THE FUTURE OF THE MERCANTILE MARINE
If the attention of the reader has been thus far secured, he will
have appreciated the fact that to any nation owning a seaboard the
possession of a Mercantile Marine is as important as having a fighting
Navy. We have seen that Great Britain, the United States, France,
Germany, Japan—not to mention the rest—all realise more than ever the
prime importance of an efficient and adequate merchant fleet. You find
this in the official statements as well as in the remarks by their
shipping experts. As we said at the beginning of this volume, it has
taken a great war to cause this right thinking, but you may be assured
that from now onwards the merchant fleets are coming into their own,
and the service is going to be regarded before long with some of the
old respect that was ascribed to it in the palmiest days of the sailing
ship.
It is sea-borne trade which makes a Mercantile Marine. It is the great
coalfields conveniently near big harbours that have helped to build up
the modern British marine after her shipping was temporarily eclipsed
by the American. The development of the world consequent on the coming
of the industrial age, the great increase of overseas trade therefrom
resulting, caused a loud and universal call for cheap maritime
carriage. The steamer satisfied that call, for the reason that she was
built economically near to the coalfields, and economically propelled
because she had cheap coal. She could therefore afford to carry goods
cheaply. Then, as we have also seen, this tramp is the forerunner of
the liner, and so the story goes on like a stone gathering momentum as
it comes down the mountain.
So it all depends on cheap fuel quite as much as on cheap labour. The
Scandinavians have had the latter for years, but it never enabled
them to build up such a merchant fleet as one might have expected.
The world’s greatest shipping centre to-day is the Port of London,
notwithstanding the great set-back it received during the war, when the
presence of German submarines in the English Channel diverted much of
its ancient trade to western ports. Had it not been for the possession
of an enormous merchant fleet, consisting of a large proportion
of small and moderate-sized steamers, the Allied cause would most
certainly have been lost, irrespective of the Army in the field or the
Navy at sea. The British and German blockades, though exerted in the
one case by big ships and in the latter by submarines, had the same
effect: the paralysing of the merchant fleet. Take the blockade away
and the war could have gone on as long as a couple of men were alive.
The pivot of the whole thing is therefore the merchant ship, and she in
turn depends on her fuel.
The fuel of the future will be oil, and you will find only a minority
of experts to deny this. Whether aircraft will ever become the
principal passenger-carriers over the world is possible, but remote.
For the carriage of goods the dependence will remain on merchant
shipping, and one of the incentives to the use of oil-fuel will be
brought about by increased competition. Oil is the more economical
fuel, for the reason that, other things being equal, one ton of
oil-fuel as now used in Diesel engines drives a vessel three times as
far as one ton of coal burnt under the boilers of a steamship. And yet
oil is twice as efficient as coal when the ship has water-tube boilers
and geared turbines. This is the statement of Sir Westcott Abell, the
Chief Ship Surveyor of Lloyd’s Register. The biggest liners have now
been converted into oil-burning, and it is conceivable that before long
we may have Diesel-engined Atlantic leviathans instead of steamers.
The absence of boilers will mean more room for passengers and cargo,
therefore increased earning capacity.
Whether we think of oil as used for Diesel or for steam engines, it
certainly looks as if the future Mercantile Marines of the world will
be in the main oil-driven. In that case the outlook for the British
Mercantile Marine, which has been based on cheap coal, may cause some
anxiety. The possession of ample oil-wells in other parts of the world
may, and probably will, get over the difficulty; but it is one thing
to have coalfields at home, and quite another consideration to fetch
oil from the other end of the earth. Moreover the commercial fight
for oil-areas may conceivably lead to international strife, and the
prolongation of the war might depend on how long the supplies of oil
could be maintained for the shipping. In any forecast of the world’s
Mercantile Marines due regard must therefore be paid to the use and
supply of oil.
The introduction of oil-fuel into the modern Atlantic ships has done
away with the old, laborious work of stoking, and necessitated from
the fireman a higher skill, more technical knowledge and keener
concentration; and he has to be on the move continually in order to
see that the burners are in good order and the flame is continuous.
