Logansport Pharos-Tribune from Logansport, Indiana • Page 6

THREE MiS TO EUROPE. Schurz Makes Predictions Regarding Ocean Travel. A XOAV Steamer of the Hamburg; Hue to Bo in Speed Ex- pcntesl of the N'eiv New of Machinery. I COPYUIC FIT. V31.

1 Men of millions who control the railroads of this country and the big steamship lines have entered in a great race for fast time. The one cry is how can ire save time, and the heads of the great corporations have taken the fever from the public and the strongest possible rivalry exists. While new lines of with faster engines and more palatial cars are being agitated and created in rapid succession on land, the steamship men have not been idle. The improvement in the transatlantic liner in ten years has been very great and as the travel goes on new and faster ships are being built. The amount CARL SCITUKZ.

of capital invested in these great ocean transportation lines is enormous. Tfle first cost of one of the modern ships is very nearly, if not quite, two million dollars, and when one lino alone runs half a dozen or'more of these floating palaces it can readily be imagined that these companies must control large sums of money. Besides the millions the steamship men have invested in ships more millions have been invested in real estate, docks and buildings on both-sides of the ocean. To protect these millions it ts of course necessary to secure patronage, and to do they must fast time. To-day the Cunard, the Inman, the Hamburg, American Packet, the Korth German Lloyd, the White Star and the Transatlantique are rushing their ships across the Atlantic in the great race to save time, and only a day or two ago the dispatches announced that the Cunard line was about to build a quartette of ships that -will make the trip from New York to -Queenstown in a little more than five days.

This is even better than the Austin Cor bin scheme of running twelve- thousand-ton all-American steamships from Montauk Point, L. to Fiveford Haven in five days and a half. Now Carl Schurz, who is president of the Hamburg-American Packet Company, knows as much -about the great race among the steamship companies as anyone on this side of the Atlantic. His company is one of the prominent competitors in the great transatlantic carrying trade and claims the distinction of having established the German interests in that business. Over a hundred millions of marks have been invested in this company's ships and the Columbia of this line holds to-day the record for the fastest maiden trip.

None know better than- Mr. Schurz, editor, diplomat, orator, soldier, author and president of a great steamship line, how rapid is the progress in the art of ship building. "I am a great believer in fast time," said Mr. Schurz. I do not agree with who say there is greater danger In running a ship at a faster rate of speed than the seven day or even the six day trip to the other side of the Atlantic.

I am of the opinion that we yet build ships that can make the ran to Liverpool in three It is being run for amusement and fast time alone. can build ships that can make the run across to Europe in three or four days or say five days, but they would not be able to carry freight and passengers. And even if they carried passengers without freight we couldn't afford to run them. The problem we are endeavoring to solve is to build a ship that can make those fast trips and at the same time have room enough in her hold for freight and on her decks for passengers. On these ships safety must be the first consideration.

To' realize the steamer of the future the company which I represent and, I guess, the heads of the other great steamship lines, also, are sparing neither trouble nor expense in securing the latest phase of marine architecture perfect in the three requirements of modern speed and comfort. In our ships there are two distinct sets of boilers, two engines, two shafts and two screws, both sets working independently of each other and separated by one solid longitudinal bulkhead running from the keel to the upper deck and dividing the vessel into two non- communicating halves, of which each is fully equipped to propel the ship. You sec, an accident to one side of the ship can in no manner affect the other, whose machinery will continue to work and propel the ship with the greatest ease. The water-tight compartments' will confine to one compartment any ac- 'cident that might happen." "How many lines have adopted the twin screw system?" "Well, our own, the Inman, and the White Star arc all at the present time but I have no doubt but that they will all bousing it in the near future. The ship of the future will to my mind have larger engines and have four of them with two sets of twin screws.

You can readily see that to carry this extra machinery and at the same time not decrease the freight and passenger carrying capacity we must have some pretty big ships. In the Normania our two engines make a total of 12,500 horse power so if this horse power were doubled the force at our command would very great." "And as to electricity as a motive power, Mr. Schurz?" "Oh, you see I am not figuring on that, but it will be all the better in case we can use electricity. The question with electricity is we do not yet know what its peculiarities are and what it is capable of do'ing. I should not be surprised to see it adopted hi our Atlantic passenger ships almost at any time, but there are certain problems to be solved in electricity before we can use it in big steamships as a motive power.

We must know that it is safe. That is the very important question that has not yet been satisfactorily answered. We must be able to secure it at a reasonable expense. I OF PKIXCE BISMABCK'S saw ENGINES. not at all improbable.

And in fact I expect to see it before I die if we kee; on improving at the rate we are going now and I am sixty years of age at that. Twenty-five or thirty years ago have been ridiculed if we predicted that ships could cross the Atlantic as they are doing now in six days and fifteen liotirs. Our statement would at least ihave been thought very greatly exaggerated. And ten or fifteen years from mow I' shouldn't be surprised if steamships were run across the Atlantic in Sour days, and, as the ratio of advance znent in skip building continues, in say twenty years from the present time we Enight cross in three days." "What will be the necessary require- tuants for faster time, Mr. Schurz?" in the first place, if wo have higher speed we will need more powerful engines and 'machinery and" thai will necessitate larger vessels of course.

