Australia was in 1831 by the SOPHIA JANE, a small vessel of 256 tons
burthen and 50 h.p. (see reference to this vessel in the History of
the Cork Steamship Co., Limited).
Twenty-one years later the owners of the GREAT BRITAIN, the Liverpool
and Australian Steam Navigation Co. (Messrs. Gibbs, Bright & Co.,
Managers), induced by the great rush of emigrants to the newly
discovered Australian goldfields, decided to supplement their “Eagle”
Line of Packets by the addition of screw steamers and issued an
advertisement as follows:—
“Steam from Liverpool to Australia, forming part of the ‘Eagle’
Line of Packets.
The GREAT BRITAIN, S.S., 3,500 tons and 500 h.p., B. R. Matthews,
E.N., Commander, will be despatched for Melbourne and Sydney,
N.S.W., calling at the Cape of Good Hope for coals, water and
fresh provisions, on Saturday, 21st August, 1852, at 1 p.m. This
magnificent ship, fitted up with every possible convenience,
has just performed her trial voyage to New York in the most
satisfactory manner.
“Fares:—After Saloon, to Melbourne, 70 guineas and upwards. Five
guineas extra to Sydney, N.S.W.
“To Cape of Good Hope, 50 guineas.
“Loading Berth, Wellington Dock.
“Apply to Gibbs, Bright & Co., Liverpool.”
The result must have been exceedingly gratifying to the owners, as
the GREAT BRITAIN sailed on this her first voyage to the Antipodes
with upwards of 600 passengers. Ten days later the ship ALBATROSS
arrived with the first importation into Liverpool of gold from
Australia, being 20,000 ozs. consigned to Messrs. Gibbs, Bright & Co.
On the 23rd November following, her sister ship, the EAGLE, arrived
in the Thames with 150,000 ounces of gold valued at £600,000. The
ship DIDO was expected to arrive in a few days, having on board ten
and a half tons of the precious metal, of the enormous value of
£1,120,000.
The GREAT BRITAIN arrived at Melbourne on the 10th November, 1852,
after a splendid run from the Cape of Good Hope of 24 days, her
average speed having been 284 miles per day. Her engines behaved
splendidly, and there was no occasion to stop them during the whole
of the time. One death occurred on board, that of a Chinaman who
embarked at St. Helena.
Owing to the difficulty of obtaining labour to discharge and load the
ship at Melbourne, she was detained at that port for three months,
and sailed on her return voyage about the end of January, 1853. On
her arrival at Cape Town she re-filled her bunkers from the REBECCA,
a ship which had been sent from Liverpool with a cargo of coal for
that purpose, and resumed her voyage northwards on the 20th February.
She continued to trade with varying success between Liverpool and
Australia as an auxiliary steamer for 40 years, and in 1882 was
sold to Messrs. Anthony Gibbs, Sons & Co., who took out her engines
and converted her into a sailing ship. Originally she carried six
masts, two of which had been taken out of her when she was placed on
the Anglo-Australian station, and when Messrs. Anthony Gibbs, Sons
& Co. purchased her they took out a third mast and rigged her as a
full-rigged sailing ship. In order to strengthen her hull, they also,
at a very great expense, completely sheathed her frame with wood,
in October, 1882. She sailed on her last voyage from Liverpool in
1886, and put into the Falkland Islands so battered with her battle
with wind and waves that she was abandoned to the Underwriters as a
constructive total loss. She was sold by the latter to the Falkland
Islands Co., who used her as a coal hulk.
One of her earliest competitors was an American steamer named the
GOLDEN AGE. She was the property of the New York and Australian Steam
Navigation Co., and was intended to ply between Australia and Panama,
and eventually to extend the service to San Francisco. This splendid
vessel excited great interest in Liverpool, at which port she lay for
about two months prior to sailing for Melbourne.
She was very similar in outward appearance to the Collins steamships,
being barque rigged with a straight stem, and having her paddle boxes
situated very far aft. Her dimensions were as follows: length 285
feet, beam 43 feet 6 inches, and depth 32 feet; 2864 tons register.
She had a beam engine of somewhat peculiar construction, with a
cylinder of 85 inches diameter, and 12 feet stroke. The boilers
constituted the chief peculiarity; they were each 40 feet long, and
fitted with furnaces at each end, the smoke funnel ascending from
the centre. By this arrangement it was claimed that economy both in
space and fuel was gained. The hull of the ship was built by Mr. W.
H. Brown, New York. The lower frames were of live oak, and the top
frames of locust and cedar. The entire hull was double diagonally
braced with iron bars, five inches wide, by three quarters of an inch
thick and four feet apart.
The GOLDEN AGE had accommodation for 1200 passengers of all classes,
the steerage being fitted up for 600. There were three saloons, one
above the other, two of which were panelled in rose, satin, and zebra
woods; with crimson and gold plush and rich hangings, and adorned
with mirrors. In the upper saloon the same general arrangement
prevailed, except that instead of satinwood panelling, the sides were
finished in white and gold. In this saloon were two “family rooms,”
one finished in gold, the other in blue. A brief reference to this
steamer is made in the “Annals of Liverpool” (Gore’s Directory), in
which it is stated: “The GOLDEN AGE(s.) sailed from Liverpool, 5th
December, 1853, and arrived at Melbourne in 47 days steaming time.”
On the 31st July, 1855, there was launched at Sandycroft, on the
River Dee, a large clipper ship fitted with auxiliary steam power.
She was built to the order of the Liverpool and Australian Steam
Navigation Co., the owners of the celebrated GREAT BRITAIN. Her
owners were of opinion that steamers relying entirely upon their
engines, could not be worked so economically as vessels with
auxiliary steam power, and sailing vessels trusting only to their
sails could not be relied upon to make their passages with regularity
and despatch, consequently they determined to combine the two motive
powers and give their vessel the benefit of both.
The ROYAL CHARTER, the name given to the new ship, was designed and
built by Mr. Paterson, the builder of the GREAT BRITAIN. She was
235 feet in length over all, 41 feet 6 inches beam, and 26 feet 6
inches depth of hold; 2720 tons burden; could spread 15,000 square
feet of canvas; and had a pair of direct acting trunk engines of
200 h.p. nominal, constructed by Messrs. Penn, of Greenwich, for
working an auxiliary screw, so arranged that when not wanted it
could be completely lifted out of the water, and even (if necessary)
placed on deck. She had excellent accommodation for passengers. Her
chief saloon was 100 feet long and beautifully fitted up; and the
ladies’ cabin, with its large poop windows, and elegant furniture,
was admirably adapted for its purpose. There were two large bath
rooms for the use of the after saloon passengers, and one three
times as large as either of these two for the use of the ’tween deck
passengers. She had seven watertight compartments and tanks capable
of holding 64,000 gallons of water.
The ROYAL CHARTER, independently of her steam power, was a
full-rigged ship, and was the first English vessel to adopt the
American plan of double topsails on each mast. On her trial trips she
averaged a speed of nine knots per hour with her propeller; and under
canvas only, with a light N.N.E. wind, made fourteen knots per hour.
She was well armed, carrying eight guns—four 18 pounders and four 24
pounders; besides a large swivel gun on the forecastle, and a good
number of Minié rifles for the saloon.
She left Liverpool on her maiden voyage to Melbourne on the 16th
April, 1856, and accomplished the passage in 59 days. She had but a
short career, for on the 26th October, 1859, this noble ship was
totally wrecked on the coast of Anglesea. She had almost reached
her home port, inward bound from Australia under the command of
Captain Taylor, and having on board about 500 persons including
passengers and crew, and a valuable cargo, including gold to the
amount of £400,000. She had called at Queenstown, where thirteen of
her passengers disembarked. On her passage up channel she was caught
in a terrific northerly gale, which, driving the current in the
large bay between the Ormes Head and Point Lynas, swept the vessel
from her course and drove her upon the rock-bound coast off Moelfra
Head, Red Wharf Bay. She struck during the night when no assistance
from the shore could be obtained. From 30 to 35 persons only were
saved out of the 500 on board, and these mainly through the heroic
efforts of Joseph Rodgers, who swam ashore with a line round his
body. In recognition of his devoted courage, this intrepid seaman was
presented with a gold medal and £5 by the Royal National Lifeboat
Institution at a meeting held at the Sailors’ Home, Liverpool, on
the 16th November, 1859, on which occasion the Board of Trade also
presented him with a silver medal and £10.
[Illustration: Rowboat near shore]
CHAPTER XXI.
China and Steam Navigation.—Opening of the Treaty Ports,
1860.—Auxiliary Steamers first employed.—The SCOTLAND.—The ROBERT
LOWE.—The Holt Line.
The treaty ports of the Yang-tse were for the first time opened to
the ships of the “barbarian nations of the West” in February, 1860.
The first foreign merchant vessel to load a cargo at Shanghai for
Hankow was the auxiliary screw steamer SCOTLAND, belonging to the
late W. S. Lindsay, the well-known author of the “History of Merchant
Shipping.” She was a vessel of about 1,100 tons gross register, and
was commanded by Captain A. D. Dundas, R.N. She sailed from Shanghai
with a full cargo in June, 1860, her draft being 17 feet. She was
subsequently sold to the Prince of Satsuma, the same purchaser having
previously, in 1861, purchased her sister ship, the ENGLAND, from
Messrs. W. S. Lindsay & Co.
It was not until 1863 that any English steamer loaded a cargo direct
from Hankow for Great Britain. The third vessel to sail was the
auxiliary screw steamship ROBERT LOWE, also belonging to Messrs.
Lindsay. She was a vessel of 1,250 tons gross, with engines of only
80 nominal horse power. Her average speed between Shanghai and
Hankow, a distance of 608 miles, was 60 miles per day, but one day
was lost in changing her propeller, and she anchored every night.
She sailed from Shanghai on the 8th May, 1863, and came to an anchor
off Hankow on the 18th idem. On the 10th June her cargo arrived
alongside, and on the 23rd June she sailed for Shanghai and London.
She traversed the distance between Hankow and Shanghai in 57 hours,
the current being with her. Her cargo for London consisted of 9,568
chests, 234 half-chests, and 2,064 boxes of tea; 535 bales of cotton
and 192 packages of sundries. Her freight amounted to the respectable
sum of £10,315, in addition to which she earned £480 passage money.
In 1866 Mr. Alfred Holt, of Liverpool, started a line of steamers to
trade between England and China, _via_ the Cape of Good Hope. Mr.
Holt was a practical engineer. Having served his apprenticeship, he
was appointed inspecting engineer to several steamship companies,
and about 1850 commenced as steamship owner with a small coasting
steamer, the ALPHA. This steamer was succeeded by the CLEATOR and
DUMBARTON YOUTH, sailing between Liverpool, Cumberland Ports, and the
Bristol Channel.
Upon the outbreak of the Crimean War, Mr. Holt secured several
remunerative charters from the Government, and in 1855 he inaugurated
the first line of steamers between Liverpool and the West Indies. His
first steamer in this trade was only 535 tons burden, but she was so
well supported that in a short time a monthly line of steamers of
larger capacity and greater power was established.
In 1863 Messrs. Leech, Harrison and Forwood, and Messrs. Imrie
and Tomlinson, entered into the same trade, and it was considered
desirable to form a public company to amalgamate these three
undertakings. A company, under the title of the West India and
Pacific Steam Navigation Company, Limited, was consequently formed
for this purpose, with a capital of £1,250,000, which was at once
subscribed.
Mr. Holt now directed his energies to the Far East, and in 1865
despatched his first vessels in the China service, the AGAMEMNON,
AJAX and ACHILLES. These were the first steamers to apply the
principle of compound engines to long over-sea voyages. These engines
were in use in the ships of the Pacific Steam Navigation Company
prior to this, but only in those steamers employed on the Pacific
coast. The performances of the Holt steamers had been hitherto
considered impossible, and even now in the twentieth century would
be considered remarkable with boats of a similar size. Starting from
Liverpool, they steamed down the South Atlantic, rounded the Cape of
Good Hope, and so on to Mauritius, a distance of 8,500 miles without
stopping. From thence they proceeded to Penang, Singapore, Hong Kong
and Shanghai.
These three pioneers of the Anglo-China trade were each of 2,270
tons gross and 1,550 tons net register, with engines of 300 nominal
horse power, and their principal dimensions were—length, 309 feet;
beam, 38½ feet; depth of hold to spar deck, 28½ feet. On July 16th,
1869, one of them (the ACHILLES) sailed from Foochow for London _via_
the Cape of Good Hope, and arrived on the 16th September, having
been under steam 58 days 9 hours, during which time she travelled
13,552 miles, maintaining an average speed of nearly 9¾ knots
throughout the whole voyage. This was one of the last voyages made
by the Holt steamers round the Cape, as two months after the arrival
of the ACHILLES at London the Suez Canal was formally opened for
the merchant steamers of all countries, and from that date all the
steamers of this company have passed through that waterway on their
voyages to and from China.