During bad weather, or fogs, fires can be extinguished, and thus
economy gained. More bunker-fuel is being consumed on the ocean at
the present than ever, and although during the last twenty years a
complete revolution has been made in the engine-room by the use of
turbines and geared turbines, it is only with the introduction of
oil-fuel that the stokehold has become more progressive. In many cases
ex-naval men are now employed in the British oil-fuel liners. Their
experience of years in oil-fuel ships well fits them for this skilled
“stoking” in the modern merchantmen. And here may be the beginning of
another improvement. It is well known that the crew’s accommodation in
most men-of-war is superior to that in most merchantmen, especially
in regard to cleanliness. During the war it was surprising to naval
officers commanding armed merchant cruisers that such conditions were
allowed in liners which would never be tolerated in fighting ships.
One British admiral, in particular, was so impressed as to express
his opinions afterwards in print. Now, if the introduction of highly
skilled ratings from the Navy continues, it may be taken as certain
that the standard of life in the crew’s quarters will become higher and
thus a high-grade type of man will be attracted. There is going to be
a general levelling up in the Mercantile Marines of the world, so long
as there is peace assured. The world is wearied of war, and asks only
to be allowed to develop its resources in peace. Every one nowadays is
interested in commerce, and the time will come when the practice which
existed in the East India Company’s ships will be reverted to. Only
the sons of the best families will be thought to be good enough for
the national merchant ships: only the best sons will offer themselves
for the honour of controlling the ships which maintain the country’s
life-giving trade. In the time of the Elizabethans, before the East
India Company; in the Spanish and Portuguese and Venetian trade
supremacies, the pick of the nation were engaged in overseas commerce;
and in the twentieth century, when so much technical knowledge, so
much responsible capability are required of a man, none but the best
types of officers and men should be accepted or offered. Permanent
employment, good pay, pride in ship and service, high standard of
accommodation, and the most careful selection of candidates will go a
long way towards bringing about this desired end.
In the olden days the sailor was a very gallant fellow, whose job it
was to go aloft and lay out along a yard and handsail in the foulest
weather. At sea he was heroic; on shore he was often a drunken
reprobate. Things have altered. The modern shipman is just as gallant,
as we know from his exploits afloat during the war. But he is better
educated, uses his head more and his fists less. He reads and thinks
and reasons for himself, and if he knows nothing of the old seafaring,
he is highly skilled in the working of the hundreds of wonderful
appliances which are essential to the modern merchant ship. To him the
shore is not always symbolical of debauch. He is better treated than
his ancestors, and his undoubted rights have begun to be respected.
The result is that there is a general improvement going on through the
Mercantile Marine not merely in regard to the ships themselves, but in
the personnel.
The romance of the sailing-ship days has to be merged to-day in the
bigger romance of sea-borne trade. It is ridiculous to say, as one
lecturer recently stated, that the Mercantile Marine has no fine
traditions like the Navy, and therefore there is no enthusing force at
the back of it. To make such a statement—and I regret to say that it
was uttered by a distinguished merchant ship captain—is to be ignorant
of sea history. During the recent war, during all the previous wars,
through the ages of peace, back and back as far as we have any records,
you will find the marine merchantman doing fine things, piling up the
finest traditions. If that is not so, the whole purpose of this volume
has been missed. I have endeavoured to show what the Mercantile Marine
has done for the world throughout time in all kinds of ships. Sailors
are a conservative race, and there is at heart very little difference
between the best of each century. To them we all owe more than we can
ever repay or even realise.
Whether the average merchant ship of the future is to be the
cruiser-stern vessel with oil-fuel and geared turbines, or with
Diesel engines, matters less than the spirit which animates the
officers and men. In the British Mercantile Marine the officers are
drawn from many sources, but the chief training establishments are
in the _Worcester_, lying in the Thames, the _Conway_, lying in the
Mersey, and in the Nautical College, Pangbourne. It is to these three
institutions especially that we look for the future mercantile officer,
on whom great responsibilities rest for the upholding and carrying on
of the magnificent heritage of tradition. In the United States this
preparation for the sea is being carried out with that thoroughness
which was shown during the war for making sailors out of raw landsmen.
