BRISTOL AS A MAIL STEAMER STATION FOR IRELAND, WEST INDIES, AMERICA, AND
CANADA.
From the archives of the Bristol Chamber of Commerce it transpires that
from the very first constitution of the Chamber in 1823, it had before
it a scheme for the conveyance of mails between this port and the South
of Ireland by direct steam packet. It was considered that such a service
would be highly advantageous to the city, and correspondence on the
subject from time to time took place with the Post Office Department.
Allusion is made to it in the Chamber's Annual Report in January, 1824;
again in 1828, when the President of the Chamber, Mr. Joseph Cookson,
had a conference with the leading officer of the Post Office; and once
more in 1829. The case is so fully and ably set forth in the Board's
Annual Report of the 26th January, 1829, that its reproduction _in
extenso_ cannot fail to be of deep interest to the citizens of the
present day as their attention is often drawn to the steamship traffic.
It ran thus:--
"The transmission of the mails direct from Bristol was earnestly pressed
upon the attention of the Postmaster-General in the year 1823, on which
occasion the Chamber minutely investigated the practicability, safety,
and general advantages of the measure, the material points of which were
embodied in a memorial, accompanied by a list of queries and replies.
The Civic Corporation, the Society of Merchant Venturers, and the
Bristol Dock Company each presented similar memorials.
"In resuming the enquiry, the Board have resorted to the channels best
calculated to convey accurate information. The managing proprietor of
the steam packet establishments at this port, Captain Dungey, an
individual on whose experience and judgment reliance may be placed, and
other persons of practical knowledge, have been consulted on the
subject. All concur in establishing the fact that the voyage to and from
Dunmore may, with general certainty, be accomplished by efficient
steamboats in from 24 to 26 hours during the eight summer months, and in
from 26 to 30 hours in the four months of winter; that the instances of
exceeding this scale would not be more frequent than at the present
station, the navigation of the Bristol Channel being protected by the
coast on either side, and consequently less influenced by severe weather
than the Irish Sea.
"The earlier arrival of the London mail and its later departure, as
altered some time since, accords materially with the proposition for
making Bristol a packet station. By the present regulations, the London
mail arrives in Bristol at five minutes past 9 in the morning; and
leaves at half-past 5 in the evening; it is capable of being still
further accelerated by taking the two last stages in the direct line
through Marshfield, instead of passing through Bath. According to the
present arrangements, the Irish mails may with ease and convenience to
passengers be despatched from the mouth of the Bristol river, five miles
from the Post Office, every day at half-past 10, and those from Ireland,
if arriving by 4.0, be forwarded to London the same evening. The time
saved by this route as compared with that of Milford would be, at least
during the summer months, equal to one whole day for the purposes of
business, since the arrival at Dunmore would be in the morning instead
of evening, and the departure at noon instead of at an early hour of the
morning as at present.
"The present slips at Lamplighter's Hall and Broad Pill now serve for
landing passengers from the packets on special occasions; with very
trifling expense they may be made efficient for passengers, and not more
objectionable than the present accommodation for crossing the estuary of
the Severn--carriages, horses, baggage, and heavy goods might at an
earlier hour be put on board at the Bristol Docks, which the boat would
leave at the height of tide in order to be in waiting for the mails at
the place appointed for receiving them. At Lamplighter's Hall an hotel
is established, which, with the contiguity to the city, would ensure to
the public a supply of all the accommodation a packet station would
require. These are the facilities which can at present be afforded. At
no very distant date the accommodation will, in all probability, be yet
further increased, first, by the erection of a pier with hotel and
establishment at Portishead on the Somersetshire side of the Avon,
which the Corporation of the City have for some time had under
consideration with a view to promote the convenience of passengers by
the steam vessels and thus encourage the intercourse between this city
and the South of Ireland. In aid of the present enquiry they have
directed a survey and report by Mr. Milne, the engineer, on the
practicability and probable cost of the proposed pier. Secondly, and
arising also from this scheme, is a plan for erecting a bridge across
the Avon, by the application in part of a fund amounting to nearly
L8,000, held by the Society of Merchant Venturers in trust under the
will of William Vick, deceased, for the especial purpose; with the
formation of an improved line of road by Mr. Gordon, Mr. Miles, and
other landed proprietors on that side of the river, for the short
distance to Portishead. These several improvements the respective
parties interested are disposed to effect, and which any impelling
motive, such as the establishment of a regular mail packet station, may
induce them immediately to undertake. The accomplishment of these works
would render Portishead a most eligible station. It is protected from
weather, is a safe anchorage, would have ample depth of water at any
state of the tide, the landing would be instant on arrival, and it would
be supplied with every convenience and accommodation for passengers.
