CHAPTER XV.. River and Coast Trade of Great Britain—the _iona_, Paddle

River and coast trade of Great Britain—The Iona, paddle steamer—First screw collier Q. E. D.—The King Coal collier—Her dimensions and crew, note—Improvement in care of seamen—Leith and London traders—Dublin and Holyhead Mail-Packets—Their great speed and regularity—Dimensions, power, capacity, and cost—Dover and Calais Mail-Packets—The Victoria—Her speed—Proposed tunnel and other modes of crossing the Straits of Dover—Mr. Fowler’s plan—The Castalia—The Bessemer—Her swinging saloon—The cigar-ship built at Baltimore, 1858—Similar ship built on the Thames, 1864—Perkins’s economical steam-engine and proposed fast boat—The Engine of the Comet—Modifications in the construction of Marine Engines—Ratio of speed to power—The Compound Engine more economical than the simple—Great skill required for building perfect ships, and, especial importance to England of having the best ships—But her ships not yet perfect, though great progress has been made during the last half century.

Although Great Britain supplies from its rivers and coasts three-fourths of the ocean-going steamers of the world, its own coasting and inland navigation affords but a very limited field for the employment of vessels of any kind compared with the shores and rivers of America, India, and China.

Before the introduction of steamers, a few row-boats, sailing wherries, and barges were sufficient to conduct the whole of the river traffic. This new expedient, however, though soon met in another form by the competition of railways, has vastly developed even this comparatively limited trade. Steam-boats now, whether on business or pleasure, are to be found in great numbers on every navigable stream, and are still on the increase; indeed, the improved facilities for intercourse on land, so far from retarding that increase, gives fresh life to the swarms of passenger-boats, yachts, steam-launches and steam-barges, which ply wherever they can find the means of flotation, and, especially, on the Thames and Clyde.

Offering, as it does, greater inducements than any other river in the United Kingdom, there are now to be found on the Clyde many elegant and commodious steam-boats. Although generally inferior in size, equipment, and speed to those of the Hudson or Long Island Sound, one of them, the Iona, a paddle-wheel boat, employed in the passenger traffic between Glasgow and the Western Highlands, is almost unrivalled. This beautiful vessel affords deck and cabin accommodation for no less than 1200 passengers, and her long range of saloon houses, with plate-glass windows extending right fore and aft, gives her a graceful and imposing appearance. Fleets of similar vessels, though of inferior dimensions, now ply between Glasgow and the numerous watering places which line the shores of the estuary of the Clyde, presenting a striking contrast to the times of Henry Bell’s Comet.

Equally marked has been the improvement in the vessels now employed in the coal and coasting trades of Great Britain. From the sailing-vessels of the north-east coast, of which an illustration has been furnished, we advanced to the screw, and, in 1844, built of iron the first screw-collier, the Q. E. D., for the conveyance of coal from Newcastle to London. She was heavily barque-rigged, and, in style and form, somewhat resembled the fast Baltimore clippers, the intention of her owners being to depend chiefly for speed upon her sails, and to use her engine as an auxiliary power. Her mizen mast, a hollow tube of iron, was made to serve the purpose of a funnel, and the whole of her standing rigging consisted of wire rope. She had a double bottom, divided into separate chambers, so that any injury to the one would not affect the other, each being covered with a false floor and hermetically closed. Into these vacant spaces between the bottom and the floors, water could be admitted by means of cocks, for the purpose of ballast, and, at the same time, easily pumped out again by an engine when not required. The Q. E. D. therefore, in herself, contained many inventions then little known, the more important of which, as the wire rope and water ballast, are now in general use. But the auxiliary engine and full sailing rig did not answer in the coal trade better than it had done for distant voyages, the sails in this, as in all cases, having become auxiliary to the engine as a propelling power. Steamers of light rig and comparatively full power, now carry on the largest proportion of this trade, although there is still room for a considerable number of the old sailing-colliers. An illustration of one of the finest steam-colliers will be found on the following page, and I am enabled through the courtesy of her owners to furnish not merely a drawing, but the particulars of this vessel, which bears the appropriate name of King Coal.

We see, here, another instance of the vast progress of the last forty years. The ordinary collier of that period, of 230 tons register, or with a capacity of from 16 to 17 keels of coals, required a crew of ten men, and from a month to five weeks for the round voyage to London. In the course of the year she delivered, under the most favourable circumstances, 3500 tons of coals; but the screw-collier of to-day, requiring a complement of only seventeen men, including the engineers and stokers and a steward (a luxury wholly unknown to the collier skipper of byegone days), conveys, annually, on the same round, 50,000 tons; while the deck-houses for the protection of her men in wet and stormy weather are comforts the crew of a sailing-collier never would have dreamt of.

Nor are the seamen less cared for in other respects. The accommodation provided for the collier sailor of to-day is of an order very superior to that afforded him forty years ago. Thus he can make sure of a dry bed and a fire to cook his victuals during the stormiest weather, comforts too frequently unknown to his predecessors; if he may still have causes for complaint, they are incomparably few to those his fathers had before him, and if this service does not now produce the same class of hardy men, who helped to crown the ships of England with laurels of immortal fame in the days of Duncan and Nelson, this arises, in some measure, from the fact that the good living and comforts of modern times tend to render them less willing to endure, or perhaps less disposed for, the prompt and resolute action which, in most achievements, alike of war and peace, insures success.

But, even, if it be true that the seamen of to-day are too much pampered and nursed, they have, unquestionably, in their profession many hardships still to endure, with discomforts and even dangers, which might be avoided. The philanthropist, however, who advocates changes likely to weaken the Inspired maxim that man was born to live by the sweat of his brow, forgets his calling and injures those whose cause he advocates.

In every other branch of our coasting trade, the change has been quite as marked as in that of the coal trade, steamers, on all the important lines, having superseded sailing-vessels. A few of my readers may remember the celebrated Leith smacks which derived their name from trading between that port and the Thames, carrying on, before the invention of railroads, a great portion of the passenger and goods traffic between Edinburgh and London. Although the line of maritime communication, thus opened in 1809, was conducted in these smacks with considerable success, they were, subsequently, in part, replaced by clipper schooners, vessels of great speed, which maintained their position for some years against the steamers of the General Steam Navigation Company; but the London and Edinburgh Shipping Company, to whom they belonged, were obliged, in 1853, to adopt the new mode of propulsion, so that all the most valuable portion of this trade is now conducted by steamers. Indeed, they now encircle the whole of the coasts of England, Scotland, and Ireland, and there is hardly a port in the kingdom which has not its steam-ship communication either with the respective capitals or elsewhere.

Although constructed chiefly for the conveyance of goods, most of these lines have excellent accommodation for passengers, especially those I have just specified. This is also the case with the steamers plying between London, Dundee, and Aberdeen, Glasgow and Liverpool, and with many of the lines connecting Ireland with England and Scotland. Among the most celebrated are the Dublin and Holyhead packets, whose work is confined exclusively to the conveyance of the mails and passengers. Before the introduction of steam-vessels, it was no unfrequent occurrence for the sailing-packets, then engaged in this service, to be three or more days in crossing the Irish Channel; and, from a Parliamentary return issued in 1815, we learn that, for the space of nine days in the previous year, only one packet could sail owing to adverse winds. In 1819, the passage of the sailing-cutters then employed averaged twenty hours from Holyhead to Dublin. In the summer of that year, however, the Talbot, of 156 tons, built by Wood of Port Glasgow, with engines of 30 horse-power each, by Napier, was placed on the station; and the Ivanhoe, of somewhat the same size, by Scott of Greenock, with engines also by Napier, followed in the course of the ensuing year.

The unexpected success of these steamers overcame the professional prejudices of the commanders of the sailing mail-packets, who had recently recorded as their opinion “that no vessel could perform the winter passage with safety but sailing-cutters.” The wish alone in this case must have been father to the thought, for, when the steamers Royal Sovereign and Meteor soon afterwards took up their station on the line, the cutters disappeared from it for ever. In fact, these steamers had so fully established the numerous advantages to be derived from the employment of vessels of this description, that, as early as 1823, a company was formed to carry on the communication regularly throughout the year by means of steam-vessels only. Subsequently, vessels superior to those of the class of the Meteor were constructed for this important service, and there were no faster or finer vessels of the period than the Banshee and the Llewellyn, which, in 1848, were placed on this station, having on their trial trips attained a speed of upwards of 18 statute miles per hour.

But the public soon required still faster and more commodious steamers; and a committee of the House of Commons appointed to inquire into the subject recommended the construction of vessels of 2000 tons each, with power sufficient to attain a speed of upwards of 20 statute miles the hour. Consequently, four ships were built, the Connaught, Ulster, and Munster by Messrs. Laird and Sons of Birkenhead, and the Leinster by Mr. Samuda of London. The engines of all these vessels are on the oscillating principle. In the two pairs constructed by Messrs. Ravenhill, Salkeld, and Co., for the Leinster and the Connaught, the cylinders are 98 inches diameter with a length of stroke of 6 feet 6 inches. The eight boilers are multitubular, four being at each end of the engine-room space, arranged in pairs, with one funnel to each pair. The paddle-wheels are on the feathering principle, and are each 31 feet extreme diameter. On the trial trips the engines worked at the rate of 25½ revolutions per minute, under a steam pressure of 25 lbs. per square inch. The mean of the runs of the Leinster at the measured mile in Stokes Bay was at the rate of 20½ statute miles an hour, a greater speed by one mile an hour, than had up to this time (1860) been obtained by any other vessel in this country:—but the Connaught, when subsequently tried at the measured mile, attained a still higher result, the mean of her runs showing the speed of 20¾ statute miles per hour.

The engines of the Ulster and Munster (constructed by James Watt and Co.) as well as their lines, very much resemble the other two, the main difference being that the diameters of the cylinders are each 96 inches, with 7-feet length of stroke. The internal arrangements of all the vessels are planned, with the object of providing for the comfort and accommodation of the public, in the way best calculated to mitigate, and, as far as possible, to prevent, the sufferings often accompanying the passage of the Irish Channel. In this and in most other respects, great success has attended the objects their designers had in view. Their saloons and cabins are large, lofty, and well ventilated; the principal one being upwards of 60 feet in length by 17 feet in breadth, and 9 feet 6 inches in height. Nor have these magnificent vessels failed to meet the requirements of Government. The regularity of their voyages has been surprising; and I am not aware of any loss of life or property which has occurred in connection with them since they started in 1860.

Among the numerous other steamers now employed in the short voyage mail service, may be mentioned the small swift vessels running between Calais and Dover, Folkestone and Boulogne, Dover and Ostend, as well as between Southampton and the coasts of France, the Channel Islands, Jersey and Guernsey. They are beautiful boats of their class, and, considering their size and the rough weather they are frequently obliged to encounter, they perform their respective passages with remarkable speed and regularity. It is a rare occurrence for these packet-boats to be detained by a storm; and the manner in which they dash out of Dover or Calais harbours, at almost full speed, against a strong gale and an angry cross sea, shows that, if the British sailor has, from want of practice, deteriorated in seamanship, he has lost none of his native pluck. I know no more spirited and daring men than the masters of most of these small mail steam-packets, unless it be the Deal boatmen. They are cool and unruffled, while the smart little craft under their charge forces its way through the waves at the rate of twelve or thirteen miles an hour in the face of a gale which a landsman would describe as a “violent storm.”

On the next page is an excellent illustration of one of these vessels on her passage from Folkestone to Boulogne.

This smart vessel, the Victoria (well known no doubt to many of my readers), was built by Samuda, and her engines by Penn. On her trial trip over the measured mile, she attained a speed of 16½ knots or upwards of 18 statute miles an hour, which has been well maintained on the service in which she is engaged.

These boats, however, are in their turn about to be superseded: at least, various other means have been suggested for crossing the English Channel between Calais and Dover. The two most gigantic schemes are a bridge over the channel and a tunnel below it, both having one chief object in view, relief from sea-sickness during that short, and, to most landsmen, very unpleasant passage. The bridge, though it had a few influential and enthusiastic supporters, appears to have been abandoned as wholly impracticable; but the tunnel is still contemplated, and experiments are now being made to ascertain the nature of the soil beneath the bed of the sea at the requisite depth. Its projectors, who are men of influence and experience, are sanguine of success, but as its cost will be enormous, though estimated at not more than one-half that of the Suez Canal, and, as it cannot be completed for many years, other plans have been in the meantime suggested, two of which have been already partially put in operation.

It would be entirely beyond my province to offer any opinion as to the practicability of either a bridge or tunnel, but I shall endeavour to furnish my readers with a brief outline of the novel description of vessels now prepared to cross this narrow strait.

The question of bridging, tunnelling, or otherwise crossing the channel by easier modes than the existing mail packets has long occupied the attention of men of science, however much they may have differed with regard to the best mode of effecting the object in view. Among various modes, the one suggested by Mr. Fowler, C.E., in 1864, for which plans were deposited in 1865 and 1867, and which was fully brought before Parliament in 1872, seems to be well worthy of further consideration, embracing as it does the extension of the “through traffic” without change of carriage to all parts of the continent. This is one of the important objects sought to be achieved by the tunnel, but at four times the cost.

Mr. Fowler proposes to build a steam-boat fit to receive a railway train complete, and carry it bodily across the channel from the South Eastern and London and Chatham lines to those of the North Eastern of France. To effect this object, it will be necessary to increase, materially, the existing facilities of Dover Harbour, and to construct a new harbour on the French coast, of sufficient depth of water to receive, at all times of the tide, vessels of the dimensions he suggests. The transport of railway trains, by means of vessels across broad sheets of water, has, already, been proved to be practicable. The operation may be seen, not merely in various parts of the United States and on the Lake of Constance, but in Scotland, where “the North British Railway Company carry trains across an arm of the sea, five miles in width.” Nor is the plan suggested for connecting the steamers with the lines of railway, so that the carriages may run on board, either novel or impracticable. The ferry-boats of New York dove-tail, if I may so express it, into the end of a street and carry the whole of its traffic in one continuous line of passengers, carts, and waggons to Brooklyn, or across the Bay of New York to Staten Island and other more remote places: so that, in this respect, there is nothing visionary or impracticable in the scheme proposed by Mr. Fowler. Nor, so far as my nautical knowledge extends, are there any valid objections to it in other respects except the cost. There is no doubt that these vessels, from their immense weight, size, and speed, will realise every comfort by way of stability that can be attained in crossing the English Channel at its narrowest part, while their vast dimensions afford ample space for every possible convenience to passengers, and, even, luxuries, if desired.

SECTION OF BOAT & HOIST Showing Carriages being run on board

DIMENSIONS LENGTH 450 feet BEAM 57 ” DEPTH of HOLD 14 ” DRAUGHT 12 ” FREEBOARD 8½ ”

TRANSVERSE SECTION

CHANNEL PACKET PROPOSED BY MR. FOWLER, C.E.]

But in order that my readers may more clearly understand Mr. Fowler’s proposal, I furnish (page 559) longitudinal and transverse sections of the boat he contemplates, with an illustration of the mode by which the carriages are to be transferred from the lines of railway on board the vessel, and, in a footnote, his explanatory remarks. Further explanations will be found in detail by reference to the evidence given before a Committee of the House of Lords, but the more important points of that evidence with the number of the question is supplied herewith.

The other boats, which have been already built, do not contemplate the transport of the railway carriages, but are simply meant to afford an easier mode of transit for passengers than at present exists.

The first, planned by Captain Dicey, formerly Master Attendant at the port of Calcutta, proposed, according to the prospectus issued by the company, “To provide ample accommodation for all classes of passengers under shelter as well as on deck; to reduce the motion of rolling and pitching of the vessel to a minimum; and to keep the draught of water of the vessel to 6 feet, so that she may enter the ports on either side of the channel at all hours of the tide.”

To accomplish these objects, the company has built, at the Thames Iron Works, a ship named the Castalia, which may be roughly described as the two halves of a longitudinally divided hull, 290 feet long, placed 26 feet apart, and strongly bound together by a system of girders upon which is erected, as may be seen by the following woodcut, a raised deck inclosing cabin space. Under this deck in the water-way between the halves of the hull, work a pair of paddle-wheels side by side upon two separate shafts so that each wheel can be worked independently; these wheels are driven by two pairs of engines, one pair in each half of the vessel. The division and separation of the hull provides a deck of no less than 60 feet in width, with a stability much greater than any ordinary vessel possesses. Before and behind the engine, there are various state saloons inclosed by the hurricane deck, running the whole width of the vessel. These spacious rooms are handsomely decorated, and provide various comforts seldom attainable at sea, while the top platform affords a magnificent promenade 14 feet above the level of the water-line. There are, also, decks below running fore and aft to within a few feet of the double bow or stem in the separate hulls. The Castalia has accommodation for somewhere about 1000 passengers. Her estimated cost was only 60,000l., but the actual outlay must have been considerably in excess of that sum. Captain Dicey states that, in designing this vessel, he was in some measure guided by the performances of the “outriggers” that ply in the harbour of Galle—“long cranky boats hollowed out of tree-trunks, and steadied in the water by a log of timber fixed to the end of two wooden outriggers which project some way from the vessel’s side.”

The other vessel, the Bessemer, is in many respects as different from all other steam-ships afloat as the Castalia; but was constructed with exactly the same objects in view, viz., to insure great speed, light draught of water, and, more especially, the smallest possible rolling or pitching motion. In a word, to afford to passengers crossing the channel the quickest means of transit with the greatest amount of ease, at an immersion so small, that the vessels could enter the existing English and French harbours at all times of the tide. This was the problem to be solved, and each inventor set about it in a wholly different way. Nor was this surprising, considering that each had been trained in an entirely different school. The projector of the Castalia is a sailor of great nautical experience; the designers of the Bessemer are an engineer and iron worker together with a scientific shipbuilder. Perhaps, had the originators of the two schemes consulted, amicably, instead of entering on a needless rivalry, they would have produced a better and much swifter ship than the Castalia; and a considerable sum of money expended on experiments would also have been saved.

The Bessemer, of which an illustration is given on next page, was designed entirely by Mr. E. J. Reed (late Constructor to the Royal Navy), with the exception of the so-called “swinging saloon,” and was constructed at Hull by Earle’s Shipbuilding and Engineering Company: she is built entirely of iron, is a vessel of immense strength, and has, as may be seen from the illustration, very much the appearance of a breastwork turret ship of war. Her form is the same at bow and stern and, for 48 feet from each end, she has a freeboard of about 3 feet only. Her extreme length at the water-line is 350 feet, and the raised central portion, rising 8 feet above the low bow and stern, is 254 feet long, and, extending the whole width of the vessel, is 60 feet over all. The ends, as will be perceived, are very sharp and low. The engines and boilers, which drive the two pairs of paddle-wheels, are fitted in the hold at either end of the raised portion of the vessel. A series of deck-houses for private parties, refreshment bars, and other rooms are carried fore and aft of the paddle-boxes on the breastwork deck; there is, also, a covered walk between these and the windowed sides of the “swinging saloon,” which rises about 8 feet through the breastwork deck, with a flat roof pierced by two companion hatches.

The nominal horse-power of the engines of the Bessemer is 750, but they can work up to an indicated power of no less than 4600, and were calculated to drive the vessel at a speed of from 18 to 20 statute miles an hour. The two pairs of paddle-wheels are placed 106 feet apart, and each wheel is 27 feet 10 inches in diameter, fitted with twelve feathering floats. Many of the inventions first produced in the Great Eastern have been adopted also in the Bessemer, such as hydraulic gear for starting the engines and for steering, telegraphic wires leading from the bridges to the engine-rooms, and various other ingenious contrivances to facilitate the working of the ship and her machinery.

The “swinging saloon,” the invention of Mr. Bessemer, is in the centre of the vessel, and is entered by two broad staircases leading to a landing connected with the saloon by a flexible flooring. The saloon itself is upheld on its axis by four steel supports, one at each end and two close together in the middle. The aftermost of the two central supports is hollow, and serves as part of the hydraulic machinery for regulating the motion of the saloon itself, a spacious and elegant apartment 70 feet in length, 35 feet wide and no less than 20 feet high. It is presumed, that the hydraulic machinery will enable the person in charge of it to keep the floor of this cabin perfectly level, even when the ship herself is rolling violently in a heavy sea.

Such are the vessels contemplated to supersede the existing Dover and Calais packets. Although the Castalia has not realised the anticipated speed, and the Bessemer has been found altogether unsuitable for the service for which she was built, it would be premature to condemn even her as a failure, while the Castalia, from the comparative comfort she affords, is daily increasing in public favour. I have not, however, hesitated to furnish my readers with full particulars of these vessels, because they are interesting from their novelty, and no great strides have, hitherto, been made, as we have seen, in the art of ship-building or in the mode of propulsion, without the aid of men, who have been bold enough to enter on novel and, frequently, very costly experiments.

In these novelties, the Americans have, during recent years, taken the lead, and, on this subject, I cannot omit to mention one of the greatest maritime curiosities of this age, the cigar ship built at Baltimore in 1858 by Messrs. Winans of that city, who also, subsequently, built another somewhat similar vessel on the Thames. Her model in all respects resembled a cigar, or, in other words, she is a great iron tube tapering away to a point at each end, and presenting perhaps the strongest possible form for a ship, her deck being merely the arc of a circle, on which were riveted staunchions for rails, and between these a raised platform with seats on each side. She had neither keel nor cutwater, and, in the language of the inventors, there was “No blunt bow standing up above the water-line to receive blows from heavy seas, no flat deck to hold, or close bulwark (as in the case of ordinary vessels) to retain the water that a rough sea may cast upon the vessel; neither mast, spars, nor rigging.” “The absence of sails,” they add, “not only renders the parts thus abandoned by us useless, but their abandonment in such a vessel as ours, will, we believe, most materially promote safety, easy movement, or diminished strain of vessels in rough weather; will save dead or nonpaying weight, insure simplicity and economy of construction, and will give greater speed in smooth water, less diminution of speed in rough water as well as diminished resistance in moving power at all speeds in all water, and result in shortening the average time of making sea voyages. The length of our vessel,” they continue, “is more than eleven times its breadth of beam, being 16 feet broad and 180 feet long. This whole length is made available to secure water-lines, which are, materially, more favourable to fast speed, and also to diminished resistance to moving power of all speeds, than the water-lines of any of the sea-going steamers now built, the best of which, looking to speed and ease of movement, have a length of only eight times their breadth of beam: the portion of our vessel not immersed, has the same lines as that immersed, so that it will pass through the heaviest sea; while, from its form and construction, no water can be shipped that will sensibly affect the load, or endanger the safety of the vessel, which may, we believe, be propelled at its highest speed in rough weather with an impunity which is far from being attainable with vessels as now built, to be propelled wholly or in part by sails.”

She was fitted with high pressure engines, and her boilers were on the principle of those used in railway locomotives. With regard to the propelling power it was a very novel application of the screw, being a ring to which blades were attached at certain angles to strike the water, the ring being itself made to revolve round the vessel with great rapidity by the engines fitted in the centre of the vessel; but Messrs. Winans do not furnish any further explanation beyond stating that “Its position is such that its minimum hold of the water will be much greater in proportion to the tonnage of the vessel than the maximum hold of the propelling wheel or wheels in ordinary steam-ships.” In the illustration to which I have referred there will be found cross and longitudinal sections of this curious vessel.

These “cigar” ships appear to have failed through want of sufficient stability, or, more especially, on account of the novel and complicated character of their machinery, yet the facility with which they can be driven through the water may suggest a clue to further improvement in the construction of ships or at least in their form. There is, frequently, only a narrow line between the sublime and the ridiculous, and, in the scheme of a madman (called mad because he proposes something apparently wild and useless), there may be found the germ of really useful and grand inventions. Such fancies, therefore, ought not, in all cases, to be cast aside with contempt, even though they may create a smile from their novelty. Columbus was pronounced to be mad by the most learned men of Spain, when he talked of exploring the Atlantic in search of a world to the west. If Franklin, when he drew a spark of lightning from the clouds by means of his kite, had spoken about controlling that spark and rendering it the means of communication with other parts of the globe, all men would have called him mad. Even the steam-boat herself was long considered the dream of a schemer. Something useful may therefore still be learned from the plan of the “cigar ship,” absurd as she may appear to the practical seaman. With these feelings I read the other day with great interest a prospectus brought casually under my notice of a plan for applying an improved steam-engine (patented by Messrs. Perkins and Sons, Engineers, London), to a vessel very similar in design to the cigar ship. The value of this “economical steam-engine,” as it is termed, would seem to be the greatly improved principle adopted by the patentees in the construction of the boilers, which, they say, “will work with a pressure of steam of 300 lbs. to the square inch, and on a consumption of coal not exceeding 1½ lb. to the indicated horse-power per hour when working at full speed.” If anything like this can be really achieved, another surprising stride will be made in the path of progress. The Lords of the Admiralty, who have not hitherto been prone to adopt “novelties,” appear to be of opinion that it can, as I understand that an engine has been ordered from the Yorkshire Engineering Company on Messrs. Perkins’s principle, and is now in course of construction to be fitted on board her Majesty’s ship Pelican, a sea-going ship of war.

Combining this new principle with a form of hull somewhat resembling the cigar, Messrs. Perkins propose “to construct and run an experimental fast express steamer from England to New York for the speedy crossing of the Atlantic, by passengers and mails as well as parcels and light goods ... with a light draught of water, great length and stability, and possessing steam power greatly in excess of any steam-vessel now afloat.”

The general design of the steamer they propose is represented as follows.

It is proposed that she should be 800 feet in length with 40 feet beam, and, having a flat bottom, it is calculated that she will not draw more than 11 feet of water with her cargo, passengers, and 500 tons of coal on board—the quantity estimated to be sufficient to take her from Liverpool to New York. The midship part of the ship, of which the following is a transverse section, will, Messrs. Perkins state, be “400 feet in length, or about equal to that of a first-class Atlantic steamer of the present day; she is to have every modern convenience” to accommodate “1000 first-class passengers.” “This vessel,” the projectors add, “is to be fitted with four separate and distinct engines, working independent screws, two of which will be at either end of the boat; they are to be of the collective working power of 12,500 horses, calculated to make the passage either way in 100 hours;” at the average rate of 30 knots an hour.

Considering the great resistance which the displaced fluids must offer to a speed on the ocean so enormous, it is not easy, with our present state of knowledge, to conceive its realization; but the projectors are sanguine of success, and, therefore, while recording the results of the past, I place before my readers such information as is likely to be interesting, or may prove useful for the future. History is of little value, unless it teaches lessons to those who are to fill our vacant places, and, even at the risk of wearying my readers, I have for this reason gone more into detail than I should otherwise have done on such subjects, with a full conviction, that we have still very much more to learn, and especially as regards ships, than one man can hope to teach.

Though the different stages of improvement on the steam-ship have been carefully and fully recorded, it may be interesting to notice briefly the progress which has been made in the marine steam-engine itself. With that object I present my readers with a woodcut of the engine of the Comet constructed by James Watt and fitted into that boat by Mr. Robertson, who is still living, and whose photograph accompanies the illustration. This famous machine is now exhibited at South Kensington, in the Museum of Patents.

This engine, which was a “high pressure” one, is simple in construction and light in weight, and, though many improvements have been made since it first drove the Comet, to the wonder of the people on the Clyde, few of these changes have embodied any important principles. Although great strides have been made in the economy of fuel, and in the harmonious working of engines, the general principle of their action has undergone no change. By the reciprocating movements of a steam impelled piston within a closed cylinder, the motive power of the modern steam-ship is obtained, as in the Comet; yet, probably, on no other subject has more mechanical ingenuity been lavished than on the marine engine. Twenty years ago, almost every engineer had his own peculiar type, comprising the “side lever,” the “steeple engine,” the “grasshopper,” the “trunk,” the “oscillating,” and the “direct acting engine,” with an endless variety of sub-combinations; but, after all, these were only variations in the engine left to us by Watt, which, a few years ago, might be seen in some of the small coasting craft plying between the Mersey and the Dee and elsewhere.

It was only when surface condensation and the compound principle were adopted, with improved boilers, and superior modes of raising steam and of more effectually applying its power, that the marine engine made any substantial advance. Thirty or forty years ago the usual pressure in a marine boiler seldom exceeded from 3 to 4 lbs. above that of the atmosphere, and, consequently, one of its most necessary fittings was a safety-valve opening inwardly, and called a “vacuum valve,” so as to prevent the boiler collapsing if the steam pressure should chance to fall below that of the atmosphere, but now the usual working pressure is 60 lbs., and 300 lbs. is the pressure to which many men of science think we are now advancing.

In a condensing engine, the effective pressure on either side of the piston is the steam boiler pressure plus the weight of the atmosphere due to the vacuum produced on the opposite side thereof.

The boilers for this description of engine, being supplied with water from the sea, required frequent “blowing out” in order to prevent incrustation, and keep the water at a safe and regular density. But this “blowing out” process, which occasioned a very considerable loss in fuel, was to a great extent overcome by the introduction of the surface condenser, which produced fresh water; and this water is pumped back into the boiler to be again and again evaporated and condensed, thus dispensing with feeding from the sea. When the marine engine arrived at so comparative a stage of perfection, the public demanded increased speed, and when steam navigation was extended to distant stations, where fuel was costly, it became a matter of the greatest importance to still further economize its consumption; but considering that the speed of a steam-ship in relation to the power of the engines is subject to a ratio peculiarly its own (to double the speed of a ship the engines have to exert eight times the power necessary for the slower rate), the energies of the engineering world were severely taxed to obtain a greater speed on a less consumption. Higher pressures were introduced, and the principles of expansion more thoroughly worked out. It was known that, when steam from the boiler was cut off after the piston had traversed any desired portion of the cylinder’s length, its expansive energy still enabled it to exert a considerable, though a necessarily decreasing, motive force upon the piston: that is to say, if steam of 50 lbs. absolute pressure were cut off at one-half the stroke, its elastic energy at 9/10ths of the stroke would be 28 lbs., while the mean of its force throughout the whole of the stroke would be 42 lbs.: in other words, if the whole volume of steam in the cylinder, at the initial pressure, produced 50 lbs. per square inch, one-half of that volume, used expansively, would produce 42 lbs. per square inch.

To more effectually work out these principles and utilize the steam at high pressures, the compound engine was introduced, and is now, almost universally, adopted in the steamers of the mercantile marine.

The following woodcut shows an ordinary pair of direct acting inverted cylinder compound engines, as usually fitted in screw steamers. It will be seen that they consist of two steam cylinders, one of small, and the other of large diameter. The steam from the boiler, at a high pressure, enters the small cylinder, and, thence, at the end of the stroke, passes, through an intermediate receiver, into the large cylinder acting upon its piston entirely by its expansive force. At the conclusion of its double work, it passes into the surface condenser, and is there condensed into fresh water, producing the vacuum effect in the large cylinder.

The distinctive difference between the simple and the compound engine is that, in the former, the work of the steam is begun and ended in the same cylinder, whereas, in the latter, it is begun in the small or high pressure cylinder and completed in the large or low pressure one; the work obtained in the small cylinder with the high pressure, and consequently the hotter steam, should be about equal to that in the large one with the lower pressure and cooler steam: in fact, it is the aim of engineers in designing a compound engine to proportion the cylinders and arrange the details of effecting the admission, expansion, and eduction of the steam, so that its pressure may be thoroughly utilized and as much work as possible obtained from it. Some engineers consider the simple engine to be more economical than the compound engine with the same pressure and total expansion; but I am informed, by those who have had opportunities of witnessing the performance of engines made on this principle, that, after a thorough trial in large ocean-going steamers, the anticipated results were not obtained from them, and that they were, consequently, replaced by compound engines.

But when the compound engine itself was first introduced, the high pressure and with it, necessarily, high temperature steam, together with surface condensation, caused serious drawbacks to its efficiency, so that great changes had to be made in the internal arrangements of both engines and boilers. For instance, the high temperature produced great wear and tear in the cylinders, valves, valve faces, and so forth, while the boilers rapidly corroded under the influence of the feed water taken from the condenser. These evils, however, when more thoroughly understood, were provided against; and the enormous saving in fuel induced shipowners to adopt the compound engines: under careful engineers, they last as long as, and cost very little more for repairs than the ordinary common condensing engines which consumed twice the amount of fuel.

It will, thus, be seen that the great stride in economy in the marine engine is due to high pressure steam expansion, and surface condensation: and, with a view to further economy, pressures are still advancing, the difficulty now being to construct a boiler that will withstand these pressures, and, at the same time, fulfil the other requirements of a marine boiler at sea. With these objects in view a number of patent water tubular boilers have been made. In 1870 and 1871 three ocean-going steamers were fitted with Howard’s and one with Roots’ patent boilers to work at a pressure of 120 lbs. per square inch, but they were not very long at sea before they failed, and were condemned. Again, in 1870, two very large steamers, each of 800 nominal horse-power, built for one of the Atlantic lines, were fitted with improved water tubular boilers to work at 120 lbs. pressure, but the trial of the first set of boilers, which completely failed, led the owners to condemn them and supply both vessels with those of the ordinary type to work at a pressure of 80 lbs. per square inch.

The failure of these boilers entailed an immense loss to the owners, and detained the vessels over twelve months, besides rendering the large engines, which were designed to work at 120 lbs., much less efficient at the lower pressure than they were intended to be.

It will, thus, be seen that the primary obstacle to advancement in economy appears to be the boilers, and although their construction, for very high pressure, is an expensive experiment, there are no less than four different descriptions (all of them patented) now being built in this country for marine purposes, any one of which, if thoroughly successful, will be another great step in advance.

However great the saving, hitherto, effected in fuel, there is still a wide margin between the means used and the effect produced, and great room, in other respects, for improvement. Indeed, Mr. Froude’s late experiments, at the instance of the Admiralty, on the actual resistance of ships, show that, in the case of the Greyhound, the ship he experimented on, the efficiency, at a speed of 10½ knots, was only 51 per cent., showing a loss of 49 per cent. of the motive power, which was even greater when the speed was less.

There remains, therefore, a very large and deeply interesting field of research; for, of all the heat produced, we utilise in the steam engine only a small proportion for the purposes of propulsion. Nor have we yet reached perfection in our ships, so far as regards the best form for obtaining the greatest speed. I have already shown that, in river navigation, the American steamers surpass in speed anything we have as yet accomplished; and that they have made various attempts towards the adoption of the flat floor or “skimming” process—in other words, to sail over the surface of the water rather than to force the ship through it, as in the case of the cigar ship and others.

To construct a perfect ship is itself a problem of the highest order, to which the attention of mathematicians and the knowledge, skill, and tact of naval architects have of late years been constantly directed, with as yet no examples of complete success, however much the ships of our own time surpass those of our forefathers. Nor can the construction of safe, effective, powerful, profitable, and durable engines and boilers for marine purposes be a matter of easy determination, as shown from the fact, that there are still continual failures, revealing many difficulties yet to be overcome. Again, the means of propelling the vessel through the water suggests questions as to the resistance of fluids, which hydro-dynamic science has hitherto failed fully to resolve. Finally, the combination of all these, so as to bring about to the greatest advantage the effect desired, is a still more arduous task which the skill of the naval architect, the mechanician, and the sailor, even when combined, has not yet overcome. To the perfecting of our steam-ships we must still continue to apply ourselves, if we would maintain the high maritime position we now hold; for it is, only, by the unwearied exertions of all who are employed in our varied branches of industry, and with the aid of wise and just laws, that England can hope to keep ahead of all other nations.

We have already, it is true, made extraordinary progress in the model and propulsion of our ships, but we have not yet approached perfection, nor shall we reach it, unless we continue earnest in our endeavours to do so. We know the properties of air, water, and electricity, and we have discovered the means of utilizing and directing these powers and of applying them to the most valuable purposes; yet, it is still necessary to carry in our steam-ships vast stores of coal—so great, on certain voyages, as to occupy much of the space otherwise available for cargo. So long, therefore, as this necessity exists, it cannot be said that we have reached anything like perfection.

Nevertheless, we have made surprising advances, and have derived many inestimable advantages from the application of the power of steam to sea and river navigation, far exceeding the most sanguine anticipations, whether as the means of extending commerce with the various producing and manufacturing portions of the globe, or in promoting the advancement of civilization to less cultivated regions. By steam navigation, the intercourse between maritime nations has already been facilitated to an almost incredible extent; while postal communication has been established between Great Britain and her extensive possessions in India, East and West, as well as with the United States of America, and, indeed, with all other countries. Even the most remote regions of Australia, China, and Japan have now a regular postal steam communication with Great Britain; we have doubled Cape Horn in our steam-ships, reaching the once distant shores of the Pacific in a space of time so short, and with certainty so unerring that, only a quarter of a century ago, the work performed would have been considered altogether impossible.

To enable us to secure these important advantages we have been greatly indebted to the invention and application of the screw to marine propulsion, for, without it, we should not have been able to undertake such remote voyages by means of steam, and without it, also, we certainly could not have successfully maintained them with profit and regularity; but there is still much to be done, and were we, in the pride of our achievements, however great they may be when compared with those of our forefathers, to assume that we have reached anything like perfection in Ocean navigation, our children would very likely have reason in their day to smile at our vanity.

FOOTNOTES:

The dimensions of the Iona are 250 feet in length and 25 feet breadth of beam. She is propelled by a pair of oscillating engines, with a combined nominal power of 180 horses. Her draught of water, when fully laden, does not exceed 6 feet, and her speed under favourable circumstances is from 20 to 21 statute miles per hour. She is the fastest vessel in Great Britain, or perhaps in the world, one or two of the steamers of the United States excepted.

Vol. ii. pp. 536-7. The Q. E. D. was 120 feet long, and 27 feet wide. She registered 272 tons.

The King Coal, which was contracted for in the latter end of the year 1870, cost complete for sea 15,000l. She carries 900 tons coal cargo, with bunker space for 100 tons more, and has extra water-ballast for making a passage when she has no cargo on board; against strong winds her speed is 8½ knots an hour when loaded, and from 9½ to 10 knots when light in fine weather; her power, 90 horse nominal. She has an excellent saloon cabin on deck for the captain, with four berths and accommodation for the chief mate and steward at the entrance; her crew consists of 17 persons all told. The master and crew find themselves in provisions; their respective duties and pay are as follows:—

Master £17 0 0 per month, with 2s. 6d. per day subsistence money. 1st Mate 7 10 0 ” ” 2 0 ” 2nd ” 6 10 0 ” ” 1 6 ” Chief Engineer 12 7 6 ” ” 2 6 ” 2nd Engineer 8 15 0 ” ” 2 0 ” Steward 5 10 0 ” ” 1 6 ” 5 Able Seamen 6 15 0 ” in full each man. 4 Stokers 6 15 0 ” ” 1 Boy 3 0 0 ” ” 1 Carpenter 8 5 0 ” ”

The voyage from Newcastle to London and back usually occupies from six to eight days. Hoisting sails, lifting anchor, and other heavy work is done by steam winches. The crew are accommodated in a roomy and well ventilated forecastle level with the main deck, the seamen occupying one side of it, the stokers the other, with a bulkhead between them. The engineers have cabins on deck in the bridge-house, the wheel-house stands on the platform which spans the deck in midships, and is so arranged that, while the helmsman can see everything ahead, he is protected from the inclemency of the weather.

See ante, vol. ii. p. 536.

These celebrated smacks were from 160 to 200 tons register. In the early part of this century (before the close of the great war) they sailed in company for protection. On one occasion they were attacked by a French privateer, heavily armed, to which they gave action, and, after a severe encounter, beat her off in gallant style; the senior captain, Nesbitt, acting as “Commodore” of the little fleet. Each of these smacks had accommodation for about twenty first-class passengers. The passage between Leith and London, a distance of 500 miles, usually occupied from three to five days, but has been made in fifty hours, although it was not, unfrequently, protracted from eight to twenty days. The first-class fare, including a table “groaning with food,” but exclusive of wine, spirits, or beer, was only two guineas each person; a rate which must have left little profit on long passages.

After the cessation of the sailing packets, and before the opening of the Holyhead Railway, the Dublin Mail was for some years carried viâ Liverpool by the City of Dublin Steam Packet Company.

These celebrated ships are built of iron. The length between the perpendiculars is 334 feet; the beam is 35 feet, and depth 21 feet. There is a centre keel plate, 3 feet deep and ⅝ inch thick, with two bars, 9 inches deep by ⅝ inch thick, on each side at the bottom forming also the keelson; the plate, with the two garboard strakes, ⅞ inch thick each, are secured together with iron bolts riveted and countersunk. On the top of the centre keel plate, two angle-iron bars are riveted, 5 inches by 4 inches by ½ inch, and to these angle irons, and to the angle irons on the top of the floorings throughout the entire length of the vessel, as far as the fine ends will allow, is riveted a strong plate, 4 feet wide amidships, and 2 feet 6 inches wide at the ends. There are, also, two very strong box keelsons, secured on the floorings at each side of the keel, and another in each bilge. The engine bed-plates, paddle and spring beams, and all other beams for the main and lower decks, are of iron. Timber has been used only for the decks and cabin fittings. There are nine principal iron water-tight bulkheads, which not only provide for the safety of the ship in case of accident, but add greatly to her strength in a seaway. The bulwarks are of iron plates, in continuation of the sides of the vessel to the rail, and without any break for gangways, such not being required for landing either at Holyhead or at Kingstown. To give additional strength in the centre of the vessel, where the weight of the engines, wheels, and boilers has to be carried, the insides of the paddle-boxes are also formed of iron plates, continued from the sides and bulwarks of the vessel, with a strong bow girder, formed of an iron plate 15 inches broad and ¾ inch thick, so as to provide ample means of resistance to the severe shocks which these long vessels must encounter in rough seas, when driven at their high rate of speed. The gunwale is formed of angle-iron bars, 4 inches by 4 inches, riveted to the sheer strake and to a plate which is riveted on the top of the beams. At a distance of about 15 inches from this, an inner angle bar is riveted, against which the wooden waterway is fitted, so as to leave the outer part, between this and the gunwale, to form a drain to take the water off the deck, and to discharge it through the scuppers. This arrangement, which was introduced by the late Mr. John Laird, has been found very convenient in freeing the decks quickly from water. These iron gunwale plates are 5 feet wide by ¾ inch thick amidships, tapering gradually to about 2 feet 6 inches by ½ inch at the ends, with a system of diagonal tie plating from side to side, securely bolted or riveted to the deck beams. Between the paddle-boxes an upper deck, about 50 feet in length, has been placed.