The recruiting for the American Mercantile Marine, according to the
latest official report to hand, already consisted of a personnel
which was 68 per cent. American. Its Sea Training Bureau has training
stations and training ships, and in the first three years turned out
between 30,000 and 40,000 unlicensed ratings. In addition, there are
the Navigation and Engineering Schools and advanced courses for men
already holding licences. Such subjects as the operation, repair,
adjustment and general upkeep of marine turbines, and matters dealing
with electricity and oil, are included in the last-mentioned curricula.
The result was that in four years licences were granted to over 10,000
graduates as masters, first, second and third mates, chief engineers,
first, second and third assistant engineers. And by means of a Sea
Service Bureau maintained at various Atlantic, Gulf and Pacific coast
ports, during one year over 100,000 officers and men were placed in
United States ships.
Thus, with glorious traditions behind them, and an equally glorious
future in front, the Mercantile Marines of the nations of the maritime
world have every reason to be proud of their respective services.
Competition there assuredly will be, not merely between British and
American, but, presently, German merchant fleets. That is all for
the good of the services concerned and for the world in general. The
lesson from past history is that maritime legislation in the long run
is better omitted except where it is necessary as a reply to that
of another country setting up unfair competition. The real freedom
of the seas is to allow the merchant ship to pursue her way freely,
unhampered; and to find her trade where she can, and be allowed to
develop that trade as it has been in the past by Venetian, Spaniard,
Dutch, Briton, American and others. To interfere with this system
is to court trouble which in the long run fails to benefit the very
organisation it was intended to protect. Navigation laws are all very
well in intention; but far better still is it to allow free trading
over the seas, free flow of emigrants and commerce, fair opportunities
for all. The best must win in the last instance, but why not let each
marine go about its own business as each trading concern ashore is
allowed to carry on its own affairs? The merchant fleets mean too much
to be controlled by the State in any country, except under exceptional
circumstances and with the most weighty excuse. That is one of the
lessons in the history of our subject, and we may leave it at that.
APPENDIX
SAILS OF THE _ESSEX_ EAST INDIAMAN
The following is a list of the sails which the _Essex_ could set, and
it is worth placing on record now that the sailing ship is so rapidly
becoming a rarity. These details have been taken from a contemporary
manuscript which has been kindly sent me by Colonel E. B. Urmston,
C.B., whose great-grandfather served in East Indiamen from the time
when he joined as a midshipman in 1763, and afterwards commanded
several of these ships between 1783 and 1803. In 1795 he brought home,
as Commodore, a fleet of thirty East Indiamen without a convoy of any
of H.M. ships, and later in the same year was Commodore of the East
Indiamen fleet which accompanied Sir Ralph Abercrombie’s expedition
to the West Indies. His eldest son, Sir James Urmston, joined the
company’s service as a “writer” in 1798, and became President of the
company’s factory and affairs in China.
This memorandum, already turning yellow with age, was made in 1816,
at the time Lady Urmston came home in the _Essex_, and with the aid
of existing pictures of East Indiamen it would not be impossible to
reconstruct a model on fairly accurate lines. It will be seen that
she was able to set twenty-seven sails on her foremast, twenty-one on
her mainmast, and seventeen on her mizzen: total sixty-five. It is
interesting as showing that at least one of these Indiamen was a real
sail-carrier. She was commanded by Captain Nisbett.
ON THE FOREMAST 26. ON THE MAINMAST 21. ON THE MIZZENMAST 17.