"The Board believe an important saving of expense to Government would
result from establishing Bristol as a mail packet station. The great
deficiency on the Milford station in the receipts as compared with the
expenditure arises from the very limited number of persons who avail
themselves of that line of communication. The land journey of twenty
hours at a fare of L3 10s., followed by a twelve hours' voyage by open
sea at a further expense of L1 10s., with the inconvenience frequently
sustained in crossing the estuary of the Severn, deters people from
taking the Milford route by choice. The general introduction of steam
packets, the degree of perfection in sailing to which they have been
brought, the regularity and safety with which the voyages are performed,
the accommodation to passengers, and the moderate scale of fares, have
contributed to effect of late years a material change in the general
opinion on steamboat conveyance. The long voyage by sea is now
generally preferred to a long journey by land and the shorter one by
sea. The number and efficiency of the Bristol boats, and the economy in
the fares, induce a large proportion of travellers to take the direct
course from Bristol. Indeed, to so great an extent has this preference
operated that the contractors for conveying the mail throughout the
whole line from Bristol to Milford are understood to have given notice
of their intention to determine their engagement, on account of the
gradual decrease in the number of passengers and the consequent loss
they incur. A similar statement appears in the report of the
Postmaster-General on the memorial of the innkeepers on the Holyhead
route.
"In favour of Bristol it may be fairly stated that, at a comparatively
trifling expense, the port may be made commodious for a packet station;
that the present strength of the establishment at Milford would serve,
with some addition, for that of Bristol; that the difference in price of
coal at Portishead would reduce the expense of sailing the packets from
that station; that Bristol affords every prospect of increase of
receipt, whilst at Milford it must, for the reasons before stated,
necessarily decrease; that the demands of a large commercial city, with
its populous adjoining and connected districts, will create a traffic
for boats making quick and regular voyages, which Milford, from its
position, never can acquire--the conveyance of fish and provisions alone
could be made to yield a revenue of consequence. Numerous other sources
of receipt would arise from the conveniency of its regularity and
expedition. Indeed, so much are the Board impressed with the belief that
the traffic would be extensive and productive that they venture to
anticipate it may, at no very distant period, relieve the Government
from any further charge than a comparatively nominal sum for the
transport of the mails. The Board are induced also to put the
proposition in a national point of view. They feel that the more closely
Ireland can be brought into direct and active communication with this
country, the more rapid will be its course of improvement. The
introduction of steam navigation has, at this port, given an energy and
extension to the Irish trade that far exceeds any previous expectations;
each succeeding month brings a vast increase of import and a
corresponding export, to the material benefit of each kingdom, and the
more complete the intercourse can be established the more important will
the trade become.
"The port of Bristol, from its position, possesses numerous capabilities
for a mail packet station. Its contiguity and means of land and water
communication with the capital; its being the principal shipping port
for the manufacturing districts of the South-west part of the kingdom;
its close connection and water communication with Birmingham, Worcester,
and other large towns in the centre of the kingdom; the convenience of
its floating harbour; the reduced scale of its local tolls--all these
circumstances combine to give Bristol a superiority over other places on
the coast, whether the subject he viewed as regards the economy of the
Post Office Department or the accommodation of the public.
"The Board have placed the subject of the Commissioners' enquiry in the
several points of view which appear to them fairly to arise upon the
investigation and consideration it has received, and they shall feel
sincere gratification if, on this or any future occasion, they should in
the least degree prove of assistance to a department of Government, or
should otherwise by their exertions conduce to the advancement of the
public interests.
"THOMAS STOCK, President.
July 7th, 1828."
A strong memorial (under the hand of Thomas Cookson, President) was
forwarded to the Postmaster-General.
Francis Freeling, Secretary, in his reply for the Postmaster-General,
refused to admit that the port of Bristol did afford the requisite
facilities for a station for His Majesty's packets. When the projected
works were carried out the matter would be reconsidered by the
Government.
Replying further, Mr. Freeling, on the 2nd March, alluded to the
impossibility of despatching the mails at a fixed time every day in the
year, and said that that presented insurmountable objections to the
choice of Bristol as a station for His Majesty's packets. He said that
the first requisite for a packet station was that the port should afford
the means for embarking and landing the mails at all times of tide and
under all circumstances of weather.
The Bristol Dock Directors and a Standing Committee of the Society of
Merchants considered the matter, but did not see their way to press it
under the chilling response received from the Postmaster-General.