The earlier steamers of the fleet were square-rigged on the fore and
main masts, a good rig when it was desired to take advantage of the
favourable trade winds and monsoons, which can always be depended
upon for a voyage round the Cape, but found to be unsuitable when the
route was altered to the Suez Canal. The square sails of the three
steamers named were, therefore, removed, and the subsequent steamers
have been constructed with pole masts only.
Although the fleet is styled the Ocean Steamship Company, it is
popularly known as the Holt, or “Blue Funnel” Line, and has only
recently been formed into a limited company.
The Holt Line steamers do not carry passengers between Great Britain
and China, but they are great favourites with the Moslem pilgrims, of
whom they carry large numbers on their journeys to and from Mecca.
About 1891 the Ocean Steamship Company established a monthly service
of mail and passenger steamers between Singapore and West Australian
Ports, and in 1901 a direct service of steamers from Glasgow to
Australian Ports was opened by the despatch of the steamer ORESTES.
A controlling interest in the China Mutual Steam Navigation Company,
Limited, was purchased by, and the fleet of that company transferred
to, the Holt Company on the 1st July, 1902, with which addition to
the “Blue Funnel” fleet extended operations were undertaken.
[Illustration: R. P. HOUSTON & CO.]
[Illustration: ISLE of MAN STEAMPACKET CO.]
[Illustration: W. S. KENNAUGH & CO.]
[Illustration: LAMPORT & HOLT.]
[Illustration: JAMES LITTLE & CO.]
[Illustration: RICHARD HUGHES & CO.]
[Illustration: WM. JOHNSTON & CO.]
[Illustration: ALEX. A. LAIRD & CO.]
[Illustration: M. LANGLANDS & SONS.]
[Illustration: LIVERPOOL & NORTH WALES STEAMPACKET CO.]
[Illustration: DAVID MACBRAYNE.]
[Illustration: DAVID MACIVER & CO.]
[Illustration: H. & W. NELSON.]
[Illustration: PACIFIC S. N. CO.]
[Illustration: F. H. POWELL & CO.]
[Illustration: C. MACIVER & CO.]
[Illustration: JAMES MOSS & CO.]
[Illustration: J. J. MACK & SONS.]
[Illustration: P. & O. S. N. CO.]
[Illustration: R. & J. H. REA.]
CHAPTER XXII.
REMARKABLE HISTORY OF A GLASGOW STEAMER.
[Illustration: The FERRET s.s. chartered by Henderson & Co.—Sails
for the Mediterranean and disappears.—BENTON s.s. sails with a cargo
of coffee from Santos, and also disappears.—Seizure of INDIA s.s. at
Melbourne.—Proved to be missing steamer FERRET, _alias_ BENTON.]
Decidedly the most dramatic incident ever recorded in the annals
of steam navigation was the theft of the steamer FERRET and the
piratical seizure and sale of her cargo of coffee.
The FERRET was a screw steamer measuring 170 feet 9 inches in
length, 23 feet 2 inches beam, and 12 feet 7 inches depth; builders’
measurement 439 tons, with a probable carrying capacity of 400 tons
deadweight cargo, in addition to coal in bunkers. She had compound
engines of 90 h.p. nominal, and her reputed speed was 12 knots per
hour. She was built on the Clyde in 1871, by the well-known firm of
J. & G. Thomson, for Messrs. G. & J. Burns, of Glasgow, from whom
the Highland Railway Co. purchased her for their mail and passenger
service, and she held a Board of Trade certificate for 200 passengers.
The conspirators who succeeded in stealing this vessel, laid their
plans with great care and attention to details, and carried them out
with marvellous audacity. One of them took an office in Gracechurch
Street, London, and obtained a supply of printed stationery,
describing himself as “Henderson & Co., Ship Brokers, &c.” He also
opened an account with the ... Bank, in the name of “Smith,” taking
care until his plans were perfected to keep a respectable balance to
his credit.
Early in October, 1880, the plot had ripened, and one of the gang,
representing himself to be “Mr. Walker, purser of the FERRET S.S.,”
called at the office of Douglas & Co., Union Street, a leading
ship-chandler’s firm in Glasgow, and ordered a large quantity of
expensive ship-stores. The stores were for the account of Mr. Smith,
who was referred to as a relative of Mr. W. H. Smith, late First Lord
of the Admiralty.
Naturally references were required and were freely given. Mr. Smith
had chartered from the Highland Railway Co. the steamer FERRET for a
six months’ cruise in the Mediterranean, his wife having been ordered
by her doctor to take a long sea voyage. The FERRET was then in J. &
G. Thomson’s yard, being overhauled preparatory to the cruise. Both
of these firms could be referred to, as well as Mr. Smith’s bankers,
and Messrs. Henderson & Co., Ship Brokers, Gracechurch Street,
London. The bankers were written to, and replied that Mr. Smith had
an account with their bank. Henderson & Co. were also applied to, and
of course gave a very favourable account of Smith.
The merchants being satisfied with the result of their enquiries,
supplied the stores, which included an excellent selection of
first-class wines specially brought from London. The account, which
amounted to £1,490, was presented to Walker, who gave a bill at three
months endorsed by Smith. It is to be presumed that the first-half
month’s charter was paid as customary in cash in advance, because the
conspirators having got possession of the FERRET were in no violent
hurry to get her out of British waters.
About the 20th October, William Griffin joined the steamer at
Greenock as chief engineer. Although Griffin was not placed on trial,
yet it is to be noted that he had a prior acquaintance with Walker,
who had introduced him to Smith. It is also undeniable that without
the assistance of Griffin and the ship’s carpenter, the alterations
which were made in the steamer could not have been effected.
From Greenock, the FERRET sailed in charge of a crew of “runners” to
Cardiff, Robert Wright, alias Carlyon (a confederate) being master,
and Walker, alias Wallace, acting as purser. The steamer arrived at
Cardiff on the 22nd October and remained there for three days, taking
in a cargo of coals for ship’s use. The coals, of course, being paid
for by valueless bills on London. At Cardiff the “runners” were
discharged and a fresh crew, strangers to the FERRET, were shipped.
Smith (otherwise Henderson) also embarked at Cardiff, accompanied by
“Mrs. Smith.”
The FERRET sailed from Cardiff on the 25th October and put into
Milford Haven, probably from stress of weather, where she remained
for about a week. She left Milford on the 1st November, ostensibly
for Marseilles. In pursuance of this report, she passed through the
Straits of Gibraltar on the morning of the 11th of the same month,
and showing her number, requested to be reported.
Having steamed out of sight of the signalling station, the crew were
set to work to change the colour of the funnel from white to black,
and of the boats (with the exception of two) from blue to white, and
at night, with her lights screened, the FERRET returned westwards
through the straits. While passing through, the two boats that had
not been altered, some empty casks, several life-belts, and other
articles, all having the steamer’s name painted on them, were thrown
overboard, for the purpose of making it appear that the vessel had
foundered. So evident did this seem that as a matter of fact the
underwriters paid the Highland Railway Co. their claim for the total
loss of the steamer.
That same night all the crew were sent aft to the saloon, where Smith
made a speech to them, in which he stated that he was a political
refugee from the United States; that he had purchased the FERRET to
use partly as a yacht, and partly for trading; that after he had
traded for some time he would sell the boat, and make it worth their
while to keep his secret; but on the other hand, if any of them
disclosed anything they saw or heard on board, he would blow their
brains out. The crew, when arrested, alleged that it was the fear of
this threat which prevented them giving information, when in port, of
what they knew to be suspicious actions.
[Illustration: FERRET S.S.]
Avoiding the Canary Islands, presumably as being too much frequented
by British shipping, the conspirators kept away to the southward
until they reached St. Vincent, C.V. Entering the harbour, they
anchored there for several days, during which they took in fresh
water, and a supply of pigs, poultry, fruit and vegetables, paying
for them in their usual manner by means of worthless bills.
The “Times” (23rd June, 1881) Sydney correspondent states that after
leaving St. Vincent the vessel’s name was altered to the BENTON. But
this seems most improbable, as it would be apparent that the FERRET
did not founder in the Mediterranean, and further it would have left
a clue by which she could easily have been traced. The truth probably
is, that the alteration was made immediately she got clear of the
Straits of Gibraltar. Be this as it may, the BENTON arrived at
Santos on the 26th December.
At Santos, Smith went on shore and lost no time in opening
negotiations with the local shipping agents, to whom he stated
that the BENTON was from Cape Town in ballast, bound for England.
The negotiations resulted in the shipment of 3,992 bags of coffee,
consigned to various consignees at Marseilles. Having obtained this
cargo, the BENTON sailed from Santos on the 11th January, 1881, but
instead of proceeding to Marseilles she steamed direct to Cape Town.
While the BENTON was steaming across the South Atlantic, the Glasgow
holders of the bill for £1,490 received some information which
made them uneasy, and on presentation of the bill when due, it was
dishonoured. The account was closed, the balance had been withdrawn,
and the acceptor’s whereabouts were unknown. The holders then
applied to Henderson and Co., but the letter was returned—addressees
“gone, no address.” They then wrote to the Highland Railway Co., and
received a reply from the Secretary to the effect that the Highland
Railway Co. had already done all in their power to trace the FERRET,
in their own interests, having received no charter money from the
charterers since the vessel sailed from the Clyde. They had been
in communication with Lloyd’s and the Board of Trade, and through
British Consuls and Lloyd’s agents, enquiries had been made all over
the world. About ten days before the receipt of the merchants’ letter
the Highland Railway Co. had heard that the FERRET had arrived at
Malta, but on cabling there had received a reply denying the report.
They had cabled a second time, ordering the vessel to be seized at
Malta in the event of her putting in there.
Meanwhile the BENTON was nearing Cape Town, laden with coffee shipped
at Santos. During the voyage further changes had been effected in
the appearance of the vessel, and the name INDIA was substituted for
BENTON. The original name (FERRET) had previously been filed off the
ship’s bell, and now, as a further precaution the ship’s number on
the main hatch combings was altered to 77,942. The INDIA put into
Cape Town on the 29th January, and at once began to discharge her
cargo.
The conspirators had provided themselves with a printing press, and
had all necessaries on board, as well as Revenue Stamps of various
nations, by which they were able to manufacture the vouchers and
documents necessary to the success of their frauds. At Cape Town,
Smith produced an invoice with a printed heading, purporting to be an
invoice for 3,992 bags coffee sold by coffee planters at La Guayra
(a small port in Venezuela) to C. S. Henderson & Co., and with it
a receipt for the amount duly stamped. He succeeded in selling the
cargo, and realised by the sale of it about £11,000. He had to accept
in part payment bills to the extent of £8,000, drawn on the Standard
Bank, Clement’s Lane, London, payable nine months after date. It
is satisfactory to know that the frauds were discovered before the
bills matured, and payment of them was stopped. After the discharge
of the cargo, Smith tried to sell the steamer, but not succeeding in
his attempt, he shipped a quantity of coal, and sailed on the 14th
February for the Mauritius. The conspirators arrived at Mauritius on
the 1st March, but did not succeed in getting any plunder there, and
so they “cleared out for Guam.”
The next port they entered was Port Albany in Western Australia,
from whence they steamed direct to Melbourne. Here Wright and
Walker offered the steamer for sale, but received no offers. While
in Melbourne, several circumstances made the Customs officers and
the Harbour Police suspect that there was something wrong about the
vessel. It was observed that the fires were always banked so that
steam could be got up at the shortest notice. Captain Wright never
left the steamer, and none of the crew (except Walker, the purser)
were ever allowed “shore leave.” The Customs authorities instructed
one of their officers to make a special investigation of the matter,
and he reported that there was no steamer of the tonnage given
registered at Lloyd’s in the name of INDIA, but that the particulars
of tonnage and dimensions corresponded with the register of the
missing steamer FERRET.
[Illustration: The Arrest.]
Noting all these suspicious circumstances the Customs authorities
determined on prompt action. Requisitioning two crews of the Water
Police, as it was feared there might be violent opposition on the
part of the steamer’s crew, the Commissioner of Customs, on the
27th April, seized the vessel. Fortunately their anticipations as
to resistance were not realised, the crew surrendering without
opposition. Although the authorities had been extremely cautious in
their enquiries, it is evident that the conspirators became aware of
what was being done, for when the steamer was seized, Smith, “Mrs.
Smith,” and Captain Wright had fled. The previous day Smith and Mrs.