Fore course Main course Square cross jackyard
” topsail ” topsail Mizzen topsail
” t’gallant sail ” t’gallant sail ” t’gallant sail
” royal ” royal ” royal
” skysail ” skysail ” skysail
” moon-raker ” moon-raker ” moon-raker
” cloud-scraper ” cloud-scraper
” star-gazer ” star-gazer
” storm staysail ” staysail Driver
” topmast staysail ” topmast staysail Ring-tail
Jib ” middle ” Watersail
Inner jib ” t’gallant ” Gaff topsail
Flying ” ” royal ” Upper ”
Outer ” ” upper ” Mizzen staysail
Cutter’s topmast jib ” topmast staysail
Upper ” ” t’gallant ”
_On the bowsprit_:
Sprit sail Mizzen royal staysail
Sprit topsail ” topmast stuns’l
” outer topsail ” t’gallants’l
_Studding sails_:
Common lower studding sail Lower studding sail
Outer lower studding sail Common topmast studding sail
Common topmast studding sail Outer topmast studding sail
Outer topmast studding sail Common t’gallant studding sail
Common t’gallant studding sail Outer t’gallant studding sail
Outer t’gallant studding sail Royal t’gallant studding sail
Royal t’gallant studding sail Upper t’gallant studding sail
INDEX
Aaron Manby, 183
Abell, Sir Westcott, 240
Abercrombie, Sir Ralph, 246
Ability of an East Indiaman navigator, 142
_Acadia_, 178
Acre, 15
_Active_, 145
_Admiral Watson_, 94
Adriatic, The, 9
_Agincourt_, 148
_Ajax_, 92
_Albert Webb_, 118
_Alfred_, 98, 99, 100, 148
Allan Line, 197, 230
_Alnwick Castle_, 147
American clippers, 151
American Line, 183, 195
American Mercantile Marine, 152, 220, 244
American packets, 123
American trade, 104, 151
American War, 117
_Anglesey_, 147, 148
Anglo-Dutch wars, 66
_Ann McKim_, 150
_Aquila_, 25
_Aquitania_, 170, 173, 199, 200, 201
_Arabic_, 196
_Archimedes_, 184, 185
_Arctic_, 124
_Ariel_, 161, 162, 164
_Arizona_, 192
“Art of Seafighting, The,” 95
_Astell_, 112
_Aventurier_, 100, 101
_Audacious_, H.M.S., 216
_Auguste Victoria_, 211
_Austral_, 192
Australian Black Ball Line, 157
Australian gold discovery, 156
Australian Royal Mail Steam Navigation Co., 187
_Austria_, 211
Austrian Lloyd Company, 235
Baden-Powell, Sir Robert, 142
Baines, James, 135, 157
Balearic Isles, 5
Ballasting, 26
_Baltic_, 188
Barcelona ordinance, 22
_Barham_, 148
Beatty, Earl, 2
_Belle-Poule_, 100
_Bellone_, 112
Benbow, Admiral, 88
_Berceau_, 100
_Berengaria_, 170, 199, 202, 203, 217
_Berlin_, 216
Berthing a big liner, 198
Big Ship Masters, 208
_Bismarck_, 202, 218
Black Ball Line, 117, 123
“Black Book of the Admiralty,” 31
Black Sea, 16
Blackwall, 77, 80, 82, 92, 103, 115, 117, 134, 136, 146, 148, 172,
182, 188
_Blenheim_, 147
Blohm & Voss, 202
_Boddam_, 97
_Bombay Castle_, 93, 98, 99
Bombay Insurance Society, 102
_Bona Confidentia_, 58
_Bona Esperanza_, 58
_Borussia_, 210
Boulton & Watt, 170, 173
_Bremen_, 214
_Britannia_, 178
_Britannic_, 196, 200
British and North American Royal Mail Steam Packet Co., 178
British crews in American packets, 124
British Navigation Laws, Repeal of, 152, 212
_British Queen_, 174
Brunel, 174, 185, 187, 188