Each of these vessels cost somewhere about 80,000l., complete in all respects for sea.

See Appendix No. 26, p. 644.

The dimensions of the Victoria are as follows: length 200 feet, breadth 24 feet, and depth 12½ feet; she is 566 tons gross or builders’ measurement; her engines are 220 horse-power nominal, and her draught of water 6½ feet.

See evidence, Mr. Samuel Jack Mason, before the Committee of Lords on the International Communication Bill, 1872, pp. 49, 50, and 51.

The trains will come in from the South Eastern Railway and the London, Chatham, and Dover systems by independent lines to a central station. They will then be run on a hydraulic hoist, eight to nine carriages at a time, and this hoist will be lowered until the rails on it are exactly level with those on the steamer; a flap is then let down completing the communication between the rails on the hoist and the rails on the steamer, and the carriages are immediately hauled on to the steamer.

When the steamer enters the dock to receive the trains, she is run between rollers, fixed two on each side of the dock and allowing the least possible movement of the paddle-boxes sideways. Movements lore and aft of the steamer are prevented by buffers (similar to ordinary locomotive buffers) fixed at her end, which butt against recesses at the end of the dock, and also by blocks fastened to the dock wall which receives her end a little further aft, ordinary mooring apparatus keeping the ship tight up against the buffers.

In rough weather there may be a slight vertical movement when the head of the ship is next the hoist, but the flap which is let down, as before described, will be sufficient to accommodate this slight difference of level, which will be little more than is met with in passing over a turntable as in many railway stations.

No. of Question. 49. Length 450 feet to 470. Beam 95′ 0′′ over paddle-boxes. 123. Beam 57′ 0′′ not including paddle-boxes. 156. Depth 14 feet in hold from floor to ceiling. 153. Depth 34½ feet inner skin to hurricane deck. 50. Draught 12 to 13 feet. 513. Freeboard 21′ 0′′ to hurricane deck; 8′ 6′′ main deck. 51. Power Two independent pairs of engines, one to each paddle, collectively of 1600 to 1800 nominal horse-power, 12,000 indicated horse-power. 167. Speed Twenty knots or 23 miles. 130.} {Seventeen carriages, containing 274.} Capacity for passengers { 336 passengers; or 2000 278.} { passengers, neglecting carriages. 132. Cargo 22 trucks, say 180 tons goods. 68. Cost of boats £500,000 for three. 60. Estimate for construction of harbour at £ Andrecelles, coast of France 700,000 63. Estimate for extension of Dover Harbour, &c. 1,000,000 --------- £1,700,000 Cost of three steamers 500,000 (?) --------- £2,200,000 ----------

Such vessels are well-known to Indian navigators; and, while carrying between 100 and 200 tons, ride steadily on a heavy swell that causes a large steamer to roll its ports under water. They are extraordinary looking craft, and are frequently to be found, not merely in the vicinity of Ceylon, but about the islands of the Pacific, and along the coasts of Northern India, as well as on the shores of Java and Sumatra, though nowhere else. The Indian boat, however, so far as I can judge, most resembling the steamer which Captain Dicey has built, is the jangá (not the catamaran),—a double platform canoe of the Cochin China backwater. The pontoons at Chatham are of a similar construction. To form the jangár, a floor of boards is laid across two boats, with bamboo railings 10 to 12 feet broad and 16 feet long; in these boats, native regiments, cattle, &c., are ferried across rivers. I may add, that the catamarans proper are constructed of three logs lashed firmly together, the centre one being the largest. They are usually from 20 to 25 feet in length, and from 2½ to 3½ feet only in width.

On Saturday May 8th, 1875, the Bessemer underwent what may be called her first trial—that is, she crossed from Dover to Calais and back again. It would appear from the narratives in the different journals that she had nothing to contend with, on this occasion, in the way of weather or sea, and that, starting at 11.17 A.M. and reaching Calais Harbour at 12.45, her speed was about the same as that of the ordinary boats. Her greatest novelty, the saloon, was, however, not tried on this occasion. On this point Mr. Bessemer remarked, at a dinner given to him in Calais on the same day:—“I never dared to hope that, at first, this ship would be completely successful, so much depends on skill, and you must remember that there are no means whereby absolute automatic action can be given to the saloon, because there is no absolute point of stability. Within the ship we are like Archimedes who wanted a fulcrum for the lever that was to move the world; what we want is to place our fulcrum in an absolutely quiet spot.... In port the machinery will move with a degree of steadiness that is all that can be desired, the very reverse of this will take place at sea when the vessel itself moves and the cabin is required to be quiet: and, just as we require more practice to move the cabin in still water, so we require more practice to keep the cabin still in the moving ship.”

See Harper’s Weekly Illustrated Newspaper, New York, October 28th, 1858, where drawings are given. I visited the cigar ship which was built at Milwall, London, in 1864, when she was ready for launching, and inspected her carefully.

Though lightning from the heavens has never yet been usefully employed, and is not likely to be so, the electricity generated in galvanic batteries and used for telegraphy is precisely the same as lightning.

Among other advantages the projectors offer an almost absolute safety of boilers from explosion, as they are made of 3-inch wrought-iron tubes ⅜ inch thick; the boilers when put together are proved to 2500 lbs. hydraulic pressure on the square inch, are worked from 300 lbs. to 500 lbs. per square inch as desired, and their bursting pressure is 20,000 lbs. per square inch.

Messrs. Perkins and Son base their calculations for speed on the fact that the vessel they propose will have 30 horse-power to a foot of midship section, the best Atlantic steamers having only from 4 to 5 horse-power to each foot of midship section.

I have submitted these particulars to a gentleman of great scientific and practical knowledge of marine propulsion, who remarks: “This large steamer is, I fear, a wild idea, until the form of the present steam-ship is very much improved. It will require a great deal more power than what Mr. Perkins proposes to drive such a vessel 30 knots an hour; and marine engines must be very much improved to get anything like this power in a ship, and to maintain it for 100 hours on a consumption of 500 tons of coal.” But as everybody admits that we have not yet reached perfection, it is solely with the object of furthering improvement, that I furnish my readers with the plans and proposals of Mr. Perkins.

It will be remembered that the earliest application of the steam-engine was for the purpose of pumping water; hence, when applied to turn machinery, the great lever of the pumping engine was retained. The same thing took place on the application of the steam-engine to navigation; and, even now, the beam or lever engine is in common use both here and in America.

A practical engineer, with whom I had recently some conversation on this subject, informed me that when, many years ago, he was superintendent of one of the oldest Steam Navigation Companies, it was scarcely possible to maintain a pressure sufficient to keep the air out of the boilers, and the hissing noise it made, when rushing into the boiler through the reverse valve, was a not unfrequent tell-tale of the slackened efforts of the over-worked fireman.

To convert a quantity of water at 32 degrees into 10 lbs. of steam, requires 1 cwt. of coal; but to convert it further into steam at 40 lbs. pressure, would only require 1·012 cwt., and to raise it into even 90 lbs. not more than 1·024 cwt. of coal would be required.

The following illustration is from a photograph furnished by Messrs. T. Richardson and Son of West Hartlepool. It is exactly the same in principle as those supplied by Messrs. J. and G. Thompson of Glasgow, to the Bothnia and Scythia, belonging to the Cunard Company, which I have already described, and represents the usual construction of modern marine engines of the best class.

See details in the Transactions of the Institution of Naval Architects, 1874.

It may be stated, generally, that 1 lb. of coal can, under the most favourable circumstances, be made to evaporate from 12 to 16 lbs. of boiling water, the evaporation of each pound being equivalent to 745,800 foot-pounds of mechanical work. At this rate 1 lb. of coal ought to give out from nine to twelve million foot-pounds of work, while, in reality, no steam-engine does so much as two million foot-pounds for a pound of coal, so great is the loss from the want of proper means of utilizing the whole work produced by the combustion of the coal.—Vide Text-Books of Science, p. 174; by C. W. Merrifield, F.R.S.

See ante, vol. iv. p. 150.

In the Appendix No. 27, p. 645, will be found the number of iron steam-vessels built and first registered in the United Kingdom in each year from 1861 to 1874; and the amount of British tonnage, steam and sailing, from 1850 to 1873, as compared with the United States, France, Holland, and Norway.

LIST

ARTICLES AND TABLES IN APPENDICES.

No. PAGE 1. ROBERT FULTON, HIS ORIGIN AND PLACE OF BIRTH 587

2. DREDGING MACHINES OF THE RIVER CLYDE TRUST, WITH THEIR DIMENSIONS, COST, AND POWER 591

3. SHIPS LAUNCHED ON THE CLYDE, 1863-4 593

4. SHIPBUILDERS ON THE CLYDE, FROM JAN. 1 TO DEC. 31, 1871 594

5. SHIPBUILDING ON THE WEAR FOR 1874, AND FOR THE QUARTER OF 1875 ENDING 30TH SEPTEMBER, WITH NAMES OF BUILDERS 595

6. RELATIVE WEIGHT AND STRENGTH OF WOODEN AND IRON SHIPS 599

7. DIMENSIONS OF MACHINERY AND BOILERS OF THE AMERICAN COASTING STEAMERS “BRISTOL” AND “PROVIDENCE” 600

8. COMPARATIVE STATEMENT OF THE AVERAGE SAILINGS OF THE CUNARD AND COLLINS LINES OF STEAMERS DURING THE GREAT RACE OF 1851 AND 1852 601

9. PASSAGES OF THE CUNARD STEAMER “PERSIA” BETWEEN LIVERPOOL AND NEW YORK, 1856 TO 1868 603

10. STEAM-SHIPS (CUNARD LINE, &C. &C.), BELONGING TO MESSRS. BURNS, MACIVER, AND CUNARD, 1875, AND THE TRADES IN WHICH THEY ARE ENGAGED 606

11. TABLE SHOWING THE PROGRESS IN THE CUNARD STEAMERS FROM 1840 TO 1875 to face 608

12. CUNARD COMPANY’S REGULATIONS 609

13. STEAMERS OF THE INMAN COMPANY, 1875 611

14. STEAMERS OF THE ALLAN LINE, 1875 612

15. LETTER OF INSTRUCTIONS, “WHITE STAR” LINE 613

16. PASSAGES OF THE “WHITE STAR” STEAM-SHIPS 614

17. TABLE OF THE PASSAGES OF TRANSATLANTIC STEAM-SHIPS, 1873-74, BETWEEN LIVERPOOL AND NEW YORK, WITH AVERAGE OF EACH LINE 617

18. PARTICULARS OF “ANCHOR” LINE OF STEAMERS 633

19. STEAMERS OF THE ROYAL MAIL WEST INDIA STEAM PACKET COMPANY, 1ST JANUARY, 1875 634

20. STEAMERS OF THE PACIFIC STEAM NAVIGATION COMPANY (1ST JANUARY, 1875), WITH THE TONNAGE, DIMENSIONS, AND COST OF EACH 635

21. STEAMERS OF THE LIVERPOOL, BRAZIL, AND RIVER PLATE STEAM NAVIGATION COMPANY, JANUARY, 1875 637

22. LOG OF THE PENINSULAR AND ORIENTAL COMPANY’S S.S. “KHEDIVE” 637

23. LIST OF STEAMERS BELONGING TO THE PENINSULAR AND ORIENTAL STEAM COMPANY, JUNE, 1875 639

24. LIST OF STEAMERS BELONGING TO THE FRENCH MESSAGERIES MARITIMES COMPANY, AND HOW EMPLOYED IN 1875 641

25. STATEMENT OF THE NUMBER OF VESSELS, WITH THEIR TONNAGE, WHICH HAVE PASSED THROUGH THE SUEZ CANAL, FROM 1870 TO 1874 INCLUSIVE 643

26. AVERAGE TIME OF PASSAGES OF THE MAIL PACKETS BETWEEN KINGSTOWN AND HOLYHEAD, FOR FOURTEEN YEARS, ENDING 30TH SEPTEMBER, 1874 644

27. NUMBER AND TONNAGE OF IRON STEAM-SHIPS BUILT AND REGISTERED IN THE UNITED KINGDOM FROM 1861 TO 1874, AND THE TOTAL TONNAGE, STEAM AND SAILING, AS COMPARED WITH FOUR OTHER NATIONS 645

APPENDICES.

APPENDIX No. 1. VOL. iv., p. 50.

Robert Fulton.

In the life of Henry Bell by E. Morris (Glasgow, 1844), there is the following letter from Mr. Bell to a Mr. John McNeill. It is dated, Helensburgh, 1st March, 1824, and is as follows:—

“Sir, I this morning was favoured with your letter. In reply to your enquiry respecting the late Robert Fulton the American engineer, his father was a native of Ayrshire, but of what town or district there I cannot say. He went to America, where his son Robert was born.”

As Ayrshire is my own native county, I was curious to ascertain if the Robert Fulton of whom Henry Bell writes was any connection of an old man named Fulton who rented a farm belonging to Lord Ailsa in the district of Carrick about four miles from the town of Ayr where I was born, and where also I was educated under a very dear uncle, the Rev. William Schaw, after whom I was named. Old Fulton (or rather old “Ballig,” which was the name of his farm, and that by which he himself was better known) and his family were members of the United Presbyterian Church, of which my uncle was minister. On his ministerial visits to Ballig, I used, as a boy, frequently to accompany him, perhaps, more for the good fare which was produced on these occasions, than for anything else. Old Ballig or Fulton would be then (1827-1829) a man of somewhere about 80 years of age, and I remember he frequently spoke of an elder brother who had settled in America whose son became a “great man.” What that greatness consisted of, I do not recollect, but as it was something which in my boyish days had, with the good fare, made a lasting impression on my mind, it came fresh to my recollection when I read the letter I have just quoted in the life of Henry Bell, and I wondered if the “great man,” the nephew of old Ballig, was the Robert Fulton of worldwide fame.

Through my friend Mr. T. M. Gemmell, of Ayr, I ascertained that the grandson of the old man whom I knew now occupied the farm of Ballig. From this person, however, no reliable information could be obtained as to the position or fate of his ancestors. Perhaps, that was not surprising, as the schoolmaster does not appear to have paid many visits to Ballig since the days of my boyhood. Resolved to trace the matter still further, I applied to my friend and school companion, Mr. H. G. Reid, of H. M. Stationery Office, who, from his literary tastes as editor of his father-in-law’s great work ‘McCulloch’s Commercial Dictionary,’ readily lent me a helping hand. He, in turn, applied to his friends in Scotland, and among others to Mr. Cochran Patrick, of Woodside, in the parish of Beith, Ayrshire, where the Fulton family appear to have had their origin.

Mr. Patrick himself, a gentleman of considerable literary acquirements and fond of antiquarian research, heartily joined us on our voyage of discovery and, after some trouble, found a Mr. James Stevenson, residing on his own property in Lochwinnoch, who said he knew all about the Fulton family, and who made the following statement in writing, which I give in his own words as follows:—

“Knows, 31st March, 1875.

“Robert Fulton was born at Mill of Beith, parish of Beith, Ayrshire, in the year 1765. His father, William Fulton, was born at Threepwood, also in the parish of Beith, about the year 1720. He took a lease of Brownmuir and Mill of Beith, corn mill, about the year 1742. He married Rose Mitchell, a native of Dumbarton, in the year 1744. He had issue five daughters and two sons. The eldest son, William, was born about the year 1747 or 1748; he became a partner in the firm of Fulton, Buchanan, and Pollock, who erected a large cotton mill in Lochwinnoch. William Fulton was manager, and carried on the engineering connected with the mill. Among the workmen employed were the late William Dunn of Duntocher, and Henry Bell of Glasgow. Robert Fulton, when young, was educated in the highest branches of learning, being master of nine different languages. He had a cousin, Henry Fulton, in London, who had a warehouse, and Robert’s father intended him to go there. He was educated so that he might be able to transact business with foreign merchants. He went to London about the year 1788, but he did not like to be confined in the warehouse or office. He went to sea many different voyages, was at Greenland, America, and the Indies. He was often in London, and came different times to Scotland to see his father, mother, and his brother and sisters, and also got models and machines made by his brother’s workmen at Lochwinnoch for some of his inventions. He was in Scotland about the year 1801, and visited a steam-boat in the Forth and Clyde Canal along with Henry Bell. He was about London after that. He had inventions of different things, which he made offer of to the British Government, but they would give him no encouragement, after that he went to Paris and made offer of them to Bonaparte. The British Government, hearing that he had made offer of them to Bonaparte, issued an order for his apprehension. He was in Paris about the year 1803, and left for America in company with the American Consul Livingston. He got acquainted with his daughter or niece, Harriet Livingston, in the vessel, and was married to her in a short time after. It was after that that he started the steam-boat on the Hudson River. He had been at great expense and got into difficulties for want of money. He left America and went to Antigua, and commenced business, and remained there, except when visiting his friends in Scotland. I recollect him being here, in this house, visiting my father and mother, my sister and elder brother very well recollect the same; it was in the year 1821. He returned to Antigua and died in about a year after that; also his wife died about a year after him. His will and settlement came home and was in the hands of Martin and Simpson, writers, Paisley; the way I know this he was uncle to both my father and mother, their mothers being both sisters of Robert Fulton.

“The few statements herein contained are within my own knowledge.

“JOHN STEVENSON.”

By this very distinct statement, it appeared we had discovered that the celebrated Robert Fulton was not merely of Ayrshire parentage, but was himself born in Ayrshire, a fact, if substantiated, of no ordinary importance to us as Scotsmen, who, proud of our countrymen Watts and Symington, could now rank with them as a countryman also of our own, the only rival claimant, of note, to the invention of the marine steam engine. It may have been the case that he was a renegade, who having propounded to Napoleon a scheme for the invasion of England, had disowned the land of his birth, and sought protection as an American subject—an opinion, however, which tended to confirm our belief that the Robert Fulton of engineering fame was really a Scotsman. Indeed, considering the statement made by Mr. Stevenson, there were many reasons for supposing that such was the case; and our belief was strengthened when, on searching the parochial register of the parish of Beith, deposited in the General Register House, Edinburgh, we found the following entry: “Robert, lawful son to William Fulton and Rosie Mitchell in Miln of Beith, April 17th; baptised April 22nd, 1764.” The only real differences (apart from the dates 1764 instead of 1765, in the statement) which required to be cleared up, was his death in Antigua in 1821, instead of in New York in 1815, as stated by his biographers, and, also, the fact of his marriage to Miss Livingston. To ascertain these points I communicated with the Governor of Antigua, who courteously obtained and forwarded, in due time, a copy from the register of the parish of St. George in that island of the entry of the death of a Robert Fulton at the age of fifty-three, and his burial on the 25th November, 1819. As this Robert Fulton was buried two years before Mr. Stevenson saw the Robert Fulton of whom he speaks, as the copy of his will which the Governor of Antigua was also good enough to obtain, makes no mention of the name of Livingston, and as no record could be found of the death in that island of any other person of the name of Robert Fulton, we reluctantly arrived at the conclusion that, after all, we had not found the man for whom we had made so diligent a search.

The incidents in the lives are, however, so much alike, that they are worthy of record, and may give my readers some idea of the labours of an author to arrive at the truth; labours which are frequently made in vain, as in the present instance. But, though the Fulton from Beith was apparently not the Fulton of fame, I have a strong impression that the nephew of my old friend Fulton of Ballig was so, though I have not the time, at present, to make further researches, as this volume is now on its way to press.

W. S. LINDSAY.

Shepperton Manor, Nov. 1875.

APPENDIX No. 2. VOL. iv., p. 69.

Dredging Machines of the River Clyde Trust, with their Dimensions, Cost, and Power.

The plant is made up as follows:—

6 steam dredgers, 14 steam hopper barges, 1 steam tug, 3 diving bells, 270 punts, and numerous small boats.

The value of the whole plant is estimated at 140,000l.

General Dimensions of Largest Dredger:—

Ft. In. Extreme length 161 0 Depth at sides amidships 10 0 Breadth moulded 29 0 Rise of deck at centre 0 10 Sheer of deck 2 3

One bucket ladder, 89 ft. 6 in. between centres. Size of buckets, 3 ft. 3 in. ⨉ 2 ft. 5 in. ⨉ 1 ft. 11 in. Capacity of buckets, 13½ cubic ft. each. Mean working draught, 6 ft. to 7 ft.

Engines.—Horizontal, condensing, 2 cylinders with link motion, governor, and all recent improvements, say 75 H.P.

Ft. In. Diameter of cylinders 2 3 Length of stroke 3 0

Average strokes per minute, 33.

Boiler.—Horizontal, tubular, with 3 furnaces, each 3 ft. 1½ in. wide.

Ft. In. Length at bottom 9 4 Width 11 4 Height 13 10

Working pressure of steam, 10 lbs. to 15 lbs. per square inch.

Consumption of coals, &c.:—

Coals, per day of 10 hours 50 cwts. to 60 cwts. Tallow, per day of 10 hours about 1 lb. Oil (lard,)per day of 10 hours 13½ gills. Waste, per day of 10 hours 1½ lb.

Nos. 11, 12, 13, and 14. STEAM HOPPER BARGES.

General dimensions:— Ft. In. Length of keel and fore rake 145 0 Breadth, moulded 25 0 Depth, moulded 11 9 Length of hopper 56 0 Breadth of hopper at deck 19 6 Breadth of hopper at bottom 8 6 Height of coamings at sides of hopper 1 4

Capacity of hopper, about 320 cubic yards, or 400 tons.

Engines, &c.—Direct acting, condensing, 2 cylinders, each 24 in. diameter and 24 in. stroke. Expansion valves, link motion, &c., say 40 H.P.

Propeller, 3 bladed, 8 ft. diameter, pitch about 16 ft.

Boiler.—Cylindrical, 11 ft. diameter, and 9 ft. 6 in. long, tubular, fitted with superheater, 2 furnaces, working pressure, 30 lbs. per square inch.

Draught, speed, &c.—Loaded, with sand, 9 ft. 6 in. forward, and 11 ft. 6 in. aft. Light, boiler full, and 20 tons to 30 tons of coal in bunkers, 4 ft. forward, and 8 ft. 2 in. aft.

Speed, 8 miles to 9 miles per hour.

Strokes of engine, average 70 per minute.

Steam pressure, 25 lbs., vacuum, 24.

Consumption of coals, &c.:—

Coals, per day of 10 hours 70 cwts. Tallow, per day of 10 hours 5 lbs. Oil, per day of 10 hours 20 gills. Waste, per day of 10 hours 2 lbs.

“The cost of dredging, of course, varies much according to the character of the material to be lifted, and to the power of the dredger employed and the capacity of its buckets. The material to be dredged ranges from silt and sewage deposit to the hardest of gravel and boulders, completely concreted together. Where good lifting sand was being dredged, one of the two most powerful of the dredgers lifted, on each of five consecutive days, 2240 cubic yards, or about 2800 tons; the engine working 9 hours the first day, 9¾ hours the second, third, and fifth days, and 9¼ hours the fourth day; the average strokes of the engine being 33 per minute, and the average depth of water that the points of the buckets were working at, 20 ft.”

APPENDIX No. 3. VOL. iv., p. 71.

Ships Launched on the Clyde, 1863-74.

The following return is from the Report, for 1873, of Mr. Wm. West Watson, Chamberlain to the City of Glasgow.

-----+---------------------+----------------------- |Amount of new Tonnage|Amount of new Tonnage Year.| launched | on the Stocks or | during the year. | under contract at | |31st Dec. of each year. -----+---------------------+----------------------- 1863 | 124,000 | 140,000 1864 | 178,505 | 105,957 1865 | 153,932 | 109,404 1866 | 124,513 | 71,869 1867 | 108,024 | 124,082 1868 | 169,571 | 134,818 1869 | 192,310 | 140,999 1870 | 180,401 | 180,175 1871 | 196,229 | 301,809 1872 | 230,347 | 247,345 1873 | 232,926 | 192,608 1874 | 262,430 | 182,303 -----+---------------------+-----------------------

New Vessels launched on the Clyde during the Year 1874.

Nos. Tons. Nos. Tons. Iron Steamers under 100 tons each 14 543 Iron Steamers from 100 to 500 tons each 25 7,621 Iron Steamers from 500 to 1000 tons each 29 19,121 Iron Steamers from 1000 to 2000 tons each 23 36,029 Iron Steamers from 2000 to 3000 tons each 25 61,202 Iron Steamers from 3000 tons and upwards 19 70,969 ------------ 135 195,485 Iron Sailing Ships, under 500 tons each 1 415 Iron Sailing Ships, from 500 to 1000 tons each 12 8,867 Iron Sailing Ships, from 1000 to 2000 tons each 37 56,266 ----------- 50 65,548 Composite Steamer 1 100 Composite Steamer Gunboats for the 2 656 British Government ----------- 3 756 Composite Sailing Ship 1 241 Iron Canal Lighter 1 100 Iron Steam Launches 3 30 Iron Hopper Barges 2 140 Wooden Schooner 1 130 ------------ 196 262,430

The returns from which this table is constructed were obtained confidentially from the respective builders, and I may add that the value of the vessels specified above may be assumed, notwithstanding a fall of from 2l. to 3l. a ton, when compared with the value in the year 1873, as amounting, in round numbers, to the enormous sum of nearly 6,500,000l. sterling.—Note by Mr. William West Watson, Chamberlain of the City of Glasgow.

APPENDIX No. 4. VOL. iv., p. 71.

Shipbuilders on the Clyde, from 1st January to 31st December, 1871.

The following return from the ‘North British Daily Mail’ of 1st January, 1872, includes not merely the vessels built at Glasgow, but also at Greenock, Port-Glasgow, Dumbarton, and other places on the Clyde.

--------------------------------------+----------+--------+---------+--------- Names of Builders. | Steamers.| Sailing| Tonnage.| H.P. | | Ships.| | Nominal. --------------------------------------+----------+--------+---------+--------- John Elder & Co., Fairfield | 12 | 2 | 31,889 | 5,275 Caird & Co., Greenock | 6 | .. | 18,400 | 2,820 William Denny & Brothers, Dumbarton | 7 | .. | 14,921 | 1,810 Archibald M’Millan & Son, Dumbarton | 7 | .. | 9,720 | 500 London & Glasgow E. & I. S. Co., L.,} | 8 | .. | 8,740 | 1,220 Glasgow } | | | | J. & G. Thomson, Govan | 6 | .. | 8,715 | 1,040 A. Stephen & Sons, Linthouse | 5 | 2 | 8,529 | 965 Henderson, Coulburn, & Co., Renfrew | 11 | .. | 7,386 | 1,200 Aitken & Mansel, Whiteinch | 7 | 4 | 6,760 | 840 Blackwood & Gordon, Port-Glasgow | 7 | .. | 6,284 | 870 Barclay, Curle, & Co., Stobcross and} | 7 | 1 | 6,070 | 500 Whiteinch } | | | | Robert Duncan & Co., Port-Glasgow | 4 | .. | 5,726 | 1,528 R. Napier & Sons, Govan | 5 | .. | 5,709 | 860 Charles Connell & Co., Scotstoun | 3 | .. | 5,560 | 385 Tod & M’Gregor, Patrick | 2 | .. | 5,500 | 710 William Simons & Co., Renfrew | 7 | .. | 5,450 | 1,050 Scott & Co., Greenock | 7 | .. | 4,900 | 710 J. G. Lawrie, Whiteinch | 4 | 1 | 4,760 | 800 John Reid & Co., Port-Glasgow | .. | 5 | 4,620 | .. Robert Steele & Co., Port-Glasgow | 3 | .. | 4,389 | 611 A. & J. Inglis, Pointhouse | 6 | 2 | 4,322 | 730 Henry Murray & Co., Port-Glasgow | 14 | .. | 3,780 | 569 Dobie & Co., Govan | 5 | .. | 3,445 | 450 Thomas Wingate & Co., Whiteinch | 12 | 5 | 2,947 | 395 William Hamilton & Co., Port-Glasgow | 3 | .. | 2,304 | 308 J. & R. Swan, Dumbarton | 6 | 5 | 2,000 | 230 Cunliffe & Dunlop, Port-Glasgow | 4 | 3 | 1,381 | 210 Thomas B. Seath & Co., Rutherglen | 6 | 9 | 1,000 | 100 Irvine Shipbuilding Co., Irvine | .. | 4 | 973 | .. John Fullarton & Co., Paisley | 4 | .. | 916 | 173 Robert M’Lea, Rothesay | .. | 5 | 700 | .. J. & J. Fife, Rothesay | .. | 17 | .. | .. Scott & M’Gill, Bowling | 2 | 1 | 200 | 20 William Fyfe & Sons, Fairlie | .. | 3 | 175 | .. Peter Barclay & Sons, Ardrossan | .. | 1 | 117 | .. --------------------------------------+----------+--------+---------+---------

Note.—No reliable return similar to the above has been compiled since 1871 of the names of the builders, and the number of ships built by each firm, but the aggregate amount of tonnage launched on the Clyde each year since then, inclusive of 1874, has been quite as great (see preceding page), though the proportion to each builder has of course materially varied.

APPENDIX No. 5. VOL. iv., p. 71.

Shipbuilding on the Wear, from the 1st January to the 31st December, 1874.

The following return from the ‘Sunderland Times’ includes all the vessels built at Sunderland and places in the immediate vicinity on the River Wear for the above year.

IRON SHIPS.

-----------------------+--------------------+------+-----+------------------ Builders’ Names. | Ships’ Names. |Tons. |Class| Port of Register. | | | A 1.| -----------------------+--------------------+------+-----+------------------ Austin and Hunter |Barambio | 754 | 90 |Bilboa. ” ” |Knight Templar | 1546 | 90 |North Shields. Bartram, Haswell & Co. |Cumbria | 675 | 100 |Scarbro’. ” ” |Clan MacLeod | 671 | 100 |Glasgow. ” ” |Stag | 1558 | 90 |North Shields. Blumer, J., and Co. |St. Peter | 753 | 90 |Sunderland. ” ” |Waikato | 1053 | 100 |London. ” ” |Dacca | 1153 | 100 |London. ” ” |Waitangi | 1161 | 100 |London. ” ” |Blyth | 751 | 90 |North Shields. ” ” |Waimate | 1157 | 100 |London. ” ” |Fernglen | 850 | 100 |Sunderland. Doxford, W., and Sons |Yen-tai | 947 | 100 |London. ” ” |Broomhall | 1430 | 100 |Dundee. Laing, James |Kashgar | 2621 | 100 |London. ” |St. Lawrence | 2220 | 100 |London. ” |Formosa | 1024 | 100 |London. Mounsey and Foster |Roderick Dhu | 1723 | 100 |Liverpool. ” ” |Santander | 709 | 90 |Newcastle. ” ” |Imbro | 1222 | 90 |Sunderland. ” ” |Eastern Monarch | 1769 | 100 |London. ” ” |Senator | 1768 | 100 |Liverpool. ” ” |Duchess of Edinburgh| 1766 | 100 |London. ” ” |Dunalistair | 1756 | 100 |Dundee. ” ” |Linguist | 1601 | 100 |Liverpool. Osborne, Graham & Co. |Lolland | 557 | 90 |Nakskov, Denmark. ” ” |Andes | 866 | 100 |Hull. ” ” |Alexandra | 797 | 90 |Newcastle. Oswald and Co. |Idomene | 1424 | 100 |Liverpool. ” ” |Respigadera | 1629 | 100 |Liverpool ” ” |Foyle | 1662 | 100 |London. ” ” |Fitzclarence | 917 | 90 |Glasgow. Pile, W., and Co. |Barossa | 1019 | 100 |London. ” ” |Rodney | 1519 | 100 |London. ” ” |Olive | 885 | 100 |London. ” ” |Plassey | 1764 | 100 |London. Short Brothers |Arizona | 1288 | 100 |North Shields. Simey, A., & Co. |Stag | 1048 | 90 |W. Hartlepool. Thompson, J. L. |Florence Richards | 1051 | 90 |Maryport. ” |S. W. Kelly | 1064 | 100 |Cardiff. ” |Romulus | 1442 | 90 |Sunderland. Thompson, J. L. |Remus | 1447 | 90 |Sunderland. ” |John Howard | 1237 | 100 |Cardiff. Thompson, R., jun. |Lochnagar | 1597 | 90 |Aberdeen. ” |Theseus | 1041 | 100 |London. ” |Min | 1411 | 100 |London. ” |Rayner | 1155 | 90 |Newcastle. Watson (creditors) |Ballochmyle | 1511 | 100 |Greenock. ” ” |Baron Aberdare | 1708 | 100 |London. -----------------------+--------------------+------+-----+------------------

There are several large vessels at present fitting out, but as they have not yet been classed, they are not included in Lloyd’s List for this year.

Classed at Lloyd’s only.

WOODEN SHIPS.

-----------------------+---------------------+------+-----+------------------ | | |Class| Builders’ Names. | Ships’ Names. |Tons. | A 1.| Where sold to. -----------------------+---------------------+------+-----+------------------ Crown, John |Unkomanzi | 333 | 11 |Aberdeen. ” |Robina Dunlop | 512 | 12 |Glasgow. ” |Transvaal | 384 | 12 |Aberdeen. Gardner, James |Truth | 527 | 13 |Liverpool. ” |Campsie Glen | 510 | 12 |North Shields. ” |Aydon Forest | 522 | 12 |North Shields. Gibbon, N. |Nancy Holt | 328 | 12 |Liverpool. ” |Lanercost | 562 | 12 |Sunderland. ” |Tonga | 314 | 12 |London. ” |Mary Frost | 325 | 12 |Liverpool. ” |Coomassie | 428 | 12 |South Shields. ” |Glen Ville | 325 | 12 |London. Gibbon and Sons |Violet | 170 | 11 |Sunderland. ” ” |Emily McLaren | 445 | 12 |Greenock. Gill, John |Zeeburg | 533 | 12 |Greenock. Pickersgill, Wm. |Thomas C. Seed | 296 | 12 |Fleetwood. ” |Florence and Margaret| 302 | 12 |Fleetwood. ” |William D. Seed | 757 | 12 |Fleetwood. ” |Emma Crook | 305 | 12 |Fleetwood. Richardson, W. |Pauline | 472 | 11 |Newcastle. ” |Swallow | 309 | 11 |Dartmouth. ” |Chittagong | 335 | 11 |London. Thompson, Rich. |Adeliza | 297 | 11 |Fleetwood. ” |Silver Cloud | 304 | 12 |London. ” |Our Annie | 377 | 12 |Fleetwood. -----------------------+---------------------+------+-----+------------------

Ships building on the Wear, for the Quarter ending September 30, 1875.

Intended for classification in Lloyd’s Register of British and Foreign Shipping.

WOODEN SHIPS.

-------------------------+-----+-----------------------+-------- Name of Builder. |Tons.| Progress. |Class A. -------------------------+-----+-----------------------+-------- Crown, John | 700 |Planked and caulking | *13 Dunn, G. | 50 |Planked | 8 Gardner, J. | 650 |Nearly framed | 12 ” | 100 |Planked | 10 Gibbon, N. | 340 | ” | 12 ” | 300 |Laying down | 12 Gibbon, J., and Sons | 250 | ” | 12 Pickersgill, William | 300 |Launched | 12 ” | 300 |Keel laid | *12 Richardson, W. | 280 |Fitting out | 12 Thompson, Richard | 330 |Nearly ready to launch | 12 ” | 490 |Framed | 12 -------------------------+-----+-----------------------+--------

COMPOSITE SHIPS.

-------------------------+-----+-----------------------+-------- Name of Builder. |Tons.| Progress. |Class A. -------------------------+-----+-----------------------+-------- Laing, James |1200 |Planked and decked | 16 Thompson, R., jun. | 800 |Keel laid | 16 -------------------------+-----+-----------------------+--------

IRON SHIPS.

-------------------------+-----+-----------------------+-------- Name of Builder. |Tons.| Progress. |Class A. -------------------------+-----+-----------------------+-------- Austin and Hunter | 900 |Launched | 100 ” ” | 700 |Building frames | *100 ” ” |1000 |Commencing | 100 Bartram, Haswell, and Co.| 900 |Launched | 100 ” ” ” |1200 |Plated | 90 ” ” ” | 800 |Framing | 100 ” ” ” | 650 |Commencing | 100 Blumer, J., and Co. |1100 |Preparing to launch | 90 ” ” | 500 |Plating | 100 Doxford, W., and Sons |2700 |Nearly ready to launch | 100 ” ” |2700 |Plating | 100 ” ” | 650 |Ready to launch | 100 ” ” |1700 |Framing | 90 ” ” | 700 |Not commenced | 100 Gulston, G. S. | 700 |Ready to launch | 90 Laing, James |2700 | Framed and standing | *100 ” |2700 | Not commenced | *100 ” |1400 | Ready for sea | 90 ” | 620 | Not commenced | 100 Mounsey and Foster | 800 | Launched | 100 ” ” | 800 | Plated | 100 ” ” | 800 | Plated | 100 Osbourne, Graham, and Co.|1320 | Ready to launch | 100 ” ” ” | 780 | In frame | 100 ” ” ” |1340 | Laving down | 100 Oswald, T. R. |1470 | In frame | 100 ” |1420 | Fitting out | 100 Short Brothers |1500 | Plating | 100 Simey and Co. | 875 | Finishing | 90 Thompson, Robert, jun. | 500 | Finishing | 100 Thompson, J. L., and Sons| 600 | Preparing material | 100 Watson, W. (creditors) |1600 | Framed | 100 -------------------------+-----+-----------------------+-----

Vessels sold 41 Vessels *unsold 5 -- Vessels building 46 Tonnage 44,115 tons Total last quarter, 57 vessels, of 57,803 tons

LIVERPOOL UNDERWRITERS’ REGISTRY FOR IRON VESSELS.

List of Vessels building on the Wear, for the Quarter ending September 30, 1875.

------------------------+------+-------+------------ Name of Builder. | Tons.| | Progress. ------------------------+------+-------+------------ Jas. Laing | 1164 | S.S. | Completing. ” | 1000 | S.S. | Completing. ” | 1250 | S.S. | Completing. ” | 900 | S.S. | Plating. ” | 900 | S.S. | Plating. ” | 800 | S.S. | Plating. ” | 600 | Barque| Commencing. T. R. Oswald | 1900 | Ship | Fitting out. ” | 1830 | Ship | Completing. ” | 1630 | Ship | Plating. Short Brothers | 1200 | S.S. | Completing. Wm. Doxford and Sons | 1000 | Barque| Completing. Mounsey and Foster | 900 | Barque| Completing. Austin and Hunter | 900 | Barque| Completing. Osborne, Graham, and Co.| 1200 | Ship | Commencing. G. S. Gulstan | 900 | S.S. | Completing. ------------------------+------+-------+------------

The following table shows the number of ships built each year on the Wear since 1858, with the aggregate and average tonnage.

-----+-----+---------+--------- Year.| No. | Tons. | Average | | | Tons. -----+-----+---------+--------- 1858 | 110 | 42,003 | 381 1859 | 100 | 37,184 | 371 1860 | 112 | 40,201 | 358 1861 | 126 | 46,778 | 371 1862 | 160 | 56,921 | 355 1863 | 171 | 70,040 | 410 1864 | 153 | 71,987 | 470 1865 | 172 | 73,134 | 425 1866 | 145 | 62,719 | 432 1867 | 128 | 52,249 | 408 1868 | 138 | 70,302 | 509½ 1869 | 122 | 72,420 | 585⅓ 1870 | 103 | 70,084 | 680½ 1871 | 97 | 81,903 | 844⅓ 1872 | 122 | 131,825 | 1,080½ 1873 | 96 | 100,324 | 1,045 1874 | 95 | 99,731 | 1,049¾ -----+-----+---------+---------

APPENDIX No. 6. VOL. iv., p. 96.

Relative Weight and Strength of Wooden and Iron Ships.

Forty years ago the relative general difference between the weight of wooden and iron vessels may be fairly taken as stated by Mr. Laird in his evidence; but, inasmuch as iron ships have gone on since that date increasing in length, and wooden ships rarely exceeded 5½ times their beam, the weights relatively have increased, and may now be taken in a vessel of the same tonnage as 6-10 against wooden ships of a high class which would be built of timber of high specific gravity. As the weight of timber varies from 45 to 64 lbs. per cubic foot, the weight of a ship is consequently regulated by her class, as also by her length; and as a ship of ten times her beam must necessarily be built of heavier scantling than one of the same register tonnage, a long and high-class ship will necessarily be of greater weight than a short vessel of inferior description.

In an interesting paper on the strength of iron ships, by Mr. William John, Assistant Surveyor of Lloyd’s Registry, which will be found among the Transactions of the Institution of Naval Architects for 1874, that gentleman gives the weight of iron ships of superior class, under 340 feet in length, and of 2500 tons burden, as 1596 tons.

APPENDIX No. 7. VOL. iv., p. 146.

Description of Machinery and Boilers of the American coasting Steamers “Bristol” and “Providence.”

Beam Engine.—Cylinder, 110 in. diameter, with a stroke of 12 ft. Balance, puppet valves, with adjustable drop cut off. Surface condenser, with 8500 square ft. of tube surface. Bucket and plunger circulating pump connected with beam.

Paddle-Wheels.—Of iron, 39 ft. 6 in. diameter, with a face of 12 ft. Wheel-shaft, 21 in. diameter.

Boilers.—Three in number, extending fore and aft the vessel in the hold. Fire-room, athwart ship. Boilers of the flue and tubular type; with double tier of furnaces, one above the other, on the plan for which the constructing engineer has a patent. Shell of boilers, back of furnaces, circular. Extreme length, 35 ft. Diameter of round shell, 12 ft. 5 in. Width of furnace front, 12 ft. 7 in. Number of furnaces in each boiler, four. Interior of boilers, flues below, and 5-in. tubes above.

