History of Merchant Shipping and Ancient Commerce, Volume 4 (of 4)

Chapter I. Pages 1-59

Earliest modes of propulsion—Suggested partly by nature—Hero of Alexandria, B.C. 120—Dancing steam ball—Æolipile—Application of science to superstitious purposes—Revival of learning—Robertus Valturius, 1472—Blasco de Garay—Story of his experiment, 1543—Disproved by Mr. MacGregor’s investigations, note—Progress of invention—Bourne—Solomon de Caus, Marquess of Worcester, &c.—Morisotus’ vessel with paddle-wheels—Hollar’s drawing—Absurd patents—Phillips and his windmill—Papin and Morland—Savery—Jonathan Hulls—James Watt’s engine—Matthew Wasborough—Marquis de Jouffroy—Bramah’s screw-propeller—Mr. Miller of Dalswinton—Mr. Symington and Mr. Taylor—The Charlotte Dundas—Rumsey and Fitch—J. C. Stevens—Oliver Evans—Robert Fulton and Mr. Livingston—Plan really derived from the English experiments of Symington—Fulton builds steamers in the U.S.—The Clermont—Merits and demerits of Fulton—At all events the first to “run” a steam-vessel regularly and to develop its power and usefulness—First steamboat on the St. Lawrence, 1813.

Chapter Ii. 60-120

Progress of steam navigation in Europe—Clyde mechanics take the lead—James Watt, 1766—Henry Bell, 1800—Correspondence between Bell and Fulton—Letter from Bell to Miller of Dalswinton—The Comet steamer, 1811, plies between Glasgow and Greenock, and afterwards on the Forth—Extraordinary progress of shipbuilding on the Clyde—Great value and importance of the private building yards—J. Elder and Company; their extensive premises, note—Steam between Norwich and Yarmouth, 1813; between London and Margate, 1815—The Glasgow—Early opposition to the employment of steam-vessels—Barges on the Thames—First steamer between Liverpool and the Clyde—H. M. steam-ship Comet—The Rob Roy and other vessels, 1818—The United Kingdom, 1826—First idea of iron ships, 1830—Proposals of Trevethick and Dickenson, 1809-1815—The Vulcan, 1818—The Aaron Manby, 1821—The Shannon Steam Packet Company, 1824—Mr. John Laird and Sir William Fairbairn—The Elburkah, 1832, and Garry Owen, 1834—The Rainbow, 1837—Messrs. Tod and MacGregor—The Great Britain, 1839-1843—Advantages of iron ships—Action of salt water on iron inconsiderable—Durability, strength, and safety of iron—Affords greater capacity for stowage—Admiralty slow to adopt iron for ships of war—Mr. Galloway’s feathering paddles, 1829—Story of the screw-propeller—Joseph Bramah, 1785—Mr. J. Stevens, 1804—Richard Trevethick, 1815—Robert Wilson, 1833—Captain Ericsson, 1836—The Francis B. Ogden, though successful, fails to convince the Admiralty—Mr. T. P. Smith—The Archimedes—Her trial with the Widgeon, Oct. 1839, and its results—The Rattler and the Alecto, 1843—The Rattler not as successful as expected—Captain Robert F. Stockton efficiently supports Ericsson’s views—His vessel, a complete success, and the first “screw” used for commerce in America—Superiority of Mr. Woodcroft’s “varying” propeller, 1832—In building fit vessels, the trade in which they are to be employed must be considered

Chapter Iii. 121-162

Steam-ships of the United States—Improvements in form of hull—Natural facilities for Steam Navigation in America—Her lakes—Canals—Harbours—Rivers—Seaboard—Bays and roadsteads—Rapid increase of steam-vessels—First vessels built for the western rivers and lakes—Dangers of River Navigation—Number of steamers lost by “snags,” ice, fire, and collision, 1831-1833—Peculiar description of wharves and levees—Description of steamers employed—Boats of the Mississippi—Boatmen—Engines of the steamers—Different construction of the steamers on the Atlantic rivers—Great speed of American lake and river steamers—Peculiarity of construction—Steamer New World—Details of her construction—The Daniel Drew—Her enormous speed—Pacific Steam-ship Company started, 1847—Cost of establishing it—Speed of its vessels—Difficulties to encounter—Number of its steamers—Services performed—China and Japan line—“Law” line of steamers—South American Steamship Company—Mr. Randall’s projected large American steamer—Details of proposed ship—Two sets of paddle-wheels—Principle of construction—Advantages to be derived from vessels thus built—Mr. Randall’s experience of steamers employed on the lakes, and the Pacific