Brunswick Basin, 92, 93
_Buckinghamshire_, 135
_Buenos Ayrean_, 190
Burns, George, 177, 178
Cabot, John, 205
Cabot, Sebastian, 49, 55, 59
Caird of Greenock, 210, 214
_Caledonia_, 171, 178
_Campania_, 195, 196, 214
_Canada_, 123
_Canton_, 97
_Cap Trafalgar_, 197
Cargatores, 24
_Carlisle Castle_, 148
_Carmania_, 197, 198
_Carn Brae Castle_, 115
_Caroline_, 111, 112
Carthaginians, 5
_Cedric_, 196
_Celtic_, 196
_Ceylon_, 112
_Challenge_, 153, 154, 156
_Challenger_, 153
Chancellor, Richard, 58
_Charlotte Dundas_, 169, 170
Chaucer, 42
_Chile_, 179
“China Clippers, The,” 164
China fleet, 100
_Christiana_, 25
_Chrysolite_, 153
_Cidona_, 25
Cilicians, 5
City of Dublin Steam Company, 123
_City of Edinburgh_, 172, 173
_City of Glasgow_, 191
_City of Manchester_, 191
_City of New York_, 193
_City of Paris_, 193, 194
_Claremont_, 170
_Clarence_, 147
Clark, Captain A. H., 123, 155
_Clermont_, 170, 171
“Clipper Ship Era, The,” 123, 155
Clipper ships, 151
Clyde, The, 161
Coal brigs, 130
_Cogge_, 39
Collins Line, 124, 182, 195
_Columbia_, 178, 211
Columbus, 14, 48
_Comet_, 170
Communal idea, 22, 27, 56
Continental Service, 119
Convoy of East Indiamen, A, 112
Convoy system, 12, 15, 23
_Conway_, 243
Cook, Captain, 130
Cort, Henry, 189
Cost of building ships, 103
_Coutts_, 98
“Cracking-on,” 150, 158
Cramp shipyard, 223
Cretans, 5
Crutchley, Commander, R.N.R., 144
_Cumberland_, 98
Cunard Company, 178, 186, 190, 192, 195, 197, 202
Cunard losses, 198
Cunard, Mr., 177
_Cutty Sark_, 162, 166, 181
_Cybèle_, 97
Dalmatia, 8
Dance, Commodore, 98, 100, 122
Demand for merchant shipping, 7
Denny, William, 171
Deptford, 81
Desertion, 27
_Deutschland_, 210, 213
Devitt & Moore, 149
Diesel Engines, 240, 243
Discipline, 20
_Dogger_, 40
_Dorsetshire_, 98
Downie, W. I., 138, 166
Drake, Francis, 50
Dramatic Line, 118, 123
_Dreadnought_, 156
_Drottningholm_, 197
_Duchess of Atholl_, 172
_Duke of Marlborough_, 122
_Duke of Richmond_, 94
Dunbar, 135, 144, 147
Dutch East India Company, 73
_Earl of Abergavenny_, 98
_Earl of Balcarres_, 135
_Earl Camden_, 98, 100
_Earl of Hardwicke_, 145, 148
East India Company, 9, 73, 76, 78, 81, 104, 116, 137, 175, 176,
177, 242
East India Docks, 103
East Indiamen, 18, 73, 76, 77, 79, 90, 92, 93, 97, 98, 99, 103,
130, 145, 147, 148, 172, 246
_Edward Bonaventure_, 58, 77
Efficiency of the old-time mariner, 132
Egyptians, 3
_Elbe_, 214
_Elizabeth_, 171, 176
Emerson, Ralph Waldo, 125
Emigrant traffic, 212
_Emmanuel_, 72
_Ems_, 214
_Emu_, 145
Enemies, attacks by, 94
English Maritime Law, 31
_Enterprise_, 173
Ericsson, John, 184
_Essex_, 246
_Etruria_, 192
_Europe_, 111, 112
Evolution of the ship, 3, 7, 17, 32, 45, 168
_Exeter_, 98
_Falcon_, 168, 173
_Falmouth_, 92
Falmouth, 179
Falmouth packet service, 119, 122
_Fawkener_, 120
_Ferreira_, 168
_Fiery Cross_, 139, 164
Fishermen and Merchantmen, 62
Fishermen’s quarrels, 70
Fishery Department, Board of Trade, 128
_Flying Cloud_, 143
Forrest, Captain Thomas, 90
_Forte_, 97