Total amount of fire-surface 13,800 square ft. Grate-surface 510 square ft. Pressure of steam carried, 25 lbs. to square inch. Effective horse-power, 3000. Speed, 18 to 20 miles per hour. Engines and boilers designed by Erastus W. Smith of New York.

The engines of the Bristol and Providence are believed to be the largest single marine engines afloat in any part of the world.

APPENDIX No. 8. VOL. iv., p. 219.

(TRANSATLANTIC STEAM.)

Comparative Statement of average Sailings of Collins and Cunard Lines for the second half of the Year 1851.

------------------------------------------------+-------------------------- The following is extracted from ‘The New | But the Cunard Company York Courier and Engineer:’— | themselves give the | following returns of the Collins Line—14 trips, Liverpool to New York. | sailings of their steamers:— | Days.| Hrs.| Min.| Total time occupied | 158 | 21 | 15 | Average time per trip | 11 | 8 | | Quickest trip by “Baltic” | 9 | 13 | .. | Longest trip by “Atlantic” | 13 | 17 | 30 | | Cunard Line—13 trips, Liverpool to New York. | | Days.| Hrs.| Min.| | Days.| Hrs.| Min.| Total time occupied | 161 | 4 | 15 | .. | 155 | 17 | 26 | Average time per trip | 12 | 9 | .. | .. | 11 | 23 | 30 | Quickest trip by “Africa” | 10 | 6 | .. | “Africa” | 10 | 10 | 50 | Longest trip by “Europa” | 16 | 20 | .. | “Europa” | 17 | 2 | 50 | | Collins Line—13 trips, New York to Liverpool. | | Days.| Hrs.| Min.| Total time occupied | 142 | 10 | 45 | Average time per trip | 10 | 23 | .. | Quickest trip by “Baltic” | 10 | 4 | 45 | Longest trip by “Baltic” | 12 | 9 | .. | | Cunard Line—14 trips, New York to Liverpool. | | Days.| Hrs.| Min.| | Days.| Hrs.| Min.| Total time occupied | 160 | 18 | 44 | .. | 147 | 18 | 1 | Average time per trip | 11 | 11 | .. | .. | 10 | 13 | 17 | Quickest trip by “Africa” | 10 | 9 | 20 | “Africa” | 10 | 5 | 35 | Longest trip by “Europa” | 14 | 3 | .. | “Canada” | 12 | 21 | 20 |

The following are the names and voyages of the Cunard Steamers making the above averages:—

| Days.| Hrs.| Min.| | Days.| Hrs.| Min. Asia | 13 | 14 | 30 | Asia | 10 | 15 | 11 Africa | 14 | 13 | 55 | Africa | 10 | 17 | 28 Asia | 13 | 1 | 40 | Asia | 10 | 6 | 40 Africa | 12 | 1 | 45 | Africa | 10 | 8 | 50 Asia | 10 | 23 | 25 | Asia | 10 | 6 | .. Europa | 11 | 19 | 49 | Europa | 10 | 19 | 37 Africa | 10 | 21 | 44 | Africa | 10 | 17 | 35 Asia | 10 | 21 | 15 | Asia | 10 | 2 | 47 Niagara | 12 | 22 | .. | Niagara | 10 | 21 | 50 Africa | 11 | 1 | 5 | Africa | 10 | 4 | 30 Asia | 11 | .. | 15 | Asia | 10 | 20 | 28 Niagara | 12 | 9 | 13 | Niagara | 10 | 20 | 40 Africa | 10 | 10 | 50 | Africa | 10 | 5 | 35 | | | | Asia | 10 | 18 | 50 +------+-----+-----+ +------+-----+---- 155 | 17 | 26 | | 147 | 18 | 1 ---------------+-----+-----+----------+------+-----+----

Comparative Statement of average Sailings of Collins Line and Cunard Line for the first half of the Year 1852.

-------------------------------------------------+------------------------------ The following is extracted from ‘Huntz’s | But the Cunard Company Merchant’s Magazine,’ September 1852:— |themselves give the |following returns of the Collins Line—13 trips, Liverpool to New York. |sailings of their steamers:— |Days.|Hrs.|Min. | Total time occupied | 154 | 20 | 15 | Average time per trip | 11 | 22 | .. | Quickest trip by “Atlantic” | 10 | 3 | .. | Longest trip by “Pacific” | 15 | 4 | 30 | | Cunard Line—13 trips, Liverpool to New York. | |Days.|Hrs.|Min. | |Days.|Hrs.|Min. Total time occupied | 170 | 15 | 45 | | 163 | 12 | 18 Average time per trip | 13 | 3 | 3 | | 12 | 13 | 52 Quickest trip by “Asia” | 10 | 19 | .. |“Asia” | 10 | 22 | 10 Longest trip by “Niagara” | 20 | 19 | .. |“Canada” | 17 | 22 | 30 | Collins Line—13 trips, New York to Liverpool. | |Days.|Hrs.|Min. | Total time occupied | 143 | 17 | 50 | Average time per trip | 11 | 1 | .. | Quickest trip by “Arctic” | 9 | 13 | 30 | Longest trip by “Baltic” | 12 | 21 | .. | | Cunard Line—13 trips, New York to Liverpool. | |Days.|Hrs.|Min. | |Days.|Hrs.|Min. Total time occupied | 145 | 13 | 30 | | 141 | 18 | 32 Average time per trip | 11 | 5 | .. | | 10 | 21 | 44 Quickest trip by “Asia” | 10 | 5 | 10 |“Asia” | 10 | .. | .. Longest trip by “Asia” | 12 | 21 | 30 |“Asia” | 12 | 16 | 41

The following are the names and voyages of the Cunard steamers making the above averages:—

|Days|Hrs.|Min.| |Days.|Hrs.|Min. Asia | 13 | 12 | 50 | Asia | 10 | 5 | .. Canada | 17 | 22 | 30 | Canada | 11 | 17 | .. Africa | 14 | .. | 40 | Africa | 12 | 5 | 40 Asia | 12 | 23 | 50 | Asia | 12 | 16 | 41 Europa | 12 | 4 | 11 | Europa | 11 | 8 | .. Africa | 11 | 10 | 45 | Africa | 10 | 14 | 40 Asia | 11 | 3 | 40 | Asia | 10 | .. | 40 Europa | 12 | 9 | 26 | Europa | 11 | 1 | 5 Africa | 11 | 23 | 30 | Africa | 10 | 4 | 45 Asia | 10 | 22 | 10 | Asia | 10 | 10 | 45 Europa | 11 | 8 | 20 | Europa | 10 | 20 | 3 Africa | 11 | 15 | 16 | Africa | 10 | 10 | 13 Asia | 11 | 20 | 10 | Asia | 10 | .. | .. +----+----+----+ +-----+----+---- |163 | 12 | 18 | | 141 | 18 | 32 --------+----+----+----+------------+-----+----+----

APPENDIX No. 9. VOL. iv., p. 227.

“Persia’s” Passages (out and home) Liverpool and New York.

------------+--------+---------+---------------------------+-------------- | | | | Consumption | | | Detention at Queenstown, | of Coal per Date. |Outward.|Homeward.| Bar, &c. | Indicated | | | |H.P. per hour. ------------+--------+---------+---------------------------+-------------- 1856. |D. H. M.| D. H. M.| | lbs. Jan. 26 1|14 3 0| .. | .. | 3·47 Mar. 8 2|12 1 25| 9 12 7| | Apr. 19 3|10 1 30| 9 8 50| | July 12 4|10 19 13| 9 4 35| | Aug. 23 5|10 22 7| 9 18 37| | Oct. 4 6|10 2 32| 9 7 2| | Nov. 15 7|10 3 0| 9 11 20| | | | | | 1857. | | | | Jan. 10 8|14 5 12| 9 6 20| | Feb. 21 9|13 7 58| 10 16 0| | June 13 10| 9 21 41| 9 2 55| | July 25 11|11 1 0| 9 10 38| | Sept. 5 12|10 2 6| 9 11 43| | Oct. 17 13|11 7 15| 9 17 5| | Dec. 12 14|12 21 40| 9 21 40| | | | | | 1858. | | | | Mar. 20 15|10 19 56| 9 17 15| | May 1 16|10 7 0| 9 17 5| | June 5 17|10 16 0| 9 6 28| | 3·47 July 24 18|10 6 20| 9 16 55| |

For Newfoundland for “Europa” Passengers.

Sept. 4 19|12 9 0| 9 21 10| | Oct. 16 20| 9 22 30| 10 8 22| | Nov. 27 21|15 7 20| 9 19 0| | | | | | 1859. | | | | Mar. 19 22|11 4 30| 10 17 20| | Apr. 30 23|11 4 47| 9 7 40| | June 11 24|10 9 25| 9 4 30| | July 23 25|10 21 50| 9 16 45| | Sept. 3 26|15 18 10| 9 17 2| 3 Days—Broke crank-pin. | Oct. 15 27|10 21 8| 9 11 49| | Nov. 26 28|12 1 45| 9 20 12| | | | | | 1860. | | | | Mar. 31 29|11 17 45| 9 19 12| | May 12 30|11 6 10| 9 15 43| | June 23 31|12 6 18| 9 8 45| | Aug. 4 32|11 1 35| 9 7 41| | Sept. 15 33|12 8 13| 9 18 30| | Oct. 27 34|10 18 30| 10 19 5| | Dec. 8 35|12 3 10| 10 8 57| | 3·47 | | | | 1861. | | | | Mar. 30 36|10 1 30| 9 17 50| | May 11 37|10 13 50| 10 10 25| | June 22 38|11 1 0| 9 18 5| | Aug. 3 39|11 1 30| 10 12 27| Bell Buoy 12 hours. | Sept. 14 40|10 22 0| 10 19 47| | Oct. 26 41|10 3 13| 11 16 17| | |Bic Bic to Halifax Halifax Home. | Dec. 15 42|10 22 15| 2 23 55| 8 Days, 1 hour, 4 min. | | | | | 1862. | | | | Apr. 12 43|11 15 45| 9 17 17| Queenstown 10 hrs. out. | May 24 44|11 19 8| 9 16 40| | July 5 45|11 2 25| 9 19 33| | Aug. 16 46|11 3 5| 10 4 35| Queenstown 6½ hrs. out. | Sept. 27 47|12 8 53| 9 13 28| | Nov. 8 48|12 14 5| 13 13 55| | | | | | 1863. | | | | Apr. 11 49|11 2 28| 10 5 45| | May 23 50|10 23 45| 9 22 30| | July 4 51|10 14 17| 10 0 55| | | | | {Queenstown. | Aug. 15 52|11 3 30| 10 11 45| { H. M. H. M. | | | | {Out, 4 20. Home, 1 45. | Sept. 26 53|11 5 5| 10 10 5| ” 5 53. ” ” | Nov. 7 54|11 19 40| 9 22 2| | | | | {Bar. } | Dec. 19 55|11 22 44| 10 5 40| { H. M. H. M.} | 3·47 | | | {Out, 3 0. Home, 4 0.} | 1864. | | | | Mar. 26 56|11 10 45| 10 1 20| Out, 7 5. | | | | {Queenstown. | May 7 57|11 10 | 10 10 50| { H. M. H. M. | | | | {Out, 7 10. Home, 2 10. | July 30 58|11 13 20| 9 20 15| | | | | {Bar. | Sept. 10 59|11 8 20| 10 8 30| { H. M. H. M. | | | {Out, 4 15. Home, 9 40. | | | | {Queenstown. | Oct. 22 60|10 23 47| 9 20 0| { H. M. H. M. | | | | {Out, 5 17. Home, 1 0. | | | | | 1865. | | | | Apr. 8 61|11 10 15| 10 4 45| ” 7 30. ” 1 25. | May 20 62|11 10 40| 10 6 5| ” 3 10. ” 1 30. | July 1 63|11 1 0| 10 5 8| ” 5 35. ” 1 20. | Aug. 12 64|11 0 30| 9 21 10| ” 5 15. | Sept. 23 65|10 18 45| 9 22 0| ” 7 0. ” 0 37. | Nov. 4 66|10 23 0| 11 0 40| ” 7 30. | | | | | 1866. | | | | Apr. 7 67|12 12 20| 9 21 20| ” 6 17. | May 19 68|10 11 55| 9 15 55| ” 7 0. | 3·47 June 30 69|12 3 35| 9 20 20| ” 6 45. | Aug. 11 70|11 4 10| 9 18 20| ” 6 35. | Sept. 22 71|13 11 55| 9 20 15| ” 8 25. | Nov. 3 72|10 23 35| 9 21 55| ” 0 35. ” 1 5. | Dec. 29 73|13 0 55| 10 5 0| ” 1 20. | | | | | 1867. | | | | Apr. 20 74|12 11 50| 11 19 55| ” 5 15. | June 1 75|11 21 35| 10 4 25| ” 9 5. ” 1 7. | July 13 76|10 23 25| 9 9 10| ” 0 55. ” 0 20. | Aug. 24 77|11 2 55| 9 13 15| ” 2 30. | Oct. 5 78|11 23 30| 10 12 20| ” 4 5. | 3·47 Nov. 16 79|10 4 25| 11 19 0| ” 7 15. | Dec. 28 80|13 7 10| 10 17 25| ” 6 55. | ------------+--------+---------+---------------------------+--------------

APPENDIX No. 10. VOL. iv., p. 237.

Account of Steamers belonging to the Cunard Company, in 1875.

(The vessels of this Company, which is a private undertaking, belong solely to Messrs. Burns, Glasgow, Messrs. MacIver, Liverpool, and Mr. William Cunard, London.)

BETWEEN LIVERPOOL AND UNITED STATES.

---+---------------------+------------+--------+--------+-------- | | Year Built.| Gross. | Nett. | H.P. | +------------+--------+--------+-------- 1 | Atlas | 1860 | 2,393 | 1,552 | 300 2 | Calabria | ” | 2,901 | 1,730 | 409 3 | Hecla | ” | 2,421 | 1,578 | 270 4 | Marathon | ” | 2,403 | 1,552 | 300 5 | Olympus | ” | 2,415 | 1,585 | 270 6 | Scotia | 1862 | 3,871 | 2,124 | 1,000 7 | China | ” | 2,638 | 1,613 | 420 8 | Cuba | 1864 | 2,668 | 1,534 | 560 9 | Aleppo | 1865 | 2,056 | 1,398 | 280 10 | Java | ” | 2,696 | 1,760 | 600 11 | Malta | ” | 2,132 | 1,449 | 280 12 | Tarifa | ” | 2,058 | 1,399 | 280 13 | Palmyra | 1866 | 2,043 | 1,389 | 260 14 | Russia | 1867 | 2,960 | 1,709 | 600 15 | Siberia | 1868 | 2,497 | 1,698 | 300 16 | Samaria | 1870 | 2,605 | 1,694 | 300 17 | Abyssinia | ” | 3,253 | 2,075 | 500 18 | Algeria | ” | 3,298 | 2,104 | 500 19 | Batavia | ” | 2,553 | 1,627 | 450 20 | Parthia | ” | 3,166 | 2,035 | 450 21 | Bothnia | ” | 4,535 | 2,923 | 600 22 | Scythia | 1874 | 4,557 | 2,923 | 600 23 | Saragossa | ” | 2,262 | 1,429 | 300 24 | Jackal (Tender) | 1853 | 180 | 111 | 100 25 | Satellite (Tender) | 1848 | 157 | 82 | 80 | | +--------+--------+-------- | | | 64,718 | 41,073 | 10,009 ---+---------------------+------------+--------+--------+--------

BETWEEN LIVERPOOL, HAVRE, AND THE MEDITERRANEAN.

---+---------------+-------------+--------+--------+------- | | Year Built. | Gross. | Nett. | H.P. | +-------------+--------+--------+------- 1 | Balbec | 1853 | 774 | 484 | 130 2 | British Queen | ” | 763 | 565 | 150 3 | Stromboli | 1856 | 734 | 619 | 120 4 | Kedar | 1860 | 1,875 | 1,215 | 212 5 | Sidon | 1861 | 1,853 | 1,198 | 212 6 | Morocco | ” | 1,855 | 1,193 | 212 7 | Trinidad | 1872 | 1,899 | 1,228 | 300 8 | Demerara | ” | 1,904 | 1,231 | 300 9 | Nantes | 1873 | 1,472 | 949 | 160 10 | Brest | 1874 | 1,472 | 949 | 160 11 | Cherbourg | ” | 1,614 | 949 | 170 | | +--------+--------+-------- | | | 16,215 | 10,580 | 2,126 ---+---------------+-------------+--------+--------+--------

HALIFAX AND BERMUDA TRADE.

---+---------------+-------------+--------+--------+-------- | | Year Built. | Gross. | Nett. | H.P. | +-------------+--------+--------+-------- 1 | Delta | 1854 | 644 | 428 | 120 2 | Alpha | 1863 | 653 | 513 | 112 3 | Beta | 1874 | 1,087 | 677 | 160 | | +--------+--------+-------- | | | 2,384 | 1,618 | 392 ---+---------------+-------------+--------+--------+--------

GLASGOW AND LIVERPOOL.

---+---------------+-------------+--------+--------+-------- | | Year Built. | Gross. | Nett. | H.P. | +-------------+--------+--------+-------- 1 | Penguin | 1864 | 680 | 439 | 180 2 | Raven | 1869 | 778 | 490 | 150 3 | Owl | 1872 | 914 | 502 | 230 | | +--------+--------+-------- | | | 2,372 | 1,431 | 560 ---+---------------+-------------+--------+--------+--------

GLASGOW AND BELFAST.

---+---------------------+------------+--------+-------+------ | | Year Built.| Gross. | Nett. | H.P. | +------------+--------+-------+------ 1 | Buffalo | 1865 | 686 | 391 | 280 2 | Llama | ” | 686 | 391 | 280 3 | Camel | 1866 | 691 | 393 | 280 4 | Racoon | 1868 | 831 | 479 | 300 5 | Hornet | 1874 | 548 | 322 | 100 6 | Wasp | ” | 550 | 320 | 100 | | +--------+-------+------ | | | 3,992 | 2,296 | 1,340 ---+---------------------+------------+--------+-------+------

GLASGOW AND LONDONDERRY.

---+---------------------+------------+--------+-------+------ | | Year Built.| Gross. | Nett. | H.P. | +------------+--------+-------+------ 1 | Bear | 1870 | 691 | 331 | 150 ---+---------------------+------------+--------+-------+------

SUMMARY.

--------------------------------------+-----------------+------- | Tonnage. | +--------+--------+ Horse | Gross. | Nett. | Power. +--------+--------+------- Transatlantic | 64,718 | 41,073 | 10,009 Mediterranean and Havre | 16,215 | 10,580 | 2,126 Halifax and Bermuda | 2,384 | 1,618 | 392 Glasgow and Liverpool | 2,372 | 1,431 | 560 Glasgow and Belfast | 3,992 | 2,296 | 1,340 Glasgow and Londonderry | 691 | 331 | 150 +--------+--------+------- 49 vessels | 90,372 | 56,329 | 14,577 --------------------------------------+--------+--------+-------

APPENDIX NO. 11. VOL. iv., p. 238.

Table showing the Progress of Improvement in the Cunard Steamers from 1840 to 1875.

PARTICULARS OF SHIP

---------+--------------------------------------------------------- | Name +----------------------+-----+---------------------------- | | | of | Built. | | Tonnage. | |Wood | Ship. +------+-----+---------+ +-----------+---------+------ |Where.|Year.| By whom.| or |Engine-room| | | | | | |Allowance. |Register.|Gross. | | | |Iron.| | | | | | | | | | ---------+------+-----+---------+-----+-----------+---------+------ Acadia |Clyde |1840 | J. Wood | W | 524 | 615 | 1139 Britannia| ” | ” |R. Duncan| ” | ” | ” | ” Caledonia| ” | ” | C. Wood | ” | ” | ” | ” Columbia | ” | ” |R. Steel | ” | ” | ” | ” Hibernia | ” |1843 | ” | ” | 631 | 791 | 1422 Cambria | ” |1845 | ” | ” | 662 | 760 | ” America | ” |1848 | ” | ” | 841 | 984 | 1825 Niagara | ” | ” | ” | ” | 817 | 1008 | ” Europa | ” | ” | J. Wood | ” | 824 | 1010 | 1834 Canada | ” | ” |R. Steel | ” | 830 | 1001 | 1831 Asia | ” |1850 | ” | ” | 1012 | 1214 | 2226 Africa | ” | ” | ” | ” | 1010 | 1216 | ” Arabia | ” |1852 | ” | ” | 928 | 1474 | 2402 Persia | ” |1855 |R. Napier|Iron | 1221 | 2079 | 3300 Scotia | ” |1862 | ” | ” | 1746 | 2125 | 3871 China | ” | ” | ” | ” | 990 | 1539 | 2529 Cuba | ” |1864 | Tod & | ” | 1133 | 1534 | 2668 | | | McGregor| | | | Java | ” |1865 | J. & G. | ” | 936 | 1760 | 2697 | | | Thomson | | | | Russia | ” |1867 | ” | ” | 1250 | 1709 | 2959 Calabria | ” | -- | ” | ” | 1171 | 1731 | 2902 Abyssinia| ” |1870 | ” | ” | 1177 | 2076 | 3253 Algeria | ” | ” | ” | ” | 1193 | 2104 | ” Bothnia | ” |1874 | ” | ” | 1612 | 2923 | 4556 Scythia | ” | ” | ” | ” | 1650 | 2906 | ” ---------+------+-----+---------+-----+-----------+---------+------

---------+----------+--------+-------+------------------------------ | | | | Name | | | | When half coals are burnt. | Length | | | of | of Keel |Breadth | Depth +--------+--------+------------- | and | of | of | Mean | Area, | Ship. |Fore-rake.| Beam. | Hold. |Draught.| mid- |Displacement. | | | | |section.| | ft. |ft. in. |ft. in.|ft. in. |sq. ft. | ---------+----------+--------+-------+--------+--------+------------- Acadia | 207 |34.2 | 22.4 | 16.10 | 520 | 2050 Britannia| ” | ” | ” | ” | ” | ” Caledonia| ” | ” | ” | ” | ” | ” Columbia | ” | ” | ” | ” | ” | ” Hibernia | 219 |35.9 | 24.2 | 17. 3 | 549 | 2580 Cambria | ” | ” | ” | ” | ” | ” America | 251 |38.0 | 25.3 | 17. 9 | 576 | 3100 Niagara | ” | ” | ” | ” | ” | ” Europa | ” |38.2 | 25.4 | 17. 9 | 580 | ” Canada | ” |38.0 | 25.7 | 17. 9 | 576 | ” Asia | 266 |40.0 | 27.2 | 18. 9 | 657 | 3620 Africa | ” | ” | ” | ” | ” | ” Arabia | 285 |40.8 | 27.7 | 19. 0 | 686 | 3950 Persia | 376 |45.3 | 29.9 | 20. 0 | 828 | -- Scotia | 379 |47.8 | 30.5 | ” | -- | -- China | 326 |40.5½ | 27.7 | ” | 728 | -- Cuba | 338 |42.0 | ” | ” | 796 | 4100 Java | 337 |42.6 | ” | ” | 798 | 4120 Russia | 358 |42.6 | 28.0 | ” | ” | 4750 Calabria | 331 |42.0 | ” | 22. 0 | 796 | -- Abyssinia| 363 | ” | 34.0 | 20. 0 | ” | 4950 Algeria | ” | ” | ” | ” | ” | ” Bothnia | 425 | ” | 35.0 | ” | ” | 6080 Scythia | ” | ” | ” | ” | ” | ” ---------+----------+--------+-------+--------+--------+-------------

PARTICULARS OF ENGINES.

---------+-------+---------+------------------------+---------+------- | | | Description of | | Name |Paddle | Common +---------------+--------+Diameter |Length | or | or | | | of | of of |Screw. |Compound.| Engines. | Con- |Cylinder.|Stroke. | | | |densers.| | Ship. | | | | | inches. |inches. ---------+-------+---------+---------------+--------+---------+------- Acadia |Paddle.| Common. | Side Lever. | Jet. | 72½ | 82 Britannia| ” | ” | ” | ” | ” | ” Caledonia| ” | ” | ” | ” | ” | ” Columbia | ” | ” | ” | ” | ” | ” Hibernia | ” | ” | ” | ” | 77½ | 90 Cambria | ” | ” | ” | ” | ” | ” America | ” | ” | ” | ” | 72½ | 82 Niagara | ” | ” | ” | ” | ” | ” Europa | ” | ” | ” | ” | 90 | 96 Canada | ” | ” | ” | ” | ” | ” Asia | ” | ” | ” | ” | 96¼ | 108 Africa | ” | ” | ” | ” | ” | ” Arabia | ” | ” | ” | ” | 103 | 108 Persia | ” | ” | ” | ” | 100½ | 120 Scotia | ” | ” | ” | ” | 100 | 144 China |Screw. | ” |Oscill. geared.| Sur. | 80¼ | 66 Cuba | ” | ” | ” | ” | 82 | 72 Java | ” | ” | Inv. Direct. | ” | 85 | 42 Russia | ” | ” | ” | ” | 87 | 48 Calabria | ” | ” | ” | ” | 72 | 48 Abyssinia| ” | ” | ” | ” | ” | ” Algeria | ” | ” | ” | ” | ” | ” Bothnia | ” |Compound.| ” | ” | 104.60 | 54 Scythia | ” |Compound.| ” | ” | ” | ” ---------+-------+---------+---------------+--------+---------+-------

---------+-------------------------------------------- | Boilers and Furnaces. Name +-----------+---+---------+----------+------- |Description| | Number |Fire-grate|Heating of | of |No.| of | Area. |Surface | Boilers. | |Furnaces.| | Area. Ship. | | | | feet. | feet. ---------+-----------+---+---------+----------+------- Acadia | Flue. | 4 | 12 | 222 | 2698 Britannia| ” | ” | ” | ” | ” Caledonia| ” | ” | ” | ” | ” Columbia | ” | ” | ” | ” | ” Hibernia | ” | ” | 16 | 247 | 3788 Cambria | ” | ” | ” | ” | ” America | ” | ” | ” | 300 | 4750 Niagara | ” | ” | ” | ” | ” Europa | ” | ” | ” | 314 | 4796 Canada | ” | ” | ” | ” | ” Asia | ” | ” | 20 | 417 | 7032 Africa | ” | ” | ” | ” | ” Arabia | Tubular. | 4 | 24 | 642 | 16948 Persia | ” | 8 | 40 | 800 | 26080 Scotia | ” | ” | -- | -- | -- China | ” | 4 | 24 | 432 | 11920 Cuba | ” | ” | ” | ” | ” Java | ” | ” | ” | ” | ” Russia | ” | ” | 28 | 504 | 13910 Calabria | ” | ” | 24 | 432 | 11920 Abyssinia| ” | ” | ” | ” | ” Algeria | ” | ” | ” | ” | ” Bothnia | ” | 8 | ” | 444 | 11758 Scythia | ” | ” | ” | ” | ” ---------+-----------+---+---------+----------+-------

----------+-----------------+---------------------------- | Horse-power. | Coal Consumed. Name +-------+---------+---------+---------+-------- |Nominal|Indicated|I. H. P. | | of |Horse- | Horse- |per hour.|Per mile.|Per day. |power. | power. | | | Ship. | |(at sea.)| pounds. | cwts. | tons. ----------+-------+---------+---------+---------+-------- Acadia | 425 | 740 | 4.7 | 4. | 38 Britannia | ” | ” | ” | ” | ” Caledonia | ” | ” | ” | ” | ” Columbia | ” | ” | ” | ” | ” Hibernia | 500 | 1040 | 4.3 | 4.2 | 44 Cambria | ” | ” | ” | ” | ” America | 670½ | 1400 | 4. | 5. | 60 Niagara | ” | ” | ” | ” | ” Europa | 689½ | 1450 | ” | ” | ” Canada | ” | ” | ” | ” | ” Asia | 824 | 1000 | 3.92 | 6.2 | 76 Africa | ” | ” | ” | ” | ” Arabia | 938 | 3000 | 3.75 | 8.5 | 120 Persia | 917 | 3600 | 3.7 | 8.5 | 150 Scotia | 974½ | 4200 | 3.65 | 10. | 164 China | 484 | 2200 | 3.3 | 5.4 | 82 Cuba | 520 | 2300 | 3.3 | 5.5 | 83 Java | 465½ | 2440 | ” | ” | 85 Russia | 492 | 2800 | ” | ” | 90 Calabria | 350 | 2480 | 3.4 | 5.6 | 86 Abyssinia | ” | ” | 3.4 | ” | ” Algeria | ” | ” | ” | ” | ” Bothnia | 507 | 2780 | 2.2 | 4.1 | 63 Scythia | ” | ” | 2.2 | ” | ” ----------+-------+---------+---------+---------+--------

----------+-------------------------------------------- | GENERAL REMARKS. Name +---------+---------+--------------+--------- | Bunker | Cargo | Cabin | Average of |capacity.|capacity.|accommodation.| speed | | | |per hour. Ship. | | | Number | | tons | tons | of | | weight. | weight. | adults. | knots. ----------+---------+---------+--------------+--------- Acadia | 640 | 225 | 90 | 8.3 Britannia | ” | ” | ” | 8.4 Caledonia | ” | ” | ” | 8.7 Columbia | ” | ” | ” | 8.5 Hibernia | 740 | 300 | 110 | 8.9 Cambria | ” | ” | ” | 9.6 America | 840 | 450 | 140 | 10.1 Niagara | ” | ” | ” | ” Europa | ” | ” | ” | 10.2 Canada | ” | ” | ” | 10.5 Asia | 930 | 500 | 160 | 12.3 Africa | ” | ” | ” | ” Arabia | 1400 | ” | ” | 12.5 Persia | 1640 | 1100 | 180 | 12.9 Scotia | 1800 | 1400 | 240 | 13. China | 1100 | 1050 | 160 | 12.9 Cuba | ” | 1100 | ” | 12.8 Java | ” | ” | ” | ” Russia | 1180 | 1260 | 180 | 13. Calabria | ” | 1100 | 150 | ” Abyssinia | ” | 1600 | 180 | 12.5 Algeria | ” | ” | ” | ” Bothnia | 940 | 3000 | 340 | 13. Scythia | ” | ” | ” | ” ----------+---------+---------+--------------+---------

Though these celebrated steamers must have made, in the course of the 35 years, two or three thousand passages across the Atlantic, they never lost a life nor a letter entrusted to their charge, through any of the so-called ordinary disasters of the sea.—See text, p. 239.

------------------------------------------------------------------------------ ANALYSIS OF DIFFERENCE BETWEEN “BRITANNIA” AND “BOTHNIA.” --------------------+------------+----------------------+--------------------- |“Britannia.”| “Bothnia.” | Difference in favour | | | of “Bothnia.” +------------+----------------------+--------------------- Year Built | 1840. | 1874. | | | | Cargo Capacity | 225 Tons. | 3000 Tons. | 13·75 times more. | | | Passenger |90 Persons. | 340 Persons | 3·70 times more. Accommodation | (1st Class)| (1st Class, not | | | including steerage.) | | | | Average speed | 8·4 Knots. | 13 Knots. | 1·46 times faster. per hour | | | | | | Consumption of fuel | 4·7 lbs. | 2·2 lbs. |Decrease of 2·5 lbs., per indicated horse| | | or more than one-half power, per hour | | | saved.

Mr. McGregor Laird, in his remarkably prophetic letter on Transatlantic steam voyages (see note, text, p. 171), which appeared under the signature of “Chimera” in the Liverpool Albion, 28th December 1835, estimated the consumption of coal at 9½ lbs. per horse per hour, but considered that quantity could be reduced by working large engines expansively. The first steamer of the Cunard Company in 1840 consumed close upon 5 lbs.; the last a little over 2 lbs. If we can still only convert one-sixth of the heat we create into steam (see text, p. 581), we may hope to be able to reduce the consumption to ½ lb. of coal per horse-power per hour.

To face page 608.

APPENDIX No. 12. VOL. iv., p. 244.

Rules for exercising Boats and Fire-Pumps, on board all Ships with eight Boats in the Cunard Service.

1st. Every officer in charge of a boat shall be conversant with the names and number of the crew thereof, and have a muster-roll of the same; and in exercising boats when mustered at “boats’ stations,” shall place his men, sailors forward, firemen amidships, stewards, &c., aft; and shall see that his men wear the badge with the number of the boat.

2nd. Each officer shall place two of sailing department, who will attend the outside chocks, gripes, and davit-lockings, lower the boat when swung out, and remain to belay the falls, when hoisted up. No boat to be lowered until the order is given, “lower away.”

3rd. Each officer shall station two of sailing department to take cover off, and fore and aft spar out of the boat, and remain in her.

4th. In hoisting up, the crews of opposite boats assist each other, the starboard boat taking the after falls on both sides, and the port the forward.

FIRE STATIONS.

In case of fire the crew of No. 8 boat shall attend to the port-hose, and No. 7 to the starboard: the crews of Nos. 5 and 6 working the main-deck pump, Nos. 3 and 4 the pump on the saloon, assisted by Nos. 1 and 2.

The steward department to attend the fire-buckets and blankets; a certain number to be told-off to each.

BILGE PUMPS.

The crew of No. 8 boat shall rig and man the bilge pumps on port-side, forward, No. 7 taking the starboard forward, No. 6 the port amidships, No. 5 the starboard amidships, and No. 3 the starboard after-pump.

WATER-TIGHT DOORS.

Carpenter to stand by to shut any water-tight doors which may be required, and all water-tight doors must always be kept in perfect order.

* * * * *

Every officer in the Cunard service is expected to know and act up to these rules.

Rules and Regulations of the Cunard Company (applicable to the Cabin).

It being obvious that, on a passage of some days’ duration, the comfort of a numerous body of passengers must very much depend upon the manner in which they themselves assist in promoting it, a cheerful acquiescence is expected in the following regulations and suggestions, which, if in any instance at variance with the opinions, habits, or inclinations of the few, are framed with a regard to the comfort of the whole.

1.—In case of dissatisfaction with any of the servants, it is requested that the head steward may be informed, and, if the grievance be not immediately redressed, that the captain be appealed to, and, if of a serious nature, that it be represented in writing, in order that it may be brought before the agents at the conclusion of the voyage.

2.—The stewards and boys are engaged on the express understanding that at table they attend in becoming apparel.

3.—The state-rooms to be swept, and carpets to be taken out and shaken, every morning after breakfast. To be washed once a week, if the weather is dry.

4.—The saloon and ladies’ cabins to be swept every morning before breakfast, beginning at 5 o’clock.

5.—Bedding to be turned over as soon as passengers quit their cabins. Slops to be emptied and basins cleaned at the same time. Beds to be made once a day only, except in cases of illness, &c., and within one hour after breakfast.

6.—Bed linen to be changed on the eighth day. Boots and shoes to be cleaned and put back into the state-rooms every morning at 8 o’clock.

7.—Two towels to be hung up for each passenger, and to be changed every other day, or as often as required.

8.—Passengers are requested not to open their scuttles when there is a chance of their bedding being wetted. The head steward to see that the scuttles are open when the weather will permit.

9.—The stewardess only is to enter the ladies’ cabin and state-rooms, and to make the beds at the time before stated.

10.—The wine and spirit bar will be opened to passengers at 6 A.M., and closed at 11 P.M.

11.—Breakfast to be on the table at half-past 8, and cloths removed by half-past 9.

12.—Luncheon to be on table from 12 to 1 o’clock.

13.—The before-dinner bell to be rung at half-past 3—dinner to be on the table at 4—the cloths to be removed the instant it is over.

14.—Tea to be on the table at half-past 7.

15.—Supper, if required and ordered, to be before 10 o’clock.

16.—Lights to be put out in the saloons at half-past 11, and in the staterooms at 12.

17.—As the labour of the servants must be very great, and the space required for a larger number absolutely preventing an increase, the passengers are requested to spare them as much as possible between the meal hours, and particularly preceding dinner.

18.—No passenger is allowed to change his state-room or berth without the knowledge of the purser; and it is understood that the passage tickets are to be given up to him before the termination of the voyage.

19.—With or without their owners, dogs are not allowed to come abaft the foremast.

APPENDIX No. 13. VOL. iv., p. 259.

Inman Company—Transatlantic Fleet, 1st Jan. 1875.

---------+-----------------+------+----------+---------+------ Number | Names. | Year |Gross Reg.|Nett Reg.| Horse of Ships.| |built.| Tonnage. |Tonnage. |Power. ---------+-----------------+------+----------+---------+------ 1 |Ajax | 1856 | 163 | 133 | 30 2 |Bosphorus | ” | 448 | 333 | 30 3 |Hercules | ” | 211 | 174 | 30 4 |City of Bristol | 1860 | 2655 | 1,805 | 350 5 |City of Limerick | 1863 | 2536 | 1,724 | 250 6 |City of London | ” | 2765 | 1,880 | 450 7 |City of Durham | 1865 | 697 | 538 | 120 8 |City of New York | ” | 3,499 | 2,380 | 350 9 |City of Paris | 1866 | 3,081 | 1,975 | 550 10 |City of Antwerp | 1867 | 2,391 | 1,626 | 350 11 |City of Brooklyn | 1869 | 2,911 | 1,980 | 450 12 |City of Brussels | ” | 3,747 | 2,323 | 600 13 |City of Montreal | 1872 | 4,451 | 3,027 | 600 14 |City of Chester | 1873 | 4,700 | 3,000 | 800 15 |City of Richmond | ” | 4,700 | 3,000 | 800 16 |City of Berlin | 1874 | 5,000 | 3,500 |1,000 | | +----------+---------+------ | Total | | 43,955 | 29,398 |6,760 ---------+-----------------+------+----------+---------+------

Abstract from the Log of the S.S. “City of Berlin,” from Queenstown (Roche’s Point) to New York (Sandy Hook).

7 Days, 18 Hours, 2 Minutes—Mean Time.

----------+---------+--------+--------+-----+------+----------------------------- Date, | Wind. |Courses.|Distance|Lati-|Longi-| September,| | |run from|tude.| tude.| REMARKS. 1875. | | | Queens-| | | | | | town. | | | ----------+---------+--------+--------+-----+------+----------------------------- Thursday, | .. | .. | .. | .. | .. |9.20 p.m. left Liverpool Bar. 16 | | | | | |{11.30 a.m. arrived at Friday, |Southerly|Channel | | N. | W. |{ Queenstown. 4.50 p.m. 17 | | | | | |{ left Queenstown. Saturday, | Variable|S. 81 W.| 303 |50·45| 15·58|Calm. 18 | | | | | | Sunday, | Easterly|S. 79 W.| 367 |49·37| 25·19|Light airs to light breeze. 19 | | | | | | Monday, | Easterly|S. 77 W.| 376 |48·08| 34·35|Light airs to light breeze. 20 | | | | | | Tuesday, | Easterly|S. 74 W.| 368 |46·18| 43·11|Light airs to light breeze. 21 | | | | | | Wednesday,| N.E. |S. 70 W.| 380 |43·59| 51·34|Moderate breeze to calm. 22 | to S.W. | | | | | Thursday, | Variable|S. 77 W.| 374 |42·37| 59·49|Light variable airs. 23 | | | | | | Friday, | N.N.W. |S. 72 W.| 381 |50·52| 67·55|Light to moderate breeze. 24 | | | | | | Saturday, | To Sandy Hook | 280 | .. | .. |{6.30 a.m. arrived at Sandy 25 | | | | |{ Hook (New York). ----------+------------------+--------+-----+------+-----------------------------

Abstract from the Log of S.S. “City of Berlin”—Continued.

From New York (Sandy Hook) to Queenstown (Roche’s Point).

7 Days, 15 Hours, 28 Minutes—Mean Time.

----------+---------+--------+--------+-----+------+------------------------ Date, | Wind. |Courses.|Distance|Lati-|Longi-| October, | | |run from|tude.| tude.| REMARKS. 1875. | | | Sandy | | | | | | Hook. | | | ----------+---------+--------+--------+-----+------+------------------------ | | | | |{9.0 a.m. passed Sandy Saturday, | Westerly| .. | .. | N. | W. |{ Hook (New York). 9.15 2 | | | | | |{ discharged pilot. 9.20 | | | | | |{ ahead full speed. | | | | | | Sunday, | Westerly|N. 80 E.| 388 |41·25|65·37 |Light breeze. 3 | | | | | | Monday, | Variable|N. 74 E.| 362 42·55|57·45 |Calm to moderate breeze. 4 | | | | | | Tuesday, | S.W. |N. 70 E.| 366 |44·57|49·51 |Light breeze throughout. 5 | | | | | | | Wednesday,| S.W. |N. 68 E.| 361 |47·15|41·53 |Light breeze throughout. 6 | | | | | | Thursday, | S.W. to |N. 71 E.| 381 |49·20|32·54 |Fresh breeze throughout. 7 |N.W. | | | | | Friday, | North |N. 79 E.| 347 |50·23|24·06 |{Fresh gale and heavy 8 | | | | | |{ beam sea. | | | | | | Saturday, | North |N. 82 E.| 362 |51·17|14·43 |{Strong breeze and heavy 9 | | | | | |{ beam sea. | | | | | | | | | | | |{5.10 a.m. arrived at | | | | | |{ Queenstown; 6.10 left Sunday, | To Queenstown | 253 | .. | .. |{ Queenstown; 5 p.m. 10 | | | | | |{ Holyhead; 9.20 passed | | | | | |{ Rock Light, Liverpool. ----------+---------+--------+--------+-----+------+------------------------

APPENDIX No. 14. VOL. iv., p. 262.

Allan Line—Transatlantic Fleet, 1st Jan. 1875.