Smith removed from their cabin a number of articles, and amongst them
two heavy iron-bound boxes which were never traced. Smith succeeded
in getting away from Melbourne to a distant township, but was
arrested. Mrs. Smith, who had disappeared for a time, when she heard
of his arrest reappeared and visited him in prison. The object of
her visit may be surmised from the fact that shortly after her visit
Smith tried to escape by filing through one of the bars of his prison
window.
Captain Wright had found a retreat in a Melbourne sailors’
lodging-house, but having got drunk and quarrelled with his landlady,
he was thrown out, and arrested for being drunk and disorderly. When
the charge was being booked at the police station, he was recognised
as the missing master of the steamer, for whom the police were
searching.
Confirmation of the suspicions which induced the Commissioner of
Customs to seize the steamer was speedily obtained. Traces of fraud
were quickly discovered on the ship’s hull and appointments, and
in the ship’s books and papers—some of the latter being found in
very unusual places of deposit. Between the leaves of the log-book
a seaman’s “advance note” was found with the name of the FERRET
on it. There was also found a MSS. cypher code, by means of which
communication might be made between those in the vessel and others
on shore. It also serves to show the unscrupulous character of the
criminals and the extreme length to which they were prepared to go.
One or two quotations will illustrate the truth of this assertion:—
“Accept charter referred to and lose vessel before you arrive in
port. Don’t fail.”
“Get out of port the best way you can, but sink the ship, before you
allow them to stop her.”
“Destroy all papers, &c., and sink ship if possible, or burn her, and
get away. Make best of your way over here.”
“Things going wrong. Mate not to be trusted; shall get rid of him.”
“Things going wrong with some of the crew; must get rid of them.”
“Things going wrong with the whole of the crew; must get rid of them.”
“Lost vessel; landed here to day; all hands forward lost.”
“Game is all up; all discovered; destroy or hide everything, and make
yourself scarce; communicate with me through the arranged channel.”
Among the papers seized was a card of a Dr. Bonefin. Now a swindler
of this name—not a common one—shortly before the arrival of the
FERRET, was convicted for obtaining goods under false pretences
from a number of Melbourne jewellers, and was sentenced to a term
of imprisonment in Pentridge Gaol. In the cypher code referred to
Melbourne figures as 51, so that it is extremely probable that
Bonefin was one of the conspirators on shore.
A Cabinet Meeting of the Victorian Government was held on the 9th
May, and on the following morning the opinion of the Attorney-General
was published as follows:—
“The Government of Victoria seized the FERRET, which entered this
port (Melbourne) as the INDIA, in the interests of the rightful
owners, domiciled apparently in Great Britain. At the present time
no one in Victoria is in a position to show this Government such
a title to the FERRET as would clear the Government from possible
liability. It appears to me that the Hon. the Commissioner of
Trade and Customs should hold the FERRET till proper papers are
produced in Melbourne by a legally authorised agent of the actual
owners, whose title should be clearly proved by the needful papers
from England. This being done, and delivery charges paid, the ship
should be delivered. If it is deemed desirable to expedite delivery
of the ship, this Government is entitled to require that the Board
of Trade of London should give a certificate as to the owners.
Such certificate, along with an indemnity to pay all costs, and an
indemnity by the owners, should be deposited with the Agent-General
for Victoria, London, who should telegraph any instructions the
owners may wish to give as to the way they desire the ship to be
dealt with, and this Government should then act accordingly. At the
same time it would be well to learn whether the Imperial Government
wished to take proceedings against any of the offenders, and if
so, what course it intended to take. All necessary documents and
evidence should be transmitted without delay. The master, also the
person who represents himself as the owner, and another person are
charged here with forging the register of the ship, that offence
having been committed with a view to a fraudulent sale.”
Eventually the three criminals arrested, viz.:—Smith (alias
Henderson, alias Benard), Wright (alias Carlyon) and Walker (alias
Wallace), were indicted on three counts:—
1st. Conspiracy to defraud the owners of the FERRET, the Highland
Railway Co.
2nd. Conspiracy to defraud intending purchasers of the FERRET in
Melbourne; and
3rd. Conspiracy to deceive the Commissioner of Trade and Customs, by
entering the vessel in a false name, and to obtain a certificate of
sale under which the vessel could have been sold in that port.
They were all acquitted on the first count, but convicted on the
second and third. Smith and Walker were each sentenced to seven
years’ penal servitude, and Wright to three and a half years.
This result is most remarkable. No mention is made of the frauds
perpetrated at Glasgow, Cardiff and St. Vincent, C.V.; nor of the
steps taken (if any) to secure the confederates on shore.
As for the unfortunate crew, who had received no wages, they obtained
a temporary refuge in the Melbourne Sailors’ Home. The after history
of the FERRET is briefly told. She was purchased in 1885 by the
Adelaide Steamship Company, Currie Street, Adelaide, South Australia,
and is at the present date employed by that company in the Australian
coasting service.
CHAPTER XXIII.
Anglo-Canadian Steamship Companies.—Allan Line.—Canadian Pacific
Railway Co.—Dominion Line.
Following the example of the Imperial Government the Government of
Canada advertised in June, 1852, for tenders for the conveyance of
mails between the United Kingdom and Quebec and Montreal in summer,
and between the United Kingdom and Portland, Maine, in winter. The
contract was secured by Messrs. McKean, McLarty and Lamont, of
Liverpool, who formed a company, and despatched their first steamer,
the GENOVA, a small vessel of 500 tons register, in the spring of
1853. The sailings were continued, but with no great regularity,
for about eighteen months. In addition to the steamer named, the
CLEOPATRA, of 1467 tons, the OTTAWA, and two chartered steamers, one
the CHARITY, built for the African Steamship Co., and the other the
CANADIAN, chartered from Messrs. Allan Brothers, were engaged in the
service. On the outbreak of the Crimean War the OTTAWA and CHARITY
were taken off the Canadian service for the conveyance of troops to
the Crimea, and in 1855 the CLEOPATRA was despatched from London to
Melbourne.
The Anglo-Canadian Mail Service proving unprofitable—a natural result
from the way in which it was conducted—it was transferred to the
Messrs. Allan, who undertook to build a fleet specially for this
trade, and to maintain a fortnightly service to Quebec in summer,
and a monthly service to Portland, Maine, in winter, for the annual
subsidy of £24,000. The Allan mail service to Canada commenced
in April, 1856. A weekly service was instituted in 1859, and has
been continued until the present day. The first four steamers of
the line were built by Messrs. Denny, Dumbarton, and one of them,
the ANGLO-SAXON, made a passage in nine days five hours—which was
considered a record in those days. The HIBERNIAN, built in 1861,
was the first steamer in the Atlantic trade to have a spar deck,
covering the main deck from stem to stern, affording shelter for the
passengers in heavy weather, and found to be so advantageous that it
has been adopted by all the other first-class Atlantic companies.
[Illustration: R.M.S. TUNISIAN. Allan Line.]
The time on passage was further reduced by the POLYNESIAN in 1872.
On her first voyage this steamer made the passage between Quebec and
Londonderry in seven days eighteen hours and fifty-five minutes.
In 1877 the BUENOS AYREAN made her appearance. This vessel is
remarkable as being the first Atlantic liner constructed of steel,
the material of which all ocean-going steamers are now built.
In 1881 the PARISIAN was launched, a steamer which has always been
a favourite on the route. She has accommodation for 200 first, 100
second, and 500 third-class passengers, and is popularly known as the
“ladies’ ship,” a title bestowed upon her because she is credited
with having carried a larger proportion of lady passengers than
any other line. The three crack boats of the present fleet are the
twin-screw steamers BAVARIAN, TUNISIAN, and IONIAN. The first of
these sailed on her maiden voyage to Canada in August, 1899, and she
was followed by the TUNISIAN in April, 1900. The IONIAN, the latest
addition to the passenger fleet, is a twin-screw steamer of 9,000
tons. So far as outward appearance and internal arrangements go these
are sister ships, though the TUNISIAN is 10,576 tons, against the
9,000 tons of the IONIAN.
The dimensions of these magnificent steamships are as follows:—length
520 feet, beam 60 feet, and depth 43 feet.
All the passenger vessels of the Allan fleet are lighted by
electricity, and they are being fitted with the Marconi system of
wireless telegraphy.
The new ship (to be named the VICTORIAN), now being built for the
line in Belfast is to be supplied with Turbine Engines. She will be
the first transatlantic liner to be fitted with marine engines of
this type.
By its recent purchase (1903) from Messrs. Elder, Dempster and Co.,
of fifteen large and full-powered ocean steamships, the Canadian
Pacific Railway Co. has placed itself in the front rank of steamship
owners. Prior to this deal, it owned the steamers ALBERTA, ATHABASKA,
MANITOBA, MICHIGAN, and ONTARIO, all of which plied on the great
inland lakes of Canada as adjuncts to its train services. These
steamers ranged from 498 tons net register to 2,768 tons.
In 1891, the Naval Construction and Armaments Co., at Barrow, built
three magnificent mail and passenger steamers for the Canadian
Pacific Railway. These steamers, the EMPRESS OF CHINA, EMPRESS OF
INDIA, and EMPRESS OF JAPAN, are almost identical in measurement,
capacity and speed. They are each 455 feet 6 inches in length; 51
feet 2 inches beam; and 33 feet 1 inch depth of hold. They are
propelled by twin screws driven by a pair of triple expansion engines
of 1,167 horse power. These three steamers have maintained since
1891, a regular mail service between Vancouver, B.C., the Pacific
terminus of the Canadian Pacific Railway, and Japan and China.
The steamers TARTAR and ATHENIAN, two smaller and less powerful boats
are despatched, as intermediate steamers, at regular intervals.
From Liverpool to Hong Kong—over sea and over land—the Canadian
Pacific Railway Co. stretches a long unbroken line nearly 12,000
miles in length.
In 1870 Messrs. Flinn, Main & Montgomery despatched the ST. LOUIS
from Liverpool to New Orleans. She was the pioneer steamer of a
Company promoted by the firm named for the purpose of trading between
Liverpool and New Orleans, and called the Liverpool and Mississippi
Steamship Co. The views of the promoters becoming enlarged, they
changed the name of the Company in 1872 to the Mississippi and
Dominion Steamship Co., and entered into the Canadian trade. For many
years the steamers of the Line sailed only between Liverpool and
Quebec and Montreal, but about 1891 a second service was established,
with sailings to and from Bristol and the ports on the St. Lawrence.
In 1894 Messrs. Flinn, Main & Montgomery retired, and the two
sections of the business were taken over—the Liverpool service by
Messrs. Richards, Mills & Co., and the Bristol service by Messrs.
Elder, Dempster & Co.; the former continued to be known as the
“Dominion Line,” but the latter service was merged into the Beaver
Line, and as such formed part of the fleet purchased by the Canadian
Pacific Railway Co., referred to in a preceding paragraph.
In 1902 the Dominion Line was acquired by the American Shipping
Combine, and in October, 1903, a further change was made by the
transference of the latest and best steamers of the fleet to the
White Star flag.
CHAPTER XXIV.
Railway Companies as Steamship Owners.—South Eastern and
Chatham.—London, Brighton and South Coast.—London and South
Western.—Great Western.—London and North Western.—Lancashire and
Yorkshire.—Stranraer and Larne.—Caledonian.—Glasgow and South
Western.—North British.—Great Central.—Great Eastern.
There are in Great Britain, as well as in the United States of
America, many steamship lines which are either owned or controlled
by railway corporations. On the south coast of England, from Harwich
to Falmouth inclusive, almost the whole of the Anglo-continental
passenger traffic is held by the great railway companies, who have
made the various ports along that stretch of coast their termini.
In the North Country, both on the east and west coasts, with a few
important exceptions, the cross-channel and over-sea traffic is
operated by steamship companies, which, while running in connection
with the railway systems of their respective ports, are entirely
separate and independent undertakings.
The South Eastern and Chatham Railway Co. has now running between
Dover and Calais, the new turbine steamer THE QUEEN, and the fast and
large paddle steamers EMPRESS, VICTORIA, DOVER, CALAIS, LORD WARDEN,
LE NORD, and LE PAS DE CALAIS.
In connection with the same Company’s service via Folkestone and
Boulogne, the fast and powerful steamers MABEL GRACE, PRINCESS OF
WALES, and DUCHESS OF YORK are employed.
The London, Brighton and South Coast Railway Co. has also added this
year (1903) a turbine steamer to its fleet of fast steamers plying
between Newhaven and Dieppe. In addition to the turbine steamer
referred to, the fleet at present includes the following powerful
21-knot vessels:—ARUNDEL, CALVADOS, PARIS, ROUEN, and TROUVILLE.
[Illustration: ROYAL MAIL S. S. CO.]
[Illustration: T. B. ROYDEN.]
[Illustration: ALFRED ROWLANDS & CO.]
[Illustration: J. S. SELLERS.]