_Fortima_, 149
Forwood, Sir William B., 157, 160
Fowler, Lieut. Robert, R.N., 99, 102
_Francis B. Ogden_, 184
Free Trade, 222
Free trade vessels, 135
French Mercantile Marine, 231, 232
French Naval Architects, 93
Fulton, Robert, 170
Future of the Mercantile Marines, 246
_Ganges_, 98, 99, 100
Geary, Captain, R.N., 115
General Steam Navigation Company, 145, 172, 182
Genoa, 13
_Geordie_, 130
_George Washington_, 216
German Australian Line, 208
German East Africa Line, 208
German liners, 195
_Giulio Cesare_, 233
_Godezere_, 38
_Grâce Dieu_, 53
_Great Britain_, 183, 185, 186
_Great Eastern_, 188, 190, 196
_Great Republic_, 156
_Great Western_, 174, 183
Great Western Steamship Company, 185
Greeks, 3
Greens, The, 77, 94, 104, 115, 116, 135, 136, 138, 144, 145, 146,
153, 172
Grotius, 64
Growth of the Mercantile Marine, 42
Guion Line, 183, 192
“Gulliver’s Travels,” 84, 86
_Guy Mannering_, 118
Hakluyt, 50, 55
Hall, Messrs., 153
Hamburg-America Line, 208, 209, 211
Hamburg-Bremen-Africa Line, 208
Hamburg-South America Line, 208
Hansa Line, 208
Hanseatic League, 34, 41, 62, 65
Harland, Sir Edward, 187
Harland & Wolff, 187, 190
Hawkins, 51
Hay, Captain, 113, 114
Heligoland, 41
_Hellenis_, 170
_Henry Addington_, 98
Herbert, of Cherbury, Lord, 84
Herring exports in 1913, 129
_Highflyer_, H.M.S., 215
_Himalaya_, 188
_Hindostan_, 180
Holy Land, The, 11
_Homeric_, 199, 201
_Hope_, 98, 99
Hornby, Admiral Phipps, 201
_Hotspur_, 141, 142
Hour-glasses, 85
Huddart, Captain Joseph, F.R.S., 122
Hulls, Jonathan, 169
Illyrians, 5
_Imperator_, 202, 217
Indian Empire, 9
_Indomitable_, 166, 199
Inman, William, 191
Inman Line, 183
Ionians, 5
Iron and Steel, 182
Iron Mast, The first, 185
_Isaac Webb_, 118
Ismay, T. H., 190
Istria, 8
Italian Mercantile Marine, 233
_Ivernia_, 196
James, Sir William, Bart., 98
_James Baines_, 143
_James Watt_, 173
Japanese Merchant Fleet, 233
Jardine, Mattheson & Co., 146
_John Tutteburie_, 39
Jouffroy, Marquis de, 169
_Judith_, 51
_Kaiser Wilhelm der Grosse_, 196, 214, 215, 216
_Kaiser Wilhelm II._, 215
_Kaiserin Auguste Victoria_, 214
_Kate Carnie_, 161
_Kent_, 146, 147, 148
_King of the Netherlands_, 172
Kosmos Line, 208
_La France_, 232
_Lady Jocelyn_, 164
_Lady Lansdowne_, 183
_Lady Melville_, 104, 135
Laird & Co., 183, 184, 211
Laws of Oleron, 30
_Leicester_, 78
Lennox, Captain Charles, 97
Letters of Marque, 96, 129
_Leviathan_, 203, 217
Linois, Admiral, 99, 100, 120
Liparian Isles, 5
Liverpool, Port of, 80, 104, 164
Lloyd’s Register, 91, 173, 176, 240
London, Port of, 80, 104, 117
_Lord Keith_, 111, 112
_Lord Macartney_, 93
Lowell, James Russell, 126
Lubbock, Basil, 164
_Lucania_, 195, 196, 214
_Lucie Woermann_, 231
Lucy, Sir Thomas, 85
_Lusitania_, 198, 199
Lycians, 5
MacIver, David, 177, 178
McKay, Donald, 156
_Macquarie_, 136, 149
_Madagascar_, 148
_Madre de Dios_, 50
_Majestic_, 170, 194, 199, 202, 203, 204, 206, 218
Malocello, 46
Manby, Aaron, 183
_Marco Polo_, 143, 157
_Marengo_, 100