------------+--------+--------+-----------+---------------- Names. | Gross | Nett |Horse-power| Cabin |Tonnage.|Tonnage.| Nominal. |accommodation for. ------------+--------+--------+-----------+---------------- Sardinian | 4,200 | 2,300 | 675 | 120 Polynesian | 3,983 | 2,023 | 675 | 120 Sarmatian | 3,911 | 2,175 | 650 | 100 Circassian | 3,200 | 1,845 | 550 | 100 Scandinavian| 2,840 | 1,811 | 500 | 100 Prussian | 2,794 | 1,776 | 500 | 90 Austrian | 2,458 | 1,650 | 450 | 115 Nestorian | 2,466 | 1,677 | 455 | 115 Moravian | 3,323 | 2,014 | 500 | 80 Peruvian | 3,038 | 1,845 | 500 | 100 Hibernian | 2,752 | 1,726 | 400 | 80 Nova Scotian| 3,305 | 2,082 | 400 | 80 Caspian | 2,728 | 1,788 | 400 | 80 Manitoban | 2,395 | 1,543 | 300 | 25 Canadian | 2,401 | 1,531 | 280 | 25 Corinthian | 1,517 | 959 | 170 | 40 Phœnician | 2,350 | 1,550 | 275 | 30 Waldensian | 2,300 | 1,500 | 275 | 30 Acadian | 931 | 596 | 100 | .. Newfoundland| 900 | 550 | 100 | 40 Rocket | 350 | 175 | 100 | .. Meteor | 250 | 150 | 75 | .. Mersey | 227 | 51 | 20 | .. +--------+--------+-----------+---------------- | 54,619 | 33,317 | 8,350 | 1,470 ------------+--------+--------+-----------+----------------

APPENDIX No. 15. VOL. iv., p. 276.

“White Star” Line of Steam Ships.

(Copy of Manuscript Letter of Special Instructions.)

CAPTAIN * * * * S.S. * * * *

DEAR SIR,

In the Book of Instructions handed to you some time ago, and with the contents of which we do not doubt you have made yourself familiar, we dwelt with particular emphasis upon the supreme importance which we attached to the exercise of extreme and unvarying caution and prudence in the navigation of the Company’s vessels. This subject has so constantly impressed itself upon us, that we have determined to address you again upon this most vital matter, and we shall be glad to know whether, in your opinion, and suggested by your experience of the steamers and their trade, there is any matter connected with their outfit, appointments or discipline, which you conceive might be supplemented or improved upon, in which case we shall gladly receive and consider any suggestions which you may make.

The consideration of the subject generally has impressed us with a deep sense of the injury which the interests of the Company would sustain in the event of any misfortune attending the navigation of the vessels:—First, from the blow which such would give to the reputation of the line; Second, from the pecuniary loss which would accrue—the Company being their own insurers to a very large extent; and, Third, to the interruption of a weekly line, upon which much of the success of the present organization must depend.

Under all these circumstances of paramount and engrossing interest to the Company, whose property is under your charge, we invite you to dismiss from your mind all idea of competitive passages with other vessels, the advantage of success in which is merely transient, concentrating your whole attention upon a cautious, prudent, and ever-watchful system of navigation—which shall lose time or suffer any other temporary inconvenience, rather than run the slightest risk which can be avoided.

We remain, yours faithfully, ISMAY, IMRIE, & Co.

APPENDIX No. 16. VOL. iv., p. 279.

“WHITE STAR” LINE.

Abstract of Log.—Screw Steam-Ship “Adriatic,” H. H. Perry, Commander. From Liverpool, viâ Queenstown, towards New York. Voyage No. 10.

---------+-----+-----------+-------------+--------------------+--------- | No. | | Thermometer.| Winds. | Date, | of | Barometer.+------+------+-----------+--------+ Weather. 1873. | days| | Dry. | Wet. | Direction.| Force | | out.| | | | | 0 to 12| ---------+-----+-----------+------+------+-----------+--------+--------- April 3 | 2.50 p.m., weighed anchor. 3.18 p.m., Rock Light abeam. | 4.0 p.m., off Bell Buoy. ” 4 | 2.20 a.m., off Tuskar. 8.25 a.m., abreast Roche’s Point. | 8.40 a.m., anchored Queenstown Harbour. 10.20, | received passengers. 0.30 p.m., weighed anchor and proceeded | 0.50 p.m., Roche’s Point. 5.08 Fahr. ” 5 | 1 | S. | 53 | 52 | N. W. | 5 | C. B. ” 6 | 2 | S. | 54 | 52 | W. | 3 | C. B. ” 7 | 3 | F. | 55 | 53 | S. | 4 | M. O. ” 8 | 4 | F. | 47 | 53 | S. W. | 5 | P. D. ” 9 | 5 | R. | 32 | 34 | N. W. | 4 | P. O. ” 10 | 6 | R. | 31 | 34 | N. | 6 | C. B. ” 11 | 7 | F. R. | 43 | 41 | Var. | 4 | R. B. ” 12 | 8 | F. | 40 | 37 | do. | 4 | M. | 5.05 p.m., anchored off Bar. ” 13 | 3.15 a.m., received pilot. 5.25 a.m., weighed anchor. | 5.52 a.m, off Sandy Hook. 6.46., anchored, quarantine. | 7.35 a.m., hove up anchor. 8.45 a.m., dock. ---------+--------------------------------------------------------------

---------+-----------+----------+-----------+--------- | | | | Distance Date, | Courses. | Latitude.| Longitude.| run in 1873 | | | | Knots. | | | | ---------+-----------+----------+-----------+--------- April 5 |S. 85·37 W.| 51·04 W. | 16·00 W. | 301 April 6 | 85·57 | 50·40 | 24·44 | 331 April 7 | 84·00 | 50·01 | 33·54 | 355 April 8 | 78·17 | 48·58 | 41·40 | 309 April 9 | 65·36 | 46·46 | 48·52 | 318 April 10 | 61·05 | 43·38 | 56·57 | 396 April 11 | 72·50 | 41·52 | 64·40 | 356 April 12 | 84·00 | 40·34 | 72·31 | 363 ---------+-----------+----------+-----------+---------

(Signed) H. H. PERRY, Commander.

EXPLANATION OF COLUMNS.

Barometer.—Letters—R., rising; F., falling; and S., steady. Extreme wind is the strongest wind experienced in past twenty-four hours.

Weather.—Beaufort scale is B., blue sky; C., detached clouds; D., drizzling rain; F., fog; G., dark, gloomy; H., hail; L., lightning; M., misty, hazy; O., overcast; P., passing showers; Q., squally; R., rain; S., snow; T., thunder; U., ugly, threatening; V. visibility; W. wet, dew.

But however great the speed of the Adriatic, the regularity of the passages of this ship is equally surprising; they are as follows:—

FROM SANDY HOOK (NEW YORK) TO QUEENSTOWN.

------------+--------------+---------- | | D. H. M. Voy. No. 1 | April 1872| 8 21 58 ” 2 | June ” | 8 12 3 ” 3 | August ” | 8 3 18 ” 4 | Sept. ” | 8 19 26 ” 5 | October ” | 8 7 54 ” 6 | November ” | 8 8 18 ” 7 | December ” | 8 23 33 ” 8 | Feb. 1873| 8 0 17 ” 9 | March ” | 8 10 28 ” 10 | April ” | 8 12 28 ” 11 | May ” | 8 9 11 ” 12 | June ” | 8 10 46 ” 13 | August ” | 9 1 13 ” 14 | Sept ” | 8 10 18 ” 15 | October ” | 8 9 32 ” 16 | November ” | 8 22 28 ” 17 | December ” | 8 22 18 ” 18 | January 1874 | 8 6 18 ” 19 | March ” | 8 13 23 ” 20 | April ” | 8 6 28 ” 21 | May ” | 8 4 56 ” 22 | June ” | 8 10 6 ” 23 | July ” | 8 6 33 ” 24 | October ” | 7 23 12 ” 25 | January 1875 | 8 2 53 ” 26 | February ” | 8 10 42 ” 27 | April ” | 8 14 28 ” 28 | May ” | 8 9 52 ” 29 | June ” | 8 3 12 ------------+--------------+----------- Average—8 Days, 10 Hours, 57 Minutes.

But the Adriatic has been surpassed by the Germanic, whose last log is as follows:—

OUTWARDS.

---------+-------------+---------+------------+---------+----------+--------------- Date. | Winds. | Courses.| Distances. |Latitude.|Longitude.| Weather. ---------+-------------+---------+------------+---------+----------+--------------- 1875. | | | | | | July 29 | .. | .. | Left Liverpool 4.50 Bell Buoy, 6.42 p.m. ” 30 | .. | .. |{Left Queenstown 11.35 a.m. Roche’s | | |{ point abeam. | | S. W. | | North. | West. | ” 31 | Northerly | 87·34½ | 367 | 51· 9 | 17·46 | Fine. Aug. 1 | Variable | 81·11 | 367 | 50·13 | 27·18 | Overcast. ” 2 | Variable | 77·00 | 360 | 48·52 | 36·19 |{Overcast, with | | | | | |{ head sea. ” 3 | Westerly | 68·37 | 348 | 46·45 | 44·22 |{Cloudy, with | | | | | |{ head sea. ” 4 | N. Westerly | 66·19 | 373 | 44·15 | 52·31 | Fine. ” 5 | S. W. | 72·52 | 364 | 42·29 | 60·29 | Cloudy. ” 6 | S. W. | 74·00 | 361 | 40·50 | 68·12 | Cloudy. | | | | | |{Arrived off ” 7 | To S. Hook | .. | 260 | .. | .. |{ Sandy Hook. | | | | | |{ 6.20 a.m. ---------+-------------+---------+------------+--------+-----------+--------------- Mean Time—7 Days, 23 Hours, 7 Minutes.

HOMEWARDS.

---------+-------------+----------+------------+---------+----------+----------- Date. | Wind. | Courses. | Distances. |Latitude.|Longitude.| Weather. ---------+-------------+----------+------------+---------+----------+----------- 1875. | | | | | | Aug. 14 | Left New York. Sandy Hook abeam 5.11 p.m. | | | | N. E. | | North. | West. | ” 15 | Southerly. | 87·33 | 278 | 40·40 | 68·20 | Overcast. ” 16 | Southerly. | 69·00 | 343 | 42·24 | 61·12 | Overcast. ” 17 | Southerly. | 65·33 | 341 | 44·45 | 54·4 | Overcast. ” 18 | Southerly. | 65·23 | 341 | 47·7 | 46·39 | Overcast. ” 19 | S. W. | 68·18 | 357 | 49·19 | 38·21 | Overcast. ” 20 | Westerly. | 75·00 | 364 | 50·53 | 29·13 | Moderate. ” 21 | Westerly. | 84·48 | 342 | 51·24 | 20·10 | Fine. ” 22 | S. W. | 88·34 | 360 | 51·15 | 10·46 | Fine. |To Queenstown. | 105 | | Arrived 7.41 p.m. ” 23 |In Channel Holyhead 8.22 a.m. | Liverpool 1.20 p.m. | | | | | | ---------+-------------+----------+------------+---------+----------+----------- Mean Time—7 Days, 22 Hours, 8 Minutes.

FOOTNOTES:

As will be seen by the above abstract of log, the Adriatic sailing west, made 396 knots, or 455 miles, in (calculating the actual time) 24½ hours, or equal to 18·55 miles per hour; but on her return passage on the same voyage (May 1872), she made (sailing east) 384 knots, or 441½ miles in 23½ hours actual time, which is equal to 18·9 miles per hour.

APPENDIX No. 17. VOL. iv., p. 286.

TABLE I.—OUTWARDS, 1873.—Statement of Passages made to the Westward during 1873 by Steamers of the White Star, Cunard, Inman, National, and Guion Lines from Queenstown (2777 Miles), and of Bremen (N. German Lloyd’s) Line from Southampton (2995 Miles), and of Hamburg-American Line from Havre to Sandy Hook (N. Y.).

----------------------------------++---------------------------------- “WHITE STAR” LINE. || “CUNARD” LINE. ----------+-----------+-----------++-----------+-----------+---------- Thursday | SAILED. | MEAN TIME.|| Saturday | SAILED. |MEAN TIME. Steamers. +-----------+-----------++ Steamers. +-----------+---------- | Day. Mon. | D. H. M. || | Day. Mon. | D. H. M. | 1873. | || | 1873. | Celtic | 3 Jan. | 11 12 27 ||Calabria | 5 Jan. | 11 11 55 Atlantic | 10 ” | 11 22 2 ||Algeria | 12 ” | 13 1 52 Adriatic | 17 ” | 12 17 10 ||Cuba. | 19 ” |*17 5 12 .. .. | .. | .. .. ||Parthia | 26 ” | 12 0 9 Baltic | 31 ” | 10 7 27 ||Java | 2 Feb. | 10 20 31 Celtic | 7 Feb. | 8 11 2 ||Abyssinia | 9 ” | 9 9 32 Atlantic | 14 ” | 12 14 13 ||Algeria | 16 ” | 10 17 27 Republic | 21 ” | 10 8 9 ||Calabria | 23 ” | 11 18 25 Adriatic | 28 ” | 10 8 14 ||Parthia | 2 Mar. | 12 10 1 Baltic | 7 Mar. | 10 19 22 ||Cuba | 9 ” | 11 0 54 Celtic | 14 ” | 9 2 2 ||Abyssinia | 16 ” | 9 14 2 .. .. | .. | .. .. ||Algeria | 23 ” | 11 18 25 .. .. | .. | .. .. ||Russia | 30 ” | 9 9 53 Adriatic | 4 Apr. | 8 8 37 ||Java | 6 Apr. | 9 5 10 Baltic | 11 ” | 8 7 36 ||Cuba | 13 ” | 9 6 37 Celtic | 18 ” | 9 0 1 ||Scotia | 20 ” | 9 17 8 Oceanic | 25 ” | 9 12 46 ||Algeria | 27 ” | 10 18 49 .. .. | .. | .. .. ||Russia | 4 May | 10 3 56 Adriatic | 9 May | 8 17 41 ||Java | 11 ” | 9 3 56 Baltic | 16 ” | 8 21 15 ||Cuba | 18 ” | 10 12 27 Celtic | 23 ” | 9 13 17 ||Scotia | 25 ” | 9 9 17 Oceanic | 30 ” | 9 10 45 ||Algeria | 1 June | 9 10 5 .. .. | .. | .. .. ||Russia | 8 ” | 9 22 15 Adriatic | 13 June | 9 2 49 ||Java | 15 ” | 9 20 43 Baltic | 20 ” | 9 10 39 ||Cuba | 22 ” | 10 8 20 Celtic | 27 ” | 9 9 47 ||Scotia | 29 ” | 9 17 12 Oceanic | 4 July | 10 1 18 ||Algeria | 6 July | 10 8 16 Gaelic | 11 ” | 11 5 47 ||Russia | 13 ” | 9 19 53 Adriatic | 18 ” | 9 12 38 ||Java | 20 ” | 9 15 58 Baltic | 25 ” | 8 22 47 ||Cuba | 27 ” | 9 22 39 Celtic | 1 Aug. | 9 9 32 ||Scotia | 3 Aug. | 9 18 43 Oceanic | 8 ” | 10 8 14 ||Algeria | 10 ” | 10 4 12 Republic | 15 ” | 9 18 0 ||Russia | 17 ” | 10 7 8 Adriatic | 22 ” | 9 0 57 ||Java | 24 ” | 9 17 55 Baltic | 29 ” | 9 3 42 ||Cuba | 31 ” | 9 12 24 Celtic | 5 Sept. | 8 14 22 ||Scotia | 7 Sept. | 9 17 40 Republic | 12 | 9 15 52 ||Algeria | 14 ” | 12 22 2 Gaelic | 20 ” | 10 5 4 ||Russia | 21 ” | 8 20 28 Adriatic | 26 ” | 8 5 39 ||Java | 28 ” | 8 22 32 Baltic | 3 Oct. | 8 17 24 ||Cuba | 5 Oct. | 11 4 10 Celtic | 10 ” | 9 8 37 ||Scotia | 12 ” | 10 5 47 Oceanic | 17 ” | 9 10 46 ||Algeria | 19 ” | 10 15 2 Republic | 24 ” | 9 9 30 ||Russia | 26 ” | 9 20 21 Adriatic | 31 ” | 10 17 29 ||Java | 2 Nov. | 10 22 24 Baltic | 7 Nov. | 9 1 37 ||Cuba | 9 ” | 11 7 34 Celtic | 14 ” | 8 22 47 ||Abyssinia | 16 ” | 11 0 57 Oceanic | 21 ” | 10 22 22 ||Algeria | 23 ” | 12 19 21 Republic | 28 ” | 10 13 22 ||Russia | 30 ” | 9 13 18 Adriatic | 5 Dec. | 9 14 53 ||Java | 7 Dec. | 11 20 28 Celtic | 12 ” | 10 7 53 ||Cuba | 14 ” | 11 20 26 Baltic | 19 ” | 10 15 38 ||Calabria | 21 ” | 14 5 42 Oceanic | 26 ” | 11 23 22 ||Algeria | 28 ” | 13 2 50 +-----------++ +---------- 47 Sailings |461 18 53 || 52 Sailings |556 14 23 +-----------++ +---------- Average | 9 19 48 Average | 10 16 54

-------------------------------------------++-------------------------------------- “INMAN” LINE. || “GUION” LINE. -----------------+-----------+-------------++-------------+-----------+------------- Thursday | SAILED. | MEAN TIME. || Wednesday | SAILED. | MEAN TIME. Steamers. +-----------+-------------+| Steamers. +-----------+------------- | Day. Mon. | D. H. M. || | Day. Mon. | D. H. M. | 1873. | || | 1873. | City of Brussels | 3 Jan. | 11 18 56 || Idaho | 2 Jan. | *16 6 52 City of Antwerp | 10 ” | 15 1 42 || Minnesota | 9 ” | *17 22 30 City of London | 17 ” | *16 14 12 || Manhattan | 16 ” | *18 9 17 City of New York | 24 ” | 14 4 22 || Wisconsin | 23 ” | 12 14 42 City of Paris | 31 ” | 10 7 43 || Nevada | 30 ” | 13 20 22 City of Montreal | 7 Feb. | 9 15 17 || Wyoming | 6 Feb. | 9 21 22 City of Brooklyn | 14 ” | 11 20 20 || Idaho | 13 ” | 13 13 22 .. | .. | .. .. || Minnesota | 20 ” | 12 6 37 City of Antwerp | 28 ” | 14 2 34 || Manhattan | 28 ” | 15 14 22 City of New York | 8 Mar. | 15 2 7 || Wisconsin | 6 Mar. | 12 10 22 City of Paris | 14 ” | 9 17 55 || Nevada | 13 ” | 10 18 52 City of Montreal | 21 ” | 12 8 17 || Wyoming | 20 ” | 13 22 12 City of Brooklyn | 28 ” | 10 5 16 || Idaho | 27 ” | 11 3 37 City of Antwerp | 4 Apr. | 10 12 7 || Minnesota | 3 Apr. | 11 20 47 City of London | 11 ” | 10 15 36 || Manhattan | 10 ” | 11 8 42 City of Paris | 18 ” | 9 14 51 || Wisconsin | 17 ” | 10 4 2 City of Montreal | 25 ” | 10 2 39 || Nevada | 24 ” | 10 4 52 City of Brooklyn | 2 May | 10 16 42 || Wyoming | 1 May | 12 10 32 City of Antwerp | 9 ” | 10 8 7 || Idaho | 8 ” | 10 12 32 City of London | 16 ” | 10 10 38 || Minnesota | 15 ” | 11 21 42 City of Paris | 23 ” | 10 2 39 || Manhattan | 22 ” | 16 0 42 City of Montreal | 30 ” | 10 3 27 || Wisconsin | 29 ” | 9 20 37 City of Brooklyn | 6 June | 9 22 12 || Nevada | 5 June | 11 2 7 City of Antwerp | 13 ” | 10 16 43 || Wyoming | 12 ” | 10 21 52 City of Paris | 20 ” | 10 0 53 || Idaho | 19 ” | 11 10 7 City of London | 27 ” | 10 15 11 || Minnesota | 26 ” | 12 1 5 City of Montreal | 4 July | 12 8 7 || Wisconsin | 3 July | 11 5 42 City of Chester | 11 ” | 9 6 7 || Nevada | 11 ” | 11 17 52 City of Brooklyn | 18 ” | 10 21 37 || Manhattan | 17 ” | 12 19 57 City of Paris | 25 ” | 9 3 57 || Wyoming | 24 ” | 11 11 21 City of London | 1 Aug. | 11 4 45 || Idaho | 31 ” | 11 11 48 City of Montreal | 8 ” | 11 19 20 || Minnesota | 7 Aug. | 11 16 17 City of Chester | 15 ” | 9 4 11 || Wisconsin | 14 ” | 10 12 12 City of Brussels | 22 ” | 8 20 34 || Nevada | 21 ” | 10 4 52 City of Paris | 29 ” | 9 18 7 || Manhattan | 28 ” | 12 22 50 City of Richmond | 5 Sept. | 9 6 52 || Wyoming | 6 Sept. | 13 4 22 City of Montreal | 12 ” | 10 1 2 || Idaho | 13 ” | 12 12 2 City of Chester | 19 ” | 8 19 29 || Minnesota | 18 ” | 11 3 47 City of Brussels | 26 ” | 8 9 58 || Wisconsin | 25 ” | 9 21 22 City of Paris | 3 Oct. | 9 0 2 || Nevada | 2 Oct. | 10 13 22 City of Richmond | 10 ” | 9 13 30 || Manhattan | 10 ” | 12 23 7 City of Montreal | 17 ” | 10 7 2 || Wyoming | 17 ” | 10 14 37 City of Chester | 24 ” | 8 17 48 || Idaho | 24 ” | 11 9 52 City of Brussels | 31 ” | 10 12 51 || Minnesota | 30 ” | 14 5 48 City of Paris | 7 Nov. | 9 11 7 || Wisconsin | 6 Nov. | 10 13 34 City of Brooklyn | 15 ” | 10 4 3 || Nevada | 13 ” | 11 7 7 City of Montreal | 21 ” | *15 1 32 || Manhattan | 24 ” | *15 4 2 .. | .. | .. .. || Wyoming | 27 ” | 11 16 22 City of New York | 5 Dec. | 12 21 47 || Idaho | 4 Dec. | 11 3 42 City of Chester | 12 ” | 10 0 1 || Minnesota | 11 ” | 13 2 2 City of Antwerp | 19 ” | 13 21 36 || Wisconsin | 18 ” | 12 16 32 City of Brooklyn | 26 ” | 12 11 21 || Nevada | 25 ” | 13 14 22 | +-------------+ | +------------- 50 Sailings | 545 23 12 || 52 Sailings | 638 9 1 +-------------+ +------------- Average | 10 22 4 || Average | 12 6 38

----------------------------------++---------------------------------- “NATIONAL” LINE. || “BREMEN” LINE. ----------+-----------+-----------++-----------+-----------+---------- Wednesday | SAILED. | MEAN TIME.|| Tuesday | SAILED. |MEAN TIME. Sailings. +-----------+-----------++ Steamers. +-----------+---------- | Day. Mon. | D. H. M. || | Day. Mon. | D. H. M. | 1873. | || | 1873. | Spain | 4 Jan. | 12 1 52 || Mosel | 7 Jan. | 12 20 20 Italy | 10 ” |*15 2 37 || America | 14 ” |*22 22 50 Canada | 16 ” |*18 10 22 || Weser | 21 ” | 13 4 35 Greece | 23 ” | 15 4 42 || Bremen | 28 ” | 13 10 35 Egypt | 30 ” | 11 14 47 || Donau | 5 Feb. | 9 23 10 France | 6 Feb. | 11 1 2 || Main | 11 ” | 13 18 50 Spain | 15 ” | 12 7 7 || Hansa | 18 ” | 13 8 20 .. | .. | .. .. ||Deutschland| 25 ” | 13 16 50 Italy | 27 ” | 14 18 52 || Mosel | 5 Mar. | 11 2 50 Greece | 6 Mar. | 14 18 22 || Rhein | 11 ” | 10 10 35 Egypt | 14 ” | 11 8 2 || Weser | 18 ” | 10 18 50 Canada | 20 ” | 14 1 32 || Donau | 25 ” | 10 21 50 France | 27 ” | 11 16 37 || Main | 1 Apr. | 10 6 50 Spain | 3 Apr. | 10 2 52 ||Deutschland| 8 ” | 9 18 20 Italy | 10 ” | 11 3 37 || Mosel | 15 ” | 10 20 50 Greece | 17 ” | 11 12 27 || Rhein | 22 ” | 9 17 50 Egypt | 24 ” | 9 22 2 || Weser | 29 ” | 10 20 35 Canada | 1 May | 11 21 22 || Donau | 5 May | 10 12 50 Spain | 8 ” | 9 11 32 || Main | 13 ” | 9 16 50 Italy | 16 ” | 11 22 17 ||Deutschland| 20 ” | 11 18 20 Greece | 22 ” | 12 16 47 || Hermann | 27 ” | 10 19 20 Egypt | 30 ” | 9 14 12 || Mosel | 3 June | 9 22 50 Canada | 5 June | 10 21 22 || Rhein | 10 ” | 10 13 20 Spain | 12 ” | 10 1 42 || Donau | 17 ” | 10 8 50 France | 19 ” | 12 8 57 || Main | 24 ” | 10 11 20 Greece | 26 ” | 12 1 57 ||Deutschland| 1 July | 11 10 33 Egypt | 3 July | 10 19 47 || Hermann | 8 ” | 11 12 50 Canada | 9 ” | 11 23 42 || Mosel | 15 ” | 10 17 50 Spain | 17 ” | 10 6 7 || Rhein | 22 ” | 10 1 50 Italy | 24 ” | 11 0 42 || Weser | 29 ” | 10 21 20 Greece | 31 ” | 11 16 57 || Main | 5 Aug. | 10 1 50 Egypt | 7 Aug. | 10 3 32 ||Deutschland| 12 ” | 10 17 50 Canada | 14 ” | 11 14 57 || Hermann | 19 ” | 11 14 35 Spain | 21 ” | 9 19 7 || Mosel | 26 ” | 10 0 20 Italy | 28 ” | 11 3 49 || Rhein | 2 Sept. | 9 16 20 France | 4 Sept. | 11 11 2 || Weser | 9 ” | 10 13 50 Egypt | 11 ” | 10 10 32 || Main | 16 ” | 10 6 5 Greece | 18 ” | 10 16 27 ||Deutschland| 23 ” | 10 1 50 Spain | 25 ” | 9 1 17 || Donau | 30 ” | 9 16 50 Italy | 2 Oct. | 10 5 22 || Mosel | 7 Oct. | 11 18 50 France | 11 ” | 12 21 7 || Rhein | 14 ” | 9 20 50 Egypt | 16 ” | 9 21 57 || Weser | 21 ” | 11 4 50 Greece | 24 ” | 11 9 37 || Hansa | 28 ” | 14 21 20 Spain | 30 ” | 12 17 1 || Main | 4 Nov. | 10 17 50 Italy | 6 Nov. | 10 2 22 ||Deutschland| 8 ” | 10 8 50 France | 16 ” | 14 0 2 || Donau | 18 ” | 11 7 50 Egypt | 20 ” | 14 13 17 || Mosel | 26 ” | 12 6 50 Greece | 27 ” | 13 5 22 || Hermann | 2 Dec. | 10 19 0 .. | .. | .. .. || Rhein | 9 ” | 10 19 50 Italy | 11 Dec. | 12 18 2 || Weser | 16 ” | 11 19 50 Spain | 18 ” | 12 12 22 || New York | 23 ” | 15 13 50 Canada | 25 ” |*14 18 32 || Main | 30 ” | 12 2 50 +-----------++ | +---------- 50 Sailings |595 8 21 || 52 Sailings |593 20 43 +-----------++ +---------- Average | 11 21 36 || Average | 11 10 5

------------------------------------- “HAMBURG” LINE. ------------+----------+------------- Saturday | SAILED. | MEAN TIME. Steamers. +----------+------------- |Day. Mon. | D. H. M. | 1873. | Silesia | 4 Jan. | 12 17 26 Frisia | 11 ” | 13 9 56 Westphalia | 18 ” |*15 15 56 Thuringia | 25 ” | 12 17 56 Hammonia | 1 Feb. | 11 19 56 Cimbria | 9 ” | 10 10 56 Silesia | 15 ” | 11 13 56 Frisia | 22 ” | 12 6 26 Westphalia | 1 Mar. | 12 16 51 Thuringia | 8 ” | 11 14 56 Hammonia | 15 ” | 11 8 26 .. .. | .. | .. .. Silesia | 29 ” | 10 9 56 Frisia | 5 Apr. | 10 0 56 Westphalia | 12 ” | 10 0 56 Thuringia | 19 ” | 10 14 41 Hammonia | 27 ” | 10 10 0 Holsatia | 3 May | 11 3 11 Silesia | 10 ” | 9 22 39 Frisia | 17 ” | 11 5 54 Westphalia | 24 ” | 10 21 14 Thuringia | 31 ” | 10 1 39 Cimbria | 7 June | 11 14 39 Hammonia | 14 ” | 11 1 41 Holsatia | 21 ” | 10 7 56 Silesia | 28 ” | 11 2 56 Frisia | 6 July | 10 2 26 Westphalia | 12 ” | 11 0 26 Thuringia | 19 ” | 10 21 56 Cimbria | 26 ” | 10 23 56 Hammonia | 2 Aug. | 12 13 26 Holsatia | 10 ” | 10 18 56 Silesia | 16 ” | 12 1 56 Frisia | 23 ” | 10 22 50 Westphalia | 30 ” | 10 16 20 Thuringia | 6 Sept. | 10 22 30 Cimbria | 13 ” | 12 2 20 Holsatia | 20 ” | 10 15 50 Silesia | 27 ” | 10 10 50 Frisia | 4 Oct. | 12 2 50 Westphalia | 11 ” | 11 2 56 Thuringia | 18 ” | 10 18 35 Cimbria | 26 ” | 10 14 50 Holsatia | 2 Nov. | 10 20 50 Silesia | 8 ” | 10 20 20 Frisia | 15 ” | 10 8 20 Westphalia | 23 ” | 12 18 20 Thuringia | 30 Nov. | 10 8 50 Pomerania | 6 Dec. | 11 13 56 Holsatia | 14 ” | 11 19 26 Cimbria | 20 ” | 13 8 56 Hammonia | 27 ” | 14 0 56 +------------- 51 Sailings |580 3 46 +------------- Average | 11 9 1 -----------------------+-------------

---------------------+------+------+-------+--------+-----+------+------- |White |Cunard| Inman |National|Guion|Bremen|Hamburg LINE. | Star | | | | | | ---------------------+------+------+-------+--------+-----+------+------- Over 8 and | 4 | .. | 1 | .. | .. | .. | .. under 8½ days. | | | | | | | Over 8½ and | 6 | 2 | 3 | .. | .. | .. | .. under 9 days. | | | | | | | Over 9 and | 13 | 7 | 6 | 2 | .. | .. | .. under 9½ days. | | | | | | | Over 9½ days and | 6 | 14 | 6 | 4 | 3 | 8 | 1 under 10 days. | | | | | | | Over 10 and | 7 | 6 | 12 | 7 | 3 | 10 | 11 under 10½ days. | | | | | | | Over 10½ and | 5 | 6 | 7 | 3 | 7 | 14 | 13 under 11 days. | | | | | | | Over 11 and | 1 | 5 | 1 | 7 | 11 | 4 | 7 under 11½ days. | | | | | | | Over 11½ and | 3 | 4 | 3 | 8 | 5 | 5 | 6 under 12 days. | | | | | | | Over 12 and | 2 | 4 | 4 | 9 | 10 | 3 | 9 under 13 days. | | | | | | | Over 13 and | .. | 2 | 1 | 1 | 6 | 5 | 2 under 14 days. | | | | | | | Over 14 and | .. | 1 | 2 | 6 | 1 | 1 | 1 under 15 days. | | | | | | | Over 15 and | .. | .. | 3 | 2 | 2 | 1 | 1 under 16 days. | | | | | | | Over 16 and | .. | .. | 1 | .. | 2 | .. | .. under 17 days. | | | | | | | Over 17 and | .. | 1 | .. | .. | 1 | .. | .. under 18 days. | | | | | | | Over 18 and | .. | .. | .. | 1 | 1 | .. | .. under 19 days. | | | | | | | Over 19 and | .. | .. | .. | .. | .. | .. | .. under 20 days. | | | | | | | Over 20 and | .. | .. | .. | .. | .. | .. | .. under 21 days. | | | | | | | Over 21 and | .. | .. | .. | .. | .. | .. | .. under 22 days. | | | | | | | Over 22 and | .. | .. | .. | .. | .. | 1 | .. under 23 days. | | | | | | | ---------------------+------+------+-------+--------+-----+------+------- NO. OF SAILINGS IN | | | | | | | 1873. | 47 | 52 | 50 | 50 | 52 | 52 | 51 ---------------------+------+------+-------+--------+-----+------+------- DURATION. D. | 461 | 556 | 545 | 595 | 638 | 593 | 580 H. | 19 | 14 | 23 | 8 | 9 | 20 | 3 M. | 53 | 23 | 12 | 21 | 1 | 43 | 46 ---------------------+------+------+-------+--------+-----+------+------- AVERAGE. D. | 9 | 10 | 10 | 11 | 12 | 11 | 11 H. | 19 | 16 | 22 | 21 | 6 | 10 | 9 M. | 48 | 54 | 4 | 36 | 38 | 5 | 1 ---------------------+------+------+-------+--------+-----+------+-------

TABLE II.—OUTWARDS, 1874.—Statement of Passages made to the Westward during 1874 by Steamers of the White Star, Cunard, Inman, National, and Guion Lines, from Queenstown (2775 Miles), and of Bremen (N. German Lloyd’s) Line from Southampton (2995 Miles), and of Hamburg-American Line from Havre to Sandy Hook (N.Y.)

----------------------------------++--------------------------------- “WHITE STAR” LINE. || “CUNARD” LINE. ----------+----------+------------++----------+----------+----------- Thursday | SAILED. | MEAN TIME. || Saturday | SAILED. | MEAN TIME. Steamers. +----------+----------- || Steamers.+----------+----------- |Day. Mon. | D. H. M. || |Day. Mon. | D. H. M. | 1874. | || | 1874. | Republic | 2 Jan. | 10 13 11 ||Russia | 4 Jan. | 10 3 56 Adriatic | 9 ” | 9 17 32 ||Java | 11 ” | 11 23 56 Gaelic | 16 ” | 12 4 42 ||Abyssinia | 18 ” | 11 6 20 Baltic | 23 ” | 9 10 12 ||Calabria | 25 ” | 10 19 27 Oceanic | 30 ” | 11 10 11 ||Algeria | 1 Feb. | 11 15 7 Republic | 6 Feb. | 11 4 20 ||Russia | 8 ” | 11 12 44 Celtic | 13 ” | 10 12 22 ||Cuba | 15 ” | 11 15 50 Adriatic | 20 ” | 10 19 37 ||Abyssinia | 22 ” | 12 20 22 Baltic | 27 ” | 9 9 52 ||Calabria | 1 Mar. | 10 3 55 Oceanic | 6 Mar. | 10 8 6 ||Algeria | 8 ” | 10 2 26 Republic | 13 ” | 10 8 7 ||Java | 15 ” | 12 8 44 Celtic | 20 ” | 11 8 30 ||Cuba | 22 ” | 11 18 37 Adriatic | 27 ” | 12 5 39 ||Abyssinia | 29 ” | 14 1 17 Baltic | 3 Apr. | 11 3 27 ||Russia | 5 Apr. | 11 9 50 Oceanic | 10 ” | 11 16 13 ||Calabria | 12 ” | 12 13 12 Republic | 17 ” | 11 0 27 ||Scotia | 19 ” | 10 15 43 Celtic | 24 ” | 9 22 38 ||Cuba | 26 ” | 10 14 42 Adriatic | 1 May | 8 18 4 ||Abyssinia | 3 May | 9 15 42 Baltic | 8 ” | 10 7 59 ||Russia | 10 ” | 10 7 52 Oceanic | 15 ” | 9 7 2 ||Calabria | 17 ” | 9 16 35 Republic | 22 ” | 8 18 45 ||Scotia | 24 ” | 9 10 40 Celtic | 29 ” | 9 6 50 ||Cuba | 31 ” | 10 8 33 Adriatic | 5 June | 8 19 13 ||Abyssinia | 7 June | 10 5 17 .. | .. | .. .. ||Russia | 14 ” | 8 22 35 Oceanic | 19 ” | 10 1 2 ||Calabria | 21 ” | 10 5 36 Britannic | 26 ” | 8 1 58 ||Scotia | 28 ” | 9 5 59 Celtic | 3 July | 9 4 23 ||Cuba | 5 July | 10 6 35 Adriatic | 10 ” | 9 2 2 ||Abyssinia | 12 ” | 9 19 5 Republic | 17 ” | 8 20 55 ||Russia | 19 ” | 9 8 17 Baltic | 24 ” | 8 22 39 ||Calabria | 26 ” | 10 18 15 Britannic | 31 ” | 10 13 35 ||Scotia | 2 Aug. | 10 5 32 Celtic | 7 Aug. | 9 1 1 ||Bothnia | 9 ” | 10 7 55 Oceanic | 14 ” | 9 10 43 ||Abyssinia | 16 ” | 9 9 29 Republic | 21 ” | 9 1 51 ||Russia | 23 ” | 9 2 5 Baltic | 28 ” | 9 1 42 ||Cuba | 30 ” | 10 19 22 Britannic | 4 Sept. | 9 21 7 ||Scotia | 6 Sept. | 9 22 42 Celtic | 11 ” | 8 20 17 ||Algeria | 13 ” | 9 4 2 Oceanic | 18 ” | 9 6 47 ||Abyssinia | 20 ” | 9 11 47 Republic | 25 ” | 10 0 44 ||Russia | 27 ” | 9 18 5 Baltic | 2 Oct. | 9 14 17 ||Bothnia | 4 Oct. | 11 3 55 Adriatic | 9 ” | 9 1 0 ||Cuba | 11 ” | 11 19 32 Celtic | 16 ” | 9 22 49 ||Algeria | 18 ” | 10 19 26 Oceanic | 23 ” | 9 22 27 ||Abyssinia | 25 ” | 10 1 2 Republic | 30 ” | 9 8 25 ||Russia | 1 Nov. | 10 1 22 Baltic | 6 Nov. | 8 23 39 ||Java | 8 ” | 9 10 30 .. | .. | .. .. ||Parthia | 15 ” | 12 1 7 Celtic | 20 ” | 9 21 21 ||Algeria | 22 ” | 11 7 51 Oceanic | 27 ” | 10 1 57 ||Abyssinia | 29 ” | 10 4 27 Republic | 4 Dec. | 9 19 27 ||Russia | 6 Dec. | 11 10 22 Baltic | 12 ” | 9 3 2 ||Java | 13 ” | 9 21 17 Adriatic | 18 ” | 9 16 7 ||Cuba | 20 ” | 12 21 42 Gaelic | 24 ” |*14 6 22 ||Algeria | 27 ” | 12 22 8 +------------++ +----------- 50 Sailings |497 16 38 || 52 Sailings |556 2 29 +------------++ +----------- Average | 9 22 53 || Average | 10 16 40