[Illustration: SLIGO S. N. CO., LTD.]
[Illustration: HENRY TYRER & CO.]
[Illustration: WATERFORD S. S. CO., LTD.]
[Illustration: WHITE STAR LINE.]
[Illustration: THOS. WILSON, SONS & CO., LTD.]
[Illustration: YEOWARD BROS.]
[Illustration: STOTT & CO.]
[Illustration: J. & P. HUTCHINSON.]
[Illustration: LEYLAND LINE.]
[Illustration: ORIENT-PACIFIC LINE.]
[Illustration: PALGRAVE, MURPHY & CO.]
[Illustration: P. HENDERSON & CO.]
[Illustration: N. B. RY. CO.]
[Illustration: TURBINE STEAMERS LTD.]
[Illustration: WARREN & CO.]
[Illustration: J. H. WELSFORD & CO.]
The London and South Western Railway Co. has a large fleet of about
twenty powerful steamers, with which it maintains daily services
between Southampton and Havre and tri-weekly services between
Southampton and Cherbourg, and Southampton and the Channel Islands.
The Great Western Railway Co. from its southern terminus, Weymouth,
runs the Mail Steamers ANTELOPE, GAZELLE, IBEX, LYNX, REINDEER, and
ROEBUCK, to the Channel Islands and Brittany; and from its western
terminus, Milford, the Mail Steamers GREAT WESTERN, LIMERICK, and
WATERFORD, to Waterford.
[Illustration: ARUNDEL. London, Brighton and South Coast Ry. Co.]
From Holyhead the London and North Western Railway Co. maintain
passenger services to Dublin and Greenore. It is also interested with
the Lancashire and Yorkshire Railway Co. in the Mail Steamers sailing
nightly between Fleetwood and Belfast.
In 1902 the Lancashire and Yorkshire Railway Co. purchased from the
Drogheda Steampacket Company, for the sum of £80,000, the entire
fleet of the latter Company, consisting of five paddle steamers
engaged in the Liverpool and Drogheda Service. The Drogheda
Steampacket Company was one of the oldest Irish steampacket
companies, having maintained a steampacket service between Liverpool
and Drogheda for upwards of sixty years. The Lancashire and
Yorkshire Railway Co. is also a partner in the Fleetwood and Belfast
Mail Service, and has recently extended the sailings of the Fleetwood
steamers to Londonderry.
A Joint Committee representing several railway companies operate a
Mail Service between Stranraer and Larne. The paddle steamer PRINCESS
VICTORIA or PRINCESS MAY sails twice daily during the summer months,
and once daily during the winter months to and from Stranraer and
Larne, making the passage each way in about two hours.
[Illustration: GLEN SANNOX. Glasgow and South-Western Ry. Co.]
On the Firth of Clyde the Caledonian Railway Co. are interested
in the handsome steamers of the Caledonian Steam Packet Co. These
vessels carry a cream coloured funnel, and sail from Ardrossan to
Gourock and Wemyss Bay. All the watering places on the Firth are
served by the respective fleets of the various railway companies.
The Glasgow and South Western Railway Company owns, and works from
Prince’s Pier, Gourock, a fleet of swift steamers distinguished by
their slate coloured hulls, with red funnels and black tops. The
fleet includes the GLEN ROSA, GLEN SANNOX, JUNO, JUPITER, MARS,
MERCURY, MINERVA, NEPTUNE, and others.
The North British Railway Company is the premier Railway Company of
Scotland; its mileage amounts to 1,303 miles. In conjunction with
the Great Northern and North Eastern Railway Companies it forms the
“East Coast Route” from England to Scotland, and the fastest booked
“Railway run” in the Kingdom is on this route. As an important
adjunct to its railway system, the North British Railway Co. employ
on the Firth of Clyde (making Craigendoran the headquarters), the
well-known paddle passenger steamers LADY CLARE, LADY ROWENA, LUCY
ASHTON, RED GAUNTLET, TALISMAN, WAVERLEY, and others; and between
Silloth and Liverpool the screw cargo steamers ALBATROSS and
KITTIWAKE.
[Illustration: LUCY ASHTON. North British Ry. Co.]
No Railway-owned steamers ply on the east coast of Scotland, but from
Grimsby the Great Central Railway Co. have a large fleet of passenger
and cargo steamers sailing regularly to various continental ports.
In July, 1865, this Company (then known as the Manchester, Sheffield
and Lincolnshire Railway Co.) purchased the Anglo-French Steamship
Co.’s fleet of boats, and started running steamers from Grimsby to
Hamburg. The following April the Railway Company commenced a service
of steamers between Grimsby and Rotterdam, and in August, 1867,
the service was extended to Antwerp. At the present time the Great
Central Railway Co. possesses a fleet of fourteen powerful steamers
trading regularly between Grimsby and the continental ports named.
The railway company remaining to be mentioned as a steamship owning
company is the Great Eastern Railway Company—the Royal British Mail
Route to Holland.
The steamers of this Company have been especially built for the
Continental service. The Royal Mail steamers AMSTERDAM, BERLIN,
CHELMSFORD, DRESDEN, and the VIENNA, run on the Harwich-Hook of
Holland route. They are powerful twin-screw ocean-going ships of
5,000 indicated horse-power, capable of steaming 18 knots an hour,
each with two distinct sets of engines, so that in case of accident
to one set the vessel can proceed with the other.
The passenger accommodation is similar to that on the latest Atlantic
Liners, a special feature being the large number of private cabins
for two passengers. The ships are fitted with electric light, and all
latest passenger comforts, including dining, smoking, and ladies’
saloons, and separate sleeping berths.
The vessels running on the Harwich-Antwerp route are similar to those
on the Hook of Holland service.
In common with all Railway Companies’ steamers, the Company’s vessels
sail under the British flag, and are subject to the British Board of
Trade stringent regulations as to safety and life-saving appliances.
[Illustration: Steamship]
CHAPTER XXV.
Turbine Steamers.—TURBINIA.—KING EDWARD.—QUEEN ALEXANDRA.—The
QUEEN.—The EMERALD.
THE latest development of the marine engine is the Marine Steam
Turbine, the invention of the Hon. C. A. Parsons, F.R.S., brother of
the present Earl of Rosse, and a son of the builder of the famous
“Birr” telescope, the largest reflecting telescope ever built.
The first vessel ever fitted with the new type of engine was
appropriately named the TURBINIA. This vessel is only 100 feet long
by 9 feet beam and of a total displacement of 44½ tons, but she is
some ten knots faster than any boat afloat of the same dimensions.
Although the weight of her main engines is only about 4 tons, and
the total weight of machinery, screws, and shafting, tanks, etc., is
only 22 tons, she develops the enormous power of 2,100 I.H.T., being
almost 100 H.P. per ton of machinery.
Prof. Ewing, in April, 1895, made some trials of the TURBINIA on the
Tyne, the highest speed then recorded being 32·75 knots, but in June
of the same year a speed of 34½ knots was obtained at Cowes.
Three turbines are used for driving the vessel—high pressure,
intermediate and low pressure. Each turbine driving direct on to a
separate propeller shaft. Reversing is obtained by means of one or
more separate turbines connected to the same shafts as the propelling
turbines and working in a vacuum when the boat is going ahead.
Several torpedo destroyers and three yachts have been fitted with
Parsons’ turbine engines. The first mercantile vessel to be so fitted
was the KING EDWARD, built by Messrs. Denny Brothers, Dumbarton, in
1901.
On her trial trip she attained a speed of 20½ knots, and during her
first season on the Firth of Clyde (1901) she sailed 12,116 knots
in 79 days on a coal consumption of 1,429 tons, at an average speed
of 18½ knots per hour. So satisfied were her owners with her, that
they gave an order to the same builders and engineers for a somewhat
larger vessel for the following season.
The new (1902) turbine steamer is the QUEEN ALEXANDRA, a three-deck
passenger steamer intended also for the Firth of Clyde passenger
service. She is 270 feet long, by 32 feet beam, and depth 11 feet 6
inches. She has two funnels, but only one pole mast. Her main deck
is completely covered in from the bow to aft of the engine room, and
above the spar deck she carries a shade deck 100 feet in length, to
which passengers have access, and under which shelter is provided in
wet weather.
Like her sister vessel, the KING EDWARD, the main engines of the
QUEEN ALEXANDRA consist of three separate turbines, each driving
its own shaft, the centre turbine being high-pressure, and the two
side turbines low-pressure. The velocity of the centre shaft is
about 700, and of each of the side shafts 1,000 revolutions per
minute. On account of the high velocity at which the shafts revolve
it is necessary to increase the number of propellers driven, and
the turbine steamers, therefore, have five small propellers each,
one on the centre shaft, and two each on the outside shafts. On the
builders’ trials the QUEEN ALEXANDRA exceeded the speed of the KING
EDWARD by a knot and a quarter. Her actual speed was 21·63 knots,
equal to about 25 miles per hour.
Two Channel steamers designed to carry passengers and mails, and to
be fitted with Parsons’ marine steam turbine engines, are now (1903)
being built on the Clyde by Messrs. Wm. Denny and Brothers.
Of these, one, the QUEEN, is to the order of the South Eastern and
Chatham Railway Co. She will be 310 feet long and 40 feet broad; and
she is to maintain a speed of at least 21 knots. The average time
occupied at present on the passage between Dover and Calais is 65
minutes, but the new vessel is expected to reduce the time to 50 or
even 45 minutes.
The mode of propulsion is practically the same as that on the QUEEN
ALEXANDRA, namely, three shafts carrying five propellers.
The other Channel steamer referred to as being built is intended for
the London, Brighton and South Coast Railway Co.’s service between
Newhaven and Dieppe. Her dimensions are, length 280 feet, beam 34
feet, draft 22 feet; with a gross tonnage of 1,100 tons.
The EMERALD, one of the three yachts referred to at the beginning
of this chapter, is the first vessel fitted with turbine machinery
that ever crossed the Atlantic. She arrived at New York, after
encountering tempestuous weather on the passage, on the 6th May,
1903. Her qualities as a sea-boat were severely tested during the
voyage, with entirely satisfactory results. She was built for Sir
Christopher Furness, M.P., by Messrs. Alex. Stephen & Sons, Limited,
of Linthouse, and fitted with machinery by the Parsons Marine Steam
Turbine Co., Limited, of Wallsend-on-Tyne, and it was found that
when the yacht was steaming at the rate of 15 knots per hour, the
machinery ran with an absence of vibration and noise.
The EMERALD is a vessel of 756 tons, yacht measurement, and was
chartered by Mr. Geo. Gould, of New York, for six months from the
15th April, 1903. Mr. Gould sent over to this country Captain Tod
to navigate her across the Atlantic, with instructions to further
experiment on her steaming capabilities at sea, and to carefully
observe her behaviour compared with the other large steam yachts of
which he has had charge. On the termination of the voyage, Captain
Tod reported that the yacht behaved splendidly; that there was no
racing of propellers, and no vibration; and that the coal consumption
was moderate, considering the weather.
There have been several rumours to the effect that the new steamers
for the Cunard Mail Service are to be fitted with turbine engines,
but these rumours have not been officially confirmed. In any case
these steamers could not be completed in time to take from the
Allan Line the distinction of being the first Company to own a
Transatlantic Mail Turbine Steamship.
[Illustration: Sir ALFRED L. JONES, K.C.M.G. and W. J. DAVEY, Esq.]
THE History of Steam Navigation.
Part II.
HISTORICAL STEAMSHIP COMPANIES.
CHAPTER I.
MESSRS. ELDER, DEMPSTER & CO.
The firm of Elder, Dempster & Co. was founded in the year 1868 by
Messrs. Alexander Elder and John Dempster, two gentlemen intimately
acquainted with the working of the African Steamship trade. For 11
years they were the sole partners, but in 1879 they admitted Mr. (now
Sir Alfred) Jones into the firm, and Mr. W. J. Davey was also taken
into partnership. The original partners, Messrs. Elder and Dempster,
retired from the firm in 1884. Mr. Alexander Sinclair, who became a
partner in 1891, having retired in 1901, the sole partners at the
present date are Sir Alfred L. Jones, K.C.M.G., and Mr. W. J. Davey.
The firm is one of the largest commercial houses in the world, and
in all the various branches of commerce in which it is interested
it takes a foremost position. As steamship owners it controls the
largest fleet of steamers in Great Britain. The business of the firm
extends so rapidly, and new steamers to meet the necessities of the
several trades are so frequently being added to the fleet, that it
is impossible to give a list of the vessels owned, or under the
management of the firm, which will not in a short time be obsolete,
but according to the official sailing list issued 28th March, 1903,
the following steamers were sailing under the triple flags of Messrs.
Elder, Dempster & Co.:—
ABEOKUTA.