The Board did not give up the case, for in the Annual Report 28th
January, 1833, it was stated that the proposition for establishing at
this port a mail packet station by steam vessels to the South of Ireland
was being diligently pursued, and that the House of Commons having
appointed a Committee to enquire into the communications between England
and Ireland, a favourable opportunity was presented of again urging the
advantages Bristol port was calculated to afford.
The numerous appeals, representations, and enquiries did not result in
the manner desired, and to this day the mails from the South of Ireland
for Bristol and its district follow the same route _via_ Waterford and
Milford Haven, the only difference being that from the latter port to
Bristol the service is carried on by rail instead of by road.
Bristol became a mail packet station eventually, as steamships carried
the American mails between this port and New York for several years,
commencing in 1837, the year of Her Most Gracious Majesty's accession to
the throne. The _Great Western_, constructed under the direction of
Brunel, the famous engineer of the Great Western Railway, was chiefly
used in the service.
[Illustration: THE "GREAT WESTERN."
THE FIRST STEAMER WHICH CARRIED MAILS FROM BRISTOL TO NEW YORK.]
On the 31st May, 1838, writing from 19 Trinity Street, Bristol, Mr.
Claxton, managing director to the _Great Western_--which was then,
nearly due,--asked the Bristol postmaster whether a consignee at New
York might charge the foreign postage on letters to parts on the
Continent with which no arrangement, similar to that then existing
between France and England, had been made. The idea was that such
letters might be put into a separate bag, and the foreign postage from
Bristol be handed over to the local Post Office. He wrote that notice
had been given by the Chamber of Commerce of Liverpool that masters of
ships need not send anything but letters to the Post Office on arrival.
Mr. Todd Walton replied on the next day to the effect that the agent
should only direct letters to Mr. Claxton's care to forward from such
persons as he could refer to in case of errors. Then followed a long
communication from Mr. Walton to Colonel Maberly, Secretary to the Post
Office, the gist of which was that a difficulty existed in preventing
illegal conveyance of ship letters; that the commanders of vessels did
not receive money with letters to any great extent; that the public
prints stated that 1,600 letters were received on board the _Great
Western_ besides those sent from the Post Office; that an immense number
of letters was collected at the Great Western office; and that as the
_Great Western_ and _Syrius_ were regularly established, and other
vessels of the same description were preparing, unless some means were
taken to protect the revenue, it could not fail to suffer very
considerably.
The _Great Western_ brought to England 5,500 post letters and 1,770 post
papers, which, had that conveyance not been offered, would most likely
have been sent by private ships. Mr. Walton conceived it would be very
advantageous to the revenue to contract with those superior vessels to
carry mails, so as to render the latter chargeable with package rates;
and he submitted that ship letter mails should be made up at Bristol,
the same as at London and Liverpool, for all vessels leaving this port.
About 5,500 ship letters were brought to the Bristol Post Office
annually, and he had no doubt that vast numbers were carried from
Bristol in the same manner; but with the exception of those by the
_Great Western_, no mails had ever been made up here for foreign
countries. The Secretary, replying for the Postmaster-General, said it
did not appear to Lord Lichfield that cognizance need be taken of the
suggestion conveyed in Mr. Claxton's letter of the 31st May, for the
transmission through this country of letters from the United States
addressed to those foreign countries upon which the postage must be paid
here before they can be forwarded to their destination. The Post Office
could have no objection to such letters being addressed to the care of
Mr. Claxton or any other agent in this country who would pay the foreign
postage and send them on to their destinations. The letters in question,
would, of course, be subject, so far as the Post Office was concerned,
to the ship letter rate to Bristol, and when re-posted, to the inland
and foreign rates forward.
The postmaster's proposition for making up mails to be forwarded by the
steam vessels charged with packet rates of postage was out of the
question; but with regard to making up ship letter bags for foreign
countries, so strangely neglected at this great port, the postmaster was
to embrace every opportunity in his power of despatching ship letter
bags by sailing as well as by steam vessels. There is no official
record, however, of any such ship letter mails having been forwarded
from Bristol.
In the year 1841 a Royal Commission was appointed to enquire into the
question of the most suitable port for the embarkation and debarkation
of the West Indian Mails. The committee consisted of Mr. Freshfield,
Lord Dalmeny, Lord Viscount Ingestre, Captain Pechell, Captain Duncombe,
Mr. Chas. Wood, Sir Thomas Cochrane, Mr. John O'Connell, Mr. Cresswell,
Lord Worsley, Mr. Gibson Craig, Mr. De Horsey, Mr. Oswold, Mr. Richard
Hodgson, and Mr. Philip Miles, who was prominent as representing
Bristol. Much evidence was given in favour of the ports of Bristol,
Dartmouth, Devonport, Falmouth, Plymouth, Portsmouth, and Southampton
respectively. The case of Bristol was strongly supported by Lieut. J.