Marine Insurance Company, The first, 91
“Mariner’s Jewel, The,” 84
Maritime Acts, 65
Maritime Law, 19, 30
_Marlborough_, 147
_Martaban_, 160
Mastery of the Sea, 88
_Mauritania_, 198, 199, 200, 205
Mediterranean, 7, 17
Merchant Shipping Act of 1854, 160
Merchant Ships of the North, 30
Merchantman as privateer or pirate, 87
Melbourne, 136, 148
Melbourne trade, 147
_Memnon_, 151
Mercantile Marine of the Sixteenth Century, 53
Mercantile Marines, The Minor, 229
Mercantile Supremacy at Sea, 90
Meriton, Captain, 112, 113
Messageries Maritimes, 231
Michelson, Godeke, 40
Middle Ages, 10, 13, 21, 37, 52
“Midshipman, Reminiscences of a Blackwall,” 138
Midshipmen, 137
Mighty Merchantmen, 103
Milford steam packets, 124
Miller, Patrick, 169
_Minerve_, 112
_Moa_, 145
Modern Merchant Ship, The, 194
Modern Navigation, 200
Moffat, Captain H. Y., 131
_Monarch_, 148
Moneys, The, 94, 104, 116, 146
Monson, Sir William, 82
Moodie, Captain, 166
Moslem power, 10, 11
_Mount Vernon_, 221
Mourning, sign of, 141
Napier, Robert, 171, 177, 178
Navigation Acts, 65, 67
Navigation Laws, Repeal of, 176
_Neptune_, 145
_New World_, 118
Nisbett, Captain, 247
_Nordamerika_, 210
_Norfolk_, 148
North German Lloyd, 196, 208, 209, 214, 215
North Sea fisheries, 32
_Northumberland_, 144
_Novelty_, 184
_Ocean_, 97, 98
_Oceanic_, 190, 196
O’Halloran, Captain, 158
_Oliva_, 25
_Olympic_, 170, 199, 200
Opium trade, 151
_Oregon_, 192
_Orient_, 192
Orient Line, 192
_Oriental_, 152, 154
_Orinoco_, 170
_Osterley_, 92
Owen, Sir Douglas, 31
_Owen Glendower_, 145, 148
Pacific Steam Navigation Company, 179
Packet Ships and Brigs, 119
Panama Canal, 223, 224
_Paris_, 232
Park, Robert, 95
Patriotic Fund Committee, 101
Peninsular & Oriental Steam Navigation Company, 77, 124, 179, 188
Pepys, Samuel, 81, 84
_Persia_, 186
_Peru_, 179
Peters, Andrew, 114
Pett, Phineas, 80
Phœnicians, 3
_Piémontaise_, 108, 110
Piracy, 5, 37
Pisa, 13
Plimsoll mark, 25
Polar Expedition, The first, 67
Poplar Fund, 106
Portsmouth, Admiral of, 115
_Premium_, 131
_President_, 175
_Prince of Wales_, 146, 148
Prince Henry the Navigator, 47, 75, 76, 77
_Princess Royal_, 182
_Prinzessin Charlotte_, 171
Privateer, 96
Quadruple-Expansion Engine, 197
_Queen_, 146, 148
Rabelais, 54
_Rainbow_, 151
Rainier, Rear-Admiral, 97
_Red Dragon_, 78
_Red Jacket_, 157
Red Star Line, 123
_Regent_, 53
_Rhein_, 210
Rhodian sea-law, 19, 30
Richard Cœur de Lion, 11, 30
Rise and Fall of the German Mercantile Marine, 208
_Rob Roy_, 171
_Robert F. Stockton_, 184
Rogers, Captain W., 122
Roland Line, 208
_Roman_, 144
Roman merchant ships, 4, 17
Ross & Primrose, 177
Royal Fishery Company, 69
_Royal George_, 98, 99, 100, 101
Royal Mail Line, 124, 179
_Royal Oake_, 81
_Royal William_, 173, 174, 177
Russell, John Scott, 187, 188
_St. Blazius_, 25
_St. Louis_, 223
_St. Paul_, 223
Sail-Carriers, The, 134
_Samuel Russell_, 151
_San Felipe_, 50
_Savannah_, 171
_Saxonia_, 196, 211
“School and Sea Days,” 141
_Scotia_, 186
Screw Propeller, The, 183