ACCRA.
ADANSI.
AKABA.
AKASSA.
ALBERTVILLE.
ANCOBRA.
ANDONI.
ANVERSVILLE.
ANGOLA.
ASABA.
ASHANTI.
AXIM.
BAKANA.
BANANA.
BATHURST.
BATANGA.
BENGUELA.
BENIN.
BIAFRA.
BIDA.
BOMA.
BONNY.
BORNU.
BOULAMA.
BURUTU.
CABENDA.
CAMEROON.
COOMASSIE.
CONGO.
DAHOMEY.
DEGAMA.
DELTA.
DODO.
EGGA.
EGWANGA.
EKO.
EKURO.
ELMINA.
ETHIOPIA.
ETOLIA.
FANTEE.
FORCADOS.
HAUSSA.
IDDO.
ILARO.
ILORIN.
JEBBA.
KANO.
KWARRA.
LAGOON.
LAKE CHAMPLAIN.
LAKE ERIE.
LAKE MANITOBA.
LAKE MEGANTIC.
LAKE MICHIGAN.
LAKE ONTARIO.
LAKE SIMCOE.
LEON-Y-CASTILLIO.
LOANDA.
LOANGO.
LYCIA.
LLANDULAS.
MADEIRA.
MANDINGO.
MAYUMBA.
MELVILLE.
MEMNON.
MILWAUKEE.
MONMOUTH.
MONROVIA.
MONTAUK.
MONTEAGLE.
MONTEZUMA.
MONTREAL.
MONTROSE.
MONARCH.
MONTCALM.
MONTENEGRO.
MONTEREY.
MONTFORT.
MOUNT ROYAL.
MOUNT TEMPLE.
NIGERIA.
NYANGA.
OLENDA.
ORON.
PEREZ GALDOS.
PHILLIPEVILLE.
PORT ANTONIO.
PORT MARIA.
PORT MORANT.
PORT ROYAL.
PRAH.
ROQUELLE.
SANGARA.
SANSU.
SEKONDI.
SHERBRO.
SOBO.
TARQUAH.
TENERIFFE.
VIERA-Y-CLAVIJO.
VOLTA.
WARRI.
YOLA.
YORUBA.
As proving the difficulty of stating the number of steamships under
the control of this firm, and at the same time illustrating the
gigantic nature of its commercial operations, it may be stated that
while this volume was in preparation for the Press, it sold to the
Canadian Pacific Railway Co. an entire fleet, consisting of fifteen
large ocean liners. The despatch of the last Elder-Dempster liner
under the Beaver flag, on Wednesday, March 31st, 1903, was quite
an historic event. She carried with her the first portion of the
Rev. J. M. Barr’s colony, numbering about 2,000 souls. Thousands
of spectators lined the stage, and as the liner sheered away cheer
after cheer rent the air. Sir Alfred Jones, Mr. W. J. Davey, Mr.
David Jones, the Revs. Canon Russell (Manchester), R. O. Greep,
Dr. Lightwood, S. Gasking and H. M. Braithwaite, as well as many
well-known personages in shipping and commerce, were present.
The band of the 1st Liverpool Volunteers played inspiring music,
including tunes reminiscent of home and friendly associations, first
on the stage and afterwards on the ship.
Sir Alfred Jones expressed his regret, as he witnessed the multitude
on board the Lake Manitoba, that he had consented to sell his
Canadian fleet to the Canadian Pacific Railway. He said his firm had
worked hard to develop Canadian colonisation, and the full fruit of
their efforts was only becoming visible now when they had left the
business. He commended the object of the expedition, and hoped for
its success. A completely equipped colony of 2,000, with thousands
more to follow in due course, was, he considered, a novelty.
Reference has been made to the three flags borne by the
Elder-Dempster steamers. The Beaver flag no longer exists. The other
two are (1) the white swallow-tail flag with a red St. George’s cross
(gold crown in centre) of the African Steamship Co.; and the blue
swallow-tail flag, with a white St. George’s cross, of the British
and African Steam Navigation Co. A brief sketch of the history of
both of these important companies, as well as of the Imperial Direct
West India Mail Service Limited, will be found in the succeeding
pages of this volume.
The management of any one of these fleets would be considered ample
employment for most mercantile firms, but they are only units in
the business conducted at that large hive of commerce, African
House, Water Street, Liverpool, which is, by the way, shortly to be
transferred to Colonial Chambers, now in course of being erected. In
addition to the services mentioned, Messrs. Elder, Dempster & Co.
maintain a service of Mail Steamers between Antwerp and the River
Congo, under the title of the Compagnie Belge Maritime du Congo,
an inter-insular Mail Service at the Canary Islands, and a Coastal
Service at Jamaica. They do also a large Ocean Tramp business, being
prepared to carry cargo, when sufficient inducement offers, to and
from any port in the world.
It is the existence of such splendidly managed mercantile fleets,
such as the Elder-Dempster Line, that enabled Great Britain to
astonish the world by the rapid and safe transport of troops and
munitions of war during the progress of the late War in South Africa.
Many years of experience in the management of steamships have enabled
the company to design and construct a magnificent fleet of fast cargo
liners, having lofty ’tween decks, and fitted with anti-rolling
keels, electric light and every modern improvement. Several of
these were chartered at an early stage of the war by the British
Admiralty, and retained for voyage after voyage as transports.
Nine steamers, of an aggregate gross tonnage of 52,000 tons, were
requisitioned in this way. In addition to these, the firm’s steamers
carried with remarkable success some 26,000 horses and 21,000 mules
from New Orleans to the Cape, and some 5,000 horses and 3,000 mules
from Canada, Hungary, the River Plate, &c. It may also be mentioned
in this connection that the Elder-Dempster Liner MONTEREY conveyed
“Strathcona’s Horse,” the MILWAUKEE the “Royal Canadians,” and the
MONTFORT the Canadian contingent of Baden-Powell’s Police from
Halifax, N.S., to the Cape. The MILWAUKEE was the transport selected
to convey General Cronje, his family, and over 500 Boer prisoners
to St. Helena. The Elder-Dempster transports had the good fortune
on several occasions to be able to render material assistance to
other transports which had met with mishaps. Thus they came to the
assistance of the CARINTHIA a few days after she stranded at Aux
Cayes, and, taking off her cargo of mules, carried them on to their
destination. The MONTROSE turned up just in the nick of time to save
the crew when the ill-fated MEXICAN foundered off the Cape, and when
the SUFFOLK stranded it was again an Elder-Dempster liner, the LAKE
ERIE, that came to her assistance, and did all that was possible to
rescue the crew.
In the summer of 1902 Messrs. Elder, Dempster & Co. commenced running
the luxuriously appointed ocean liner LAKE SIMCOE on pleasure cruises
to the Norwegian Fjords. Those persons who have had the pleasure
of travelling by this vessel are most enthusiastic in their praise
of the ship, her officers and her equipment, and of all who are
responsible for the comfort and enjoyment of the passengers. The LAKE
SIMCOE is probably one of the largest pleasure steamers trading to
the Norwegian Coast, but her rates of passage money are by no means
commensurate with her size. It is an opportunity of visiting the Land
of the Midnight Sun in comfort and even luxury which ought not to be
missed. The fact that a large proportion of the commanders, officers,
engineers, seamen and firemen serving under the firm are Royal Naval
Reservists renders the Elder-Dempster fleet additionally valuable to
the nation.
[Illustration: Steamship]
[Illustration: R.M.S. JEBBA. African Steamship Co. Limited.]
CHAPTER II.
THE AFRICAN STEAMSHIP COMPANY.
Two years (1852) prior to the outbreak of the Crimean War, the
African Steamship Company was incorporated by Royal Charter with
limited liability. The initial capital was £250,000 in 12,500
shares of £20 each. The first directors of the Company were—Sir
John Campbell, K.C.H. (Chairman), James Hartley, Esq. (Director
of the P. and O. Co.), John Black, Esq., Henry William Schneider,
Esq., Macgregor Laird, Esq., Henry William Currie, Esq., William Law
Ogilby, Esq., and Charles William Gregory, Esq. Bankers, Messrs.
Currie & Co., Cornhill.
The prospectus of the company, as published in the “Times,” 13th
July, 1852, was as follows:—
“This Company is formed to carry out a contract with H.M. Government
for the monthly conveyance of the mails to Madeira, Teneriffe,
and the principal ports and places on the West Coast of Africa,
viz., Goree, Bathurst, Sierra Leone, Liberia, Cape Coast Castle,
Accra, Whydah, Badagny, Lagos, Bonny, Old Calabar, Cameroons and
Fernando Po; and to establish a line of steam communication between
Sierra Leone and the British West Indies as soon as satisfactory
arrangements are made with the Government.
“The contract for the mails was taken by Mr. Macgregor Laird in
December last, and is for a term of ten years from the 1st September
next. The annual payment by the Government commences at £23,250, and
diminishes at the rate of £500 yearly during the continuance of the
contract, making an average payment of £21,500 per annum.
“Five iron screw steamships for this service are in the course of
construction by Mr. John Laird, of Birkenhead, with engines by
Messrs. George Forrester & Co., and Fawcett, Preston & Co., of
Liverpool.
“The first of these vessels is to be launched on the 3rd July, and
will be ready to commence the mail service in accordance with the
terms of the contract on the 1st September. Two of them have capacity
for 700, two of them for 1,000, and one for 250 tons cargo, with
excellent accommodation for first-class passengers. The company are
also to have Mr. Laird’s services as Managing Director. A negotiation
is going on with the Portuguese Government for an extension of the
line from Fernando, the valuable African possession.
“Plymouth will be the first port of arrival, and the last port of
departure for the company’s vessels, but the voyage will terminate at
and commence from London.”
The steamers referred to were the FORERUNNER, FAITH, HOPE, CHARITY,
and NORTHERN LIGHTS.
The trading operations between London and Africa not being
profitable, the Board of Directors (about 1860) proposed to wind up
the company.
On the solicitations of Messrs. Fletcher & Parr, of Liverpool, they
were induced to try the trade from Liverpool to the West Coast of
Africa. The result of the trial was extremely satisfactory, and
Liverpool became the home-port of the fleet. The business of the
company increased rapidly, and the shareholders received their
dividends for some time with gratifying regularity, but unfortunately
about ten years after the change from London to Liverpool, the
relations between the Board of Directors at the former port and the
managing agents at Liverpool became somewhat strained.
In spite of a great financial loss, caused by the defalcations of the
Secretary; of a small and inefficient fleet; and a policy on the part
of the Directors which was decidedly peculiar, the company maintained
a struggling existence until 1891, when it passed into the management
of the firm of “Elder, Dempster and Co.” Under the vigorous and
successful management of this firm, the African Steamship Company
started on a new and prosperous career. Instead of, as in 1875,
possessing a fleet of seven ocean steamers and two coast vessels,
the company now owns thirty-three modern, large and powerful ocean
steamers, ranging from 1,000 to 5,200 tons each, and six branch
steamers, four of which are 1,000 tons each.
An Express Service to the Coast has been established by means of a
fleet of fast steamers of the JEBBA type, which reach Sekondi, the
centre of the new gold mining industry, in 15 days. They have been
specially constructed for the trade in which they are engaged, and
no skill has been wanting nor expense spared to make them the most
perfect of their kind. The passenger accommodation has received
special attention. The saloons are spacious, the staterooms lofty and
well ventilated, while extensive promenade and bridge decks enable
passengers to enjoy the invigorating sea breezes secure alike from
sun and rain.
The company grants special facilities for visiting the beautiful
islands of Madeira, Teneriffe and Grand Canary, issuing special
holiday tickets, which include first-class passage out and home,
and a fortnight’s board and accommodation at the Hotel Metropole,
Las Palmas, for £15. Passengers have also the option of returning
_via_ Barcelona or Genoa, by the steamers of “La Veloce Navigazione
Italiana a Vapore” (The Italian Express Steam Navigation Co.).
The Royal Mail Steamers of the African Steamship Co., conjointly with
the steamers of the British and African Steam Navigation Co., sail
from Liverpool thrice a week for the Canary Islands and the West
Coast, from Hamburg and Amsterdam weekly, and from Antwerp (Cie Belge
Maritime du Congo) for Teneriffe, Sierra Leone and Congo Ports every
third week.
[Illustration: Sailboat near rocky shore]
[Illustration: R.M.S. TARQUAH. British & African Steam Navigation
Co., Ltd.]
CHAPTER III.
THE BRITISH & AFRICAN STEAM NAVIGATION COMPANY, LIMITED (1900).
This Company was projected in 1868 by a number of gentlemen
practically acquainted with the trade of the West Coast of Africa.