-----------------------------------------++----------------------------------- “INMAN” LINE. || “NATIONAL” LINE. -----------------+----------+------------++------------+----------+----------- Thursday | SAILED. | MEAN TIME. || Wednesday | SAILED. | MEAN TIME. Steamers. +----------+------------++ Steamers. +----------+----------- |Day. Mon.| D. H. M. || |Day. Mon.| D. H. M. | 1874. | || | 1874. | City of Brussels | 2 Jan. | 10 15 38 ||Egypt | 2 Jan. | 12 2 52 City of Montreal | 9 ” | 12 20 22 ||Greece | 8 ” | 12 15 22 City of Chester | 16 ” | 10 3 21 ||Italy | 15 ” | 13 15 12 City of New York | 23 ” | 12 5 2 ||Spain | 22 ” | 10 14 12 City of Antwerp | 30 ” |*14 3 53 ||Canada | 29 ” | 14 22 42 City of Brooklyn | 6 Feb. | 12 12 12 ||Egypt | 5 Feb. | 11 16 12 City of Brussels | 13 ” | 10 23 32 ||Greece | 13 ” | 15 8 32 City of Montreal | 20 ” | 14 18 47 ||Italy | 20 ” | 14 10 52 City of Baltimore| 27 ” | 11 2 57 ||Spain | 26 ” | 11 11 2 City of Richmond | 6 Mar. | 9 8 7 ||Canada | 8 Mar. | 12 8 22 City of Brooklyn | 13 ” | 12 15 22 ||Egypt | 12 ” | 11 8 52 City of Brussels | 20 ” | 11 14 51 || .. .. | .. | .. .. City of Paris | 27 ” | 12 14 52 ||Greece | 26 ” | 18 6 32 City of Montreal | 4 Apr. | 14 7 42 ||Italy | 3 Apr. | 14 10 17 City of Richmond | 10 ” | 9 5 24 ||Spain | 9 ” | 11 4 7 City of Brooklyn | 17 ” | 11 19 25 ||Egypt | 16 ” | 12 22 12 City of Brussels | 24 ” | 10 16 38 ||The Queen | 23 ” | 11 12 7 City of Chester | 1 May | 8 9 32 ||Canada | 30 ” | 11 1 57 City of Richmond | 8 ” | 9 19 42 || .. .. | .. | .. .. City of Paris | 15 ” | 9 4 52 ||Spain | 14 May | 10 8 22 City of Brooklyn | 22 ” | 9 18 26 ||Greece | 21 ” | 11 12 52 City of Brussels | 29 ” | 10 2 56 ||Egypt | 28 ” | 11 5 28 City of Chester | 5 June | 8 13 37 ||The Queen | 4 June | 10 17 57 City of Richmond | 12 ” | 8 14 34 ||Italy | 11 ” | 10 22 47 City of Paris | 19 ” | 9 11 17 ||Spain | 19 ” | 11 6 32 City of Montreal | 26 ” | 10 7 42 || .. .. | .. | .. .. City of Brooklyn | 3 July | 11 3 3 ||Greece | 2 July | 13 16 7 City of Chester | 10 ” | 8 15 9 ||Egypt | 9 ” | 10 9 27 City of Richmond | 17 ” | 8 11 12 ||The Queen | 16 ” | 9 20 42 City of Paris | 24 ” | 9 22 47 ||Italy | 23 ” | 11 22 22 City of Montreal | 31 ” | 10 19 12 ||Spain | 30 ” | 10 23 57 City of Brussels | 7 Aug. | 9 11 51 ||Canada | 6 Aug. | 12 22 7 City of Chester | 14 ” | 8 17 22 ||Egypt | 13 ” | 10 6 22 City of Richmond | 21 ” | 8 14 13 ||The Queen | 20 ” | 10 7 22 City of Paris | 28 ” | 10 16 37 ||England | 27 ” | 11 14 52 City of Montreal | 4 Sept. | 10 17 17 ||Spain | 3 Sept.| 11 8 42 City of Brussels | 11 ” | 9 0 40 ||Erin | 10 ” | 10 22 47 City of Chester | 18 ” | 8 16 52 ||Egypt | 17 ” | 10 3 7 City of Richmond | 25 ” | 9 0 39 ||The Queen | 25 ” | 11 2 51 City of Paris | 2 Oct. | 10 20 22 || .. .. | .. | .. .. City of Montreal | 9 ” | 11 21 42 ||England | 10 Oct. | 12 5 22 City of Antwerp | 16 ” | 13 0 14 ||Spain | 15 ” | 11 6 57 City of Brooklyn | 23 ” | 10 10 40 ||Erin | 25 ” | 10 18 22 City of New York | 30 ” | 11 18 46 ||Egypt | 29 ” | 10 8 37 City of London | 6 Nov. | 11 20 50 || .. .. | .. | .. .. City of Montreal | 13 ” | 12 3 47 ||England | 14 Nov. | 13 17 2 City of Antwerp | 20 ” | 12 2 49 ||Spain | 19 ” | 12 4 12 City of Brooklyn | 27 ” | 10 9 42 ||Helvetia | 26 ” | 12 2 32 City of New York | 4 Dec. | 13 13 2 ||Erin | 3 Dec. | 14 1 17 .. .. .. | .. | .. .. ||Italy | 12 ” | 13 13 22 City of Montreal | 18 ” | 13 13 12 ||The Queen | 17 ” | 13 5 52 City of Antwerp | 25 ” |*15 6 17 ||Denmark | 24 ” |*19 16 37 +------------++------------+----------+----------- 51 Sailings |556 19 0 || 47 Sailings |574 18 19 +------------++ +----------- Average | 10 22 1 || Average | 12 5 30

----------------------------------++----------------------------------- “GUION” LINE. || “BREMEN” LINE”. ----------+----------+------------++------------+----------+----------- Wednesday | SAILED. | MEAN TIME. || Tuesday | SAILED. | MEAN TIME. Steamers. +----------+------------++ Steamers. +----------+----------- |Day. Mon. | D. H. M. || |Day. Mon. | D. H. M. | 1874. | || | 1874. | Wyoming | 3 Jan. | 11 18 22 ||Donau | 6 Jan. | 10 19 50 Idaho | 9 ” | 12 1 22 ||Mosel | 13 ” | 11 17 50 Manhattan | 15 ” | 14 15 37 ||Hermann | 20 ” | 12 6 5 Minnesota | 22 ” | 12 1 22 ||Hansa | 27 ” | 13 13 50 Wisconsin | 29 ” | 11 14 47 ||Weser | 3 Feb. | 11 23 5 Nevada | 5 Feb. | 13 11 22 ||Rhein | 10 ” | 11 11 50 .. .. | .. | .. .. ||Main | 17 ” | 12 18 50 Idaho | 19 ” |*14 8 22 ||Donau | 24 ” | 12 9 50 Manhattan | 27 ” | 13 22 52 ||Mosel | 3 Mar. | 10 17 50 Minnesota | 6 Mar. | 13 0 2 ||America | 10 ” | 11 3 50 Wyoming | 12 ” | 11 3 37 ||Hansa | 17 ” | 15 10 5 Nevada | 19 ” | 14 17 42 ||Weser | 24 ” | 11 21 20 .. .. | .. | .. .. ||Rhein | 31 ” | 13 1 35 Idaho | 3 Apr. |*14 3 4 ||Main | 7 Apr. | 11 13 50 Wisconsin | 10 ” | 11 6 17 ||Donau | 14 ” | 12 9 35 Minnesota | 16 ” | 13 20 37 ||Neckar | 21 ” | 11 15 25 Wyoming | 23 ” | 11 11 52 ||Mosel | 28 ” | 10 10 40 .. .. | .. | .. .. ||Weser | 5 May | 11 2 20 Nevada | 7 May | 13 15 22 ||Rhein | 12 ” | 10 14 50 Idaho | 14 | 11 8 22 ||Main | 19 ” | 9 20 50 Wisconsin | 21 ” | 10 5 2 ||Oder | 26 ” | 12 4 20 Minnesota | 28 ” | 12 15 12 ||Neckar | 2 June | 10 8 50 Wyoming | 4 June | 10 17 22 ||Mosel | 9 ” | 9 20 50 Nevada | 12 ” | 9 20 52 ||America | 16 ” | 10 22 50 .. .. | .. | .. .. ||Rhein | 23 ” | 10 7 45 Idaho | 25 | 10 17 42 ||Main | 1 July | 10 18 40 Wisconsin | 2 July |*15 7 42 ||Oder | 7 ” | 11 7 50 Minnesota | 9 ” | 11 15 2 ||Neckar | 14 ” | 10 2 10 Wyoming | 16 ” | 9 17 32 ||Mosel | 21 ” | 10 9 36 .. .. | .. | .. .. ||America | 28 ” | 12 0 50 Nevada | 30 ” | 11 15 52 ||Deutschland | 4 Aug. | 11 3 45 Idaho | 6 Aug. | 11 9 45 ||Weser | 11 ” | 10 19 35 Wisconsin | 13 ” | 10 12 32 ||Main | 18 ” | 9 14 20 Minnesota | 20 ” | 11 2 45 ||Neckar | 25 ” | 10 16 5 .. .. | .. | .. .. ||Donau | 1 Sept. | 10 13 50 Wyoming | 3 Sept. | 10 20 32 ||Mosel | 8 ” | 11 0 20 Nevada | 10 ” | 10 12 17 ||Hermann | 15 ” | 11 3 20 Idaho | 17 ” | 10 16 12 ||Rhein | 23 ” | 9 19 20 Wisconsin | 25 ” | 10 14 42 ||Main | 29 ” | 9 22 50 Minnesota | 1 Oct. | 13 21 22 ||Oder | 6 Oct. | 11 0 50 .. .. | .. | .. .. ||Neckar | 13 ” | 11 4 0 Wyoming | 15 ” | 11 5 2 ||Donau | 20 ” | 10 19 10 Nevada | 23 ” | 10 22 22 ||Hohenstaufen| 27 ” | 12 11 30 .. .. | .. | .. .. ||America | 3 Nov. | 11 18 55 Wisconsin | 5 Nov. | 10 21 2 ||Hermann | 10 ” | 11 12 20 .. .. | .. | .. .. ||Deutschland | 17 ” | 11 20 45 Minnesota | 19 ” | 13 18 7 ||Hansa | 24 ” | 14 17 5 .. .. | .. | .. .. ||Oder | 1 Dec. | 10 6 20 Wyoming | 3 Dec. | 12 3 10 ||Neckar | 9 ” | 12 0 20 .. .. | .. | .. .. ||Hohenzollern| 15 ” | 12 20 50 Wisconsin | 17 ” | 13 6 7 ||Hohenstaufen| 23 ” |*15 19 55 Idaho | 24 ” | 15 3 22 ||America | 29 ” | 13 18 50 +------------++ +----------- 41 Sailings |497 23 8 || 52 Sailings |600 3 16 +------------++ +----------- Average | 12 3 29 || Average. | 11 13 O

--------------------------------- “HAMBURG” LINE. ----------+----------+----------- Saturday | SAILED. | MEAN TIME. Steamers. +----------+----------- |Day. Mon. | D. H. M. | 1874 | Silesia | 3 Jan. | 11 13 16 Frisia | 10 ” | 11 3 56 Westphalia| 17 ” | 12 12 36 Thuringia | 24 ” | 10 16 56 Pomerania | 31 ” | 11 1 56 Holsatia | 7 Feb. | 11 22 56 Hammonia |*14 ” | 14 6 56 .. .. | .. | .. .. Frisia | 28 ” | 11 3 56 Thuringia | 7 Mar. | 10 9 56 Westphalia| 14 ” | 11 16 56 Silesia | 24 ” | 12 12 56 Holsatia | 28 ” | 13 5 50 Hammonia | 4 Apr. | 12 11 56 Frisia | 11 ” | 12 3 56 Thuringia | 18 ” | 11 17 26 Westphalia| 25 ” | 11 3 56 Pomerania | 2 May | 10 8 56 Holsatia | 9 ” | 11 7 56 Silesia | 16 ” | 10 3 56 Frisia | 23 ” | 11 2 56 Thuringia | 30 ” | 11 7 56 Westphalia| 6 June | 11 3 56 Pomerania | 13 ” | 10 9 56 Holsatia | 20 ” | 11 3 56 Silesia | 27 ” | 11 5 56 Hammonia | 4 July | 12 7 56 Frisia | 12 ” | 10 0 56 Thuringia | 18 ” | 10 13 56 Westphalia| 25 ” | 11 7 36 Pomerania | 1 Aug. | 11 2 56 Holsatia | 8 ” | 11 4 56 Cimbria | 15 ” | 12 0 0 Hammonia | 22 ” | 11 0 26 Frisia | 29 ” | 11 1 56 Thuringia | 5 Sept. | 10 22 56 Pomerania | 12 ” | 10 4 41 Silesia | 19 ” | 9 21 56 Holsatia | 26 ” | 10 18 26 Cimbria | 3 Oct. | 12 2 21 Frisia | 10 ” | 11 19 56 Thuringia | 17 ” | 11 12 56 Suevia | 25 ” | 11 15 56 Westphalia| 1 Nov. | 12 8 56 Pomerania | 7 ” | 10 2 56 Silesia | 14 ” | 11 17 56 Holsatia | 21 ” | 11 0 0 Cimbria | 30 ” | 11 11 56 Frisia | 5 Dec. | 12 5 11 Westphalia| 12 ” | 11 14 56 Suevia | 19 ” |*15 20 56 Pomerania | 26 ” | 12 3 56 +----------- 51 Sailings |586 11 13 +----------- Average | 11 12 0 ---------------------+-----------

---------------------+------+------+-----+--------+-----+------+------- | White|Cunard|Inman|National|Guion|Bremen|Hamburg LINE. | Star | | | | | | | Line | | | | | | =====================+======+======+=====+========+=====+======+======= Over 8 and | 1 | .. | 2 | .. | .. | .. | .. Under 8½ days. | | | | | | | ---------------------+------+------+-----+--------+-----+------+------- Over 8½ and | 7 | 1 | 6 | .. | .. | .. | .. under 9 days. | | | | | | | ---------------------+------+------+-----+--------+-----+------+------- Over 9 and | 14 | 8 | 7 | .. | .. | .. | .. under 9½ days. | | | | | | | ---------------------+------+------+-----+--------+-----+------+------- Over 9½ days and | 9 | 6 | 3 | 1 | 2 | 5 | 1 under 10 days. | | | | | | | ---------------------+------+------+-----+--------+-----+------+------- Over 10 and | 6 | 13 | 5 | 6 | 1 | 6 | 7 under 10½ days. | | | | | | | ---------------------+------+------+-----+--------+-----+------+------- Over 10½ and | 4 | 6 | 7 | 6 | 9 | 9 | 4 under 11 days. | | | | | | | ---------------------+------+------+-----+--------+-----+------+------- Over 11 and | 5 | 5 | 2 | 9 | 7 | 9 | 17 under 11½ days. | | | | | | | ---------------------+------+------+-----+--------+-----+------+------- Over 11½ and | 1 | 6 | 5 | 5 | 4 | 8 | 9 under 12 days. | | | | | | | ---------------------+------+------+-----+--------+-----+------+------- Over 12 and | 2 | 6 | 7 | 8 | 4 | 9 | 10 under 13 days. | | | | | | | ---------------------+------+------+-----+--------+-----+------+------- Over 13 and | .. | .. | 3 | 5 | 8 | 3 | 1 under 14 days. | | | | | | | ---------------------+------+------+-----+--------+-----+------+------- Over 14 and | 1 | 1 | 3 | 4 | 4 | 1 | 1 under 15 days. | | | | | | | ---------------------+------+------+-----+--------+-----+------+------- Over 15 and | .. | .. | 1 | 1 | 2 | 2 | 1 under 16 days. | | | | | | | ---------------------+------+------+-----+--------+-----+------+------- Over 16 and | .. | .. | .. | .. | .. | .. | .. under 17 days. | | | | | | | ---------------------+------+------+-----+--------+-----+------+------- Over 17 and | .. | .. | .. | .. | .. | .. | .. under 18 days. | | | | | | | ---------------------+------+------+-----+--------+-----+------+------- Over 18 and | .. | .. | .. | 1 | .. | .. | .. under 19 days. | | | | | | | ---------------------+------+------+-----+--------+-----+------+------- Over 19 and | .. | .. | .. | . | .. | .. | .. under 20 days. | | | | | | | =====================+======+======+=====+========+=====+======+======= NO. OF SAILINGS | 50 | 52 | 51 | 47 | 41 | 52 | 51 IN 1874. | | | | | | | =====================+======+======+=====+========+=====+======+======= DURATION. D. | 497 | 556 |556 | 574 | 497 | 600 | 586 H. | 16 | 2 | 19 | 18 | 23 | 3 | 11 M. | 38 | 29 | 0 | 19 | 8 | 16 | 13 =====================+======+======+=====+========+=====+======+======= AVERAGE. D. | 9 | 10 | 10 | 12 | 12 | 11 | 11 H. | 22 | 16 | 22 | 5 | 3 | 13 | 12 M. | 58 | 40 | 1 | 30 | 29 | 0 | 0 ---------------------+------+------+-----+--------+-----+------+-------

TABLE III.—HOMEWARDS, 1873.—Statement of Passages made to the Eastward during 1873 by Steamers of the White Star, Cunard, Inman, National, and Guion Lines, to Queenstown (2777 Miles), and of Bremen (N. German Lloyd’s Line to Southampton (2995 Miles), and of Hamburg-American Line to Plymouth, all from Sandy Hook (N.Y.).

----------------------------------++--------------------------------- “WHITE STAR” LINE. || “CUNARD” LINE. ----------+----------+------------++----------+----------+----------- Saturday | SAILED. | MEAN TIME. || Wednesday| SAILED. | MEAN TIME. Steamers. +----------+------------++ Steamers.+----------+----------- |Day. Mon. | D. H. M. || |Day. Mon. | D. H. M. | 1873. | || | 1873. | Oceanic | 4 Jan. | 10 14 47 ||Cuba | 4 Jan. | 9 9 53 .. .. | .. | .. .. ||Parthia | 8 ” | 9 12 8 Baltic | 11 ” | 7 20 9 ||Java | 15 ” | 8 19 58 Celtic | 19 ” | 8 17 38 ||Calabria | 22 ” | 10 17 28 Atlantic | 25 ” | 9 10 44 ||Algeria | 29 ” | 9 3 0 .. .. | .. | .. .. ||Cuba | 8 Feb. | 9 6 46 Adriatic | 8 Feb. | 8 0 17 ||Parthia | 13 ” | 11 10 26 Baltic | 16 ” | 9 3 38 ||Java | 19 ” | 8 21 1 Celtic | 23 ” | 9 0 13 ||Abyssinia | 26 ” | 8 18 9 Atlantic | 2 Mar. | 9 8 33 ||Algeria | 5 Mar. | 9 4 22 Republic | 8 ” | 9 3 7 ||Calabria | 12 ” | 9 4 53 Adriatic | 15 ” | 8 10 28 ||Parthia | 20 ” | 10 7 56 Baltic | 22 ” | 8 5 21 ||Cuba | 26 ” | 8 17 6 Celtic | 29 ” | 8 22 28 ||Abyssinia | 2 Apr. | 9 1 30 .. .. | .. | .. .. ||Algeria | 10 ” | 9 15 51 .. .. | .. | .. .. ||Russia | 16 ” | 9 4 4 Adriatic | 19 Apr. | 8 12 28 ||Java | 23 ” | 8 17 49 Baltic | 26 ” | 8 13 3 ||Cuba | 30 ” | 8 21 43 Celtic | 3 May | 9 5 33 ||Scotia | 7 May | 8 22 23 Oceanic | 12 ” | 9 0 58 ||Algeria | 14 ” | 9 0 31 .. .. | .. | .. .. ||Russia | 21 ” | 8 9 45 Adriatic | 24 ” | 8 9 11 ||Java | 28 ” | 9 4 5 Baltic | 31 ” | 8 12 42 ||Cuba | 4 June | 9 6 43 Celtic | 7 June | 8 18 36 ||Scotia | 11 ” | 8 18 51 Oceanic | 14 ” | 8 23 34 ||Algeria | 18 ” | 8 21 26 .. .. | .. | .. .. ||Russia | 25 ” | 8 17 0 Adriatic | 28 ” | 8 10 46 ||Java | 3 July | 8 19 18 Baltic | 5 July | 8 15 10 ||Cuba | 9 ” | 9 0 33 Celtic | 12 ” | 8 17 18 ||Scotia | 16 ” | 9 0 23 Oceanic | 19 ” | 9 10 48 ||Algeria | 23 ” | 9 6 53 Gaelic | 26 ” | 9 19 38 ||Russia | 30 ” | 8 18 14 Adriatic | 2 Aug. | 9 1 13 ||Java | 6 Aug. | 8 20 25 Baltic | 9 ” | 8 11 11 ||Cuba | 13 ” | 10 0 6 Celtic | 16 ” | 9 2 30 ||Scotia | 20 ” | 9 5 48 Oceanic | 23 ” | 10 0 42 ||Algeria | 27 ” | 9 14 56 Republic | 30 ” | 8 15 49 ||Russia | 3 Sept. | 8 11 50 Adriatic | 6 Sept. | 8 10 18 ||Java | 10 ” | 9 5 38 Baltic | 13 ” | 8 12 28 ||Cuba | 17 ” | 9 18 38 Celtic | 20 ” | 10 0 40 ||Scotia | 24 ” | 9 15 28 Republic | 27 ” | 8 23 45 ||Algeria | 1 Oct. | 10 4 18 Gaelic | 4 Oct. | 10 15 58 ||Russia | 8 ” | 10 0 33 Adriatic | 11 ” | 8 9 32 ||Java | 15 ” | 9 5 49 Baltic | 18 ” | 8 19 56 ||Cuba | 22 ” | 9 10 58 Celtic | 25 ” | 8 15 58 ||Scotia | 29 ” | 9 20 58 Oceanic | 1 Nov. | 9 4 53 ||Algeria | 5 Nov. | 10 2 3 Republic | 8 ” | 9 7 48 ||Russia | 12 ” | 9 10 37 Adriatic | 15 ” | 8 22 28 ||Java | 19 ” | 9 8 58 Baltic | 22 ” | 8 18 38 ||Cuba | 26 ” | 9 5 13 Celtic | 29 ” | 8 18 41 ||Abyssinia | 4 Dec. | 10 11 35 Oceanic | 6 Dec. | 9 5 7 ||Algeria | 10 ” | 9 9 10 Republic | 14 ” | 8 17 14 ||Russia | 18 ” | 9 5 3 Adriatic | 21 ” | 8 22 18 ||Java | 24 ” | 9 8 37 Celtic | 27 ” | 8 16 28 ||Cuba | 31 ” | 9 9 10 .. .. | .. | .. .. || .. .. | .. | .. .. +------------++ +----------- 47 Sailings |420 8 43 || 53 Sailings |494 13 59 +------------++ +----------- Average | 8 22 39 || Average | 9 7 57

------------------------------------------++----------------------------------- “INMAN” LINE. || “NATIONAL” LINE. ------------------+----------+------------++------------+----------+----------- Saturday | SAILED. | MEAN TIME. || Saturday | SAILED. | MEAN TIME. Steamers. +----------+------------++ Steamers. +------------+----------- |Day. Mon. | D. H. M. || |Day. Mon. | D. H. M. | 1873. | || | 1873. | City of New York | 6 Jan. | 10 7 8 ||Greece | 2 Jan. | 10 10 8 ” Brooklyn | 11 ” | 8 19 28 ||Egypt | 8 ” | 9 4 18 ” Washington| 19 ” | 10 14 25 ||France | 17 ” | 11 9 18 ” Brussels | 25 ” | 8 20 8 ||Spain | 23 ” | 10 7 23 ” Antwerp | 1 Feb. | 10 5 42 ||Italy | 31 ” | 10 23 3 ” London | 8 ” | 9 6 47 ||Canada | 7 Feb. | 10 12 38 ” New York | 15 ” | 11 14 55 ||Greece | 13 ” | 12 14 18 ” Paris | 22 ” | 12 16 14 ||Egypt | 19 ” | 9 3 1 ” Montreal | 1 Mar. | 9 9 38 ||The Queen | 23 ” | 13 0 38 ” Brooklyn | 8 ” | 9 7 8 ||France | 28 ” | 10 11 43 ” Antwerp | 18 ” | 10 5 0 ||Spain | 5 Mar. | 9 15 58 ” New York | 27 ” | 10 13 53 || .. .. | .. | .. .. ” Paris | 29 ” | 9 2 8 ||Italy | 20 ” | 10 14 8 ” Montreal | 6 Apr | 11 12 47 ||Egypt | 29 ” | 10 4 21 ” Brooklyn | 12 ” | 10 1 3 ||Canada | 8 Apr. | 11 5 48 ” Antwerp | 19 ” | 9 23 1 ||France | 14 ” | 11 17 58 ” London | 26 ” | 9 15 28 ||Spain | 19 ” | 9 22 23 ” Paris | 3 May | 8 19 8 ||Italy | 26 ” | 10 17 3 ” Montreal | 10 ” | 9 20 33 ||Greece | 3 May | 10 15 28 ” Brooklyn | 17 ” | 9 20 23 ||Egypt | 10 ” | 9 12 38 ” Antwerp | 24 ” | 10 1 25 ||Canada | 17 ” | 10 13 8 ” London | 31 ” | 9 12 54 ||Spain | 24 ” | 10 9 18 ” Paris | 7 June | 9 2 18 ||Italy | 31 ” | 10 20 8 ” Montreal | 14 ” | 10 7 15 ||Greece | 7 June | 10 17 8 ” Brooklyn | 21 ” | 9 14 28 ||Egypt | 14 ” | 9 19 58 ” Antwerp | 28 ” | 9 18 50 ||Canada | 21 ” | 10 19 23 ” Paris | 5 July | 9 9 39 ||Spain | 28 ” | 8 19 53 ” London | 12 ” | 9 23 22 ||France | 5 July | 11 3 45 ” Montreal | 20 ” | 10 20 1 ||Greece | 12 ” | 10 9 58 ” Chester | 26 ” | 8 9 38 ||Egypt | 19 ” | 9 18 48 ” Brooklyn | 2 Aug. | 9 18 38 ||Canada | 26 ” | 10 4 28 ” Paris | 9 ” | 8 22 50 ||Spain | 2 Aug. | 9 12 23 ” London | 16 ” | 10 11 13 ||Italy | 9 ” | 10 10 58 ” Montreal | 23 ” | 11 9 13 ||Greece | 16 ” | 11 3 13 ” Chester | 30 ” | 8 2 28 ||Egypt | 23 ” | 9 18 13 ” Brussels | 6 Sept. | 10 23 28 || .. .. | .. | .. .. ” Paris | 13 ” | 9 14 9 ||Spain | 6 Sept.| 9 4 58 ” Richmond | 20 ” | 10 2 32 ||Italy | 13 ” | 10 23 3 ” Montreal | 27 ” | 9 21 33 ||France | 20 ” | 13 20 58 ” Chester | 4 Oct. | 8 15 18 ||Egypt | 27 ” | 9 20 48 ” Brussels | 11 ” | 8 19 58 ||Greece | 4 Oct. | 11 6 38 ” Paris | 18 ” | 9 14 53 ||Spain | 11 ” | 9 7 58 ” Richmond | 25 ” |*20 2 45 ||Italy | 18 ” | 10 19 13 ” Montreal | 1 Nov. | 12 20 5 ||France | 28 ” | 12 3 8 ” Chester | 8 ” | 9 3 28 ||Egypt | 1 Nov. | 10 10 18 ” Brussels | 15 ” | 9 5 42 ||Greece | 8 ” | 11 6 13 ” Paris | 22 ” | 8 20 23 ||Spain | 15 ” | 10 9 26 ” Brooklyn | 29 ” | 9 5 9 ||Italy | 22 ” | 10 4 5 ” London | 6 Dec. | 10 3 21 || .. .. | .. | .. .. ” Brussels | 13 ” | 8 9 10 ||Canada | 3 Dec. | 11 22 58 ” Montreal | 20 ” | 10 8 37 ||Egypt | 10 ” | 9 21 43 ” Chester | 27 ” | 8 1 35 ||Greece | 18 ” | 10 21 8 .. .. .. | .. | .. .. || .. .. | .. | .. .. .. .. .. | .. | .. .. ||Italy | 28 ” | 10 15 39 +------------++ +----------- 52 Sailings |520 7 15 || 50 Sailings |529 17 9 +------------++ +----------- Average | 10 0 3 || Average | 10 14 16

---------------------------------------++----------------------------------- “GUION” LINE. || “HAMBURG” LINE. ---------------+----------+------------++------------+----------+----------- Wednesday | SAILED | MEAN TIME. || Thursday | SAILED. | MEAN TIME. Steamers. +----------+------------++ Steamers. +----------+----------- |Day. Mon. | D. H. M. || |Day. Mon. | D. H. M. | 1873. | || | 1873. | Wisconsin | 2 Jan. | 10 5 38 ||Hammonia | 9 Jan. | 10 12 51 .. .. | .. | .. .. ||Cimbria | 16 ” | 9 20 21 Nevada | 8 ” | 10 5 8 ||Silesia | 23 ” | 11 2 1 Wyoming | 15 ” | 10 5 8 ||Frisia | 30 ” | 9 20 51 Idaho | 22 ” | 11 16 23 ||Westphalia | 6 Feb. | 10 14 1 Minnesota | 29 ” | 11 5 28 ||Thuringia | 13 ” | 10 6 51 Manhattan | 7 Feb. | 12 21 38 ||Hammonia | 20 ” | 10 6 46 Wisconsin | 13 ” | 10 2 34 ||Cimbria | 28 ” | 10 1 6 Nevada | 19 ” | 10 16 28 ||Silesia | 6 Mar. | 10 6 51 Wyoming | 26 ” | 10 16 13 ||Frisia | 13 ” | 9 21 36 Idaho | 5 Mar. | 11 16 53 ||Westphalia | 21 ” | 9 16 26 Minnesota | 12 ” | 11 11 53 ||Thuringia | 27 ” | 9 14 21 Manhattan | 19 ” | 11 14 53 ||Hammonia | 3 Apr. | 11 15 21 Wisconsin | 26 ” | 9 0 58 || .. .. | .. | .. .. Nevada | 2 Apr. | 10 20 18 ||Silesia | 18 ” | 9 19 21 Wyoming | 10 ” | 10 20 53 ||Frisia | 24 ” | 9 20 21 Idaho | 16 ” | 12 14 8 ||Westphalia | 1 May | 9 17 56 Minnesota | 23 ” | 11 5 38 ||Thuringia | 8 ” | 10 4 21 Manhattan | 30 ” | 11 11 8 ||Hammonia | 15 ” | 10 5 1 Wisconsin | 7 May | 10 8 53 ||Holsatia | 22 ” | 9 13 41 Nevada | 14 ” | 9 18 23 ||Silesia | 29 ” | 9 21 21 Wyoming | 21 ” | 10 22 8 ||Frisia | 5 June | 10 5 1 Idaho | 28 ” | 10 0 58 ||Westphalia | 12 ” | 10 19 31 Minnesota | 4 June | 11 11 48 ||Thuringia | 19 ” | 10 0 51 Manhattan | 11 ” | 11 3 28 ||Cimbria | 26 ” | 10 8 21 Wisconsin | 18 ” | 9 8 48 ||Hammonia | 3 July | 9 21 41 Nevada | 25 ” | 10 0 8 ||Holsatia | 10 ” | 9 12 21 Wyoming | 2 July | 9 1 38 ||Silesia | 13 ” | 10 5 51 Idaho | 9 ” | 10 6 8 ||Frisia | 24 ” | 9 17 51 Minnesota | 16 ” | 11 10 23 ||Westphalia | 31 ” | 9 14 31 Wisconsin | 23 ” | 10 15 38 ||Thuringia | 7 Aug. | 9 12 51 Nevada | 30 ” | 9 22 13 ||Cimbria | 14 ” | 10 5 6 Manhattan | 6 Aug. | 11 1 28 ||Hammonia | 21 ” | 12 5 51 Wyoming | 13 ” | 10 18 8 ||Holsatia | 28 ” | 9 10 51 Idaho | 20 ” | 10 13 30 ||Silesia | 4 Sept. | 9 23 51 Minnesota | 27 ” | 11 15 38 ||Frisia | 11 ” | 10 0 31 Wisconsin | 3 Sept. | 9 15 23 ||Westphalia | 18 ” | 10 9 31 Nevada | 10 ” | 10 7 23 ||Thuringia | 25 ” | 9 21 36 Manhattan | 17 ” | 12 6 58 ||Cimbria | 2 Oct. | 10 3 41 Wyoming | 28 ” | 10 22 38 ||Holsatia | 9 ” | 10 3 51 Idaho | 1 Oct. | 10 14 18 ||Silesia | 16 ” | 10 5 59 Minnesota | 8 ” | 12 9 33 ||Frisia | 23 ” | 9 17 1 Wisconsin | 15 ” | 10 1 38 ||Westphalia | 30 ” | 10 7 31 Nevada | 22 ” | 10 9 38 ||Thuringia | 6 Nov. | 10 13 21 Manhattan | 29 ” |*15 8 53 ||Cimbria | 13 ” | 10 13 51 Wyoming | 5 Nov. | 10 23 8 ||Holsatia | 20 ” | 9 6 11 Idaho | 12 ” | 10 11 8 ||Silesia | 27 ” | 9 17 51 Minnesota | 19 ” | 10 6 38 ||Frisia | 4 Dec. | 10 10 21 Wisconsin | 26 ” | 9 18 58 ||Westphalia | 11 ” | 9 20 1 Nevada | 4 Dec. | 10 10 28 ||Thuringia | 18 ” | 9 14 21 Manhattan | 14 ” | 12 21 13 ||Pomerania | 25 ” | 9 10 1 Wyoming | 18 ” | 9 17 58 || .. .. | .. | .. .. Idaho | 24 ” | 10 10 38 || .. .. | .. | .. .. Minnesota | 31 ” | 10 12 53 || .. .. | .. | .. .. +------------++ +----------- 53 Sailings |574 20 2 || 50 Sailings |505 10 33 +------------++ +----------- Average | 10 20 18 || Average | 10 2 37

------------------------------------ “BREMEN” LINE. -----------+-----------+------------ Saturday | | Steamers. | SAILED. | MEAN TIME. -----------+-----------+------------ | Day. Mon. | D. H. M. | 1873. | Bremen | 4 Jan. | 10 8 40 | | Rhein | 11 ” | 9 8 30 Main | 19 ” | 10 7 40 Hausa | 25 ” | 10 4 10 Mosel | 1 Feb. | 10 21 55 Weser | 8 ” | 9 19 20 America | 15 ” | 12 0 40 Bremen | 22 ” | 10 15 30 Donau | 1 Mar. | 9 17 5 Main | 8 ” | 10 23 10 Deutschland| 15 ” | 10 10 30 Mosel | 22 ” | 9 21 50 Rhein | 29 ” | 9 21 50 Weser | 5 Apr. | 10 18 50 Donau. | 12 ” | 10 10 20 Main | 19 ” | 9 18 10 Deutschland| 26 ” | 10 2 40 Mosel | 3 May | 9 23 45 Rhein | 10 ” | 9 18 50 Weser | 17 ” | 9 22 10 Donau | 24 ” | 10 0 25 Main | 31 ” | 9 13 40 Deutschland| 7 June | 10 2 35 Hermann | 14 ” | 10 10 40 Mosel | 21 ” | 9 19 0 Rhein | 28 ” | 9 8 10 Donau | 5 July | 9 9 10 Main | 12 ” | 9 17 55 Deutschland| 19 ” | 10 10 40 Hermann | 26 ” | 10 18 0 Mosel | 2 Aug. | 10 5 10 Rhein | 9 ” | 9 13 55 Weser | 16 ” | 10 10 20 Main | 23 ” | 9 19 55 Deutschland| 30 ” | 10 9 40 Hermann | 6 Sept. | 10 7 25 Mosel | 13 ” | 10 15 35 Rhein | 20 ” | 11 13 30 Weser | 27 ” | 10 1 0 Main | 4 Oct. | 9 17 25 Deutschland| 11 ” | 10 16 55 Donau | 18 ” | 10 7 20 Mosel | 25 ” | 11 1 10 Hermann | 1 Nov. | 11 7 40 Rhein | 8 ” | 10 8 20 Weser | 15 ” | 10 5 10 Hansa | 22 ” | 11 1 0 Main | 29 ” | 9 20 20 Deutschland| 6 Dec. | 10 15 40 Donau | 13 ” | 9 13 10 Mosel | 20 ” | 10 11 25 Hermann | 28 ” | 10 7 50 | +------------ 52 Sailings | 533 11 45 +------------ Average | 10 6 14 -----------------------+------------

LINE. +------------+--------+-------+----------+-------+---------+-------- | White Star | Cunard | Inman | National | Guion | Hamburg | Bremen | Line | Line | Line | Line | Line | Line | Line ---------------+------------+--------+-------+----------+-------+---------+-------- Over 7½ and | 1 | | | | | | under 8 days.| | | | | | | ---------------+------------+--------+-------+----------+-------+---------+-------- Over 8 and | 8 | 2 | 4 | | | | under 8½ days. | | | | | | | ---------------+------------+--------+-------+----------+-------+---------+-------- Over 8½ and | 20 | 13 | 7 | | | | under 9 days. | | | | | | | ---------------+------------+--------+-------+----------+-------+---------+-------- Over 9 and | 13 | 24 | 9 | 4 | 3 | 2 | 3 under 9½ days. | | | | | | | ---------------+------------+--------+-------+----------+-------+---------+-------- Over 9½ and | 1 | 6 | 12 | 9 | 5 | 22 | 16 under 10 days.| | | | | | | ---------------+------------+--------+-------+----------+-------+---------+-------- Over 10 and | 2 | 6 | 10 | 11 | 15 | 18 | 20 under 10½ days.| | | | | | | ---------------+------------+--------+-------+----------+-------+---------+-------- Over 10½ and | 2 | 1 | 4 | 13 | 12 | 5 | 8 under 11 days.| | | | | | | ---------------+------------+--------+-------+----------+-------+---------+-------- Over 11 and | | 1 | 1 | 6 | 8 | 1 | 3 under 11½ days.| | | | | | | ---------------+------------+--------+-------+----------+-------+---------+-------- Over 11½ and | | | 2 | 2 | 4 | 1 | 1 under 12 days.| | | | | | | ---------------+------------+--------+-------+----------+-------+---------+-------- Over 12 and | | | 2 | 2 | 5 | 1 | 1 under 13 days.| | | | | | | ---------------+------------+--------+-------+----------+-------+---------+-------- Over 13 and | | | | 2 | | | under 14 days.| | | | | | | ---------------+------------+--------+-------+----------+-------+---------+-------- Over 14 and | | | | | | | under 15 days.| | | | | | | ---------------+------------+--------+-------+----------+-------+---------+-------- Over 15 and | | | | | 1 | | under 16 days.| | | | | | | ---------------+------------+--------+-------+----------+-------+---------+-------- Over 16 and | | | | | | | under 17 days.| | | | | | | ---------------+------------+--------+-------+----------+-------+---------+-------- Over 17 and | | | | | | | under 18 days.| | | | | | | ---------------+------------+--------+-------+----------+-------+---------+-------- Over 18 and | | | | | | | under 19 days.| | | | | | | ---------------+------------+--------+-------+----------+-------+---------+-------- Over 19 and | | | | | | | under 20 days.| | | | | | | ---------------+------------+--------+-------+----------+-------+---------+-------- Over 20 and | | | 1 | | | | under 21 days.| | | | | | | ---------------+------------+--------+-------+----------+-------+---------+-------- Over 21 and | | | | | | | under 22 days.| | | | | | | ---------------+------------+--------+-------+----------+-------+---------+-------- Over 22 and | | | | | | | under 23 days.| | | | | | | ===============+============+========+=======+==========+=======+=========+======== NO. OF VOYAGES.| 47 | 53 | 52 | 50 | 53 | 50 | 52 ===============+============+========+=======+==========+=======+=========+======== DURATION. ---------------+------------+--------+--------+---------+-------+---------+-------- D. 420 | 494 | 520 | 529 | 574 | 505 | 533 H. 8 | 13 | 7 | 17 | 20 | 10 | 11 M. 43 | 59 | 15 | 9 | 12 | 33 | 45 ============================+========+========+=========+=======+=========+======== AVERAGE. ----------------------------+--------+--------+---------+-------+---------+--------+ D. 8 | 9 | 10 | 10 | 10 | 10 | 10 | H. 22 | 7 | 0 | 14 | 20 | 2 | 6 | M. 39 | 59 | 3 | 16 | 18 | 37 | 14 | ----------------------------+--------+--------+---------+-------+---------+--------+

TABLE IV.—HOMEWARDS, 1874.—Statement of Passages made to the Eastward during 1874 by Steamers of the White Star, Cunard, Inman, National, and Guion Lines to Queenstown (2777 Miles), and of Bremen (N. German Lloyd’s) Line to Southampton (2995 Miles), and of Hamburg-American Line to Plymouth, all from Sandy Hook (N.Y.). (See footnote, page 286.)