Chapter Iv. 163-220

Struggle between Great Britain and United States for the Atlantic carrying trade—English shipowners cleave to Protection—“Baltimore clippers” and “American liners”—The Savannah, the first American Atlantic steamer, 1819—The Curaçoa, 1829—The Royal William, 1833, from Quebec—The Sirius and Great Western, 1838—Successful voyages of these vessels—Details of Great Western—The Royal William, second of that name, the first steam-ship from Liverpool, 1838, followed by the Liverpool—Origin of the Cunard Company—Contract for conveyance of mails—Conditions—Names and particulars of the first steamers in this service—The Britannia—Comparative results of different vessels—Building (1839) and loss (1841) of the President—Building of the Great Britain in 1843—Advantages of iron ships—American auxiliary screw steamer Massachusetts, 1845—American line of steamers to Europe, 1847—First ocean race won by the English—Not satisfied with Cunard line, the Americans determine to start one of their own—Reasons for so doing—American shipowners complain justly of the “Protective” policy of their own Government—Nevertheless adopted—Collins line established—Original terms of subsidy—Dimensions of their steamers—Mr. Faron’s visit to England—Details of the build of these vessels—Engines—Frame sustaining engines and dead weight—Cost of steamers greatly increased by demand for increased speed—Further details of competing lines—Speed obtained and cost—Great competition, 1850-1852—Results of it

Chapter V. 221-250

Dangers of Atlantic Navigation—Collision of Arctic and Vesta, 1854—Arctic founders—Loss of Pacific, 1856—Renewed exertions of the Collins and, also, of the Cunard Company—Launch of the Persia—Collins line relinquished, 1858—Scotia—Her great strength and speed—Russia, first Cunard iron screw-steamer, 1862—Bothnia and Scythia, 1874—Their construction, outfit, and cabin accommodation—Vessels now owned by Cunard Company—Comparison of Britannia and Bothnia—Cunard Company never lost a life nor a letter during thirty-five years—Reasons—Value of punctuality—Admirable discipline in their ships—Regulations of the Company—Most disasters may be prevented by foresight—Success depends on fitting means—Cunard line shows what can be done

Chapter Vi. 251-291

Liverpool, New York, and Philadelphia Steamship Company—City of Glasgow, 1850—City of Manchester, 1851—Speed of City of Paris and City of Brussels—Exertions of Mr. Inman to improve and facilitate cheap emigration to the United States—Large number of emigrants carried in the Inman steamers—City of Chester, 1873—City of Berlin, 1875—Ocean steamers to Canada, 1853—First mail contract, 1852—Allan line of steamers, 1856—Extent and capacity of its fleet—Speed of these vessels—Galway line a failure—Loss of Connaught, 1860—Rapid Passage of Adriatic, 1861—Struggles between sailing-clippers and iron screw-ships—National Steam Navigation Company, 1863—Their splendid ships—Old Black Ball line—The Guion line, 1863—Mississippi and Dominion Company—White Star line, 1870—Strict regulations for safety—Britannic and Germanic—Their great speed—Details of Britannic and form of her screw—Difficulty of estimating real cost of steamers—Pennsylvania Company, 1873—Anchor line from the Clyde, 1856—Prodigious range of their trade operations—The Victoria—Hamburg American Steam Packet Company—North German Lloyd’s

Chapter Vii. 292-313

Royal West India Mail Steam Packet Company, 1841—Number of their ships—Conditions of mail contract—Large subsidy—Heavy loss during the first year of their operations—Capital of the Company—Liberal concessions by Government—Complaints of the public—Improved prospects of the company from improved management—Contract renewed, 1850—Its conditions—Fresh conditions, 1857—Contract again renewed, 1864—Further renewal, 1874—The steam-ship Forth—Losses of various ships of the company—Causes of these losses—Loss of the Amazon—Terrible sufferings—Loss of the Demerara—Additions to their fleet, and superior class of vessels