Sea Fisheries Act of 1868, 128
Sea language, 82
Seamanship, Fine, 118
Seamen as authors, 54
_Sea Witch_, 151
Selden, 64
_Sémillante_, 100
Sercey, Rear-Admiral, 97
_Serica_, 161, 164
_Seringapatam_, 135, 136, 145
_Servia_, 190
Seventeenth-Century Seafaring, 74, 75
Ship-money, Levying of, 65
Shipbuilding in America, 224, 225
_Shipper Berline of Prussia_, 39
Ship’s bell, Introduction of, 53
Shipwrights Company, 80
Side-lights, 123
Signal code, 74
_Silenus_, 111
Simon of Utrecht, 41
_Sir Edward Paget_, 115, 116
_Sir Lancelot_, 161, 164, 166
_Sirius_, 173, 174
Smith, Francis, 184
Smith, T. & W., 116, 136, 144, 147
Somes, 135, 147
Southampton, 179
_Sovereign of the Seas_, 66, 143
_Spain_, 194
Spanish Armada, 63, 67
Spars and Stays, 160
_Speculum Nauticum_, 72
State post-office, 119
Steam, Iron and Steel, 168, 182
Steele of Greenock, 161, 164
Stertebeker, 40
Stevens, John, 184
Stokehold of an Oil-Fuel Cunarder, 216
Stone ballast, 60
_Stornoway_, 153
_Streatham_, 111, 112
_Sylph_, 146
Suez Canal, 167, 180, 182, 194
_Sultan_, 192
_Superb_, 148
Swift, Dean, 84, 86
Symington, William, 169
_Taeping_, 139, 161, 164
_Taitsing_, 165
_Taunton Castle_, 97
_Teutonic_, 194
_Thames_, 135
_Thermopylae_, 162, 165, 166, 167, 181
_Three Brothers_, 130
_Tilbury_, 92
Timmins, Captain, 101
_Titanic_, 200
_Townshend_, 120
Toynbee, Arnold, 141
Toynbee, Captain Henry, F.R.G.S., F.R.A.S., 141
_Trades Increase_, 79
Traditions, 243
_Trafalgar_, 138, 139
_Trident_, 182
Triple-Expansion Engine, 197
Triumph of Steam, The, 168
_Truelove_, 129
Turbine, The, 197
_Turbinia_, 197
_Umbria_, 192
Union Line, 144
United States Merchant Marine Act, 227
United States Shipping Board, 225
Urmston, Sir James, 246
Urmston, Colonel E. B., C.B., 246
_Urso_, 25
_Valentine_, 92
Vasco da Gama, 47, 75, 77
_Vaterland_, 202, 217
Venetian Statutes, 21, 25
Venetians, 8, 11, 13, 29
_Vesta_, 124
_Victor_, 110, 112
_Victoria_, 187
_Victorian_, 197
Victual Brothers, 40
_Virginia_, 220
_Virginian_, 197, 230
Vivaldi, 47
Walpole, Capt. Hon. Richard, 98
_Warley_, 98, 100
_Warren Hastings_, 93, 98, 107
_Washington Irving_, 125
_Waterloo_, 104
West Indiamen, 90
West Indies Service, 121
_Wexford_, 98
Whall, Captain W. B., 141, 142, 143
White Star Line, 157, 183, 187, 188, 191, 194, 196, 198, 200, 202, 211
Wigrams, The, 77, 94, 104, 115, 116, 135, 144, 145, 146, 172
_William Fawcett_, 180
Willoughby, Sir Hugh, 59
Wilson, Captain Henry, 98
_Windham_, 112
_Windsor Castle_, 147
Woermann Line, 208
_Woodford_, 97
_Worcester_, 146, 243
World’s Biggest Ship, 206
Wreckers, 23
MADE AND PRINTED IN GREAT BRITAIN.
RICHARD CLAY & SONS, LIMITED,
PRINTERS, BUNGAY, SUFFOLK.
Transcriber’s Notes
pg 43 Changed: pilgrim trade to Santiago de Campostela
To: pilgrim trade to Santiago de Compostela
pg 122 Changed: between Yarmouth and Helvoetsluis in Holland
To: between Yarmouth and Hellevoetsluis in Holland
pg 128 Changed: Inverness, Brassey Sound, Kirkwall, Oban
To: Inverness, Bressay Sound, Kirkwall, Oban