were through the solid rock. The egg was completely petrified, and perfect in shape, except in one place where the auger had defaced it. How it came there, and in what remote age, it might puzzle the wisest geologist or philosopher to tell!

THE BANYAN-TREE.

The banyan, or burr tree, the _ficus Indica_ of Linnæus, a picture of which is given in the cut beyond, claims our particular attention. It is considered as one of the most curious and beautiful of Nature’s productions in the genial climate of India, where she sports with the greatest profusion and variety. Each tree is in itself a grove, and some of them are of an amazing size, as they are continually increasing, and, contrary to most other animal and vegetable productions, seem to be exempted from decay: for every branch from the main body throws out its own roots, at first in small tender fibers, several yards from the ground, which continually grow thicker; until by a gradual descent, they reach its surface; where, striking in, they increase to a large trunk, and become a parent tree, throwing out new branches from the top. These, in time, suspend their roots, and, receiving nourishment from the earth, swell into trunks, and shoot forth other branches; thus continuing in a state of progression so long as the first parent of them all supplies her sustenance.

A banyan-tree with many trunks, forms the most beautiful walks, vistas and cool recesses, that can be imagined. The leaves are large, soft, and of a lively green; the fruit is a small fig, of a bright scarlet when ripe, affording sustenance to monkeys, squirrels, peacocks, and birds of various kinds, which dwell among the branches.

The Hindoos are peculiarly fond of this tree; they consider its long duration, its outstretching arms, and overshadowing beneficence, as emblems of the Deity, and almost pay it divine honors. The Brahmins, who thus “find a fane in every sacred grove,” spend much of their time in superstitious solitude under the shade of the banyan-tree; they plant it near the _dewals_, or Hindoo temples, improperly called pagodas; and in those villages where there is no structure for public worship, they place an image under one of these trees, and there perform their morning and evening sacrifice. These are the trees under which a sect of naked philosophers, called Gymnosophists, assembled in Arrian’s days; and this historian of ancient Greece, says Forbes, in his “Oriental Memoirs,” affords a true picture of the modern Hindoos. “In winter the Gymnosophists enjoy the benefit of the sun’s rays in the open air; and in summer, when the heat becomes excessive, they pass their time in cool and moist places, under large trees; which, according to the accounts of Nearchus, cover a circumference of five acres, and extend their branches so far, that ten thousand men may easily find shelter under them.”

On the banks of the Narbudda, in the province of Guzzerat, is a banyan-tree, supposed by some persons to be the one described by Nearchus, and certainly not inferior to it. It is distinguished by the name of the Cubbeer-Burr, which was given to it in honor of a famous saint. High floods have, at various times, swept away a considerable part of this extraordinary tree; but what still remains is nearly two thousand feet in circumference, measured round the principal stems; the overhanging branches, not yet struck down, cover a much larger space; and under it grow a number of custard-apple, and other fruit trees. The large trunks of this single tree amount to _three hundred and fifty_, and the smaller ones _exceed three thousand_. Each of these is constantly sending forth branches and hanging roots, to form other trunks, and become the parents of a future progeny. The Cubbeer-Burr is famed throughout Hindoostan, not only on account of its great extent, but also of its surpassing beauty. The Indian armies generally encamp around it; and, at stated seasons, solemn _jatarras_, or Hindoo festivals, to which thousands of votaries repair from every part of the Mogul empire, are there celebrated. It is said that seven thousand people find ample room to repose under its shade. It has long been the custom of the British residents in India, on their hunting and shooting parties, to form extensive encampments, and spend weeks together, under this magnificent pavilion, which affords a shelter to all travelers, particularly to the religious tribes of the Hindoos. It is generally filled with a variety of birds, snakes and monkeys, the latter of whom both divert the spectator by their antic tricks, and interest him by the parental affection they display to their young offspring, in teaching them to select their food, to exert themselves in jumping from bough to bough, and in taking, as they acquire strength, still more extensive leaps from tree to tree. In these efforts, they encourage them by caresses, when timorous, and menace, and even beat them, when refractory.

THE WEDDED BANYAN-TREE.