Amongst these were Mr. Alexander Elder and Mr. John Dempster who in
that year founded the firm of Elder, Dempster & Co., a firm whose
ramifications during these later years, under the guidance of Sir
Alfred L. Jones, K.C.M.G., and Mr. Davey, may be said to extend
throughout the civilized world.
Three steamers of about 1,300 tons gross each, were specially built
to the order of the new company, by Messrs. Randolph Elder & Co.,
of Glasgow, for the West African trade, and were named the BONNY,
ROQUELLE, and CONGO.
The Pioneer steamer, the BONNY, sailed from Liverpool in January,
1869, and thereafter a monthly service was maintained between
Glasgow, Liverpool and the West Coast of Africa. After several years’
employment in this trade, the ROQUELLE was sold to Messrs. P. M.
Tintore & Co., Barcelona, and is still sailing from the Mersey under
the Spanish flag.
So successful were these steamers that in 1869 it was decided to add
three more to the fleet.
The new steamers were the LIBERIA, LOANDA and VOLTA, also specially
built for the trade by the late Mr. John Elder, the distinguished
brother of Mr. Alexander Elder, whose early death towards the end of
1869 was so much deplored by the ship-building and engineering world.
The gross tonnage of these three vessels was increased to about 1,500
tons each.
It was considered desirable during the same year to register the
Company as an Incorporated Company. The Registered Office of the
Company was in Glasgow, but Mr. Alexander Elder and Mr. John Dempster
conducted its operations in Liverpool.
With the six steamers the Company now possessed the sailings were
increased to fortnightly.
In 1874 the sailings from Glasgow were abandoned, cargo to and from
that port being transhipped at Liverpool.
As the trade expanded, additions were regularly made to the fleet,
and in 1879 sailings between Hamburg and the West Coast of Africa
were commenced. In 1883 the Company was registered as a limited
company, at which time its fleet had increased to 20 steamers and 2
hulks with a gross registered tonnage of 30,753 tons.
The following year (1884) Mr. Elder and Mr. Dempster retired from
the firm of Elder, Dempster & Co., which since 1879 had consisted of
these gentlemen and Mr. (now Sir A. L.) Jones, and Mr. W. J. Davey.
Messrs. Elder and Dempster, however, remained Managing Directors of
the Company until 1900, Mr. Elder having for some years previous to
this date occupied the position of Chairman.
In 1900 Messrs. Elder, Dempster & Co., purchased the entire business
and assets of the British and African Steam Navigation Co., Limited,
and with the addition of 9 large steamers, suitable for outside
trades, formed a new company with a share capital of £1,000,000,
and Debenture Stock of £800,000. The new company has a fleet of 35
steamers with a total gross registered tonnage of 107,000 tons.
While the bulk of its operations continue to be in connection with
the West Coast of Africa, several of its steamers are employed in the
North Atlantic and other trades.
The contrast between the first steamer, the BONNY, and the latest,
the BURUTU, built in 1902, will be seen by the following comparison
of their respective dimensions:—
BONNY, length 261·0 feet, beam 30·2 feet, depth 23 feet. Gross 1,326
tons.
BURUTU, length 360·0 feet, beam 44·2 feet, depth 26 feet. Gross 5,200
tons.
In the later steamers of the fleet, the vessels of the BURUTU type,
traders and other travellers reach Sekondi, the centre of the new
gold mining industry, in about 13 days from Liverpool. No skill
has been wanting nor expense spared to make these vessels the most
perfect of their kind, and exactly suitable for tropical trade.
A special feature of the steamers is the system of overhead trunk
ventilation, by which an imperceptible current of fresh air is kept
continually circulating through the lofty and well lighted state
rooms, making them cool and agreeable in the hottest weather.
Passengers by the Royal Mail Steamers belonging to the British and
African Company, are granted special facilities for visiting the
beautiful islands of Madeira, Teneriffe and Grand Canary. The Company
issues a special holiday ticket for £15, which includes Saloon
passage out and home, and a fortnight’s board and accommodation at
the Hotel Metropole, Las Palmas. Passengers by these steamers who may
wish to visit the Mediterranean, have also the option of returning
from the islands via Barcelona or Genoa, by the steamers of the
Italian Express Steam Navigation Co.
The Royal Mail Steamers of the British and African Steam Navigation
Co., conjointly with the steamers of the African Steam Ship Co., sail
from Liverpool three times a week for the Canary Islands and the West
Coast of Africa, and from Hamburg and Rotterdam weekly.
[Illustration: Sailboat in harbor]
[Illustration: R.M.S. PORT ROYAL. Imperial Direct West India Mail
Service, Ltd.]
CHAPTER IV.
IMPERIAL DIRECT WEST INDIA MAIL SERVICE, LIMITED.
For years the Island of Jamaica, the Pearl of the Antilles, had
been decadent, its planters cast down and despairing because it was
impossible, owing to the heavily subsidized continental beet sugar,
to grow cane sugar at a profit. And, although physicians in the
United States were sending their patients to seek renewed health
and energy “from the balmy breezes laden with health giving ozone
which blow over the island,” British Life Insurance offices placed a
black mark against Jamaica, and demanded an additional premium from
their policy holders for permission to visit its shores. But the
dark commercial cloud is passing, and the island has entered upon an
era of prosperity which bids fair to be greater and more permanent
than even the golden days of the sugar planter. It is an open secret
that for this the Jamaicans are indebted in great measure to the
enterprise of Messrs. Elder, Dempster and Co., who have practically
created the demand in Great Britain for Jamaica grown fruits, and who
have established a service of swift steamers, specially built for the
trade. This Line of steamers, which is known as the Imperial Direct
West India Mail Service although only established in the first year
of the present century, has already achieved a remarkable success. In
addition to bringing to England over 50,000 bunches of bananas per
month, as well as other West Indian fruits, tobacco, coffee, sugar,
rum, and other varieties of tropical produce, the steamers carry a
large and increasing number of passengers each voyage between Great
Britain and the colony.
The home port of the steamers is Avonmouth, near Bristol, from which
a fortnightly sailing is maintained throughout the year to Kingston
(Jamaica), but it is probable that the service will soon be increased
to a weekly one. In recognition of the invaluable services rendered
by these steamers both to the Empire and to the colony, their
Royal Highnesses the Prince and Princess of Wales paid a visit of
inspection to the R.M.S. PORT ROYAL, at Avonmouth, on the 5th March,
1902.
The vessels at present engaged in the direct Mail Service were all
built in 1901, and are named, the PORT ROYAL, PORT ANTONIO, PORT
MORANT, and PORT MARIA. The first two steamers named are sister ships
and are identical in measurement, viz., length 382 feet, beam 46
feet 6 inches, and depth 32 feet. Each is propelled by twin screws,
and fitted with triple expansion engines capable of maintaining a
speed of 14 knots per hour, and carries about 5,000 tons cargo. They
can each accommodate 100 first-class passengers and 50 second-class
passengers. The saloons and staterooms are handsomely decorated, and
are fitted so as to secure a maximum of comfort for the passengers.
The cuisine and the appointments generally being those appertaining
to a first-class mail and passenger steamer.
A new mail steamer of considerably larger dimensions than any of the
preceding steamers of the fleet, is now in course of construction and
is expected to make her first voyage early in 1904. It is proposed to
call her the PORT KINGSTON.
These steamers sail from Avonmouth Dock, Bristol, every alternate
Saturday, and make the voyage as a rule in from 12 to 14 days. The
rates for passengers are:—Saloon (single) £18 to £25 pounds; (return)
£32 to £40, according to the position of the stateroom, and number of
persons occupying same. In the second saloon the charge is £14 for
the single passage, and £25 for the return.
The DELTA, belonging to the same Company, makes a trip round Jamaica
every week; she has first-class accommodation for passengers, and
affords a splendid opportunity of seeing the coast and towns around
the Island. The charge for first-class passengers is £3 for the round
trip.
Arrangements have been made with the Hamburg-American Line, running
between Kingston (Jamaica) and Central American Ports, to carry
passengers booked by Imperial Direct West India Line of Steamers to
the following Central American Ports, viz., Savanilla, Cartagena,
Port Limon, and Greytown, at an inclusive first-class fare between
Kingston and any of the above Ports of £6 3s. per adult. Passengers
travelling on these tickets will be accommodated on special terms
at the Myrtle Bank Hotel (Kingston), during the time between the
arrival of the Mail Steamers and the departure of the Steamer of the
Hamburg-American Line. There is also a good service from Kingston to
Cuba. The Cuba steamer leaves Kingston the day after the arrival of
the mail steamer from England.
Passengers can also be booked through, via the Colon and Panama
Railway, to the principal ports on the Chilian Coast. The steamers
of the Pacific Mail Co. and Campania Sud-Americana Co. leave Panama
weekly for the South, reaching Callao in about nine days and arriving
at Valparaiso in about 21 days. Seeing that for years past the
climate of Jamaica has been libelled as unhealthy, it cannot be too
strongly affirmed, that from a medical point of view, the wonderful
air of the hilly districts is unrivalled; it being in every way equal
to that of the better known European winter resorts, to which it bids
fair to become a serious rival.
[Illustration: Sailboats in harbor]
[Illustration: R.M.S. ULSTER. City of Dublin Steampacket Co.]
CHAPTER V.
THE CITY OF DUBLIN STEAMPACKET COMPANY.
In the summer of the year 1822 Mr. C. W. Williams, of Dublin, crossed
over to Liverpool with the object of inducing the merchants to
take shares in a line of steampackets he proposed building for the
Liverpool and Dublin trade. Except to the most sanguine, the time
did not appear to be favourable for such a scheme. A large fleet
of sailing smacks maintained daily communication (subject to the
weather) between the two ports, carrying all kinds of goods, and even
cattle. The steampackets WATERLOO and BELFAST sailed with passengers
only every alternate day from each side. Both these vessels had
already won for themselves a reputation, the former being the first
steampacket to ply regularly between England and Ireland, and the
latter having made a passage in the then remarkably short time of
12½ hours. Besides this, “The Original Steampacket Company,” a new
company (with powerful Government influence), including amongst its
shareholders Lord Blaney, Major-General Preeth, Sir John Tobin, &c.,
and trading under the title of the St. George Steampacket Company,
had in April preceding launched two of the largest and most powerful
steampackets that had yet been built, viz., the ST. PATRICK and the
ST. GEORGE. This latter vessel on the 13th September made a passage
from Dublin in 11½ hours, thus making a record which she herself
broke on the 23rd April, 1824, by making a passage from Liverpool to
Dublin in 10 hours 40 minutes. In addition to the already established
steam and sailing lines, a third local steampacket company, supported
by the traders, the “Dublin and Liverpool Steam Navigation Company,”
was in course of formation. It is not, therefore, surprising under
these circumstances that Mr. Williams, a stranger in Liverpool,
failed to obtain the financial support to his scheme which he
desired. It is the more to his credit that, though disappointed in
Liverpool, he persevered with his project in Dublin with so much
success that he was enabled to return to Liverpool in February of the
following year (1823) and place an order with “Frigate” Wilson for
the pioneer steamer of the future famous City of Dublin Steampacket
Company, the CITY OF DUBLIN, a vessel of 130 h.p. It was an express
stipulation with the builder that this steamer should be constructed
of such materials and in such a manner as to withstand the severity
of the winter navigation. The CITY OF DUBLIN differed from her
competitors in two respects—(1) in carrying general cargo in addition
to live stock and passengers, and (2) in maintaining the service
uninterruptedly throughout the twelve months.
A month later Mr. Wilson was again applied to to build a second
vessel for the company, but in consequence of his having that very
morning (5th March) contracted to build the HY. BELL for the Glasgow
trade, it was not till some days later the contract was made for the
building of the TOWN OF LIVERPOOL, to be commenced as soon as the HY.
BELL was launched.