Ships must be run at a profit. Thev don't suppose that any of the great lines would hesitate at a few hundred thousand dollars on every ship, but the cost of the original plant is not the thing they would hesitate at. What could it be run for, and what would the manufacturing paraphernalia take up in the ship If it would occupy 'more room than the machinery now in use, that would be very bad, but it is more, than likely it would take much less space, and every foot of space on a big ship has its value. Even though electricity would cost as much more than the present system of motive power if we could make faster time, and be assured that it was safe, we would adopt it. We can't experiment with is an unknown to a great extent as yet, on one of our big vessels out in the middle of the Atlantic, where it might kick up just like an untractable horse.

I believe the time will come, though, when electricity will be used as the motive power on our great railroads and steamship lines. But until we get it we cannot stand idle but will go on improving and perfecting our machinery now in use. We-have landed passengers from New York in London in seven days and in Hamburg in eight days. Ten years from we may be able to land passengers in London in say four days and in Hamburg in five days. I believe in fast time, and if we could cross the Atlantic in.

two days I would favor it. "And as to the danger of the speeding of steamships?" "There is just as much danger in running at the rate of fifteen or eighteen knots an hour as twenty knots, the fastest runs yet made by our steamships, are twenty-five knots an hour the possible speed of the future. There has been much talk about icebergs that have been floating in the path of the passenger steamers and of the 'alleged danger of fast running in connection with them, but where a ship- is Pro- with twin screws there is really little danger. You will remember- the Kormania's experience. She was headed- right for a mammoth iceberg but with the twin screws and her powerful rudders she was turned right about when within a ship's length of the burg.

Of course when say I believe in faster time 1 want all the mechanical improvements to keep pace. "The passage of the postal subsidy bill, which grants four dollars a mile to first-class American ships, will no doubt stir up considerable capital for ship building on this side of the Atlantic. I have heard of Mr. Corbin's plan, but I understand that gentleman has not spoken on the matter as yet. Many people though may not care to go down to Montauk point their ship, preferring New York, which win probably always be the central point for fravelers to Europe.

"The travel to Europe is constantly increasing. Nowadays in the regular season our ships are all crowded to their utmost capacity. People have got more money to spend, it would appear, and these trips across the Atlantic are a good omen for the prosperity of America. There are not only more people going over, but there are more that are taking the expensive lines. The public in this way is giving great encouragement to the companies that are spending thousands and thousands of dollars in perfecting their ships.

"But we have a treat hi store for the public in May," continued Mr. "The Prince Bismarck, our new ship which is now being fitted out across the Atlantic, will make her first run to this country early next month. We expect she will eclipse all previous records. The emperor of Germany was shown over the Prince Bismarck the other day by the representatives company in Germany and he expressed great delight with the vessel. The emperor spent an entire afternoon on the ship, which is lying at the wharves of the ship building company 'Vulcan' receiving the last of her furnishings.

The Prince Bismarck pleased the emperor very much, and he was particularly interested in her machinery, which is the latest and most Her engines are larger and more powerful than any yet made for the Atlantic passenger steamers. I do not care to predict what her time will be, but you may rest assured it will not 'be behind the record of the Columbia. The Prince Bismarck has three funnels and two masts-which are low and without yards so as to offer the least resistance while their efficiency remains unimpaired should their use ever be required. The Prince Bismarck will be five hundred and twenty feet long, fifty-eight feet wide and a depth of forty feet. It' will have twelve thousand tons displacement and the engines will have sixteen thousand horse power.

There will be five decks con structed solidly of steel and teck wood, the upper decks end iug in strong turtle-backs at the bow and stern. One new ship will have twin screws and its entire working machinery will be duplicated. It is not necessary to say that the workmanship on this latest addition to our fleet will be the finest in the world. All the machinery is built with an excess of actually required. The cylinders will be of extra large size, fifty, seventy-six and one hundred and eleven inches in diameter, with a seventy-six- inch stroke.

Particular attention has been paid to the reversing gear, which is extra rapid and noiseless in its action. The comfort and elegance that will be displayed on the Prince Bismarck will surpass anything yet offered on any Atlantic liner. The large and luxurious saloons, the ladies' boudoirs, music, smoking and staterooms generally are being fitted up in magnificent style. We are building our staterooms larger with more luxuriant toilet conveniences and also larger beds. The steerage on the Prince Bismarck will be unusually high, well lighted and provided with a perfect system of ventilation." CUBTIS J.

MAS. Blue Classes for Cattle. A dispatch from. Vienna says tha.t the in Mdravia has been so extremely severe that -the whole'. country has been covered with a mantle of snow since November.

The reflection of the light upon the snow has been so blinding- that tens of thousands of cattle have been attacked with ophthalmia At the suggestion of Dr. Verincourti, of the government department of agricul ture, quite a number of farmers have had recourse to blue spectacles in order to preserve the eyesight of their herds and on one farm of a single proviace over rour thousand animals are now meandering about with the aid of blue eyeglasses. The entire supply of blue glass in Vienna has been exhausted, and it has been found necessary to obtain additional supplies from Paris and London. It is said that the chambers at their next scss'on will make a special appropriation to reimburse the farmers and stockkeepcrs for the outlay thus An English fanner who is now in Vienna says that the sight of thousands of. cattle pooping their way through the snow with their eyes incased in immense blue goggles is one that can neither be imagined nor ad- equatety described.

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8:19 a.m Arrive Peru 11:44 a.m... L.B.& W.H.R. Leave Pern, North Bound South Bound 11:50 a. at WABASEE. H.

Leave Logansport, 3:45 p.m.. 7:50 a. Arrive' Lafayette. 4 :55 p. 8:20 a.

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