Among the varieties of the banyan, or burr tree, is the _peipal_, or _ficus religiosa_, which is not uncommon in Guzzerat, and causes a singular variety of vegetation. It may be considered as belonging to the order of creepers, and often springs round different trees, particularly the palmyra, or palm. The latter growing through the center of a banyan-tree, looks extremely grand. The peipal frequently shoots from old walls, and runs along them, so as to cause a singular phenomenon of vegetation. In the province of Bahar, one of these trees was seen by an English traveler, on the inside of a large brick well, the whole circumference of the internal space of which it lined, and thus actually became a tree turned inside out. A banyan-tree thus inverted is uncommon; but the general usefulness and beauty of this variety, especially in overshadowing the public wells and village markets, can only be known by those who live in a sultry climate.

THE COCOA-TREE.

Of all the gifts which Providence has bestowed on the oriental world, the cocoa-tree is the one most deserving of notice. The blessings which are conveyed to man, by this single production of nature, are incalculable. It grows in a stately column, from thirty to fifty feet in hight, crowned by a verdant capital of waving branches, covered with long spiral leaves: under this foliage, bunches of blossoms, clusters of green fruit, and others arrived at maturity, appear in mingled beauty. The trunk, though porous, furnishes beams and rafters for the habitations; and the leaves, when platted together, make an excellent thatch, as well as common umbrellas, coarse mats for the floor, and brooms; while their finest fibers are woven into very beautiful mats for the rich. The covering of the young fruit is extremely curious, resembling a piece of thick cloth, in a conical form, as close and firm as if it came from the loom; it expands after the fruit has burst through its inclosure, and then appears of a coarser texture. The nuts contain a delicious milk, and a kernel sweet as the almond: this, when dried, affords abundance of oil; and when that is expressed, the remainder answers to feed cattle and poultry, and make a good manure. The shell of the nut furnishes cups, ladles, and other domestic utensils; while the husk which incloses it is of the utmost importance: it is manufactured into ropes, and cordage of every kind, from the smallest twine to the largest cables, which are far more durable than those of hemp. In the Nicobar islands, the natives build their vessels, make the sails and cordage, supply them with provisions and necessaries, and provide a cargo of arrack, vinegar, oil, jaggree or coarse sugar, cocoa-nuts, coir, cordage, black paint, and several inferior articles, for foreign markets, entirely from this tree.

Many of the trees are not permitted to bear fruit; but the embryo bud, from which the blossoms and nuts would spring, is tied up to prevent its expansion; and a small incision being then made at the end, a cool pleasant liquor, called _tarre_, or toddy, the palm-wine of the poets, oozes out in gentle drops.

THE REINDEER SLEDGE.

The reindeer is a native of Greenland, and the cold climates of the extreme north. To the Greenlander he supplies the place of the horse, the locomotive, and the steamboat to us, as may be seen in the cut, which illustrates the mode of traveling in Greenland. The reindeer is swift of foot, sharp-sighted, and of acute smell and hearing. His flesh supplies the Greenlander with food; while his skin, with its thick, warm hair, affords material for his tent, his bedding and his clothing. The bones and antlers, or horns, are worked into implements for domestic use, for fishing and hunting, and the tendons are split into threads for various purposes. The speed of the Greenlander on his sledge, is said to rival that of the locomotive on the railroad.

THE UPAS, OR POISON-TREE.

Although a serious refutation of the gross imposition practiced on the people of Europe, by the romance of Foersch, on the subject of the upas, or celebrated poison-tree of Java, may at this time be in a great measure superfluous, as the world has long ceased to be the dupe of his story, and as regular series of experiments have been instituted both in England and in France, to ascertain the nature and potency of the poison; yet an authentic account of this poison, as drawn out by Doctor Horsfield, and given in the seventh volume of the Batavian transactions, can not fail to be interesting. Almost every one has heard of its fabulous history, which, from its extravagant nature, its susceptibility of poetical ornament, its alliance with the cruelties of a despotic government, and the sparkling genius of Darwin, whose purpose it answered to adopt and personify it as a malignant spirit, (in his “Loves of the Plants,”) has obtained almost equal currency with the wonders of the Lernian hydra, or any other of the classic fictions of antiquity.