The CITY OF DUBLIN made her maiden voyage on Saturday, the 20th
March, 1824, and Mr. Samuel Perry, of 16, Water Street, was appointed
agent to the company. She anticipated by about six months the
operations of the traders’ company (the Dublin and Liverpool Steam
Navigation), whose first steamer, the LIFFEY, 305 tons burden, and
110 h.p., did not sail until the 13th September following. From the
outset the managers of the City of Dublin Company seemingly did not
regard the Original Steampacket Company as formidable opponents,
but they determined either to vanquish or acquire the other two
companies, the greater of which was the St. George Steampacket
Company. The second company was well supported by the Liverpool
merchants, and kept its sailings (with goods and passengers)
throughout the year. In December of the same year (1824) the MERSEY
joined the LIFFEY, and in the July following the COMMERCE, one
of the largest steampackets (up to that date) built in this port,
was added to the fleet. This company’s packets proceeded direct
to Dublin, and discharged at Custom House Quay. On Saturday, 5th
February, 1825, the third vessel belonging to the City of Dublin
Steampacket Company was launched from the yard of Dawson and Pearson,
South Shore, and on the 22nd April succeeding the managers issued the
following public notice:—
“The City of Dublin Steampacket Company announce to the public that
in consequence of the many complaints hitherto made of want of
storage room in Dublin for goods going and coming by their steam
vessels, they have taken the lot of ground immediately opposite
the Packet Station on the North Wall, and are about to erect a
convenient and commodious store on the same for the accommodation
of the merchants and traders of Dublin. The Company have increased
their capital to £100,000, and are proceeding with every possible
expedition in completing their number of vessels, by which means
they will shortly be able to despatch one daily from Dublin and
another from Liverpool. The trustees have reserved the remainder of
the shares now unappropriated exclusively for the accommodation of
shippers and importers. Their vessels, the CITY OF DUBLIN and TOWN OF
LIVERPOOL, continue to ply as usual. Their third and fourth vessels,
the HIBERNIA and BRITANNIA, are nearly complete, and the fifth and
sixth will be ready by the end of the year.”
During the summer of 1825 the City of Dublin Company despatched
their new steamer HIBERNIA on the same day and at the same hour
as the ST. GEORGE. They were careful to inform those interested
that this was done “not with a view of opposition, but for the
purpose of establishing her (the HIBERNIA’s) character for speed
and seaworthiness.” They were equally careful to point out that
“the HIBERNIA has already made six voyages in company with the ST.
GEORGE, and has on all occasions proved herself an extremely safe
and fleet vessel, and not inferior to that well-known steampacket.”
They also mentioned the inconvenience, delay and expense of landing
by boats at Kingstown, all of which might be avoided by taking their
magnificent steampackets direct to North Wall.
The St. George Company replied to this courteous announcement by
also informing the public that the companionship of the HIBERNIA
was unsought for and undesired by them. It was not to be expected
that the Liverpool companies would permit a strange company to take
a lion’s share of the trade, and not make a practical protest.
Consequently, in the autumn of 1825, the fares from Liverpool to
Dublin were reduced to 5s. cabin and 6d. steerage, and on Monday,
September 5th, one of the steamers sailed with upwards of 700
passengers at 6d. each. Early the following year (1st February, 1826)
the managers of the City of Dublin Steampacket Company purchased
the Dublin and Liverpool Steam Navigation Company, and increased
the capital of the company to £250,000, in shares of £100 each.
Shareholders, in addition to their share of the profits of the
undertaking, were offered the following advantages:—
(1) Free passage by all the company’s vessels.
(2) Free storage for a limited time in the company’s stores.
(3) Special accommodation in the payment of freights and charges.
The company having grown with a rapidity probably without a parallel,
decided to extend its sailings to Belfast and Waterford, and, if
desirable, to other ports. It had now a fleet (afloat or building)
of fourteen new and powerful steamers, viz., CITY OF DUBLIN, TOWN
OF LIVERPOOL, HIBERNIA, BRITANNIA, LIFFEY, MERSEY, COMMERCE, MONA,
LEEDS, GIPSEY, MANCHESTER, BIRMINGHAM, SHEFFIELD and NOTTINGHAM. On
the 29th August, 1826, the Government established a mail service
between Liverpool and Kingstown, with most injurious results to the
existing steampacket companies. The managers of the City of Dublin
Company interviewed the Secretary to the General Post Office in order
to obtain some modification of the opposition, but without being able
to do so. They thereupon published the result of their negotiations,
and appealed to the public for support against the unjustifiable
action shown by the Government. “The Post Office having now
established packets on the station, have, with a view of covering the
heavy expenses incident to the same, endeavoured to engross the trade
in passengers, carriages, horses, &c., to the great injury of this
and other companies; while at the same time they are exempt from the
payment of port dues and other charges ... which are already a tax
on this company to the amount of £10,000 per annum. Under terms so
unequal and disadvantageous, it is evident this opposition has none
of the ingredients of fair opposition, were such even justifiable,
where Government on the one hand, and private shipowners on the
other, are the competitors.”
At this period (1827) there was considerable friction between the
Mersey Dock Board and the company, the managers of the latter
considering greater facilities ought to be given for the working
of their traffic in view of the fact that they annually spent in
Liverpool £100,000 in outfits and repairs. To meet the Government
opposition the company purchased the sailing brig TYNE, which they
loaded fortnightly with rough goods, and towed to sea by their own
tug MARS. In 1828, in addition to their daily service to Dublin,
the company had a twice-weekly service to Belfast, and once a week
to Drogheda. A fortnightly service between Dublin and Bordeaux was
commenced on the 20th June, 1827. The BALLINASLOE, built in 1829,
was furnished with a powerful blast cylinder to ventilate the holds,
being the first steamer to be so fitted. The same year the MANCHESTER
and the BRITANNIA were both wrecked, but fortunately without loss of
life.
The steampacket CITY OF LONDONDERRY, built in 1827 for a local
company, was sold by auction on the 8th October, 1829, and purchased
by the City of Dublin Company. Her new owners took up the station
vacated by the Derry Company, and maintained a weekly service between
Liverpool and Londonderry for a number of years. The Clarence Dock
having been opened in September, 1830, the City of Dublin Company
were allotted loading and discharging berths in it on the 25th March,
1831, which berths they have used continuously to the present date
(1903), a period of over seventy years, when they were transferred to
the Nelson Dock.
It will be remembered that in the early history of the company their
most powerful trade competitors were the St. George Steampacket
Company. One of the steamers of the latter company (the LORD BLANEY),
while on a voyage from Liverpool to Newry, was lost with all hands.
With a chivalry unusual in commerce (ignoring the fact that the
vessel belonged to a rival company) the City of Dublin Company headed
a list for the benefit of the relatives of the drowned seamen and
others with a subscription of one hundred pounds. Civil war had been
raging in Portugal for a number of years, the leaders being Don
Miguel (the usurper) and Dom Pedro, on behalf of his daughter, Donna
Maria (Legitimist). Two at least of the company’s steamers, the LEEDS
and BIRMINGHAM, were chartered as transports to Dom Pedro; and it
was the latter vessel, under the command of Captain Beazley, which,
on the 16th July, 1833, brought to England the news of the complete
defeat and capture of the fleet of Don Miguel. On the 6th November,
1834, the LEEDS struck on Furlong Rock. No lives were lost, the crew
and passengers being taken off by the company’s steamer COMMERCE. The
LEEDS having got off the rock, sank inside the jetty at Holyhead, but
was subsequently raised.
In 1836 the company built four steamers to compete against the
Government mail steamers. They were the QUEEN VICTORIA, DUCHESS OF
KENT, ROYAL ADELAIDE, and the famous ROYAL WILLIAM. In June of this
year (1836) a bill in Parliament for increasing the capital of the
company was read three times and passed.
About this time the directors of the company had under consideration
the establishing of steam communication between Liverpool and New
York. A meeting was held in the company’s office in Water Street,
there being present, amongst others, Sir John Tobin. Sir John had on
the stocks a large steamer, and it was decided that the Transatlantic
service should be established, the pioneer vessel to be the ROYAL
WILLIAM, to be followed by the LIVERPOOL (Sir John Tobin’s new
steamer) as soon as she was ready for the service. In accordance
with these arrangements, the ROYAL WILLIAM sailed from the George’s
Pierhead on July 5th, 1838, for New York, and the LIVERPOOL followed
her on September 20th. These steamers have the honour of being the
first passenger liners between Liverpool and New York. The ROYAL
WILLIAM proved to be too small for the Transatlantic trade, and in
1839 she resumed her sailings on the Liverpool and Kingstown station.
[Illustration: ROYAL WILLIAM P. S. (1836) City of Dublin Steampacket
Co.]
On and from the 20th June, 1839, the Government determined that
a mail steamer should be despatched every morning and evening
from Liverpool to Dublin, _via_ Kingstown, on the arrival of the
respective mail trains from London. The Government steam packets were
appointed to sail with the morning mails, and the City of Dublin
steam packets with the evening mails. The directors of the City of
Dublin Company were determined that their steamers should surpass the
Government boats, and in December, 1840, they contracted for two new
steamers for the mail service to be superior to any seagoing steamers
afloat, and to do the passage from Liverpool to Kingstown in nine
hours. Three years later (15th April, 1843) the company commenced
their Liverpool and North Wales service with the new iron steamer
ERIN-GO-BRAGH. The steamer AYRSHIRE LASSIE was placed on the station
the next season (May, 1844), followed in 1845 by the PRINCE OF WALES,
and later by the PRINCE ARTHUR, which two steamers maintained a
daily service throughout the summer season for many years, and until
the station was transferred to the present North Wales Steampacket
Company.
In conjunction with the North Lancashire Railways, the City of Dublin
Company instituted, in 1844, a steamship service between Dublin
and Fleetwood, the first steamer employed being the HIBERNIA. The
Company’s trade between England and Ireland had increased so rapidly
that in 1845 the directors placed orders to build eight vessels,
viz., five paddle steamers and three auxiliary screw schooners.
[Illustration: Holyhead and Kingstown Royal Mail Steamships—ULSTER,
MUNSTER, LEINSTER, and CONNAUGHT.]
The long contest between the Admiralty and the company for the
carriage of the English and Irish mails came to an end in 1850,
when the Lords of the Admiralty determined to withdraw their
steamers from the Irish mail service. The City of Dublin Co. had now
a new competitor in the Chester and Holyhead Railway Company, who
had steamers in connection with their railway service. The former
company, who recognised the great importance of placing vessels on
the Holyhead station, put in a tender in response to the Admiralty’s
invitation, which tender was actually accepted. No tender was put in
by the Chester and Holyhead Railway Company, who, it was believed,
did not suppose anyone would compete with them and that they could
obtain their own terms. Before the Admiralty’s acceptance of the
City of Dublin Company’s tender was confirmed by the Government the
railway company got notice of what was being arranged, and pressure
was brought to bear upon the Government to prevent the City of Dublin
Company’s contract from being ratified. The move was successful, with
the result that tenders were again asked for. The City of Dublin
Company were most unfairly treated, for the figure at which they had
tendered was made public, and consequently the railway company were
able to under-cut it. In anticipation of this course being adopted
the managing director of the City of Dublin Company recommended a
tender to be put in at a very diminished figure, the great importance
of securing a footing on the Holyhead station being fully perceived
by him. The City of Dublin tendered at £25,000 per annum, which was
£5,000 a year less than the Chester and Holyhead Railway Company’s
offer, and the result was that the City of Dublin Company obtained
the contract. They purchased from the Admiralty two of the mail
boats, the ST. COLUMBA and the LLEWELLYN, and in May, 1850, took over
the mail service, running the steamers at the same hours as they
were run by the Admiralty. A strong effort was made by the opponents
of the company to deprive them of their contract, and a select
Parliamentary Committee was appointed, which reported in favour of
what had been arranged. This report made it clear that the company’s
first offer was a reasonable one, and subsequent events proved the
wisdom of the company’s directors determining to hold the contract at
all hazards. The contest, it will be seen, was between the City of
Dublin Company and the Chester and Holyhead Railway Company rather
than with the Lords of the Admiralty—indeed, so strong was the
feeling some time afterwards that the railway company refused to book
passengers by the mail steamers, or advertise their sailings in the
railway time tables, which only showed the sailings of the railway
company’s steamers.
But if the City of Dublin Company was thus happily relieved from
rivalry on the Holyhead mail station, it speedily found itself
involved in the most serious struggle which probably ever occurred
in the steamship coasting trade. Yielding to the solicitations of
the Waterford and Kilkenny Railway Company, the directors of the
City of Dublin Company agreed to place a steamer on the Liverpool
and Waterford station. The Waterford Company and the Cork Company
immediately began a daily service to and from Liverpool and Dublin,
and despatched a steamer twice a week to Belfast. Entering into an
alliance with the British and Irish Steampacket Co., the City of
Dublin Company and its ally responded by opposing the Cork Company
on the Liverpool and Cork station, sailing the DUCHESS OF KENT,
EMERALD, ROSE, &c., every Tuesday and Friday from Liverpool and from
Cork. After a keen contest, lasting over twelve months, a conference
took place between Mr. Malcomson, representing the Waterford and
Cork Steamship Companies, and one of the directors of the City of
Dublin Company. No reference was made at this conference as to the
cause of the contest, nor to the conduct of any of the parties during
its continuance, the sole object being to suggest the most speedy
mode of restoring peace, and the following arrangement was finally
decided upon:—The City of Dublin Steampacket Company agreed to sell
their claims on the London line to the British and Irish Steampacket
Company, this line to be worked by the vessels of the latter company
and of Messrs. Malcomson; the City of Dublin to transfer their
Liverpool and Belfast service to the Cork Steamship Company; the
entire sea traffic between Holyhead and Dublin to be assigned to the
City of Dublin Company. This agreement has been honourably adhered to
by all the companies concerned, amongst whom a most friendly feeling
exists, but time has wrought its changes on the various lines.