Chapter Viii. 314-335

Pacific Steam Navigation Company—First steamer on the Pacific, 1825—Mr. Wheelwright—Obtains a charter, 1840—First vessels, the Chili and Peru—Warm reception at Valparaiso—The Company persevere—Appointment of Mr. Just, 1846—Extension of contract, 1850—Marked improvement in the prospects of the Company, 1860—New lines—Vast increase of capital, 1867—Further increase of capital to 3,000,000l., 1871—Capital increased to 4,000,000l., 1872—Extent of fleet, Iberia and Liguria—Chimborazo, 1871—Too rapid increase—Loss arising therefrom—Modification of mail contract and reduced services—West coast steamer Bolivia—Future prospects of the Company—Trade with Mexico—First line of steamers from Liverpool to Chagres—West India and Pacific Steam Navigation Company—Liverpool, Brazil, and River Plate Steam Navigation Company

Chapter Ix. 336-375

Steam to India and overland routes—East India Company establish a Tátar post between Constantinople and Baghdad—First public meeting in London to promote steam communication with India, 1822—Captain Johnston—Calcutta meetings, 1823—The Enterprize, first steamer to India by Cape, 1825—Sold in Calcutta to East India Company—Other steamers follow—Pioneers of overland route viâ Egypt—Sir Miles Nightingall in 1819 and Mount-Stuart Elphinstone in 1823 return home by this route—Mr. Thomas Waghorn visits England to promote the Cape route, 1829-30—Returns to India by way of Trieste and the Red Sea—Still advocates Cape route, 1830—Mr. Taylor’s proposal—Reply of Bombay Government and discussion of the question—Supineness of the Court of Directors—Their views—Official report of the first voyage of the Hugh Lindsay, 1830—Report of the Committee of 1834—Decision of the House of Commons Committee influenced by political considerations—Admiralty packets extended from Malta to Alexandria—Steamers of the Indian navy—Modes of transport across the Isthmus of Suez—Great exertions of Waghorn in the establishment of this route—Suez Canal—Popular errors on this subject—M. de Lesseps—His great scheme—Not fairly considered in England—Commencement of M. de Lesseps’ works in 1857—General details—Partial opening of Canal, April 18th, 1869—Finally opened by Empress Eugénie, November 17th, 1869

Chapter X. 376-415

Peninsular and Oriental Steam Navigation Company—Its founders and origin—Messrs. Willcox and Anderson—Mr. James Allan—How the Peninsular mails were originally conveyed—Proposal of Peninsular Company for their conveyance—Contract concluded August 29th, 1837—Conveyance of mails to India previously to 1839—Government applies to the Peninsular Company and accepts their proposals, though reluctantly—Proposed direct line from Falmouth to Calcutta—First vessels hence, on Indian postal service to Alexandria—Original postal service from Suez to Bombay—Contract for mails between Suez and Calcutta, September 1842—Further proposals made by the East India Company and Government, but finally rejected by the East India Company—Further contracts for mail service to China and Singapore—Peninsular and Oriental Company undertake the line between Bombay and Suez, 1854—House of Commons Committee on Australian mail service, 1849—Eastern Steam Navigation Company and Peninsular and Oriental Company tender for it, but the Peninsular and Oriental succeed—The Himalaya built—New contract with Peninsular and Oriental Company, January 1853—Failure of Service during the Crimean War—Proposals for an independent Australian mail service—Tender of European and Australian Company accepted—Their entire failure—Speech of Lord Overstone, March 24th, 1859—Royal Mail Company undertakes the Australian service and fails—New tenders invited—That of Peninsular and Oriental Company accepted, 1859—Consolidation of services in the Peninsular and Oriental Company—Its present condition and fleet of ships—Terms of the contract now in force—Revenue and expenditure—Coals required—Descriptions of vessels—Screw steamer Khedive—Particulars of this ship—Uniform and regulations of the Company

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