Although, as Doctor Horsfield observes, the account published by Foersch, so far as relates to the situation of the poison-tree, to its effects on the surrounding country, and to the application said to have been made of the upas on criminals in different parts of the island, has, as well as the description of the poisonous substance itself, and its mode of collection, been demonstrated to be an extravagant forgery; yet the existence of a tree in Java, from the sap of which a poison is prepared, equal in fatality, when thrown into the circulation, to the strongest animal poisons hitherto known, is a fact which it is his object to establish and illustrate. The tree which produces this poison is the _anchar_, and grows in the eastern extremity of the island. The work of Rhumphius contains a long account of the upas, under the denomination of _arbor toxicaria_. The tree does not grow in Ambonia, and his description was made from the information he obtained from Macassar. His figure was drawn from a branch of what is called the male-tree, sent to him from the same place, and establishes the identity of the poison-tree of Macassar, and the other eastern islands, with the _anchar_ of Java. The simple sap of the _arbor toxicaria_ (according to Rhumphius) is harmless, and requires the addition of several substances of the affinity of ginger, to render it active and mortal. In so far it agrees with the _anchar_, which, in its simple state, is supposed to be inert, and, before being employed as a poison, is subjected to a particular preparation. Besides the true poison-tree, the upas of the eastern islands, and the _anchar_ of the Javans, this island produces a shrub, which, as far as observations have hitherto been made, is peculiar to the same, and by a different mode of preparation, furnishes a poison far exceeding the upas in violence. Its name is _chetik_; but the genus to which it belongs has not yet been discovered or described.

The _anchar_ is one of the largest trees in the forests of Java. The stem is cylindrical, perpendicular, and rises completely naked to the hight of sixty, seventy, or eighty feet. It is covered with a whitish bark, slightly bursting in longitudinal furrows. Near the ground this bark is, in old trees, more than half an inch thick, and, upon being wounded, yields plentifully the milky juice from which the celebrated poison is prepared. A puncture or incision being made into the tree, the juice or sap appears oozing out, of a yellowish color from old trees; but paler, or nearly white, from young ones; and when exposed to the air, its surface becomes brown. The consistence very much resembles milk; but it is more thick and viscid. This sap is contained in the true bark, (or _cortex_,) which, when punctured, yields a considerable quantity, so that in a short time a cupful may be collected from a large tree. The inner bark (or _liber_) is of a close fibrous texture, like that of the _morus papyrifera_, and, when separated from the other bark, and cleansed from the adhering particles, resembles a coarse piece of linen. It has been worked into ropes, which are very strong; and the poorer class of people employ the inner bark of the younger trees, which is more easily prepared, for the purpose of making a coarse stuff, which they wear in working in the fields. But it requires much bruising, washing, and a long immersion, before it can be used; and, when it appears completely purified, persons wearing this dress, being exposed to rain, are affected with an intolerable itching, which renders it insupportable. It appears from the account of the manner in which the poison is prepared, that the deleterious quality exists in the gum, a small portion of which still adhering, produces, when exposed to wet, this irritating effect; and it is singular that this property of the prepared bark is known to the Javans in all places where the tree grows, while the preparation of a poison from its juice, which produces a mortal effect when introduced into the body by pointed weapons, is an exclusive art of the inhabitants of the eastern extremity of the island.

THE PRAIRIE ON FIRE.

One of the most striking features in the geography of the Western states, is the prairies, or natural meadows. These are immense plains, often stretching, in every direction, further than the eye can reach, entirely destitute of trees, and covered with grass and wild flowers. These prairies cover a vast extent of country north of the Ohio and west of the Mississippi, affording pasturage to countless herds of the buffalo, deer and other wild animals. When the grass has been dried and parched by the heat of summer, it sometimes takes fire, as represented in the cut above, and then a sea of flame is swept by the wind over these vast plains, spreading, it is said, more swiftly than the fleetest horse can run before it. In such cases, the only resort is, to pull up the grass around one, and kindle on every side a counter-flame, which burning _outward_, in every direction, leaves the hunter or traveler in a place of safety.

THE MAMMOTH TREE OF CALIFORNIA.