Malcomson’s steamers have long since ceased to run between Dublin
and London, the Cork Company’s steamers were withdrawn in 1854 from
the Liverpool and Belfast service, and the London and North Western
Railway Company have a large fleet of passenger and cargo steamers
plying daily between Dublin and Holyhead.
At the close of the year 1854 a better feeling prevailed, and the
Chester and Holyhead Railway Company, together with the London and
North Western Railway Company, entered into negotiations with the
City of Dublin Company, and, with the approval of the Government, an
Act of Parliament was obtained in order to bring about an improved
passenger and mail service between London and Dublin, via Holyhead
and Kingstown. Considerable delay took place in the subsequent
negotiations. However, at the end of 1858 matters were settled, and
in January of the following year the Postmaster-General entered into
a contract with the two railway companies and the City of Dublin
Steampacket Company, who jointly undertook the sea service, and with
the two railway companies, who undertook the land transit. By private
agreement, however, with the railway companies, the City of Dublin
Company became solely responsible for the sea service, and provided
the four steamers. This service gave the greatest satisfaction to
the travelling public; the contract was for fourteen years certain,
and then from year to year, terminable by twelve months’ notice, the
subsidy being £85,900 per annum for the sea service, and £50,000 per
annum for the land.
Twelve years after this service had been commenced, the London and
North Western Railway Company, who had by that time absorbed the
Chester and Holyhead Railway, commenced a rail connection between
the harbour of Dublin and three of the principal Irish railway
companies, which connection was completed in 1876, and the London and
North Western Company began to run a service of steamers in direct
opposition to the mail route. Under the terms of their agreement
with the City of Dublin Company, the railway company had the power
of fixing the fares by the mail route, which it exercised by
maintaining the high fares by the mail and charging low fares by the
railway steamers. The competition increased in intensity every year,
with the result of largely diverting the passenger traffic from the
mail route, the ultimate object of the railway being to bring about
the abandonment of the Kingstown service, and to secure all the
traffic for the railway boats to Dublin. In 1881 the City of Dublin
Company brought the London and North Western Railway Company before
the Railway Commissioners, who ordered a reduction of the mail fares.
Immediately after this order was made, the Post Office authorities
intimated their intention of terminating the existing mail contract,
and of asking for fresh tenders for the service between Holyhead
and Kingstown. In 1882 the City of Dublin Company put in a tender.
Months were allowed to pass, and in January, 1883, it was announced
that the Government had accepted a tender of the London and North
Western Railway Company. It then transpired that the railway company,
as well as the City of Dublin Company, had tendered for the Holyhead
and Kingstown service, and that the latter company’s tender was the
lower of the two, but the Government, instead of accepting it, had
negotiated a contract for the throughout service with the railway
company, which would have enabled them to convey the mails and
passengers in the railway steamers to Dublin instead of to Kingstown.
[Illustration: WILLIAM WATSON, Esq. (late Chairman City of Dublin
Steampacket Co.).]
It can well be understood that the public, who were well pleased to
have the two lines of steamers, had no intention of being deprived
of the Kingstown route, and a storm of indignation arose over the
country. The Government professed that in making the new arrangement
they were acting with economy, but this was shown to be a mere
subterfuge, for they had agreed to pay the railway company £106,000
a year—only a trifling amount less than they would have paid if the
steampacket company’s offer had been accepted and the railway payment
continued as before. To quote the words of a prominent member of
Parliament: “The Government were giving an opulent railway company
not only a monopoly of the passenger traffic, but a large subsidy
besides, for merely carrying the mail bags on their established
line of passenger steamers.” So powerful was the agitation that
arose, that the Government discovered they would not be able to get
the contract confirmed by the House of Commons, the Irish members
to a man being determined to vote against it. The result was the
contract was not brought forward for confirmation, and new tenders
were asked for the Holyhead and Kingstown sea service, special
provision being made for the passenger traffic, which the Government
had ignored on the previous occasion. Greater speed being desired,
the City of Dublin Company tendered for improved steamers; but the
railway company, who had no intention of going to Kingstown, did not
compete, and the City of Dublin Company were successful in obtaining
a contract for twelve years certain, the subsidy being £84,000 per
annum. The four mail packets—the ULSTER, LEINSTER, MUNSTER, and
CONNAUGHT—were provided with new boilers and improved machinery, and
their passenger accommodation was remodelled and greatly enlarged.
The new service began on the 1st October, 1885, with this most
remarkable result, that vessels after twenty-five years’ service
had their speed increased by an average of 2½ knots per hour. A
new steamer was added to the fleet—the IRELAND, a vessel capable
of steaming 20 knots an hour, being the fastest paddle steamer
ever built for cross-Channel service. The new service gave much
satisfaction to the public, and the passenger receipts steadily
increased. In 1893 the company decided to build a new type of
passenger and cargo vessel, and in the following year the LOUTH,
a screw steamer of large tonnage and great power, was put on the
station; she was found so satisfactory, her performance being so
regular, and her sea-worthy qualities so good, that she dispelled
the great prejudice which up to that time had existed against screw
steamers for cross-Channel trade (especially the cattle trade), and
the company decided to replace their fleet with steamers of this
class. While this re-construction was going on an attempt was made
to deprive the company of their position on the Holyhead station.
Owing largely to the efforts of the company, Kingstown had been put
in direct communication with all the Irish railway companies, and the
one blot on the Kingstown service removed. It was stated, however,
that the boats were not fast enough, and the Government were urged to
terminate the mail contract and seek for new tenders.
Most extravagant ideas seemed to prevail as to what could be done;
accelerations were suggested by land and sea which could not have
been accomplished except at very great expense. However, the City
of Dublin Company were not behindhand, and they put in a variety of
tenders, and offered to build boats of the very largest class. No
other company tendered in accordance with the advertisement. The Post
Office, however, did not accept any of the tenders, and subsequently
entered into negotiations with the company, and settled the
existing contract. The company undertook to build four twin-screw
steamers, which, although not so large as those originally proposed,
are superior to anything up to the present time attempted for
cross-Channel purposes, and being twin-screws, their accommodation is
far greater than had they been paddle steamers of the same size. They
all realised a speed of 24 knots on their trial trips, which up to
the present time has not been surpassed by any passenger steamer.
The new service commenced on the 1st April, 1897, and passengers are
conveyed between all parts of England and Ireland at a very high rate
of speed, and perform the journey with a degree of comfort that would
have been thought incredible a few years since.
The fleet of the company now consists of the following high-class
powerful screw steamers, replete with everything necessary for the
comfort of passengers, as well as being equipped with the most
modern appliances for the safe carriage of cattle and the rapid
handling of cargo:—The ULSTER, MUNSTER, LEINSTER, and CONNAUGHT,
sailing twice each day from Holyhead and from Kingstown with the
mails and passengers. The CARLOW, KERRY, WICKLOW, LOUTH, and CORK,
sailing every evening to and from Liverpool and Dublin, with goods
and passengers, as well as a morning service from both ports, with
passengers and fast traffic. In the present year (1903) the Company
has placed the KILKENNY on the station, a vessel of an entirely new
design, one of the finest passenger and cargo steamers which has
ever been built for the Irish cross-Channel trade. A service is also
maintained three times a week between Dublin and Belfast by the
company’s steamers.
For upwards of three-quarters of a century this grand old company has
faithfully served the public, with an immunity from loss of life as
remarkable as it is gratifying to those chiefly concerned.
CHAPTER VI.
THE BRITISH AND IRISH STEAM PACKET COMPANY, LIMITED.
The oldest deep-sea steamship passenger trade in Europe is that
between Dublin and London. The distinction of having been the first
persons (other than the crew) to cross the Irish Sea by steam
vessel is shared by Mr. and Mrs. C. R. Weld. Mr. Weld, who was the
Secretary—or brother to the Secretary—of the Royal Society of Dublin,
embarked with his wife on board the steampacket THAMES, Captain Dodd,
which vessel sailed from Dublin at noon on the 28th May, 1815, bound
for London.
The sailing of this, the first, steamer between Dublin and London,
was an event of the greatest interest to the citizens of the former
city, who assembled in thousands to witness her departure. It was not
intended that the THAMES should ply between the two ports, and, as a
matter of fact, it was not until after an interval of eleven years
(1826) that a regular steampacket service was established between the
Metropolis of England and that of Ireland. In the latter year, two of
the City of Dublin Steam Packet Co.’s steamers, the THAMES (not the
THAMES of 1815) and the SHANNON commenced to trade regularly between
Dublin and London.
Amongst other famous steamers, employed on this station, may be
mentioned the WILLIAM FAWCETT, which traded between London and
Dublin during the summer of 1829. This steamer afterwards became
the property of the Peninsular Steam Navigation Co., and is stated
in Whitaker’s Almanac (and elsewhere) to have been the pioneer
steamer of the “P. & O. Co.” In August, 1830, the steampacket CITY OF
LONDONDERRY, built in 1827 for the Liverpool and Londonderry trade,
and purchased in October, 1829, by the City of Dublin Co., was
placed by her new owners on the London station. These three steamers,
the THAMES, SHANNON and CITY OF LONDONDERRY, were described in the
Company’s advertisement of the period as being amongst the largest
steamers afloat, and all of the same capacity and power, viz., 513
tons burthen, and 160 h.p. each. These steamers maintained a regular
weekly service (one of them sailing from London every Sunday, calling
at Plymouth), and were due at Dublin in ordinary weather, in 80 hours
after leaving London.
[Illustration: LADY ROBERTS. 1464 Tons. Speed 13 Knots.]
Travelling at that period was expensive, as shown by the rates
charged by these small wooden steamers, compared with those now
charged by the magnificent modern steamships of the B. and I. Co. of
1,400 to 1,500 tons each.
Cabin. Steerage.
THAMES, SHANNON, &c. 2 16 0 1 14 0
LADY ROBERTS, LADY WOLSELEY, &c. 1 5 0 0 11 0
The present British and Irish Steampacket Company was established
in 1836. The list of the earliest Directors contained the names of
several of the best known citizens of Dublin, the following being
the names of the Directors for the year 1838, viz.:—Messrs. James
Ferrier, John MacDonnell, William Williams, Francis Carleton, Joseph
Boyce, John Jameson, and John Ennis. The Company’s first fleet
consisted of three wooden paddle steamers, named respectively, CITY
OF LIMERICK, DEVONSHIRE, and SHANNON.
A very ingenious robbery from the Company took place at the St.
Katherine’s Docks. Two boxes of gold dust, of a gross value of
£5,245, were landed at Falmouth, ex H.M. Packet SEAGULL, from the
Brazils. From Falmouth they were shipped per B. and I. steamer
CITY OF LIMERICK to the Company’s Wharf, London, consigned to the
Brazilian Mining Co. At noon on Monday, 29th April, 1839, a person
claimed the two boxes, and presented an order for them, apparently in
the same handwriting as the letter of advice received with the two
boxes from Falmouth. The advice stated that the boxes were only to be
delivered to a gentleman who would call on Monday with a letter in
the same handwriting. The “gentleman” accurately described the marks,
and took away the boxes; but two hours afterwards, another person,
connected with the Brazilian Mining Co., came for the boxes, and
the fraud was then discovered, for the genuine documents and letter
addressed to the Company by the Falmouth Agent were produced.
Two months later, the whole of the criminals concerned were in
custody, and charged with their offence at the Central Criminal
Court. Two of them, Moss and Solomons, turned Queen’s evidence. Lewin
Caspar (who had been for eighteen months in the service of the B.
and I. Co. as General Superintendent), was detained in custody until
sentence was pronounced, 3rd February, 1840, and was then acquitted,
owing to a flaw in the indictment. His father, Ellis Caspar, and
Emmanuel Moses, were each sentenced to be transported for 14 years,
and sailed for Sydney on the 20th October, 1840, on the convict
transport, LORD LYNEDOCH. Alice Abrahams (daughter of Emmanuel Moses)
was also convicted of being an accomplice, and was sentenced to
four months’ imprisonment. Mr. James Hartley (founder of the firm
of James Hartley & Co., London) rendered very valuable service to
the proprietors by his energy and skill in tracing and successfully
prosecuting the thieves. Mr. James Hartley was elected a Director in
1838, and for his services in connection with the prosecution of the
gold dust thieves, he was presented with a valuable piece of plate.
In 1842, the steamship DUKE OF CORNWALL was built, and added to the
fleet in order to meet the increased demands of the trade. Like her
sister ships, she was a wooden paddle steamer, and the last of this
type of craft employed in the service.