Hosken, R.N., commander of the _Great Western_ screw steamer from
Bristol to New York, and Lieut. C. Claxton, R.N., the Bristol Harbour
Master.
The principal reasons put forward in favour of our old port were: that
the Bristol Channel was navigable at all states of the tide and in all
weathers; that there was good anchorage in the Kingroad; and that
although Bristol was not quite so near to Barbadoes, the first island of
call, as some of her rival ports, yet it admitted of quicker
transmission of mails between London and the northern towns than any
other English port. The arguments in favour of the Bristol port were not
strong enough to induce the committee to report in its favour.
From the "forties," when the American mail service was withdrawn from
Bristol, no foreign or colonial mails left the port until the autumn of
1898, when Mr. Alfred Jones, the enterprising managing director of the
firm of Messrs. Elder, Dempster & Co., made arrangements for carrying
private ship mails from Avonmouth to Montreal by a weekly service of
steamers. The Bristol merchants found it convenient to make use of this
ship mail system for the conveyance of their invoices, bills of lading,
and advices, as, by travelling in the same ship as the goods which they
related to, their delivery in time to be of use in connection with the
ship's load was ensured. The first vessel to carry such a ship mail was
the s.s. _Montcalm_.
When it was in anticipation at the Bristol Post Office that the ship
mail service might be resumed in 1899 on the breaking up of the ice in
the Gulf of St. Lawrence, there came a cablegram from the Canadian
Government intimating that a contract had been entered into with Messrs.
Elder, Dempster and Co.; and, heigh presto! Avonmouth at once became the
port of departure and arrival of the steamers carrying the direct
Canadian mails. The suddenness of the event naturally created quite a
stir after Bristol had been so long waiting, and the mail services
outwards and inwards were watched with close attention by the public.
The first steamer to run under the new contract was the s.s. _Monterey_.
She left Avonmouth on the 23rd July, but time had not admitted of
arrangements being made for her to carry the mails from Avonmouth, which
were therefore picked up at Queenstown. The s.s. _Ikbal_ took the next
trip, leaving Avonmouth on the 30th July. The parcels from the whole of
the kingdom, including Ireland, were circulated on Bristol, and made up
here in direct mails for Montreal, Quebec, Hamilton, Kingston, Toronto,
Winnipeg, Prince Edward Island, Hawaii, St. Pierre and Miquelon, Nova
Scotia, British Columbia, Kobe, Nagasaki, and Yokohama. The notice to
the Bristol Post Office was very short, but the necessary arrangements
were smartly made to meet the emergency. Mr. Kislingbury, the divisional
superintendent of the Great Western Railway, ever ready to heartily
co-operate with the local Post Office, had a special tender placed in
readiness for the reception of the mails at Temple Meads and they were
despatched by the 9.50 a.m. train to Avonmouth. On the part of the Dock
authorities, the general manager, Mr. F. B. Girdlestone, had provided an
engine to take the brake-vans containing the parcel mails direct from
the Docks junction to the pier head. The system was fully tried, for the
mails had to be taken from the train to the steam-tug _Sea Prince_ to be
conveyed to the steamer, which was moored in Kingroad, having arrived
too late to enter the dock. The mails weighed close upon three tons, and
were contained in fifty-five large hampers. In the following week the
s.s. _Arawa_ (a sixteen-knot boat, 440 feet long) carried the mails,
which were taken by train alongside the ship in dock; and which
consequently, although five tons in weight, were put on board under much
more favourable circumstances than in the preceding week, when the
steamer had to lie out in the Kingroad. It is noteworthy that the
_Arawa_ took out 400 emigrants.
[Illustration: R.M.S. "MONTEREY."
FIRST LINER IN THE NEW CANADIAN MAIL SERVICE.
_From a photograph by G. M. Roche, Esq., Dublin._]
Subsequent steamers used for carrying on the mail service were the
_Montfort_, _Monteagle_, and _Montrose_.
The arrangements for the new service worked very smoothly from the
outset, thanks in no small measure to Mr. Flinn, the local general
manager for Messrs. Elder, Dempster & Co., who facilitated in every way
the Post Office and Customs operations. The trial so far has proved that
the use of Avonmouth as a port for the Canadian mail traffic is attended
with advantages on this side of the ocean, but greater facilities for
embarking and disembarking the mails at Avonmouth are absolutely
necessary.