---------------------------------++----------------------------------- “WHITE STAR” LINE. || “CUNARD” LINE. ----------+-----------+----------++-----------+-----------+---------- Saturday | SAILED. |MEAN TIME.|| Wednesday | SAILED. |MEAN TIME. Steamers. +-----------+----------++ Steamers. +-----------+---------- | Day. Mon. | D. H. M. || | Day. Mon. | D. H. M. | 1874. | || | 1874. | Baltic | 4 Jan. | 8 12 13 ||Calabria | 8 Jan. | 9 6 28 Oceanic | 10 ” | 9 12 48 ||Algeria | 14 ” | 9 6 0 Republic | 17 ” | 9 11 16 ||Russia | 21 ” | 8 22 2 Adriatic | 24 ” | 8 6 18 ||Java | 28 ” | 9 6 45 .. | .. | .. .. ||Abyssinia | 4 Feb. | 8 17 53 Baltic | 7 Feb. | 8 1 48 ||Calabria | 11 ” | 8 23 30 Oceanic | 14 ” | 9 12 38 ||Algeria | 18 ” | 9 15 31 Republic | 22 ” | 9 12 8 ||Russia | 26 ” | 10 2 5 Celtic | 28 ” | 9 4 33 ||Cuba | 4 Mar. | 10 1 53 Adriatic | 7 Mar. | 8 13 23 ||Abyssinia | 11 ” | 8 19 56 Baltic | 14 ” | 8 15 8 ||Calabria | 20 ” | 9 1 31 Oceanic | 21 ” | 9 7 4 ||Algeria | 25 ” | 9 10 11 Republic | 28 ” | 8 22 12 ||Java | 1 Apr. | 8 16 48 Celtic | 5 Apr. | 9 2 58 ||Cuba | 8 ” | 9 3 38 Adriatic | 11 ” | 8 6 28 ||Abyssinia | 15 ” | 9 11 28 Baltic | 19 ” | 9 9 48 ||Russia | 22 ” | 9 5 14 Oceanic | 26 ” | 9 6 18 ||Calabria | 29 ” | 9 4 25 Republic | 2 May | 9 6 58 ||Scotia | 6 May | 8 19 3 Celtic | 9 ” | 8 15 50 ||Cuba | 13 ” | 9 14 38 Adriatic | 16 ” | 8 4 56 ||Abyssinia | 20 ” | 9 9 13 Baltic | 23 ” | 8 4 17 ||Russia | 27 ” | 8 21 38 Oceanic | 31 ” | 9 12 13 ||Calabria | 4 June | 9 9 58 Republic | 6 June | 8 13 30 ||Scotia | 10 ” | 8 22 23 Celtic | 13 ” | 8 15 11 ||Cuba | 17 ” | 9 10 24 Adriatic | 20 ” | 8 10 6 ||Abyssinia | 24 ” | 9 1 45 .. | .. | .. .. ||Russia | 1 July | 9 0 51 Oceanic | 4 July | 9 12 14 ||Calabria | 8 ” | 9 3 48 Britannic | 11 ” | 8 18 21 ||Scotia | 15 ” | 8 19 18 Celtic | 18 ” | 8 4 46 ||Cuba | 22 ” | 9 6 34 Adriatic | 25 ” | 8 6 33 ||Abyssinia | 29 ” | 9 2 0 Republic | 1 Aug. | 8 12 57 ||Russia | 5 Aug. | 8 23 6 Baltic | 8 ” | 8 4 23 ||Calabria | 12 ” | 9 15 2 Britannic | 15 ” | 9 2 19 ||Scotia | 19 ” | 8 15 58 Celtic | 22 ” | 8 14 28 ||Bothnia | 26 ” | 9 7 47 Oceanic | 29 ” | 9 5 53 ||Abyssinia | 2 Sept. | 8 23 43 Republic | 5 Sept. | 8 22 38 ||Russia | 9 ” | 8 15 19 Baltic | 12 ” | 8 8 18 ||Cuba | 16 ” | 10 2 31 Britannic | 19 ” | 8 17 28 ||Scotia | 23 ” | 10 15 13 Celtic | 26 ” | 8 17 58 ||Algeria | 30 ” | 8 23 58 Oceanic | 3 Oct. | 9 8 43 ||Abyssinia | 7 Oct. | 9 11 43 Republic | 10 ” | 9 2 56 ||Russia | 14 ” | 8 15 56 Baltic | 17 ” | 8 6 38 ||Bothnia | 21 ” | 9 3 3 Adriatic | 28 ” | 7 23 12 ||Cuba | 28 ” | 9 7 6 Celtic | 31 ” | 8 15 42 ||Algeria | 4 Nov. | 10 3 33 Oceanic | 7 Nov. | 9 2 46 ||Abyssinia | 11 ” | 9 4 43 Republic | 14 ” | 8 22 23 ||Russia | 18 ” | 8 19 8 Baltic | 21 ” | 8 10 21 ||Java | 25 ” | 9 4 52 Gaelic | 29 ” | 10 3 11 ||Parthia | 2 Dec. | 10 10 3 Celtic | 5 Dec. | 8 12 43 ||Algeria | 9 ” | 9 12 18 Oceanic | 12 ” | 9 8 53 ||Abyssinia | 16 ” | 9 1 23 Republic | 19 ” | 8 23 48 ||Russia | 23 ” | 8 17 55 Belgic | 25 ” | 10 1 33 ||Java | 30 ” | 9 3 23 | | || | | | +----------++ | +---------- 50 Sailings |443 3 7 || 52 Sailings |480 22 34 +----------++ +---------- Average | 8 20 42 || Average | 9 5 46

--------------------------------------++-------------------------------- “INMAN” LINE. || “NATIONAL” LINE. ----------------+---------+-----------++-----------+---------+---------- Saturday | Sailed. | Mean Time.|| Saturday | SAILED. |MEAN TIME. Steamers. | | || Steamers. | | +---------+-----------++ +---------+---------- |Day. Mon.| D. H. M. || |Day. Mon.| D. H. M. | 1874. | || | 1874. | City of New York| 4 Jan. | 10 5 31 || Spain | 4 Jan. | 9 17 38 ” Antwerp | 10 ” | 10 8 49 || Canada | 13 ” | 11 2 48 ” Brooklyn | 17 ” | 10 9 56 || Egypt | 17 ” | 10 1 8 ” Brussels | 24 ” | 8 16 33 || Greece | 24 ” | 10 22 8 ” Montreal | 31 ” | 12 0 26 || Italy | 31 ” | 12 8 8 ” Chester | 7 Feb. | 8 5 58 || Spain | 7 Feb. | 9 9 41 ” New York | 14 ” | 10 3 58 || Canada | 17 ” | 12 0 38 ” Brooklyn | 22 ” | 9 14 36 || Egypt | 21 ” | 9 8 38 ” Brussels | 28 ” | 9 17 0 || Greece | 6 Mar. | 11 7 28 ” Montreal | 12 Mar. | 11 8 28 || Italy | 11 ” | 11 2 8 ” Baltimore| 14 ” | 9 21 31 || Spain | 15 ” | 10 8 8 ” Richmond | 21 ” | 8 12 17 || Canada | 26 ” | 12 3 58 ” Brooklyn | 28 ” | 9 9 53 || Egypt | 28 ” | 9 22 53 ” Brussels | 5 Apr. | 9 6 10 || .. .. | .. | .. .. ” Paris | 11 ” | 9 2 8 || Greece | 18 Apr. | 11 20 18 ” Montreal | 23 ” | 10 20 43 || Italy | 23 ” | 11 17 53 ” Richmond | 26 ” | 8 2 38 || Spain | 26 ” | 9 21 38 ” Brooklyn | 2 May | 9 15 43 || Egypt | 2 May | 9 11 38 ” Brussels | 9 ” | 9 3 38 || The Queen | 9 ” | 10 4 28 ” Chester | 16 ” | 8 11 28 || Canada | 16 ” | 10 14 58 ” Richmond | 23 ” | 8 9 43 || .. .. | .. | .. .. ” Paris | 31 ” | 9 0 13 || Spain | 31 ” | 10 9 13 ” Brooklyn | 6 June | 9 13 4 || Greece | 7 June | 10 15 38 ” Brussels | 13 ” | 9 4 41 || Egypt | 13 ” | 9 22 38 ” Chester | 20 ” | 8 1 58 || The Queen | 20 ” | 9 22 53 ” Richmond | 27 ” | 8 18 23 || Italy | 27 ” | 11 2 23 ” Paris | 4 July | 9 4 38 || Spain | 4 July | 10 7 13 ” Montreal | 11 ” | 9 15 58 || Canada | 11 ” | 11 0 48 ” Brooklyn | 18 ” | 9 19 5 || Greece | 19 ” | 11 7 38 ” Chester | 25 ” | 8 4 33 || Egypt | 25 ” | 9 10 18 ” Richmond | 3 Aug. | 8 7 23 || The Queen | 1 Aug. | 9 23 2 ” Paris | 8 ” | 9 6 8 || Italy | 8 ” | 10 23 58 ” Montreal | 15 ” | 9 15 13 || Spain | 15 ” | 10 3 13 ” Brussels | 22 ” | 8 21 20 || Canada | 22 ” | 11 3 38 ” Chester | 29 ” | 8 5 38 || Egypt | 29 ” | 9 17 43 ” Richmond | 5 Sept.| 8 22 38 || The Queen | 5 Sept.| 10 2 28 ” Paris | 12 ” | 9 12 8 || England | 12 ” | 11 12 13 ” Montreal | 19 ” | 10 4 33 || Spain | 19 ” | 10 8 23 ” Brussels | 26 ” | 8 23 1 || Erin | 26 ” | 10 16 8 ” Chester | 3 Oct. | 8 8 38 || Egypt | 3 Oct. | 9 12 38 ” Richmond | 10 ” | 8 3 1 || The Queen | 10 ” | 10 4 53 ” Paris | 17 ” | 9 10 5 || Denmark | 21 ” | 12 2 58 ” Montreal | 24 ” | 10 14 43 || England | 27 ” | 10 13 26 ” Antwerp | 31 ” | 10 5 22 || Spain | 31 ” | 9 17 8 ” Brooklyn | 7 Nov. | 9 1 21 || Erin | 11 Nov. | 10 21 8 ” New York | 14 ” | 10 11 31 || Egypt | 14 ” | 9 21 28 ” London | 22 ” | 11 11 13 || Italy | 21 ” | 11 19 43 ” Montreal | 3 Dec. | 9 21 25 || The Queen | 29 ” | 9 23 5 ” Antwerp | 8 ” | 9 23 48 || England | 10 Dec. | 10 20 43 ” Brooklyn | 12 ” | 9 6 28 || Spain | 12 ” | 10 10 8 ” New York | 22 ” | 10 3 14 || Helvetia | 19 ” | 11 1 3 .. .. | .. | .. .. || Erin | 26 ” | 10 19 13 .. .. | .. | .. .. || .. .. | .. | .. .. +-----------++ +---------- 51 Sailings | 482 0 31 || 50 Sailings | 530 3 17 +-----------++ +---------- Average | 9 10 50 || Average | 10 14 28

---------------------------------------++------------------------------------ “GUION” LINE. || “BREMEN” LINE. ---------------+----------+------------++-------------+----------+----------- Tuesday | SAILED. | MEAN TIME. || Thursday | SAILED. | MEAN TIME. Steamers. +----------+------------++ Steamers. +----------+----------- |Day. Mon. | D. H. M. || |Day. Mon. | D. H. M. | 1874. | || | 1874. | Wisconsin | 6 Jan. | 9 13 48 ||Rhein | 4 Jan. | 9 12 20 Nevada | 13 ” | 9 19 23 ||Weser | 10 ” | 9 17 55 Wyoming | 20 ” | 9 21 8 ||New York | 17 ” | 12 5 25 Idaho | 27 ” | 10 19 43 ||Main | 24 ” | 9 18 0 Manhattan | 4 Feb. | 10 11 13 ||Donau | 31 ” | 12 11 5 Minnesota | 10 ” | 10 2 18 ||Mosel | 7 Feb. | 9 18 40 Wisconsin | 17 ” |*21 4 3 ||Hermann | 14 ” | 10 13 0 Nevada | 24 ” | 11 1 38 ||Hansa | 21 ” | 11 6 50 .. .. | .. | .. .. ||Weser | 18 ” | 10 20 25 Idaho | 10 Mar. | 9 23 38 ||Rhein | 7 Mar. | 10 7 40 Manhattan | 18 ” | 11 9 28 ||Main | 14 ” | 9 22 55 Minnesota | 24 ” | 10 8 53 ||Donau | 21 ” | 9 22 25 Wyoming | 31 ” | 9 11 8 ||Mosel | 28 ” | 10 5 0 Nevada | 8 Apr. | 10 20 38 ||Hermann | 4 Apr. | 10 13 35 .. .. | .. | .. .. ||Weser | 11 ” | 10 5 40 Idaho | 21 ” | 11 2 38 ||Rhein | 18 ” | 10 10 40 Wisconsin | 28 ” | 9 14 38 ||Main | 26 ” | 9 20 40 Minnesota | 6 May | 10 22 38 ||Donau | 2 May | 9 18 35 Wyoming | 12 ” | 10 15 58 ||Neckar | 9 ” | 10 3 10 .. .. | .. | .. .. ||Mosel | 16 ” | 9 19 40 Nevada | 26 ” | 10 8 38 ||Weser | 23 ” | 9 21 10 Idaho | 2 June | 10 6 38 ||Rhein | 30 ” | 10 0 55 Wisconsin | 9 ” | 10 12 8 ||Main | 7 June | 10 19 40 Minnesota | 16 ” | 11 4 8 ||Oder | 13 ” | 10 0 0 Wyoming | 23 ” | 9 20 28 ||Neckar | 20 ” | 10 4 10 Nevada | 30 ” | 11 13 38 ||Mosel | 27 ” | 9 8 50 .. .. | .. | .. .. ||America | 4 July | 11 23 45 Idaho | 14 July | 10 16 8 ||Rhein | 11 ” | 10 1 45 Wisconsin | 22 ” | 11 4 8 ||Main | 18 ” | 10 5 0 Minnesota | 28 ” | 10 14 38 ||Oder | 25 ” | 10 8 5 Wyoming | 4 Aug. | 9 21 18 ||Neckar | 1 Aug. | 10 7 40 .. .. | .. | .. .. ||Mosel | 8 ” | 9 20 55 Nevada | 18 ” | 10 3 38 ||America | 15 ” | 10 20 55 Idaho | 25 ” | 10 21 13 ||Deutschland | 22 ” | 10 5 10 Wisconsin | 1 Sept. | 9 12 38 ||Weser | 29 ” | 10 5 50 Minnesota | 8 ” | 10 13 38 ||Main | 5 Sept. | 9 21 10 .. .. | .. | .. .. ||Neckar | 12 ” | 10 2 50 Wyoming | 22 ” | 9 23 38 ||Donau | 19 ” | 9 17 30 Nevada | 30 ” | 9 16 8 ||Hohenstauffen| 26 ” | 11 3 35 Idaho | 6 Oct. | 10 19 38 ||America | 3 Oct. | 10 23 20 Wisconsin | 13 ” | 9 18 38 ||Hermann | 10 ” | 11 0 0 Minnesota | 20 ” | 11 3 38 ||Rhein | 17 ” | 9 23 40 .. .. | .. | .. .. ||Main | 24 ” | 10 8 0 Wyoming | 3 Nov. | 10 2 28 ||Oder | 31 ” | 9 12 10 Nevada | 12 ” | 10 16 23 ||Necker | 7 Nov. | 9 17 50 .. .. | .. | .. .. ||Donau | 14 ” | 9 18 30 Wisconsin | 25 ” | 9 20 38 ||Hohenstauffen| 21 ” | 11 20 45 .. .. | .. | .. .. ||America | 29 ” | 11 1 10 Minnesota | 10 Dec. | 10 15 33 ||Hermann | 5 Dec. | 10 5 40 .. .. | .. | .. .. ||Deutschland | 12 ” | 9 22 20 Wyoming | 22 ” | 9 15 58 ||Hansa | 19 ” | 12 0 25 .. .. | .. | .. .. ||Oder | 26 ” | 9 15 30 .. .. | .. | .. .. || .. .. | .. | .. .. +------------++ +----------- 41 Sailings |457 13 28 || 52 Sailings |539 10 35 +------------++ +----------- Average | 10 16 8 || Average | 10 8 58

------------------------------------------++ “HAMBURG” LINE. || ------------------+----------+------------++ Saturday | SAILED. | MEAN TIME. || Steamers. +----------+------------++ |Day. Mon. | D. H. M. || | 1874. | || Holsatia | 1 Jan. | 9 14 51 || Cimbria | 8 ” | 10 9 1 || Hammonia | 15 ” | 9 20 56 || Silesia | 22 ” | 9 17 21 || Frisia | 29 ” | 9 7 6 || Westphalia | 5 Feb. | 9 8 51 || Thuringia | 12 ” | 9 10 11 || Pomerania | 19 ” | 9 20 21 || Holsatia | 26 ” | 9 21 21 || Hammonia | 5 Mar. | 10 16 51 || .. .. | .. .. | .. .. || Frisia | 20 ” | 9 15 21 || Thuringia | 26 ” | 9 19 21 || Westphalia | 2 Apr. | 9 16 46 || Silesia | 11 ” | 10 0 0 || Holsatia | 16 ” | 9 19 3 || Hammonia | 23 ” | 10 17 51 || Frisia | 30 ” | 9 18 51 || Thuringia | 7 May | 10 0 17 || Westphalia | 14 ” | 10 4 6 || Pomerania | 21 ” | 9 18 51 || Holsatia | 28 ” | 9 9 31 || Silesia | 4 June | 10 1 51 || Frisia | 11 ” | 9 16 51 || Thuringia | 18 ” | 9 15 54 || Westphalia | 25 ” | 10 8 36 || Pomerania | 2 July | 10 0 21 || Holsatia | 9 ” | 9 12 11 || Silesia | 16 ” | 10 3 6 || Hammonia | 23 ” | 10 3 11 || Frisia | 30 ” | 9 17 6 || Thuringia | 6 Aug. | 9 17 51 || Westphalia | 13 ” | 13 0 0 || Pomerania | 20 ” | 10 0 51 || Holsatia | 27 ” | 10 0 56 || Cimbria | 3 Sept. | 10 17 21 || Hammonia | 10 ” | 9 22 16 || Frisia | 17 ” | 10 11 21 || Thuringia | 24 ” | 9 23 51 || Pomerania | 1 Oct. | 9 12 50 || Silesia | 8 ” | 9 15 31 || Holsatia | 15 ” | 9 12 6 || Cimbria | 22 ” | 10 0 0 || Frisia | 29 ” | 10 0 0 || Thuringia | 5 Nov. | 10 13 41 || Suevia | 12 ” | 11 3 36 || Westphalia | 19 ” | 9 18 24 || Pomerania | 26 ” | 10 12 21 || Silesia | 3 Dec. | 9 15 36 || Holsatia | 10 ” | 9 10 58 || Cimbria | 17 ” | 9 21 21 || Frisia | 24 ” | 9 15 6 || Westphalia | 31 ” | 10 22 36 || | +------------++ 52 Sailings |521 3 8 || +------------++ Average | 10 0 31 || -----------------------------+------------++

---------------------+------+------+------+--------+-----+------+------- | White|Cunard| Inman|National|Guion|Bremen|Hamburg LINE. | Star | | | | | | =====================+======+======+======+========+=====+======+======= Over 7½ and | 1 | .. | .. | .. | .. | .. | .. under 8 days. | | | | | | | ---------------------+------+------+------+--------+-----+------+------- Over 8 and | 12 | .. | 10 | .. | .. | .. | .. under 8½ days. | | | | | | | ---------------------+------+------+------+--------+-----+------+------- Over 8½ and | 17 | 17 | 6 | .. | .. | .. | .. under 9 days. | | | | | | | ---------------------+------+------+------+--------+-----+------+------- Over 9 and | 13 | 25 | 11 | 4 | 1 | 1 | 5 under 9½ days. | | | | | | | ---------------------+------+------+------+--------+-----+------+------- Over 9½ days and | 5 | 4 | 11 | 11 | 13 | 19 | 25 under 10 days. | | | | | | | ---------------------+------+------+------+--------+-----+------+------- Over 10 and | 2 | 5 | 8 | 10 | 7 | 17 | 14 under 10½ days. | | | | | | | ---------------------+------+------+------+--------+-----+------+------- Over 10½ and | .. | 1 | 2 | 9 | 12 | 6 | 6 under 11 days. | | | | | | | ---------------------+------+------+------+--------+-----+------+------- Over 11 and | .. | .. | 2 | 8 | 6 | 4 | 1 under 11½ days. | | | | | | | ---------------------+------+------+------+--------+-----+------+------- Over 11½ and | .. | .. | 1 | 4 | 1 | 2 | .. under 12 days. | | | | | | | ---------------------+------+------+------+--------+-----+------+------- Over 12 and | .. | .. | .. | 4 | .. | 3 | .. under 13 days. | | | | | | | ---------------------+------+------+------+--------+-----+------+------- Over 13 and | .. | .. | .. | .. | .. | .. | 1 under 14 days. | | | | | | | ---------------------+------+------+------+--------+-----+------+------- Over 14 and | .. | .. | .. | .. | .. | .. | .. under 15 days. | | | | | | | ---------------------+------+------+------+--------+-----+------+------- Over 15 and | .. | .. | .. | .. | .. | .. | .. under 16 days. | | | | | | | ---------------------+------+------+------+--------+-----+------+------- Over 16 and | .. | .. | .. | .. | .. | .. | .. under 17 days. | | | | | | | ---------------------+------+------+------+--------+-----+------+------- Over 17 and | .. | .. | .. | .. | .. | .. | .. under 18 days. | | | | | | | ---------------------+------+------+------+--------+-----+------+------- Over 18 and | .. | .. | .. | .. | .. | .. | .. under 19 days. | | | | | | | ---------------------+------+------+------+--------+-----+------+------- Over 19 and | .. | .. | .. | .. | .. | .. | .. under 20 days. | | | | | | | ---------------------+------+------+------+--------+-----+------+------- Over 20 and | .. | .. | .. | .. | .. | .. | .. under 21 days. | | | | | | | ---------------------+------+------+------+--------+-----+------+------- Over 21 and | .. | .. | .. | .. | 1 | .. | .. under 22 days. | | | | | | | =====================+======+======+======+========+=====+======+======= NO. OF SAILINGS | 50 | 52 | 51 | 50 | 41 | 52 | 52 IN 1874. | | | | | | | =====================+======+======+======+========+=====+======+======= DURATION. D. | 443 | 480 | 482 | 530 | 437 | 539 | 521 H. | 3 | 22 | 0 | 3 | 13 | 10 | 3 M. | 7 | 34 | 31 | 17 | 28 | 35 | 8 =====================+======+======+======+========+=====+======+======= AVERAGE. D. | 8 | 9 | 9 | 10 | 10 | 10 | 10 H. | 20 | 5 | 10 | 14 | 16 | 8 | 0 M. | 42 | 46 | 50 | 28 | 8 | 58 | 31 ---------------------+------+------+------+--------+-----+------+-------

APPENDIX No. 18. VOL. iv., p. 287

Particulars of the “Anchor” Line of Steamers.

-----------------+---------------+--------------------------------+------- | Tonnage. | Dimensions. | Horse Screw Steamships.+---------------+--------+--------+--------------+ Power. | Gross.| Nett. |Length. |Breadth.| Depth. | -----------------+-------+-------+--------+--------+--------------+------- Acadia | 1,081 | 697 | 264·8 | 26·4 | 20·2 | 200 Alexandria | 1,629 | 1,055 | 300·5 | 33·2·5 | 22·6 | 424 Alsatia | 2,820 | 2,024 | 355· | 36· | 22⨉29 | 800 Anchoria | 4,206 | 2,880 | 408· | 40· | 26⨉34 | 1,120 Anglia | 2,253 | 1,412 | 325·3 | 35· | 22·5 | 400 Assyria | 1,623 | 1,052 | 300·5 | 33·2·5 | 22·6 | 424 Australia | 2,243 | 1,384 | 324·6 | 35·2 | 22·5 | 400 Bolivia | 4,050 | 2,625 | 400· | 40· | 25·1·5⨉33 | 1,120 Caledonia | 2,125 | 1,595 | 310·6 | 33·3 | 21·4·5 | 424 California | 3,287 | 2,096 | 361·5 | 40·5 | 24·2·5⨉31·6 | 1,047 Castalia | 2,200 | 1,660 | 306·6 | 34·6 | 21·8⨉29·2 | 424 Columbia | 1,697 | 1,367 | 283·3 | 33·6·5 | 22·2·5 | 400 Concordia | 4,206 | 2,880 | 408· | 40· | 26⨉34 | 1,120 Dorian | 1,038 | 667 | 237·5 | 30·2 | 19·9 | 100 Elysia | 2,733 | 1,753 | 351· | 35·0·5 | 22·1⨉29·7 | 678 Ethiopia | 4,004 | 2,604 | 402· | 40·2 | 24·8·5⨉33·0·5| 1,120 Europa | 2,277 | 1,737 | 338·5 | 33·7·5 | 22·1·5⨉29 | 424 India | 2,289 | 1,444 | 311·6 | 36·7 | 23·6 | 500 Italia | 2,245 | 1·451 | 306· | 34·4 | 21·9⨉29·1·1 | 424 Macedonia | 2,272 | 1·452 | 315· | 34· | 24⨉31·2 | 486 Napoli | 843 | 672 | 252·4 | 25·2·5 | 16·5·5 | 100 Nubia | 4,206 | 2,880 | 408· | 40· | 26⨉34 | 1,120 Olympia | 2,050 | 1,527 | 307·1 | 34·6 | 21·8⨉29 | 424 Scandinavian | 1,135 | 918 | 258·2 | 26·1 | 15·9⨉23·5·5 | 96 Scotia | 1,103 | 844 | 261·1 | 26·2 | 20·7 | 120 Sidonia | 1,235 | 799 | 258· | 32· | 21· | 203 Trinacria | 2,107 | 1,342 | 306· | 34·4 | 22⨉29 | 424 Tyrian | 1,038 | 667 | 237·5 | 30·2 | 19·9 | 100 Utopia | 2,731 | 1,753 | 350·2·5| 35·2 | 2·2⨉29·5 | 678 Victoria | 3,242 | 2,081 | 360· | 40·1 | 24·0·2⨉31·9·1| 1,047 Dispatch | 167 | 106 | 119· | 21·1 | 10·6 | 70 Sailing Ship} | 1,193 | .. | 187·5 | 37· | 24·2 | .. Shamrock } | | | | | | +-------+-------+ | | +------- Totals |71,328 |47,474 | | | |15,417 -----------------+-------+-------+--------+--------+--------------+-------

APPENDIX No. 19. VOL. iv., p. 312.

The following is a List of the Fleet of the Royal Mail West India Steam-Packet Company, 1st January, 1875.

Name. Reg. Ton. H.P. 1. Shannon 3,472 800 2. Boyne (screw) 3,318 500 3. Tagus (screw) 3,252 600 4. Moselle (screw) 3,252 600 5. Elbe (screw) 3,063 600 6. Neva (screw) 2,999 600 7. Nile (screw) 2,994 600 8. Tasmanian (screw) 2,956 600 9. Douro (screw) 2,824 500 10. Mondego (screw) 2,564 450 11. Minho (screw) 2,540 450 12. Tyne (paddle) 1,916 400 13. Dee 1,857 220 14. Essequibo (screw) 1,817 170 15. Severn (screw) 1,736 220 16. Larne (screw) 1,664 180 17. Tiber (screw) 1,591 350 18. Eider (paddle) 1,564 300 19. Ebro (screw) 1,509 350 20. Corsica (screw) 1,134 200 21. Arno (paddle) 1,038 250 22. Belize (screw) 1,015 160 23. Mersey (paddle) 1,001 250 ------ ----- 51,076 9,350 ------ ----- 24. Parana (coal-hulk) 2,730

APPENDIX No. 20. VOL. iv., p. 342.

PACIFIC STEAM NAVIGATION COMPANY. LIST OF THE COMPANY’S FLEET.

Steamers employed on Liverpool, Valparaiso, and Callao Line.

(The whole Fleet on the 1st January, 1875, consisted of 54 Steamers of 119·870 aggregate Tons and 21·395 H.P.)

-------------+-------------------+-----------------------+------------- | Tonnage. | Dimensions. | +---------+---------+---------+-------------+ Name. | Gross | Net | Length | | | Date |Register.|Register.| between | | | of Contract. | | |Perpendi-|Beam. |Depth.| | | | culars. | | | -------------+---------+---------+---------+------+------+------------- Magellan | 2,856 | 1,791 | 343·6 | 41 | 26·1 | Jan. 1868 Patagonia | 2,866 | 1,798 | 343·6 | 41 | 26·5 | Jan. 1868 Araucania | 2,877 | 1,806 | 343·6 | 41 | 26 | April, 1868 Cordillera | 2,860 | 1,791 | 343·6 | 41 | 26 | April, 1868 Chimborazo | 3,847 | 2,443 | 370 | 41 | 35 | Mar. 1870 Cuzco | 3,845 | 2,436 | 370 | 41 | 35 | Mar. 1870 Garonne | 3,871 | 2,464 | 370 | 41 | 35·5 | Apr. 1870 John Elder | 3,832 | 2,430 | 370 | 41·5 | 35·2 | Oct. 1869 Lengthened| 4,151 | 2,650 | 406·4 | 41·5 | 35·2 | .. Lusitania | 3,825 | 2,420 | 370 | 41 | 35·6 | Apr. 1870 Aconcagua | 4,105 | 2,639 | 404 | 41 | 35·3 | Mar. 1870 Sorata | 4,013 | 2,573 | 390 | 42·8 | 34 | May, 1871 Illimani | 4,022 | 2,579 | 390 | 42·8 | 34 | May, 1871 Cotopaxi | 4,022 | 2,579 | 390 | 42·8 | 34 | May, 1871 Galicia | 3,829 | 2,449 | 375 | 43 | 33·6 | Dec. 1871 Corcovado | 3,805 | 2,405 | 375 | 43 | 33 | Nov. 1871 Puno | 3,805 | 2,405 | 375 | 43 | 33 | Nov. 1871 Potosi | 4,218 | 2,703 | 411 | 43 | 33·6 | Nov. 1871 Valparaiso | 3,575 | 2,284 | 370 | 42 | 33·4 | Aug. 1872 Britannia | 4,081 | 2,700 | 399 | 43 | 33 | Feb. 1872 Iberia | 4,671 | 2,982 | 425 | 44·5 | 37 | Jan. 1873 Liguria | .. | .. | 425 | 44·5 | 37 | Jan. 1873

-----------+----------------------+-------+------------------+--------+--------- | | | Capacity. | | | | +------------------+Consump-|Displace- Name. | | Total | | | tion | ment | Builders. | Price.| | | per | at | | | Cargo.| Coal. |hour. | 20 feet. | | | | | | -----------+----------------------+-------+------------------+--------+--------- | | £. | | | Cwts. | Magellan |Randolph, Elder, & Co.| 81,628| 93,100| 25,877 | 32¾ | 4,795 Patagonia | ” ” | 81,778| 93,100| 25,877 | 34½ | 4,795 Araucania | ” ” | 81,301| 93,100| 25,877 | 34 | 4,795 Cordillera | ” ” | 80,977| 93,100| 25,877 | 31¼ | 4,795 Chimborazo |J. Elder and Co. | 91,210|137,850| 48,805 | 45¼ | 4,996 Cuzco | ” ” | 93,838|137,850| 48,805 | 40 | 4,996 Garonne |Napier and Sons | 92,765|137,850| 48,805 | 41¼ | 4,965 John Elder |J. Elder and Co. |113,038|139,730| 38,346 | 47¼ | 4,996 Lengthened| .. .. | .. | .. | .. | .. | 5,464 Lusitania |Laird Brothers | 91,852|137,850| 48,805 | 42¾ | 5,004 Aconcagua |J. Elder and Co. |103,558|136,496| 40,347 | 49 | 5,459 Sorata | ” ” |108,055|134,790| 34,959 | 48¾ | 5,415 Illimani | ” ” |109,026|134,790| 34,959 | 56¼ | 5,415 Cotopaxi | ” ” |108,898|134,790| 34,959 | 52 | 5,415 Galicia |Napier and Sons. |119,971|127,417| 38,852 | 37½ | 5,140 Corcovado |Laird Brothers |119,712|129,050| 38,700 | 49¼ | 5,150 Puno | ” ” |119,651|129,050| 38,700 | 47¾ | 5,150 Potosi |J. Elder and Co. |135,209|153,100| 894 tons.| 49½ | 5,791 Valparaiso | ” ” |130,496|130,396| 31,863 | 48½ | 4,927 Britannia |Laird Brothers |142,520|146,460| 39,732 | 51½ | 5,613 Iberia |J. Elder and Co. |152,815| .. | .. | .. | 5,938 Liguria | ” ” |151,565| .. | .. | .. | 5,938

Steamers employed on West Coast Line.

-------------+-------------------+-----------------------+------------- | Tonnage. | Dimensions. | Name. +---------+---------+---------+------+------+ Date | Gross. | Nett. | Length. |Beam. |Depth.| of Contract. -------------+---------+---------+---------+------+------+------------- Callao | 1,062 | 840 | 235 | 29 | 16 | .. .. Chile | 1,671 | 1,173 | 274 | 36 | 15 | Nov. 1862 Guayaquil | 660 | 449 | 208 | 30 | 18 | .. .. Huacho | 329 | 249 | 149 | 25 | 11 | Feb. 1870 Limena | 1,622 | 1,162 | 267 | 40 | 17 | June, 1864 Pacific | 1,630 | 1,174 | 267 | 40 | 17 | April, 1864 Panama | 1,642 | 1,177 | 267 | 40 | 17 | Aug. 1865 Payta | 1,344 | 996 | 268 | 38 | 14 | July, 1863 Peru | 1,307 | 904 | 260 | 32 | 15 | Jan. 1861 Peruano | 629 | 404 | 181 | 29 | 11 | Bought Quito | 743 | 468 | 204 | 30 | 14 | Nov. 1862 San Carlos | 652 | 443 | 199 | 30 | 18 | June, 1859 Supe | 298 | 230 | 145 | 25 | 10 | Sept. 1866 Talca | 707 | 469 | 194 | 30 | 16 | Mar. 1861 Arequipa | 1,065 | 662 | 231 | 35 | 14 | Mar. 1869 Atacama | 1,821 | 1,131 | 291 | 38 | 22 | Nov. 1869 Valdivia | 1,860 | 1,153 | 301 | 38 | 22 | Nov. 1869 Coquimbo | 1,820 | 1,130 | 290 | 38 | 22 | Jan. 1870 Caldera | 1,740 | 1,051 | 282 | 34 | 17 | Bought Eten | 1,853 | 1,135 | 305 | 38 | 21 | Mar. 1871 Iquique | 323 | 194 | 149 | 25 | 11 | Sept 1870 Ilo | 1,794 | 1,129 | 303 | 38 | 21 | Mar. 1871 Santa Rosa | 1,816 | 1,250 | 320 | 38 | 21 | Jan. 1872 Santiago | 1,451 | 979 | 266 | 35 | 14 | Nov. 1870 Truxillo | 1,449 | 978 | 266 | 35 | 14 | Nov. 1870 Colombia | 1,850 | 1,250 | 320 | 38 | 20 | Jan. 1872 Islay | 1,577 | 1,099 | 270 | 35 | 15 | Nov. 1871 Oroya | 1,577 | 1,099 | 270 | 35 | 15 | Nov. 1871 Ayacucho | 1,915 | 1,208 | 321 | 38 | 21 | Jan. 1873 Lima | 1,803 | 1,132 | 300 | 38 | 21 | April, 1872 Tacna | 612 | 322 | 219 | 26 | 13 | May, 1872 Tabouguilla | 154 | 85 | 115 | 21 | 7·9 | Nov. 1870 Bolivia | 1,925 | 1,215 | 321 | 38 | 21 | Jan. 1873

-------------+----------------------+-------+------------------+----------- | | | Capacity. |Consumption Name. + | Total +-------+----------+ per hour. | Builders. | Price.| Cargo.| Coal. | -------------+----------------------+-------+-------+----------+----------- | | £. | | | Cwts. Callao |John Reid and Co. | 35,689| .. | 450 | 28 Chile |R. Elder and Co. | 54,071| 270 | 1,412 | 22 Guayaquil |Lawrence Hill and Co. | 18,878| .. | .. | 12 Huacho |T. Royden and Sons | 6,448| .. | 378 | 7 Limena |R. Elder and Co. | 62,011| 307 | 1,520 | 27 Pacific | ” ” | 61,855| 307 | 1,520 | 27 Panama | ” ” | 62,779| 307 | 1,550 | 27 Payta | ” ” | 54,004| 295 | 1,300 | 18 Peru |John Reid and Co. | 44,916| .. | 800 | 39 Peruano | .. .. | 20,637| .. | .. | 9 Quito |R. Elder and Co. | 32,379| 120 | 593 | 11 San Carlos |W. Simonds | 18,837| .. | .. | 12 Supe |R. Elder and Co. | 8,114| 44 | 375 | 3 Talca | ” ” | 23,234| 90 | 410 | 9 Arequipa | ” ” | 39,705| 180 | 755 | 13 Atacama | ” ” | 40,880| 271 | 2,185 | 22 Valdivia |R. Napier and Sons | 40,777| 246 | 2,195 | 17 Coquimbo |J. Elder and Co. | 44,024| 271 | 2,185 | 16 Caldera |Denny Brothers | 37,009| 394 | 1,131 | 17½ Eten |Laird Brothers | 47,753| 256 | 2,017 | 16 Iquique |T. Royden and Sons | 9,728| .. | 375 | 7 Ilo |J. Elder and Co. | 48,518| 250 | 2,017 | 12 Santa Rosa |Laird Brothers | 69,781| 300 | 1,460 | 16 Santiago |J. Elder and Co. | 45,475| 210 | 823 | 12 Truxillo | ” ” | 45,295| 210 | 823 | 12 Colombia |Laird Brothers | 70,249| 300 | 1,460 | 17 Islay |J. Elder and Co. | 59,149| 210 | 847 | 15 Oroya | ” ” | 57,444| 210 | 847 | 16 Ayacucho |T. Wingate and Co. | 70,083| 340 | 1,792 | 24 Lima | ” ” | 72,140| 311 | .. | 25 Tacna |Bowdler, Chaffer, and | 30,600| 120 | 325 | 9 | Co. | | | | Tabouguilla | ” ” | 5,850| ..| .. | .. Bolivia |T. Wingate and Co. | 67,000| 340 | 1,792 | 24

APPENDIX No. 21. VOL. iv., p. 333.

Liverpool, Brazil and River Plate Steam Navigation Company (Limited), 1875.

------------+------------------ | Register Tonnage. Steamers. +--------+--------- | Nett. | Gross. ------------+--------+--------- Kepler | 1,759 | 2,257 Newton | 839 | 1,324 Ptolemy | 758 | 1,115 Halley | 994 | 1,347 Humboldt | 994 | 1,346 Copernicus | 950 | 1,397 Memnon | 822 | 1,209 Rubens | 1,266 | 1,707 Teniers | 1,017 | 1,597 Vandyck | 1,098 | 1,686 Memling | 632 | 1,007 Maraldi | 638 | 1,002 Lalande | 678 | 1,047 Laplace | 901 | 1,409 Donati | 946 | 1,392 Pascal | 1,415 | 1,876 Tycho Brahe | 1,256 | 1,848 Hipparchus | 1,251 | 1,840 Biela | 1,401 | 2,169 Olbers | 1,388 | 2,161 Galileo | 1,445 | 2,262 Leibnitz | 1,445 | 2,280 Gassendi | 800 | 1,249 Delambre | 988 | 1,308 Thales | 964 | 1,487 Hevelius | 1,681 | 2,610 Maskelyne | 1,677 | 2,605 Camoens | 659 | 1,053 Calderon | 659 | 1,053 Cervantes | 698 | 1,131 Archimedes | 966 | 1,520 +--------+--------- |32,995 | 49,294 ------------+--------+---------

APPENDIX No. 22. VOL. iv., p. 413.

Abstract of Log of the P. & O. Ship “Khedive” on her Voyage from Alexandria to Southampton.—October, 1873.

--------+--------+---------+---------+---------+----------+--------------+-- Date. | Winds. |Courses. |Distance.|Latitude.|Longitude.| Total. | | | | Miles. | | |--------------+-- | | | | | |Miles.|Hrs. M.| --------+--------+---------+---------+---------+----------+------+-------+-- | | | | N. | E. | | | Oct. 5 | N.W. |Various | 10 | 31·15 | 29·45} | | | ” 6 | ” |N. 66° W.| 254 | 32·57 | 5·11} | | |1. ” 7 | ” |N. 74° W.| 254 | 34·28 | 20·02} | 823 | 77·30 | ” 8 |N.N.W. |N. 70° W.| 270 | 35·47 | 15·11} | | | ” 8 | N.W. |Various | 35 | At Malta. } | | |2. --------+--------+---------+---------+---------+----------+------+-------+-- | | | | N. | E. | | | Oct. 9 | S.E. |Various | 153 | 37·00 | 11·04} | | |1. ” 10 | N.W. | ” | 234 | 37·31 | 6·59} | | | ” 11 |Variable|S. 82° W.| 251 | 36·55 | 1·40} | 989 | 93·55 | ” 12 | ” |S. 85° W.| 260 | 36·32 | West} | | | ” 12 | ” |Various | 291 | .. | 3·30} | | |2. ” 13 | E. |Various | 135 | 36·37 | 7·54{ | | |3. ” 14 | N. | ” | 210 | 39·32 | 9·46{ | | |4. ” 15 | N.E. |N. 5° W. | 138 | 42·25 | 10·03{ |1170 |127·55 |5. ” 16 | ” |Various | 209 | 44·57 | 8·12{ | | | | | | | | | | |6. ” 17 | E. |N. 32° E.| 252 | 48·35 | 5·10{ | | |7. ” 18 | Calm |Various | 226 | | { | | |2. --------+--------+---------+---------+---------+----------+------+-------+-- |2982 |299·20 | +------+-------+--

Or at the average rate of about 10 knots an hour.

Sailed from Alexandria, October 5th, 10.25 a.m. Arrived at Malta ” 8th, 3.55 p.m. ” Gibraltar ” 12th, 8.8 p.m. ” Southampton ” 18th, 7.45 a.m.

REMARKS:

1. Moderate winds and weather throughout. 2. (Date of arrival.) 3. Light winds and fine. 4. Strong head winds at sea. 5. Strong head gale and sea. 6. Same weather. 7. Light winds.

Abstract of Log of the P. & O. Company’s Ship “Khedive” on her Voyage from Southampton to Alexandria.—October, 1873.

-------+-------+------------+---------+---------+----------+------------------+---- | | | | | | Total. | Date. | Winds.| Courses. |Distance.|Latitude.|Longitude.+--------+---------+ | | | Miles. | | | Miles. | Hrs. M. | -------+-------+------------+---------+---------+----------+--------+---------+---- | | | | N. | W. | | | Oct. 31| S.W. | Various | 210 | 48·44 | 5·22 |} | |{1. Nov. 1| W. | S. 17° W. | 233 | 45·01 | 7·02 |} | |{2. ” 2| N.W. | Various | 240 | 41·59 | 9·59 |} 1174 | 111. 45 |{3. ” 3| ” | S. 7½° E | 273 | 37·30 | 9·10 |} | |{4. ” 4| ” | Various | 218 | ” | ” |} | |{5. -------+-------+------------+---------+---------+----------+--------+---------+---- | | | | N. | W./ | | | Nov. 4| Wly. | Various | 17 | 36·09 | E. |} | |{6. ” 5| ” | N. 81½° W.| 294 | 36·52 | 0·53 |} | |{7. ” 6|S.-Wly.| N. 82° E. | 293 | 37·32 | 7·04 |} | |{7. ” 7|Sothly.| Various | 276 | 36·44 | 12·38 |}987¾ | 83. 45 |{8. ” 8| ” | ” | 107¾ | | |} | |{9. -------+-------+------------+---------+---------+----------+--------+---------+---- | | | | N. | E. | | | Nov. 8| S.W. | Various | 46 | 35·44 | 15·22 |} | |{10. ” 9| E.N.E.| S. 72° E. | 255 | 34·26 | 20·23 |}825½ | 75. 50 |{11. ” 10| Calm | S. 68° E. | 267 | 32·46 | 25·20 |} | |{12. ” 11| E. | Various | 257½ | | |} | |{13. -------+-------+------------+---------+---------+----------+--------+---------+---- |2987¼ | 271·20 | +--------+---------+----

Or at the average rate of about 11 knots an hour.

REMARKS:

1. Left Southampton at 3 p.m. Oct. 30. 2. Moderate gale-squalls 3. Stong breeze and fine. 4. Moderate and fine. 5. Arrived at Gibraltar at 7 a.m. 6. Left Gibraltar at 10 a.m. 7. Fresh breeze and fine 8. Light breeze and fine. 9. Arrived at Malta at 9.45 p.m. 10. Left Malta at 7.10 a.m. 11. Moderate breeze and fine. 12. Calm and fine. 13. Arrived at Alexandria at 11 a.m.

APPENDIX No. 23. VOL. iv., 394.

Fleet of the Peninsular and Oriental Steam Navigation Company, with Particulars of their Employment, January 1875.

---+----------------------------+----------+---------+------------------ | | | Horse | No.| Names of Vessels. | Tonnage. | Power | REMARKS. | | | Nominal.| ---+----------------------------+----------+---------+------------------ 1 | Australia | 3,663 | 600 |} 2 | Avoca | 1,482 | 250 |} 3 | Bangalore | 2,063 | 500 |} 4 | Baroda | 1,874 | 400 |} 5 | Bokhara | 2,932 | 450 |} 6 | Cathay | 2,982 | 450 |} 7 | Delhi | 2,178 | 400 |} 8 | Geelong | 1,834 | 250 |} 9 | Golconda | 1,909 | 450 |} 10 | Gwalior | 2,725 | 450 |} 11 | Hindostan | 3,113 | 600 |} 12 | Hydaspes | 2,984 | 450 |} 13 | Indus | 3,470 | 500 |} 14 | Kashgar | 2,621 | 450 |} 15 | Khedive | 3,742 | 600 |} 16 | Khiva | 2,609 | 450 |} Mediterranean, 17 | Lombardy | 2,723 | 450 |} Adriatic, India, 18 | Malta | 1,942 | 500 |} and China 19 | Malwa | 2,933 | 450 |} Services. 20 | Mirzapore | 3,763 | 600 |} 21 | Mongolia | 2,833 | 530 |} 22 | Mooltan | 2,257 | 450 |} 23 | Nizam | 2,725 | 450 |} 24 | Pekin | 3,777 | 600 |} 25 | Peshawur | 3,781 | 600 |} 26 | Simla | 2,441 | 630 |} 27 | Sumatra | 2,488 | 450 |} 28 | Surat | 3,141 | 530 |} 29 | Tanjore | 2,245 | 400 |} 30 | Teheran | 2,589 | 400 |} 31 | Thibet | 2,593 | 400 |} 32 | Travancore | 1,900 | 400 |} 33 | Venetia | 2,726 | 450 |} 34 | Zambesi | 2,431 | 370 |} 35 | Ceylon | 2,111 | 450 | } 36 | Nubia | 2,096 | 450 | } 37 | Pera | 2,119 | 450 | } Australian 38 | Ellora {between Melbourne} | 1,727 | 300 | } Service. | { and Sydney. } | | | } 39 | Behar | 1,723 | 300 |} 40 | Bombay | 1,327 | 275 |} China and Japan 41 | Malacca | 1,709 | 300 |} local Service. 42 | Massilia | 1,640 | 400 |} 43 | Orissa | 1,647 | 300 |} 44 |Adria | 1,225 | 110 |} Cargo Vessels. 45 |Columbian | 2,283 | 500 |} | | | |[ 46 |Sunda | 1,682 | 300 |} 47 |Poonah | 2,152 | 600 |} Under 48 |Deccan | 3,128 | 600 |} alterations and 49 |China | 2,010 | 400 |} re-fitting. | | | | 50 |Candia | 1,982 | 450 | Laid-up. +----------+---------+ | 122,030 | 22,095 | +----------+---------+

STEAM-TUGS.

51 |Ansari | 146 | 40 |} 52 |Gabari | 34 | 20 |} Egypt. 53 |Timsah | 271 | 120 |} 54 |Pauline | 20 | 14 |} 55 |Sirsar | 55 | 30 | Aden. 56 |Parell | 24 | 12 |} 57 |Colaba | 145 | 60 |} 58 |Howrah | 70 | 25 |} Bombay. 59 |Bandora | 128 | 20 |} 60 |Sewree | 128 | 20 |} 61 |Säada | 99 | 60 | Hong Kong. 62 |Dragon | 89 | 24 | Shanghai. 63 |Stork | 31 | 15 | Yokohama. +----------+---------+ | 1,240 | 460 | +----------+---------+

CARGO AND COAL HULKS.

64 |Fort William | 1,800 | Hong Kong. 65 |Larkins | 1,000 | King George’s Sound. 66 |Tiptree | 1,617 | Yokohama. +----------+ | 4,417 | +----------+

APPENDIX No. 24. VOL. iv., p. 425.

Fleet of the Messageries Maritimes Company, January 1875.

INDIA, CHINA, JAPAN, BATAVIA, AND MAURITIUS LINES.

-------------------+--------+-------- | Gross | |Tonnage.| H. P. |English.|Nominal. -------------------+--------+-------- Anadyr screw | 3671 | 600 Iraouaddy ” | 3471 | 600 Hooghly ” | 2820 | 500 Tigre ” | 3017 | 500 Provence ” | 2524 | 500 Donnaï ” | 2524 | 500 Peï-ho ” | 3050 | 500 Ava ” | 3050 | 500 Meikong ” | 3050 | 500 Sindh ” | 3005 | 500 Amozone ” | 3005 | 500 Meinan ” | 1380 | 280 Menzaleh ” | 1592 | 280 Tanaïs ” | 1584 | 280 Dupleix ” | 1380 | 280 Volga ” | 1502 | 280 Godavery ” | 1423 | 280 Newa ” | 1035 | 370 -------------------+--------+--------

RIVER PLATE AND BRAZIL LINES.

-------------------+--------+-------- | Gross | |Tonnage.| H. P. -------------------+--------+-------- Niger screw | 3417 | 600 Sénégal ” | 3417 | 600 Gironde ” | 2981 | 500 Rio Grande ” | 2739 | 500 Mendoza ” | 2735 | 500 Érymanthe ” | 2015 | 400 -------------------+--------+--------

MEDITERRANEAN AND BLACK SEA LINES.

-------------------+--------+-------- | Gross | |Tonnage.| H. P. -------------------+--------+-------- Cambodge screw | 2524 | 500 Amérique ” | 1697 | 450 Péluse ” | 1750 | 400 Mœris ” | 1750 | 400 Saïd ” | 1750 | 400 Alphée ” | 1725 | 400 Cydnus ” | 1196 | 370 Danube ” | 1186 | 370 Phase ” | 1200 | 370 Scamandre ” | 1761 | 300 La Bourdonnais ” | 1632 | 280 Niémen ” | 1584 | 280 Tibre ” | 1729 | 280 Eridan ” | 1584 | 280 Tage ” | 1691 | 280 Èbre ” | 1701 | 280 Aréthuse ” | 1121 | 250 Méandre ” | 969 | 500 Hermus ” | 778 | 240 Ilissus ” | 1587 | 240 Simoïs ” | 970 | 240 Mersey ” | 886 | 240 Emirne ” | 1000 | 240 Mozambique ” | 1000 | 240 Tamise ” | 729 | 200 Clyde ” | 749 | 200 Copernic ” | 1217 | 200 Cheliff ” | 992 | 180 Delta ” | 932 | 150 Sinaï paddle | 888 | 370 Carmel ” | 958 | 370 Aunis ” | 1025 | 250 Saintonge ” | 1025 | 250 Balkan ” | 430 | 160 Taurus ” | 497 | 160 -------------------+--------+---------

LONDON AND MARSEILLES LINE.

Gross Tonnage. H. P. Euphrate 1507 250 compound. Indus 1523 250 do. Gange 1446 250 do.

BUILDING.

-------------------+--------+--------- | Gross | |Tonnage.| H. P. -------------------+--------+--------- Djemnah screw | 4000 | 600 Orenoque ” | 4000 | 600 Equateur ” | 4000 | 600 * * * ” | 4000 | 600 -------------------+--------+---------

APPENDIX No. 25. VOL. iv., p. 444.

Statement of the Number of Vessels, with their Tonnage, that have passed through the Suez Canal.

--------------+------------------+------------------+------------------ | Year 1870. | Year 1871. | Year 1872. Nationalities.+--------+---------+--------+---------+--------+--------- | Number.| Tons. | Number.| Tons. | Number.| Tons. --------------+--------+---------+--------+---------+--------+--------- Great Britain | 314 | 289,234 | 502 | 546,453 | 761 |1,059,926 France | 75 | 84,657 | 66 | 89,076 | 80 | 162,621 Austria | 26 | 19,382 | 63 | 38,728 | 61 | 53,066 Italy | 10 | 5,795 | 47 | 27,413 | 66 | 48,001 Holland | 2 | 313 | 5 | 6,714 | 13 | 26,420 Turkey | 17 | 10,996 | 32 | 18,229 | 33 | 32,697 Germany | | | 7 | 2,069 | 16 | 12,181 Spain | 3 | 732 | 5 | 3,158 | 8 | 7,769 Russia | 1 | 480 | 5 | 4,820 | 10 | 13,134 Egypt | 33 | 22,053 | 22 | 13,334 | 13 | 7,919 Denmark | 1 | 660 | 1 | 660 | 1 | 570 Norway | | | 1 | 1,316 | 6 | 4,000 Sweden | | | | | 1 | 532 Belgium | | | 4 | 4,400 | | Portugal | 1 | 371 | 2 | 920 | 10 | 8,366 Japan | | | | | | United States | 1 | 306 | 3 | 4,171 | 2 | 1,245 Burmah | | | | | | Greece | 1 | 48 | | | | Peru | | | | | | Zanzibar | 1 | 881 | | | | Tunis | | | | | 1 | 726 +--------+---------+--------+---------+--------+--------- Totals | 486 | 435,908 | 765 | 761,461 | 1,082 |1,439,167 --------------+--------+---------+--------+---------+--------+---------

--------------+------------------+------------------ | Year 1873. | Year 1874. Nationalities.+--------+---------+--------+--------- | Number.| Tons. | Number.| Tons. --------------+--------+---------+--------+--------- Great Britain | 813 |1,499,791| 898 |1,797,494 France | 83 | 221,810| 87 | 222,945 Austria | 70 | 90,967| 61 | 84,159 Italy | 58 | 59,121| 52 | 63,498 Holland | 36 | 72,592| 53 | 106,422 Turkey | 26 | 20,116| 15 | 13,792 Germany | 28 | 35,619| 31 | 39,841 Spain | 17 | 31,299| 27 | 50,417 Russia | 9 | 14,361| 7 | 11,977 Egypt | 7 | 6,246| 8 | 6,461 Denmark | 5 | 6,438| 1 | 1,094 Norway | 5 | 9,298| 8 | 13,489 Sweden | 4 | 4,304| 6 | 6,559 Belgium | 4 | 6,911| 1 | 908 Portugal | 2 | 753| 3 | 2,618 Japan | 2 | 1,004| 1 | 1,010 United States | 1 | 2,211| | Burmah | 1 | 677| | Greece | 1 | 208| 5 | 984 Peru | 1 | 1,299| | Zanzibar | | | | Tunis | | | | +--------+---------+--------+--------- Totals | 1173 |2,085,065| 1,264 |2,423,668 --------------+--------+---------+--------+---------

APPENDIX No. 26. VOL., p. 554.

Average Time of Passages of the Four Mail Packets between Kingstown and Holyhead (Distance 56 Knots, or 65½ Statute Miles), for 14 Years, ending 30th September, 1874.

------+--------------+--------------+--------------+---------------+--------------- | Ulster. | Munster. | Leinster. | Connaught. | Four Packets. +------+-------+------+-------+------+-------+-------+-------+-------+------- |Trips | Time |Trips | Time |Trips | Time | Trips | Time | Trips | Time | | H. M. | | H. M. | | H. M. | | H. M. | | H. M. Winter| 2631 | 4 1·6| 2240 | 3 59·1| 2387 | 3 57·6| 2939 | 3 56·0|10,197 | 3 58·5 Half | | | | | | | | | | Years | | | | | | | | | | | | | | | | | | | | Summer| 2379 | 3 56·0| 2667 | 3 52·8| 2719 | 3 53·0| 2478 | 3 52·2|10,243 | 3 53·7 Half | | | | | | | | | | Years | | | | | | | | | | ------+------+-------+------+-------+------+-------+-------+-------+-------+------- Whole | 5010 | 3 58·9| 4907 | 3 55·6| 5106 | 3 55·1| 5417 | 3 54·3|20,440 | 3 56·1 Years | | | | | | | | | | ------+-------+------+------+------+-------+-------+-------+-------+-------+-------

NOTE.—When two of the vessels, the Leinster and the Ulster, were completed and ready for duty, it was thought advisable to make a trial with them, by way of practice, in the performance of the old contract. Each performed the distance between the lighthouse on Kingston Pier to the lighthouse at Holyhead, upwards of 65½ statute miles, in nearly the same time on the average, namely, the Leinster, in three hours and thirty-one minutes, and the Ulster in three hours and thirty-two minutes, being respectively thirteen and twelve minutes less than the shortest monthly average of the Banshee in 1848-49, and twenty and nineteen minutes less than the Llewellyn, when the distance between the lights was one mile less than in 1860—the Holyhead breakwater not having been then in existence. The gain in speed realized by the new vessels was therefore at the rate of from 1·2 to 1·7 mile per hour.

The shortest passage of the Leinster was made in three hours and twenty minutes; that of the Ulster in three hours and eighteen minutes, and of the Munster in three hours and twenty-six minutes. But the average performance of the vessels for the first two years and five months during which they had been on service was still closer. Inclusive of all passages made in fogs, gales, &c., H. M. The Connaught made 1,064 passages in the average time of 3 51·5 The Leinster made 919 passages in the average time of 3 52·5 The Ulster made 925 passages in the average time of 3 55 And the Munster made 920 passages in the average time of 3 58·1

So close a performance by four vessels, not identical and not all from the same builders and engineers, could scarcely have been anticipated. The longest passage made in the severest gales had to that time not exceeded five hours and forty minutes, and one vessel only had been that length of time on but two occasions.

Nearly 4000 passages have been already made without collision, except on one occasion, which happily was not attended with very serious consequences. Experienced naval officers anticipated frequent and serious disasters, but the rate of speed, 16 miles an hour, though high for night-work, does not appear to have been too high for safety. The sense of greater responsibility, and the larger number of men engaged in the navigation and management of the vessels, must naturally induce additional precaution, as well as afford the means of guarding against danger. The facility with which these large vessels are handled and brought alongside the jetties is remarkable. The practised skill of the officers, and the quickness with which the engines are managed, frequently succeed in getting the vessels alongside, in making them fast, establishing the means of communication with the shore, and in landing the mails, in three or four minutes.

The consumption of coal in the first few months was considerably in excess of the quantity originally estimated. Steam of from 25 lbs. to 28 lbs. pressure was then used, which not only required much extra coal, but severely taxed the durability of the boilers. Arrangements were therefore made to reduce the consumption to the amount stated in the estimates submitted to Government, on which the contract was founded. The result has been satisfactory, while the additional time occupied on the passages is but a few minutes, and they are still made on the average within the time allocated to the sea service by the proposal of Government.

APPENDIX No. 27. VOL. iv., p. 583.

Number and Tonnage of Iron Steam Vessels built and first registered in the United Kingdom in each Year, from 1861 to 1874.

+-------------+-----------+-----------+ | Years. | Number. | Tonnage. | +-------------+-----------+-----------+ | 1861 | 159 | 68,368 | | 1862 | 181 | 76,303 | | 1863 | 240 | 105,837 | | 1864 | 342 | 156,981 | | 1865 | 344 | 177,382 | | 1866 | 299 | 129,653 | | 1867 | 224 | 90,823 | | 1868 | 188 | 75,109 | | 1869 | 238 | 118,421 | | 1870 | 382 | 222,922 | | 1871 | 416 | 295,109 | | 1872 | 446 | 335,750 | | 1873 | 335 | 279,088 | | 1874 | 393 | 328,094 | +-------------+-----------+-----------+

Total Tonnage (distinguishing sailing and steam) belonging to the United Kingdom, British Possessions, United States, France, Holland and Norway, in each of the Years 1850, 1860, 1870, 1871, 1872, 1873 and 1874 (so far as the same can be given).

SAILING: ------+---------+---------+---------+---------+---------+-------+--------- | British Empire. | United States. | | | +---------+---------+---------+---------+ | | | United | British | | Enrolled| France. |Holland| Norway. Years.| Kingdom.| Posses- | Regis- | and | | | | | sions. | tered. |Licensed.| | | +---------+---------+---------+---------+---------+-------+--------- | Tons. | Tons. | Tons. | Tons. | Tons. | Tons. | Tons. ------+---------+---------+---------+---------+---------+-------+--------- 1850 |3,337,546| 707,785|1,540,769|1,468,739| 690,111|393,750|Not dist- 1860 |4,134,390|1,076,434|2,448,941|2,036,990| 915,971|543,320|inguished 1870 |4,506,318|1,440,682|1,324,256|1,795,389| 917,633|474,463|1,008,800 1871 |4,305,112|1,425,976|1,244,228|1,898,551| 917,133|458,274|1,042,259 1872 |4,145,888|1,427,302|1,232,982|2,037,422| 911,613|449,717|1,090,006 1873 |4,024,581|1,443,911|1,229,865|2,252,895| 882,866|438,031|1,205,998 1874 |4,043,955|1,502,302| | | |440,879| ------+---------+---------+---------+---------+---------+-------+---------

STEAM: ------+---------+---------+---------+---------+---------+-------+--------- 1850 | 167,398| 20,233| 44,942| 81,004| 13,925| 3,762|Not dist- 1860 | 452,352| 47,792| 97,296| 770,641| 68,025| 12,990|inguished 1870 |1,111,375| 90,759| 192,544| 882,551| 154,415| 24,942| 13,715 1871 |1,317,548| 94,255| 180,914| 906,723| 160,478| 34,629| 20,015 1872 |1,536,075| 104,564| 177,666| 933,887| 177,462| 43,820| 303,082 1873 |1,711,787| 113,951| 193,423| 963,020| 185,165| 57,254| 39,295 1874 |1,868,359| 118,876| | | | 71,101| ------+---------+---------+---------+---------+---------+-------+---------

TOTAL: ------+---------+---------+---------+---------+---------+-------+--------- 1850 |3,504,944| 728,018|1,585,711|1,949,743| 704,036|397,422| 281,377 1860 |4,586,742|1,124,226|2,546,237|2,807,631| 983,996|556,310| 558,928 1870 |5,617,693|1,531,441|1,516,800|2,677,940|1,072,048|499,405|1,022,515 1871 |5,622,660|1,520,231|1,425,142|2,805,274|1,077,611|492,903|1,062,274 1872 |5,681,963|1,531,866|1,410,648|2,971,309|1,089,075|493,537|1,120,388 1873 |5,736,368|1,557,862|1,423,288|3,215,915|1,068,031|495,285|1,245,293 1874 |5,912,314|1,621,178| | | |511,980| ------+---------+---------+---------+---------+---------+-------+---------

FOOTNOTES:

Number and tonnage of vessels of which the building was completed within the year.

INDEX.

Achilles, The S.S., belonging to Mr. Holt, from Foochow, by Cape, made passage to London, 13,552 miles, in 58 days 9 hours, Sept. 1869, p. 435, note

Admiralty, The Lords of, slow to construct ships of iron, p. 97

—— secure nearly a million for the reconstruction of a wooden navy in 1861, p. 98

—— object to screw-propeller, as likely to cause loss of mechanical power, p. 106

Adriatic, The, purchased by Galway Co. from Collins Co., very fast passage of, p. 268

——, of the “White Star Line,” accomplishes 455 miles in 24 hours, p. 279

Africa, The, details of the construction of, pp. 217-8

Agamemnon, The (Mr. Holt’s ship), beats the mails from Shanghai to London by nine days, July 1873, p. 436, note

Allan, J. (in 1722), proposes to navigate a ship “by forcing water through the stern,” p. 26

Allan, Mr. Alex., sketch of life of, pp. 260-1, note

Allan, or Montreal Line, starts April 1862, p. 262

—— now maintains a regular weekly service, ibid.

—— deservedly famous for the speed of many of its vessels, such as the Polynesian, Hungarian, and Peruvian, p. 263

——, steamers of, 1875, Append. p. 612

Allan, Mr. James, ultimately one of the Managing Directors of P. and O. Co., a sketch of his early history, pp. 380-1, note

Amazon, The, launched June 28, 1851, various details of, p. 305, note, and p. 306

——, dreadful destruction of, by fire, pp. 307-8

America, sketch of lakes in, pp. 122-3, note

——, the first vessel of, on the western waters, the brig Dean launched at Alleghany in 1806, p. 123, note

—— has now navigable communication throughout of more than 3000 miles, ibid.

——, chief navigable rivers, bays, roadsteads, and harbours of, pp. 125-8

——, great dangers in the navigation of the Western rivers of, as shown by the loss of sixty-six vessels in 1832-4; while no less than 233 steamers blown up, between 1816 and 1848, with the loss of 2563 people killed, and 2097 wounded, pp. 134-40, and note

——, Atlantic steamboats of, generally with low-pressure engines, working at 18 to 20 lbs. on the square inch, with a difference of rating as compared with English vessels, p. 141

——, river boats of, sustain an average speed of 20 miles an hour, p. 144

——, their peculiar construction, p. 149

—— still retains the whole of her river, lake, and coasting trade, p. 164

—— determines on subsidizing a fleet of steamers to provide for the protection of “American rights,” p. 197

——, merchants of (at Boston, Philadelphia, &c.), complain of the monopoly of Transatlantic Trade, at New York, p. 228

——, wooden clippers of, no chance against the iron screws of England, but, for a time, probably as remunerative, p. 270

American Government, for a while, subsidize vessels for the carrying of their mails, and, especially, the “Collins Line,” p. 197

——, wherein they take a natural pride, p. 215

American Line of Steamers, from New York to Bremen, calling at Southampton, 1847, p. 195

American Steamers, Bristol and Providence, dimensions of, Append. p. 600

American Sailing-Vessels, do more with twenty hands than the English with thirty, p. 167

Americans, we owe to them the modifications of Watt’s engine, still in use, p. 122

——, the first to improve steam-vessels by substituting a fine entrance and a clear run for round and bluff bows, ibid.

—— send the first trading steamer across the Atlantic in 1819, p. 167

—— resolve to compete with the Cunard Line, by subsidized vessels of their own, p. 199

—— prefer to “skim” the water rather than to force the ship through, p. 582

Amherst, Lord (as Governor General), warmly approves of Steam Navigation with India, p. 339

—— offers a premium to any Company or person who will establish a steam service to India by the end of 1825, p. 339

Anchor Line, started from the Clyde, in 1856, by Messrs. Handyside and Henderson, with lines to Quebec and the Mediterranean, pp. 287-90

—— start fortnightly service between Glasgow and New York in 1865, p. 287

—— now owns 71,328 tons of steam-ships, their Mediterranean vessels connecting with India by Suez Canal, pp. 287-9

——, their steam-ship Victoria an excellent specimen of a “business” ship, p. 289

——, particulars of line of steamers, Append. p. 633

Anderson, Arthur, sketch of his life, p. 379, note

Anthemius, account of (from Gibbon, c. xl.), how he avenged himself on the philosopher Zeno, p. 8, note

Aquatic animals, as whelks, cuttle fish, &c., exhibit many types of machinery, p. 2

Arago, M., in his “Éloge de James Watt,” speaks highly of the invention of Solomon de Caus, p. 16

Archimedes, The, screw steam-ship, of Mr. T. P. Smith, her trials with the Widgeon, Oct. 14, 1839, between Dover and Calais, pp. 107-8

——, important as settling satisfactorily the value of the “screw,” pp. 108-10

Arctic, The, commonly called the “clipper of the seas,” details of, pp. 204-7

——, collision of, with the Vesta, and dreadful loss of life, Sept. 27, 1854, pp. 222-4

Arsenals, extensive, established by Chinese Government at Nankin, Foochow, &c., p. 473, note

Atherton, Mr. Charles, views of, with regard to the speed of steam-vessels when greatly increased, pp. 491-2

—— thinks the views of the Directors of the Eastern Steam Navigation Company are not supported by their data, pp. 495-6

Atlantic Steam Navigation, not the idea of any one man, but of many working together, p. 178

Australia, details of routes to, considered by Committee of House of Commons, pp. 390-1, note

——, stringent penalties enforced by Government for failure in conveying the mails to, p. 433

——, anecdote, with reference to the penalties to be imposed on failure in the mail service to, p. 433, note

Australian Mail Service, proposal for independent line, May 1856, p. 396

——, peculiar conditions of the contracts for carrying the mails to, pp. 431-2

Austrian Lloyd’s Company, and other shrewd persons, question the commercial plans of the Eastern Steam Navigation Company, p. 491

Auxiliary Screws, presumed advantage of, fallacious, as the machinery takes up too much room, pp. 428-9

Bacon (Roger) describes a boat capable of obtaining greater speed than the “London pinnaces,” A.D. 1214-1296, p. 15

Baltimore Clippers and “American Liners,” the result of the efforts towards improvement by American shipbuilders, p. 166

Batture, the name technically applied to the alluvial soil of the Mississippi at New Orleans, p. 137

Bavarian, The, fine steam-ship belonging to Messrs. Leyland, employed in Mediterranean, p. 421

Bayard, Mr., absurd notions of, with reference to high speed, p. 214

Bell, Henry, lays before the English and other Governments his plan for the improvement of Steam Navigation in 1800, p. 62

—— gives, in letter to Mr. Miller, 1816, an account of his steamer the Comet, pp. 63-4

——, no more than Fulton, can claim to be the inventor of the present system of Steam Navigation, p. 64

Bell, Mr. Lothian, estimate of the amount of pit coal in America, p. 139

Bentinck, Lord W., arrives at Calcutta on July 3, 1838, and at once takes up the cause of Steam-vessels on Indian rivers, pp. 449-50

Bergenroth, M., gives a list of the letters of Blasco de Garay, found by him at Simancas, pp. 14-15, notes.

Berlin, The City of, splendid ship belonging to the Inman Company, 1875, p. 259, note

Bessemer, The, built by Mr. E. J. Reed, details of her construction, pp. 563-6

——, the “swinging saloon” of, her most important feature, not available on her first trial, May 8, 1875, p. 566, note

Bessori, J., describes a vessel with two prows (not unlike the Castalia), (1582), p. 15

Black Ball Line, Old, ultimately merged in the Guion Line of sailing-ships, p. 273

——, still, as of old, a line of sailing-packets, so called, but under the management of Marshall and Co., p. 273, note.

Boilers, Marine, of which, now, four different patents, hard to make strong enough to withstand the great pressure required, p. 580

Bombay Government, letter approving of Mr. Taylor’s plan for Steam communication with India, p. 350

Boston, Shipowners of, complain that individual enterprise is paralysed by the unfair giving of Government patronage, p. 200

——, and, therefore, protest against the adoption, by the American Government, of a protective system, ibid.

Bothnia and Scythia, The, magnificent steamers built for Cunard Line, 1874, by Messrs. J. and G. Thompson of Glasgow, pp. 232-7 and note

——, of 1874, compared with the Britannia of 1840, p. 238

Bougner, M., in 1746, uses “revolving arms, like the vanes of a mill,” to propel vessels, p. 101

Bourne, W., proposes a “boate without oares or sayle” (1578), p. 15

Bramah, Joseph (the inventor of the hydraulic press), invents also (in 1785) the “screw-propeller,” pp. 31-2, note

——, in 1798, tests the application of the screw to a boat, pp. 101-2

Branca, G., applies steam to blow against vanes attached to the external rim of a wheel (1629), p. 16

Bright, John, The, Parsee trader between Bombay, Calcutta, and China, p. 455 and note

Britannia, The, one of the four first ships of the “Cunard Line;” details of her construction, p. 183, note

Britannic, The, one of the “White Star Line,” engines of, by Maudslay, Sons, and Field, p. 279; further details of, p. 279, note

British and Indian Steam Navigation Company, originally, and till 1862, called the Calcutta and Birmah Steam Navigation Company, p. 455

—— now own 42 iron screw-steamers, p. 456 and note

——, vessels of, now traverse 1,100,000 miles annually, p. 459

——, and is now the most important of all the Indian Companies, pp. 455-60

Brunel, Mr. I. K., proposes to Eastern Steam Navigation Company the building of a ship of enormous dimensions, p. 487

Builder’s Measurement, meaning and mode of calculating the old and the new, p. 173, note

Burhampooter, The, and the Hooghly sent to India in 1828; details of the, p. 449 and note

Burns, Mr. John, valuable table provided by, of the work done by all the Cunard vessels, p. 238, note

Burns, Mr. George, and Mr. MacIver, sketch of their commercial history, p. 179, note

Busterich, an early Teutonic god, noticed by Arago in his “Éloge de James Watt,” p. 8, note

Calcutta, Meeting at, Dec. 17, 1823, to promote Steam Navigation with India, p. 339

Canadian Government contracts with Messrs. McKean & Co. for line between Canada and England, 1853, p. 261

Cape Route to India, at first proposed for steam in 1822, p. 339

Carrying Trade, Transatlantic, great struggle between England and the United states to secure, pp. 163-7

Castalia, The, plans and details of, pp. 561-3, and note.

Caus, Solomon de, shows clearly in 1635 his acquaintance with the “motive” power of steam, p. 16

Chabert, M. (in 1710), describes a paddle-wheel vessel, p. 25

Chain cables of iron, used by the ancient Tyrians, p. 1

Charlwood, E. F., R.N., Capt., evidence in favour of iron ships as splintering less when struck by shot, p. 98, note

Chesney, Col., makes an elaborate survey and report of the Euphrates Route, p. 358, note

Chicago, sketch of the history of, p. 123, note

——, first steamer to, in 1832, p. 132

Chimborazo, The, launched in 1871 from the yard of J. Elder & Co., for Pacific Company, p. 325

China, character of the country and of the inhabitants of the interior of, p. 465

——, tea-boats of, on Canton River and Yang-tse, p. 481

Chinese Merchants, Steam Navigation Company established under the Chinese flag, pp. 472-3

Cigar Ships, The, of Messrs. Winans, built at Baltimore, 1858, and on the Thames in 1864, pp. 567-70

Clermont, The, built by Mr. Fulton for Mr. Livingston, p. 52

Clyde, the mechanics on the, at Glasgow, take the lead in the construction of marine engines, p. 61

——, remarkable improvements in the navigation of, pp. 68-9, note

——, return of the number of ships built on its banks between 1868 and 1873 inclusive, p. 70, note

——, dredging machines on, Append. p. 591

——, ships launched on, 1863-4, ibid., p. 593

——, shipbuilders on, 1871, ibid., p. 594

Coal, the carrying of, for long voyages, commercially, a mistake, p. 494, note

Collins, Mr. E. K., undertakes to establish the well known “Collins Line” between New York and Liverpool, p. 202

—— arranges for the construction of the Arctic, Baltic, Atlantic, and Pacific steamers for the “Collins Line,” p. 203

“Collins Line,” details of the steamers of, p. 204

——, enormous cost of the ships on the, p. 211

——, finally started in 1850, just ten years after the Cunard had commenced, p. 214

—— at length relinquished, 1858, pp. 228-9

Colquhoun, Sir Patrick, idea of, that guilds (a form of trades’ unions) came from the East, p. 479, note

Comet, The, (Henry Bell’s steamer), completed in Jan. 1812; details of, pp. 64-7, and notes

—— not remunerative to her enterprising owner, p. 67

——, original engine of, now in Patent Museum, p. 67, note, and p. 574

Compound Engines, introduced in order to utilise steam at high pressures, p. 577

——, principle of the construction of, pp. 577-8

——, how distinguished from simple, pp. 578-9

——, much more economical than simple, pp. 579-80

Condensing Engine, distinguishing characteristics of, p. 576

Coolie Chinese Emigration (as conducted by the Portuguese from Macao), no better than a slave-trade, pp. 469-70, note

Cram, Capt. (1860, July 11), points out the advantages of the “Truss” plan on which Mr. Randall’s steamer was to have been built, p. 159, note

Cunard, Mr. Samuel, so early as 1830, contemplates the establishment of mail steamers between Liverpool and Halifax, p. 178

—— obtains the contract for the conveyance of the mails between England and America, p. 180

—— commences a regular service between Liverpool, Halifax, and Boston in 1840, p. 183

—— adds, in 1844, the Cambria and Hibernia, p. 184

Cunard Line, all the first ships built on the Clyde, with engines by Mr. Robert Napier, p. 181

——, vessels of, clearly shown to be superior in many respects to any others, p. 185, note

——, but, at first, slightly beaten in speed, by the Collins Line, p. 219

—— now (1875) own 90,208 tons of shipping, p. 237

——, comparative statement of the consumption of coals in, p. 237, note

——, in thirty-five years, have never lost one life or one letter entrusted to their charge, p. 239

——, chief reasons of this remarkable success, pp. 240-4

——, strict regulations on board, and special orders for the course to be taken by the ships of, according to the season of the year, pp. 242-5

——, ships of Burns, MacIver, and Co., Append. p. 606

Cunard Company, a striking example of what can be done, p. 248

——, regulations of, Append. p. 609

Cunard and Collins Lines, comparison of, Append. p. 601

Cunard Steamer, the Persia, passages of 1856-1868, ibid., p. 603

Cunard Steamers, progress of, 1840-1875, ibid., p. 608

Curaçoa, The, crosses the Atlantic, several times in 1829, between Holland and the Dutch West Indies, p. 170

Darien Expedition, illustrates the difficulty of trade with Central America, p. 330

Denny, W., the builder of the Rob Roy, and of the first steamers of “Allan Line;” sketch of the life of, with account of his firm, p. 79, note

Diana, The, second steamer in India, takes Mr. Crauford, the Resident, up to Amarapura, p. 448

Dicey, Capt., plans the new Channel steamer Castalia, p. 561

Ditchburn and Mare, Messrs., build the Fairy, the tender to yacht of H.M. the Queen, p. 87

Drew, Daniel, The, surpasses even the New World in speed, and attains 25 miles per hour, p. 150

Dublin and Holyhead Line of Steam-packets, first started in 1819, p. 551

——, early success on, of the Meteor, Banshee, and Llewellyn, p. 552

——, splendid new steamers of, the Connaught, Ulster, Munster, and Leinster, built 1860, pp. 552-5

——, details of the construction of the new steamers for, pp. 552-5, and note

Dundas, Lord, his vessel, the Charlotte Dundas (fitted with engine by Symington), “the first practical steamboat,” p. 37

Dundas, Charlotte, the machinery of, mechanically superior to that of either the Clermont or the Comet, p. 64

Duquet, M., invents a kind of screw-propeller, in 1729, p. 100

Eastern Steam Navigation Company, proposed in reply to circular from the Admiralty after Lord Jocelyn’s Company, of 1851, p. 486

East India Company, Directors of, establish a Tátar post between Constantinople and Baghdad, p. 338

—— take no interest in steam to India, p. 351

—— are compelled at length to act on the Report of the Committee of 1834, p. 358

—— for years insist on carrying the mails in their own vessels, between Bombay and Suez, p. 387

Economy, Political, erroneous reasoning about, in America, p. 215

Elder, John, and Company, details of the vast shipbuilding business, conducted by, pp. 71-2, note

Elevator, The, a peculiar machine invented by M. de Lesseps, during the making of the Suez Canal, p. 372

Elizabeth, during Reign of, and some time after, English merchants trade by Syria, with Baghdad and India, p. 337

Elphinstone, Hon. Mount-Stuart, as Governor of Bombay, in 1823, recommends steam communication with England, p. 344

——, to prove his views, returns to England, viâ Isthmus of Suez, in 1827, p. 345

Emperor, The, yacht presented to Japanese by Lord Elgin in 1858-9, and, thus, the first Japanese steamer, p. 482

England more interested than any one else in securing a route for her ships to the East, p. 369

——, the wisest statesmen of, Mr. Gladstone, Mr. S. Herbert, Mr. Cobden, Mr. Bright, &c., support M. de Lesseps’ scheme, p. 369, note

England, The, a ship sold to Japanese by W. S. Lindsay, in Jan. 1861, p. 484, note

Enterprize, The, first steamer to India in 1825, is 113 days on her passage to Calcutta, p. 341

——, showing thereby, that, commercially, the Cape route would not pay, p. 342

—— proves of great value to the East India Co., in first Burmese war, p. 342

Ericsson, Capt., in 1836, fully demonstrates the merits of the screw, p. 104

——, exhibits successfully his screw steamer to the Lords of the Admiralty, pp. 105-6

Euphrates, Route to India, reasons advanced in its favour by Committee of 1839, pp. 356-7, note

European and Australian Mail Company, tender of, accepted, p. 397

—— proves a failure more disastrous than even that of the Galway Line, p. 398

Evans, F. J., R.N., able report by, on the “Deviations of the Compass” in iron ships, Phil. Trans. 1860, p. 90, note

Evans, Oliver, tries a plan for propelling vehicles by steam on common roads, in 1786, p. 47

Farrer, T. H., letter from, noticing the Naval Review of 1853, p. 106, note

Ferry-boats at Quebec and between Yarmouth and Norwich, propelled, till recently, by oxen walking on a circular platform, p. 20

Fins of fish suggest the idea of a paddle, or oar, as their tails do that of sculling, p. 4

Fitch, Mr. F., sketch of his life, and boat built by, pp. 42-3, note, and p. 44

“Flat floor,” advantages of this construction for steam-vessels, as advocated by the Americans, p. 160

Forbes, R. B., Mr., sketch of his commercial life, pp. 193-4, note

Fowler, Mr., proposes a steam-boat to carry a railway train from Dover to Calais, pp. 557-8; with details, pp. 559-60, and note

France, now, 1875, owns (including Messageries Maritimes) 160, 478 tons of steam shipping, p. 239, note

Froude, Mr. W., experiments on H.M.S. Greyhound, show a loss of 49 per cent. of motive power to attain 10½ knots, p. 581

Fruit Schooners, in the Mediterranean, for a while maintain their ground against steamers, p. 418

Fulton, Robert, conceives, previously to 1796, the idea of propelling vessels by steam, p. 48

——, sketch of his life, p. 50, note

—— pays a visit to Mr. Symington, and studies his boat and its machinery, p. 50

—— (in 1806) builds the Clermont steamer on East (Hudson) River, p. 51

—— never claimed any patent for his assumed discovery, p. 52

——, engine of, for his Clermont, nearly the same as that of the Charlotte Dundas, p. 52

—— not fairly spoken of by such men as Sir J. Rennie and Mr. Woodcroft, p. 55, note

——, unquestionably, the first to keep a steam-boat regularly running for purposes of trade, p. 56

——, vessel launched by, on July 4, 1815, the exact copy of that of Mr. Miller of Dalwinston, p. 131, note

——, note of origin and place of birth, Append. p. 585

Galloway, Mr., patents, in 1829, a plan for “feathering” paddle-wheels, still in use, pp. 99-100

Galway Line, or Royal Atlantic Steam Navigation Company, proposes (in 1859) to carry H.M. mails in six days from Galway to St. John’s, Newfoundland, &c., p. 265

——, contractors for, fail to deliver the vessels at the time agreed on, p. 267

——, ships, built for, always behind their time, pp. 267-8

—— compelled to terminate their contract, May 1861, p. 269

Ganges, length of journey up, previously to steam, Calcutta to Benares 2½ months; Calcutta to Cawnpore 3½ months; Calcutta to Agra 6 months; Calcutta to Delhi 7½ months; p. 449

Garay, Blasco de, exhibits to Charles V. a mode of propelling vessels in a calm, p. 11

——, his letters shown by Mr. MacGregor not to refer to a steam-boat, pp. 12-14, notes

Garry Owen, The, being driven on shore, thereby shows the superiority of iron over wood for strength, p. 88

Gauthier, M. (in 1756) writes a treatise on “Navigation by Fire,” which, though approved at Venice, was not published, p. 28

Gellatly, Messrs., and Company, establish steamers viâ Suez Canal to the East, p. 437

Germanic, The, magnificent vessel of the “White Star Line” (1875), p. 279, note

Glasgow, The, steam-vessel built by Mr. Cook in 1814, the standard for some years for river steamers, p. 73

Glasgow, The City of, screw-steamer launched in 1850, and placed on the Inman Line, Dec. 1850, p. 252

Grant, T., M.D., patents an invention “for the more speedy passage of calmed ships,” p. 17

Gray, Mr. John, of Liverpool, plans the magnetic apparatus to insure the correct steering of the Great Eastern, pp. 509-10

Great Britain, built at Bristol, from Mr. Patterson’s design, 1843, with details of, p. 187, and note

—— launched July 19, 1843, and great success of, from that time to this, p. 189, note, and p. 434

Great Eastern, relative claims of Mr. Brunel and Mr. Scott Russell to different parts of her construction, pp. 492-3

——, Messrs. Watt & Co., of Birmingham, to make her screw-engines, and Mr. Scott Russell her paddle-engines and hull, p. 493

——, actually commenced May 1, 1854, p. 496

——, general details of her construction, pp. 497-504

——, chief distinguishing feature of, the combined application of the paddle and the screw, pp. 501-2

——, under full sail, can spread 65,000 yards of canvas, p. 508

——, ingenious apparatus for steering, pp. 510-11

——, conversation about, between Mr. Lindsay and Mr. Brunel in 1857, as to whether she will “pay,” p. 513, note

——, a wonder of construction, but a commercial failure, pp. 513-14

——, enormous preparations made for launching, pp. 514-15

——, launching of, repeated several times, but unsuccessfully, pp. 519-20

—— at length floats of her own accord, Jan. 31, 1858, pp. 521-2

——, the whole scheme, in fact, of her mode of launching, a blunder from beginning to end, p. 522

—— offered to Government, but this offer wisely declined, pp. 523-4

—— starts on her first sea voyage, Sept. 9, 1859, p. 526

——, report of the pilot in command of her, pp. 527-8

——, peculiar construction of rudder and anchors of, pp. 511-3

——, daily performances of, on first voyage across the Atlantic, p. 530, note

—— encounters a heavy gale, Sept. 1861, 100 miles S.W. of Ireland, and returns to Cork, pp. 532-3, and notes

——, chief subsequent value as a cable layer, but, even then, scarcely remunerative, p. 538, note

——, thus employed in 1855-6, 1868, 1870, 1873-4, pp. 539-41

——, in spite of every error, a vessel of which the people of England may well be proud, pp. 541-3

Great Western, The, the first vessel specially built for the Atlantic trade, leaves Bristol for New York April 7, 1838, p. 172

Great Western Company naturally annoyed that, having started the Great Western, they did not obtain the Government contract for the mails to America, p. 180

—— obtain a Parliamentary inquiry into the relative costs of the Trans-Atlantic mail service, pp. 184-5

Guion, Mr. S. B., the chief owner of the Guion Line, supplies, in 1863, cargoes for the Cunard and National Companies, p. 273

——, and his partners commence, in 1866, a line of steamers, the Manhattan being the first, p. 273

Guion Line, otherwise called Liverpool and Great Western Steamship Company, excellent vessels of, pp. 273-4

Gutznur, Mr., of Leith, adopts in the Athol and Tourist steamers a new plan for connecting the piston-rod with the crank of the paddle-shaft, p. 82, note

Hall (Admiral Sir W. H.), evidence that iron ships are less injured by shot than wooden ones, p. 97, note

Hamburg, now (1875) owns 45,669 tons of steam shipping, p. 239, note

Hamburg American Steam Packet Company, fine ships of, pp. 290-1

Hankow, nine steamers employed in trade of, so early as in 1863-4, since when, many more, pp. 468-9

Hankow and Pekin Steamers (completed April 1874), belonging to Messrs. Swire and Co., details of, p. 470, and note

Harfield, Mr., invents a new steam windlass, which is fitted in the Bothnia, &c., p. 234, note

Harland, Mr., invents a new method of lifting the screw, pp. 280-1

Head, Major, C. F., account of his journeys by Red Sea and Suez in 1829-30, and evidence about Overland route to India, p. 345 and note

Heat, used in creating steam, great loss during its conversion, p. 581, note

Hero, a mathematician of Alexandria, B.C. 120, p. 4

—— writes a work “On Pneumatics,” containing 78 experiments, many of them of much interest, p. 4

——, machine of, called the Æolipile, resembling the modern engines of Avery and Ruthven, pp. 5-7, and note

——, the first to record, if not actually to invent, the steam engine, p. 7

——, experiments of, often applied to superstitious purposes, as in the case of Nos. 37 and 70, pp. 7-8 and note

Hibernian, The, built in 1861, the first vessel with a promenade deck from stem to stern, p. 263

High Pressure, meaning of, in America, p. 139

Himalaya, The, building of, and details, p. 392 and note

Hindoo, The, fine ship of, belonging to Messrs. Gellatly, p. 437

Hindostan, The, sent, in 1842, to open the line between Calcutta, Madras, Ceylon, and Suez, p. 388

Hooghly Tug Company, and Bombay Steam Navigation Company, among the first private Companies in India, p. 452

Holland now (1875) owns 36,644 tons of steam shipping, p. 239, note

Hollar, curious drawing by (A.D. 1653), of a Dutch vessel, preserved in the British Museum, p. 20

Holt, Mr. Alfred, notice of his life, with particulars of the line established by him, to Colon and West Indies, p. 331, and p. 435, note

——, steamers, run in 1865, from Liverpool to the Mauritius, 8500 miles without stopping, p. 434

——, the first to use the compound engine in long oversea voyages, p. 435, note

——, steamers to China, details of freight by, p. 436, note

Holyhead and Kingston, average passage between, for 14 years to Sept. 30, 1874, Append. p. 644

Holy Ship, curious native pilgrim vessel, so-called, with notes of the model, her construction, p. 460

Hongs, The Chinese, not unlike the “Guilds” of the Middle Ages, pp. 478-9

Horse-power, technical meaning of, pp. 52-3, note

Hugh Lindsay, The, sent to Suez from Bombay, March 20, 1830, under command of Capt. Wilson, p. 352

—— makes one voyage annually from 1830, p. 352, note

——, details of her first voyage to Suez, pp. 354-5

Hulls, Jonathan (in 1736), plan by, for converting reciprocating rectilinear into a continuous rotary motion, p. 27

——, sketch of his life, p. 27, note

——, boats resembling the one he made still to be seen on the Upper Thames in England, and on the Murray in Australia, p. 27

Iberia, The, the first ship of the P. and O. Company, sailed Sept. 1837, p. 383

Independence, War of, at the close of, ships of America and England alike under the leading strings of protection, p. 164

India, steam navigation to, meeting in London for, 1822, p. 339

——, report of Committee, 1834, in favour of Euphrates route much influenced by political considerations, pp. 355-6

——, method adopted for the conveyance of mails to, previously to 1839, pp. 383-4

——, postal service with, remains under the control of the Directors of East India Company till 1854, p. 39

——, steam to, by the Cape even now is not very remunerative, p. 426

Indian Produce, the bulkiest articles of, as jute, &c., generally brought home in sailing-vessels, p. 444, note

Indian Steam Committee of 1857, at length arouses people to the advantage of steam in Indian trade, p. 452

Indian Trade, no private steam companies started for, till 1845, p. 452

Indus, steamboat for, designed by Mr. Windus, and built by Pearce and Co., of Stockton-on-Tees, details of, p. 454, note

Inglis and Co., builders of the Hankow, Pekin, &c., for Yang-tse trade, note from, about these ships, p. 472, note

Inman, Mr., the first to start a regular line across the Atlantic, consisting of iron screw-steamers only, p. 255, note

——, sketch of the life of, pp. 255-6, note

Inman Line, or Liverpool, New York, and Philadelphia Steam-ship Company, commencement of, in 1850, p. 251

——, splendid ships of, the City of Paris, the City of Brussels, and the City of Richmond, p. 253

——, logs of the City of Brussels, and the City of Richmond, pp. 253-4, note

—— convey, in 1856-7, 85,000 passengers to and from the United States, or about one-third of all who then crossed the Atlantic, p. 256

——, details of the voyages of the City of Chester, and the City of Richmond, pp. 257-8

——, the City of Berlin of, the longest, and probably the largest, merchant ship afloat, except the Great Eastern, p. 259

——, steamers of, Append. p. 611

Insurance of Vessels, going to sea, note on, pp. 248-9

Iona, The, successful paddle-wheel steamer between Glasgow and the Western Highlands, p. 545, details of, note

Iron, as a material for shipbuilding, first used partially in 1830, p. 83

—— at first objected to by many because heavier than water, p. 84

—— successfully used by Messrs. Fawcett and Co. at Liverpool, Mr. Laird at Birkenhead, Mr. (Sir William) Fairbairn and others, on the Thames, p. 87

—— long objected to, owing to the difficulty in adjusting the compasses, p. 90

Iron ores of America, now being largely developed (‘Times,’ May 28, 1875), p. 166, note

Iron ships, general consideration of their superiority over wooden vessels, with reasons for this, pp. 92-7

——, various reasons why more economical, pp. 96-7

——, accidental damages in, more easily repaired than in the case of wooden ones, p. 97

—— liable to lose their speed by the adherence to them of animal and vegetable matter, p. 93

Iron Steam Ships, total built in United Kingdom, 1861-74, and total tonnage compared with four other nations, Append, p. 645

Irrawaddy River, great fertility of the country it drains, p. 465

——, before introduction of steam, more than 25,000 native craft engaged on, p. 463

Irrawaddy Flotilla and Burmese Steam Navigation Company, started in 1865, one of the most remarkable commercial undertakings in India, pp. 462-5

——, Mr. Jas. Galbraith, the managing Director, chief partner of the firm of Henderson & Co., p. 462, note

—— now run their steamers up to Bhamo, 1000 miles above the mouth of the Irrawaddy, p. 463

——, peculiar character of the vessels employed by, p. 464

——, fleet of (in Jan. 1875), consists of 15 steamers, and 25 “flats,” p. 464

Japanese, now have several merchant steamers and iron-clads built for them in England, p. 482

Japanese boats, original form and character of, p. 483, note

Jersey, New, The, her value shown, as able to tow through drift ice, where paddle-wheel steamers were useless, p. 115

——, many years a steam-tug on the Delaware and Schuylkill, ibid.

Jocelyn, Lord, Indian Navy List supplied to the Committee of 1851, pp. 359-60, note

Johnston, Capt. (then Lieut.), sent to Calcutta in 1822 to promote steam navigation with India, p. 339

—— commands the Enterprize by Cape to India, 1825, p. 341

—— and, in 1828-30, the Hooghly to Allahabad, p. 450

Jouffroy, Marquis de, said to have constructed (in 1781) a steam-boat 140 feet long, p. 30

Junks, Chinese, general character of, pp. 473-4, note

Just, Mr. J., as Manager of the Pacific Company, adopts, in 1856, the compound engine, and, thereby, saves much fuel, p. 322

Khedive, The, splendid new steamer of the P. and O. Company, details of, pp. 410-14

——, log of, Append. p. 637

Kinder, R., in 1816, patents a shaft and screw, nearly the same as at present used, p. 102

King Coal, The, collier so named, details of, p. 547, and note

Laird, Mr. MacGregor, states that wooden ships are more than twice as heavy as those of iron, p. 95, note

——, under signature of “Chimera,” replies, in Liverpool Albion, to Dr. Lardner’s objection against Transatlantic Steam Navigation, pp. 171-2, note

Laird, William, sketch of his life, p. 87, note

Laird, Messrs., carry out the plan of iron vessels for ocean navigation in 1832, and build the Elburkah and Lady Lansdowne, p. 88

—— build two iron steam-vessels in 1837 for the navigation of the Indus, and those for the Euphrates Expedition, p. 90

Lamport, C., article by, on “Merchant Shipping Legislation” in Westminster Review, for April 1875, p. 246, note

Lange, Sir Daniel, the warm supporter of M. de Lesseps from the commencement; paper read by, to the Society of Arts, on the nature of the ground through which the Suez Canal was cut, p. 373

Lardner, Dr., Report of lecture at Liverpool, December 1835, from Liverpool Albion, pp. 168-9, note 2.

Law, Roberts & Co., Messrs., undertake to carry U. S. mails between New York, California, and Oregon monthly, in 1847, p. 156

Leach, Harris and Forwood, Messrs., build boats and extend line started by Mr. Holt, p. 331

Leith Smacks, an early mode of communication, between Leith and London, commenced in 1809, p. 550

——, a fleet of, successfully repel an attack of French privateers, p. 550, note

Lesseps, De, M., sketch of the life of, p. 366, note

Levees, a peculiar kind of wharf on the western rivers of America, and, especially, at New Orleans, p. 136

Leyland, Messrs., and Co., now employ twenty-three large steamers in the Mediterranean trade, p. 420

——, the fleet of, alone could bring all the corn from Egypt required by Ancient Rome, p. 421

Lin, F., patents an invention (1637) for working vessels “without the use of horses,” p. 17

Lindsay, Mr., moves the reduction by 300,000l. of the vote for the reconstruction of a wooden navy, May 23, 1861, p. 98, note

——, address to his constituents at Tynemouth, on the Great Eastern, pp. 539-40, note

Liners, Yankee, The, the perfection of sailing ships, p. 270

Liverpool, Brazil, and River Plate Company organized in 1865, chiefly by Messrs. Lamport and Holt, p. 333

—— now own 49,294 tons of steamships, ibid.

——, particulars of, Jan. 1875, Append. p. 637.

Livingston, Mr., enters into Fulton’s plans, and builds a boat on the Seine, in 1803, which, however, fails, p. 49

Lloyd’s, North German, an old established Company between Bremen, Baltimore, and New York, p. 291

Lowe, Robert, The, account of her voyage up the Yang-tze, p. 468 and note

—— loads at Shanghai for Hankow, May 8, 1863, and brought tea thence direct to England, pp. 468-9

Luck, good or bad, applicable only to games of chance, requiring no skill or genius, p. 246

Lynch, A. K., excellent account by, of the early works in connection with the Suez Canal, p. 370, note

MacGregor, J., investigates the story of the invention of a steam-boat, by Blasco de Garay, pp. 10-14

—— arrives at the conclusion that De Garay did not invent any steam-boat, p. 13, note

—— visits Simancas and Barcelona, to investigate the story of Blasco de Garay, pp. 12-14, and notes

Mackinnon, Mr., the founder and Managing Director of the British Indian Steam Navigation Company, pp. 455-6

Malcolm, Sir J., and his brothers, Sir Charles Malcolm and Sir Pulteney Malcolm, support Mr. Elphinstone’s views for steam communication with India, p. 345

Manby, Mr., fits a steam-engine, for the first time, into an iron vessel, the Aaron Manby, in 1821, p. 86

Manchester, The City of, fine screw-steamer, purchased for the Inman Line in 1851, p. 252 and note

Margary, Mr., murdered (Feb. 1875) in an attempt to explore the country between Bhamo and Hankow, p. 463, note

Marine Steam Engine, history of the progress of, since the days of the old Comet, pp. 573-8

Maritime Casualties, can and must be reduced, p. 246

Massachusetts, The, auxiliary screw-steamer, sent out by the Americans in 1845, details of, pp. 190-1, and note

—— still running, under the name of the Alaska, pp. 191-2, note

McKean, McLarty, and Lamont, Messrs., successfully employ the Osmanli and Levantine in the Mediterranean ports in 1849, p. 419

Mediterranean, trade in, revived by the introduction of steam-vessels, p. 417

Melbourne, Lord, present of 50l. granted by the Administration of, to the four daughters of James Taylor in 1837, p. 36

Merrifield, C. W., F.R.S., statement of the amount of work to be obtained from 1 lb. of coal, p. 581, note

Messageries Maritimes, the largest existing Steam Navigation Company, but, altogether, the creation of the Government, p. 422

——, originally carriers by land, make their first oversea contract with Government in 1851, p. 423

—— own now (1875) 175,000 tons of steam shipping, p. 424

—— now run over more than 423,607 French leagues annually, p. 424

——, details of the vast trade conducted by, pp. 425-6

——, list of all steamers of, and how employed (1875), Append. p. 641

Michigan Lake, first steam-boat on, 1827, p. 132

Miller, Mr., of Dalswinton, the first, in 1787, actually to use a marine engine, p. 32

—— lays before Royal Society, Dec. 20, 1787, an account of his mode of propulsion, p. 33, note

——, his success mainly due to Mr. Symington, p. 35

——, the “parent” engine of steam navigation made by, in 1788, now in Patent Office, p. 36, note

Mississippi, first steamer launched on, in 1814, p. 131

——, steam-boats on, constructed, specially, to rise on the levees, p. 136

——, peculiar character of the boats, barges, employed on, pp. 137-8

——, and of the boatmen on the barges of, ibid.

Mississippi and Dominion Steam-ship Company, founded in 1870, to trade between Liverpool and New Orleans in the winter, and Canada in the summer, p. 274

Mississippi and Ohio, 234 steamers on, as early as 1834, p. 133

Mitrovitch, Capt., the commander of the Telica, blows up himself and vessel at Guayaquil, p. 315

Mitsu-Bishi Steam Navigation Company, a Japanese line, started Feb. 1875, p. 481

Mongredian, Mr., attempts to establish a line of steamers to Mediterranean in 1845, p. 419

Morland, Sir Samuel (in 1683), writes a work entitled “Elévation des Eaux par toutes Sources de Machines, etc.,” and dedicated to Louis XIV., p. 24

——, accuracy of his view with relation to the expansion of water, when converted into steam by fire, p. 24

Morisotus, strange and clumsy paddle-wheeled vessel, described and figured in his work entitled “Orbis Maritima,” p. 19

Muhammed Ali suggests to Mr. Galloway a railroad between Cairo and Suez, p. 362

Napier, Mr., in 1815, starts his first “fire-boat” on the Thames, p. 77

—— builds the Rob Roy in 1818, “the first sea-going steamer” to trade between Glasgow and Belfast, pp. 78-9

——, introduces a plan for “surface condensation,” in the United Kingdom steamer, 1826, p. 82, note

Napier, Capt., R.N. (afterwards Sir Charles), commands the Aaron Manby, the first iron steam-vessel, in 1821, p. 86

National Steam Navigation Company, first started in 1863, between Liverpool and New York, pp. 270-1

——, like the Cunard Line, has never lost a passenger by any negligence or act of the sea, p. 272

—— now maintains a weekly service between Liverpool and New York, and fortnightly between Havre and New York, ibid.

Nautilus, The, possesses in itself powers of propulsion by projecting water, p. 3

Navarrette, M., publishes the account of the experiments of Blasco de Garay in 1543, p. 10

Netherlands Steam Navigation Company, started in 1863, now own twenty-three steamers of 20,000 tons, p. 461

—— run their steamers through Torres Straits to Brisbane, Sydney, and Melbourne, p. 461

Newcomen, Mr., a working blacksmith at Dartmouth, greatly improves Savery’s engine in 1705, p. 25

New World, The, details of her construction and equipment, pp. 146-50

——, type of, as of other similar vessels, wholly different from those in England, p. 148

New York, destined to rival (perhaps surpass,) any city, London not excepted, owing, in part, to its extraordinary natural advantages, p. 129

New York and New Orleans, first steamer between, 1818, p. 132

Nightingale, Sir Miles, the first to return to England by the Red Sea and Suez Route, p. 344

Ocean-race between Cunard and Collins Line, general results of, in 1852, pp. 218-9

Ogden, Francis B., The, a screw-steamer built for Captain Ericsson, at Wapping, p. 105

Ohio, Navigation of, greatly impeded by rapids formed over bars or chains of locks, p. 135

Ontario, Lake, thirteen screw-propelled vessels on, so early as 1846, p. 115

Orleans, The, the first steamer on any American lake in 1811, p. 132

Osborn, Capt. Sherard, R.N., takes H.M.S. Furious up the Yang-tse to Hankow in September 1858, p. 467, note 1

Over-insurance of Ships, a matter requiring the careful investigation of Parliament, p. 249

Overland Route to India, various details connected with, pp. 360-3

——, papers and books on, from 1819 to 1872, p. 343, note

Overstone, Lord, speech of, March 24, 1859, giving full details of the failure of the European and Australian Steam Company, pp. 399-401

Oxford, City of, steamship belonging to Messrs. Smith, details of, pp. 443-4 and note, p. 444

Pacific, The, general character and construction of, as distinguished from other Transatlantic steamers, p. 208

——, loss of, from causes unknown, Jan. 1856, pp. 224-5

Pacific Mail Steamship Company (American), great cost and difficulty of starting and maintaining in 1847, p. 151

—— by far the greatest of all American maritime undertakings, p. 153

—— undertakes the service between San Francisco, Yokohama, and China, pp. 153-4

—— (English), early details of, 1840, pp. 314-7

——, value of the trade obtainable by, as shown in a pamphlet by Mr. Wheelwright, London, 1836, p. 318

——, great difficulties in its early career, pp. 319-20

—— accept the proposal of the Admiralty to run steamers monthly to Panama, p. 321

——, the first to prove the value of the compound engine, p. 322, note

—— establish, in 1870, a fortnightly service to Valparaiso, with an addition to Callao, ibid.

—— now own fifty-four steamers, with an aggregate of 119,870 tons, p. 324

——, the Cuzco and Garonne, built for, by J. Elder & Co., with engines by R. Napier & Sons, p. 326

——, schemes of, too elaborate and too large to be successfully carried out at present, pp. 326-7

——, particulars of, Jan. 1875, Append. p. 635

Palmerston, Lord, resists, on political grounds, M. de Lesseps’ plan for the Suez Canal, p. 369

Papin, Mr., describes (in 1690) a steam cylinder and a mode of propelling ships by “Rames volatiles” or paddle-wheels, p. 23

—— proposes to use gunpowder to create a vacuum under a piston, ibid.

—— makes various experiments with a boat constructed on the design of the Prince Palatine Robert, ibid.

——, sketch of his life, pp. 23-4, note

—— (in 1697) uses Savery’s engine to propel a steam-boat on the Fulda, p. 25

Paris, The City of, took H.R.H. the Duke of Connaught to America in six days, twenty-one hours, the quickest passage ever known, p. 253, note 1

Passenger ships, impossible to compare accurately the cost of different, p. 284

Pharaoh Necho, the works of, as recorded by Herodotus, p. 365, note

Philadelphian Company establish a new line from Philadelphia to Liverpool, managed by Americans only, pp. 284-5

—— have much to contend against, owing to the heavy duties imposed by their own Government, p. 285

Peacock, Mr., thinks that steam to India will not pay, p. 352, note

Pekin, City of, The, and City of Canton, the finest vessels that have ever carried American flags, p. 155, note

Pelican, H.M.S. The, one of Messrs. Perkins’s “economical” engines to be fitted in, p. 571

Peninsular and Oriental Steam Navigation Company, early history of, pp. 376-7

—— propose a weekly mail from Falmouth to Vigo, Oporto, Lisbon, &c., pp. 382-3

——, contract by Government with, Aug. 1837, to carry the mails, p. 383

——, Oriental and Great Liverpool, the first ships of, p. 387

——, Parliamentary Committee of 1851, report strongly in favour of, p. 389

—— obtain (instead of the Eastern Steam Navigation Company) the tenders for mails to India, Hong Kong, and Sydney, pp. 391-2

——, various details of their contract of Jan. 1853 for carrying mails to Singapore and Sydney during alternate months, pp. 393-5

——, eleven of their ships engaged during the Crimean War in the transport service, p. 395, note

——, arrangements made in 1857, under contract of 1854, for extending its services between Bombay, Aden, and Suez, pp. 397-8, note

—— contract in Feb. 1859 for transport of the mails to Australia, p. 402

——, present enormous range of the services of, pp. 404-6

——, more than one-third of its shareholders are ladies, p. 404

——, details of the rates per mile paid to, pp. 406-8, notes

——, present condition (1874) and fleet of. pp. 404-10

—— employ 170 sailing-vessels to carry coal to their different stations, p. 409

—— keep 90,000 tons of coal in stock at their different stations, p. 409, note

——, for some time, have had a practical monopoly of the trade of the Eastern seas, p. 454

——, list of all vessels belonging to (June 1875), Append. p. 369

Perfection not yet attained by English or any other ships, although there has been great improvement, p. 584

Perkins, Jacob, asserts that Fulton, having witnessed Symington’s experiments, ordered an engine of Boulton and Watt for the United States, p. 51

Perkins, Messrs., propose a new ship of extraordinary power, which they call “the economical engine,” pp. 571-2 and notes

Persia, The, the first iron ship of the Cunard Line—launch of, 1855, and details, p. 226 and note

——, four times in 1856, runs from New York and Liverpool in less than nine days and a half, p. 227

Peruvian, The, one of the Allan Line, crosses the Atlantic and back from N. of Ireland, with cargo, in twenty-four days and fifteen hours, pp. 263-4

Pickard, James, invents (Aug. 1786) the connecting rod and crank and flywheel, so as to produce rotary motion, p. 30

Pierson, J. P., the inventor of the “double vacuum condenser,” p. 208

Plombière, Guyon de la, suggests a steam-engine for the propelling of a boat, p. 41

Preble, Commander, states that Stevens invented, in 1804, the twin screw-steamer, p. 46, note

President, The, and The Pacific, have left no record of their fate, probably owing to their having foundered in deep water, p. 225, note

Princeton, The, Captain Ericsson’s experiments in, quite successful, p. 113

Q. E. D., first screw-collier, p. 546

Queen of the East, The, proposed in 1838 to run between England and Calcutta, p. 386, note

Queen Margaret, The, runs (Sept. 1875) from London to Calcutta in thirty days, including forty hours’ detention in the Suez Canal, p. 438, note

Ramelli, A., gives a design for a boat with a wheel on each side (1588), p. 15

Ramsay, D., patents an invention (1630) for making boats go against the tide, ibid.

Randall, Mr., projects the next largest steamer to the Great Eastern (1860), p. 157

——, detailed account of, and beauty of her model, pp. 157-61

——, brief sketch of what he has accomplished since 1833, and of the various ships he built or commanded, pp. 161-2, note

Rathbone and Company, Messrs., details of ships belonging to, and of their passages to India, pp. 438-9

Rattler, The, built, specially, for the purpose of testing the screw-propeller, p. 110, and note

——, river trials of (1843-5) showed that, in smooth water, the screw was equal to the paddle-wheels, pp. 110-11

——, but, not so successfully as expected, in a heavy sea in 1845, between Portsmouth and Pembroke, p. 111

—— tows the Erebus and Terror, in 1845, entirely to the satisfaction of Sir John Franklin, p. 112

Red Sea, early popular notion that the waters were 25 to 30 feet above the Mediterranean, p. 363

Register at Lloyd’s, wooden ships, never allowed by, to exceed twelve years as A 1, though renewable, p. 96, note 2

Rennie, Mr., services of, in advocating the employment of steam in the navy, p. 78, note

Rivault, D., publishes (1605, 1668) “Les Elémens de L’Artillerie,” and describes the power of steam in bursting a strong bombshell, p. 16

Robertson, W. J., sets up, at the Patent Office, in 1862, the engine of the Comet he had placed in her, 50 years before, in 1812, p. 67, note

Royal William, The, crosses from Quebec to Gravesend in 1833, p. 170

——, the first steamer from Liverpool July 1838, pp. 176-7, and note

Rudder, no real evidence as to when it was invented, pp. 511-12, note

Russell, Scott, Mr., conversation between him and a naval architect, on the subject of iron for shipbuilding, p. 84, note

——, letter from, to the ‘Times,’ stating his share in the construction of the Great Eastern, pp. 492-3, note

Russia, The, first Cunard screw-steamer (1862), p. 231

Said, Port, enormous preparatory works required for, and harbour of 132 acres, excavated, p. 370

Salt-water, chemical action of, on iron alone, less than on wood, p. 92

Sampans, technical name of the small commercial craft on the Chinese rivers, pp. 480-1, note

Sauvage, F. (one of the claimants, in 1832, to the invention of the screw), p. 103, note

Savannah, The, the first American steam-vessel, which crossed the Atlantic to Liverpool in 1819, p. 168

——, rigged as a sailing-ship with auxiliary steam-power and removable paddles, p. 168, note 1

Savery, T., proposes (in 1696) giving motion to mill-work by the agency of fire, p. 24

——, sketch of the life of, p. 25, note

Schiller, The, evidence of chief mate, showing that the lead had not once been cast during three days of fog, (May 1875), p. 241, note

Scotia, The, magnificent Cunard steamer (1862), details of, p. 228 and note

Scotland, The, belonging to Mr. W. S. Lindsay, the first foreign vessel (in June 1860) to load a cargo at Shanghai for Hankow, p. 467

Screw-propeller, not possible to decide the absolute inventor of, p. 116

——, Messrs. Woodcroft, Ericsson and Smith, practically, the chief authors of, pp. 117-8

Sea, dangers of, might be reduced by two-thirds with exercise of sufficient foresight, &c., p. 245

Seamen, great additional care of, as shown especially in the coal trade, pp. 549-50

Seraffino Serrati plans a steam-boat on the Avon, in 1796, p. 41

Shanghai Chamber of Commerce, interesting reports from the delegates of, with reference to the trade of the Upper Yang-tse, p. 476, note

Shannon Steam Packet Company, the first to employ iron steamers in river navigation in 1824, p. 86

Shipbuilders (American) resolve to build the cheapest and most remunerative merchant vessel, ibid.

—— make many great improvements, especially in the mechanical details of their ships, p. 167

Shipbuilders (English) slow, at first, to improve their ships, ibid.

Ship-building yards, private, great importance of, in cases of sudden emergency, p. 71

Shipowners of America not allowed to compete on equal terms with the vessels of any foreign country, p. 165

Shipowners (English) having plenty of fields for employing their ships, cling to protection, ibid.

—— do not care to compete with Americans on equal terms, but with inferior ships, ibid.

Shipowners of all countries ought to be compelled, under heavy penalties, to send seaworthy ships to sea, p. 247, note

Shorter, E., in 1800, invents “a perpetual sculling machine,” which was tried in H. M. S. Dragon and Superb, p. 102

Sirius, The, leaves London for New York, on the suggestion of Mr. MacGregor Laird, April 4, 1838, pp. 170-1, and note

Smith, G., Esq., letter from, giving an account of the rise and progress of his firm, pp. 439-43

Smith, T. S., takes out a patent (May 1836) for a “sort of screw or worm,” pp. 106-7

Smith, Messrs., send twenty-four sailing ships to Calcutta in 1871, and sixteen to Bombay, p. 442, note

“Snags” and “Sawyers,” peculiar character of, and danger arising from, p. 134

“Soma,” technical name given to the Chinese tea-boats, p. 475, and note

Speed, high, greatly increased danger from the desire to attain, pp. 211-13

——, enormous cost of, shown in statement that to save a day or day and a-half, cost Collins’ Company a million of dollars, p. 216

——, relative, of Cunard, Liverpool and New York, and P. and O. Lines, pp. 403-4, note

Stanhope, Lord, is said to have built a small steamer, in 1790, with a high pressure engine, p. 38, note

Steam, the ancients certainly were acquainted with the power of, p. 4

—— first applied for towing purposes on the Mersey, October 1816, p. 77

—— in early use, between Norwich and Yarmouth in 1813; and London and Margate in 1815, p. 73

——, on the Thames, long and bitterly opposed by the watermen, p. 74

Steam-boat, the first from the Clyde to Liverpool, on June 28, 1815, p. 77

——, the Etna, the first built as a special ferry-boat at Liverpool in April 1816, pp. 77-8

——, the Comet, the first built by the Admiralty in 1819, p. 78

Steam-engines, general principles of all, p. 28, note

——, first application of, for pumping water out of mines, p. 575, note

Steamers, owned, respectively, by the United States and Canada, amounted in January 1875 to 258,980 tons, pp. 124-5, note

Steamers of the Cunard, Inman, and National Companies adopt the “Lane route,” i.e. to the south of the Newfoundland Banks, p. 286, note

——, by the Cape to India and Australia, cannot profitably compete with Messrs. Green’s sailing-vessels, p. 427

Steamers (Mail), not employed, since 1856, east of the Cape, except perhaps to Natal and Mauritius, p. 429

Steam-power, ingenious plans for increasing, p. 577

Steam-Ship Propeller Company, incorporated by Act of Parliament, July 29, 1839, p. 107

Steam-ship building, carried out by private enterprise for forty years before the Admiralty recognised the value of steam-ships, p. 72

Steers, Mr., the builder of the yacht America and superintendent, also, of the construction of the Arctic, p. 204

Stephenson, Robert, suggests the idea of covering the bottom of an iron ship with sulphate of copper, p. 93, note

—— completes, in 1870, the railway from Alexander to Cairo, p. 363

Stephenson, R. MacDonald, Sir, publishes in Calcutta Review his plans for railway communication with India, p. 338, note

Stevens, J. C., devotes much time and money to the improvement of steam navigation in America, p. 46

——, the first (in 1804) to place on the sea a steam-boat propelled by a screw, p. 102

Stevens, R. L. S., ingenuity of his improvements, and the shape and speed of steam-boats, pp. 142-3

St. Lawrence, River, the first steam-boat launched on, in 1809, named the Accommodation, p. 58, and note

Stockton, Capt., orders two boats to be built (on his own account) on Capt. Ericsson’s principle, p. 112

——, unlike the Lords of the Admiralty, at once takes up the cause of Capt. Ericsson, p. 113

——, but, not able for two years, to persuade the United States of the value of Capt. Ericsson’s plans, ibid.

Stockton, Robert F., Brig, The, sails from England to America, April 1839, and under the command of Captain Cram, p. 114

——, subsequently plies on the Delaware, under the name of New Jersey, till 1840, p. 115

Stuart, C. B., valuable work by, entitled “On Naval and Mail Steamers,” New York, 1853, p. 205, note

Suavia, The, of the Hamburg American Line, details of, p. 290, notes

Subsidies, relative value of those paid to the P. and O. and Messageries Maritimes, p. 426, note

Suez Canal, general details of, unquestionably the greatest maritime work of any time, pp. 363-74

——, notices of an ancient one, across the Isthmus, p. 366

——, no reason to suppose that the men employed on, were in any sense “slaves,” p. 370 and note

——, great ingenuity of the works, provided for, by M. de Lesseps, p. 372

—— partially opened, April 18, 1869, p. 374

—— more completely opened, Sept. 28, 1869, when M. de Lesseps steamed through it, from sea to sea, ibid.

—— formally opened by the Empress Eugénie, Nov. 17, 1869, ibid.

——, the whole cost amounted to about 20,000,000l., p. 375

——, more than three-fourths of the whole tonnage now passing through, belongs to England, and, therefore, cannot be prejudicial to English interests, pp. 445-6

——, its great value to India; notice in Friend of India, ibid., note

——, if foreign nations wish to compete through it successfully, they must adopt English “Free Trade,” p. 446.

——, list of vessels that have annually passed through it between 1870 and 1874, Append. p. 643

Symington, Mr. [if he did not suggest the use himself], employed to carry out Mr. Taylor’s proposal to propel Mr. Miller’s paddle-wheels by steam, p. 34, note

—— employed by Thomas Lord Dundas, in 1801, to place an engine in the Charlotte Dundas, p. 37

——, the important points which his experiment established, p. 39, note

Szchuen, Province of, remarkably rich in grain, tobacco, hemp, sugar, &c., p. 477.

Talbot, The, the first mail steamer between Holyhead and Dublin, p. 80

Tátar Post, between Baghdad and Constantinople, established by East India Company, p. 338

Taylor, James, a tutor in Mr. Miller’s family, said to have suggested to him the use of steam for propelling boats, p. 34

Taylor, Mr. J. R., said to have lost 12,000l. in his efforts to promote steam communication with India, p. 348, note

—— sends the plan of his scheme to Sir John Malcolm, ibid.

Teak, at one time, like iron, objected to, as a material for shipbuilding, as it will not float, p. 84, note

Telica, The, first steamer actually employed on the Pacific Coast, in 1825, p. 315

Thames, early traffic on, before the invention of steam-boats, chiefly by rowing-boats, barges, hogs, &c., p. 75

Tobin, Sir John, warmly takes up the cause of Ocean Steam Navigation, October 1838, p. 177

Tod and MacGregor, Messrs., of Glasgow, build the Princess Royal, for line between Glasgow and Liverpool, in 1840, p. 91

Transatlantic Steam Navigation, the Committee of House of Commons report (1846) in favour of Messrs. Cunard, Burns, and MacIver, p. 185

Transatlantic Steamers, average speed of, in 1856, p. 227, note. Table of passages of, between Liverpool and New York 1873-4, Append. p. 617

Trevethick, R., and Mr. Dickenson, propose, in 1809 and 1815, to build ships of iron, but do not carry out their patent, p. 85

Trevethick, R., in 1815, patents a worm or screw, p. 102

Underwriters, Liverpool, remarks by, on the superior durability of iron ships, p. 94, note

United Kingdom, The, steamer built by Mr. Steele of Greenock, 1826, p. 81

Unseaworthy Ships, report of the Royal Commission on, 1873-4, p. 246, note

Valturius, A.D. 1472, gives several representations of paddle-wheels, p. 10

——, his work, A.D. 1472 (published at Verona), the first in Latin, containing woodcuts, ibid.

Van der Capellen, The, the first actual steamer built in India, about 1811, p. 448, note

Verne, M. Jules, considers the Great Eastern a failure, both in speed and comfort, p. 540, note

Vessels, very large, not so safe as smaller ones, pp. 537-8

Vetch, Capt., R.N., proposes, thirty years before M. de Lesseps, a ship canal from Tineh, p. 367

Victoria, The, of the Anchor Line, details of, p. 290, note

——, Dover and Calais steam-boat, details of, p. 556, note

Vincent, Mr., intrepidity of, and dreadful story by, of the fate of the Amazon, pp. 309-10

Vivian and Co., Messrs., the first to establish a line of Mediterranean steamers from Liverpool in 1840, p. 419

Waghorn, Lieut., one of the most energetic early supporters of steam communication with India, p. 346

——, sketch of his life, ibid., note

—— commissioned by Lord Ellenborough and Mr. Loch, leaves London Oct. 28, 1829, and reaches Bombay, March 21, 1830, p. 347

——, rapid journey across Europe, and boat voyage for 628 miles on Red Sea, 1829-30, ibid.

——, as the paid agent of the Calcutta Company, at first, naturally, supports the route of the Cape, p. 348

——, evidence of, before Committee of House of Commons, 1837, p. 361, note

——, the first to organize, systematically, the conveyance of the Mails across the Isthmus of Suez, p. 361

Walk-in-the-Water, The, trades on Lake Erie in 1819, with cargoes of furs, p. 132

Wasborough, M., patents (March 16, 1779) a plan for converting rectilinear into circular motion, p. 29, and note, ibid. p. 101

Washington, The, steamship from New York to Bremen, detailed comparison of, with the Britannia, pp. 195-6, note

Watt, James, by patents (of January 5th, 1769), first shows how the steam-engine can be employed effectively for marine propulsion, p. 28

—— invents the “double impulse” or double-acting engine, ibid.

—— renders his engine more effective by using a detached condenser, p. 29

—— invents (1781) the form of engine known as the “Sun and Planet,” now preserved at South Kensington, p. 30

——, in 1770, speaks of using a screw-propeller to be turned by an engine, p. 101

Watt, James, Jun., in 1817, takes the steamer Caledonia up the Rhine as far as Coblentz, p. 73, note

Watt, James, The, constructed to take the place of the Leith smacks, p. 80

Waves, deep sea, approximative measurement of the height of, p. 535, note

Wear River, shipbuilding on, 1874-5, Append. p. 595.

Welland Canal, the bond between the other lakes and Ontario; its great value thereby, p. 124 and note

West India Royal Mail Steam Packet Company inaugurated, 1841, p. 292

——, their vessels to carry guns, and to be like H.M.’s war steamers, p. 293

——, subsidy granted to, at the rate of 240,000l. per annum, p. 294

——, error of, in selecting, at first, as their commanders, naval men, with no special knowledge of steam, &c., ibid.

——, the public complain, not unnaturally, of the heavy subsidies granted to, pp. 295-6

——, improved state of, in 1851, arising, chiefly, from improved management, pp. 298-9

——, contract with, in 1857, requires acceleration of the mails between England and Rio Janeiro, pp. 299-300

——, conditions of the services of, in 1864, details, &c., p. 301, note

——, contract for, renewed, 1874, on a greatly reduced subsidy, p. 301

——, the Forth, steamship, details, pp. 302-3

——, no fewer than six of their vessels lost in their first eight years as a Company, p. 303

——, return of vessels added to, 1851 to 1860, p. 311, note

——, details of present services of, pp. 312-13, note

—— arrange with Government, Feb. 1858, to perform the services of the European and Australian Company, p. 401

——, particulars of, Jan. 1875, Append. p. 634.

West India and Pacific Company now conveys the British mails to Honduras and Mexico, p. 322

—— organized, in 1863, by union of several smaller companies, ibid.

Wheelwright, Mr., the first, in 1846, to point out the best eastern and western route for Transatlantic steamers, p. 245, note

——, as United States Consul of Guayaquil, sees the advantages of steam communication along the coasts of the Pacific, p. 316

——, sketch of his life and history, p. 316, note

—— obtains a charter with some peculiar conditions, Feb. 1840, for the Pacific Steam Navigation Company, p. 317

White Star Line, conducted by Messrs. Ismay, Imrie, and Co., adopt, in 1870, the name of this famous line of sailing packets, p. 275

——, originally, a line of the fast-sailing American clipper ships, to Australia, now continued in steamships by Messrs. Ismay & Co., p. 275, note

——, very strict regulations that no risks are to be run, safety of life and property being always the first consideration, p. 276, note

——, logs of their ships, the Baltic and Adriatic, p. 277, note

—— now run in connection with the Erie Railway from New York, booking through to San Francisco, p. 283

——, Letter of Instructions, Append. p. 613

——, passage of steamships of, ibid. p. 614

Wilkinson, Sir Gardner, supports the view that Mr. Waghorn, more than any one else, made the Oriental route to Suez a success, p. 361

Willcox, Mr. B. McGhee, sketch of his early life, p. 378, note

—— practically the starter of the Company since known as the Peninsular and Oriental, pp. 378-9

—— greatly improves the Peninsular Mail Service, p. 382

Wilson, T., of Faskine, builds the Vulcan, the first iron vessel in Scotland, which is still (1875) in use, p. 86

Wilson, Robert, brings, in 1827, under the notice of the Admiralty a screw “perfect in all its details,” pp. 103-4

Wilson, Capt., note of the Journey of Hon. Mr. Elphinstone to England by Red Sea and Suez, in 1827, p. 345, note

——, as Captain of the Hugh Lindsay, did much to “educate” the Government of England and India, with regard to steam to India, p. 352, note 2

Wind, the effect of, as producing long rollers at the Cape and elsewhere, p. 535

Winter, T. B., Mr., designs a very effective steam-vessel for the Indus, pp. 453-4

Wood, much of the, for H.M. Ships, obtained by the vote of 1861, left to rot in the Government Dockyards, p. 98, note

Woodcroft, Mr. Bennet, in 1832, patents “an increasing screw-propeller” of special value, p. 103, note

——, “value of his varying pitch” propeller, patented Feb. 1849, p. 117

——, his invention accepted by the Admiralty, in the case of the Royal Yacht Fairy, and H.M. Ship Dwarf, ibid.

Wooden and iron ships, relative strength and weight of, Append. p. 599.

Worcester, Marquess of, no reasonable doubt that he was the first to make a steam-engine, p. 18

——, but might not have succeeded if he had applied it to drive a boat, ibid.

“World’s Highway, The,” pamphlet on railway communication with India, by Sir D. MacDonald Stephenson, p. 338, note

Yang-tse-Kiang, notice of the course of, for 3000 miles from E. Tibet, to Shanghai, pp. 465-7

—— opened to Western Trade Feb. 1860, by Treaty, p. 467

——, navigation on, for boats drawing 8 ft., to Ichang, 363 miles above Hankow, p. 480

END OF VOL. IV.

LONDON: PRINTED BY WILLIAM CLOWES AND SONS, STAMFORD STREET AND CHARING CROSS

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