The British and Irish Steam Packet Co. were amongst the first

steamship owners to recognise the advantage (now universally

admitted) of the screw propeller over the paddle wheel as a means for

propelling steamships, and in 1845 they introduced into the London

and Dublin trade two schooner-rigged auxiliary screw steamers, one

of which was called the ROSE, and the other the SHAMROCK. Three

years later the B. and I. Co. had to encounter a fierce and powerful

opposition, engineered by the Messrs. Malcomson, of Waterford, but

which involved nearly all the leading Steamship Companies on the

East Coast of Ireland; the B. and I.; Belfast (Langtry’s); City of

Dublin; Cork; and Waterford Steamship Companies all taking part in

the contest. The Waterford Steamship Company placed steamers on the

London and Dublin station, and the Directors of the British and Irish

Steam Packet Company retaliated by placing steamers on the Waterford

and London, Waterford and Liverpool, and London and St. Petersburg

lines. The opposition lasted until April, 1851, when an arrangement

was come to, whereby the Dublin and London traffic was divided

between Messrs. Malcomson (Waterford Co.) and the B. and I., and at

the same time the City of Dublin Co. withdrew from their official

connection with the latter Company. In the meantime, several steamers

had been built of iron (notably the GREAT BRITAIN), and had proved by

the severest tests the great merits of that metal as a material for

shipbuilding. So convinced were the Directors of the B. and I. of the

advantages to be gained by the substitution of iron for wood, that

they purchased in 1850 the first iron paddle steamer of the fleet.

This steamer was named the FOYLE, and was one of the finest vessels

afloat in her time.

The following year witnessed an extension of the Company’s

operations, a regular service being established between Liverpool,

South of England ports, and London; and also between Limerick and

London. The latter was maintained by the auxiliary screw steamer

ROSE, and when this vessel was sold in 1852, the service was

discontinued.

To meet the increased requirements of the trade, two large screw

steamers, the LADY EGLINTON and the NILE, were added to the fleet in

1852.

On the outbreak of the Crimean War in 1854, two of the B. and I.

steamers, one of which was the new steamer LADY EGLINTON, and the

other the FOYLE, were chartered by the Government for the conveyance

of troops and stores. In consequence of the withdrawal of these two

steamers from the Company’s service, and of the loss of the NILE off

the Cornish Coast, the Liverpool to London sailings were abandoned.

In addition to her Government service in the Black Sea, the LADY

EGLINTON, in 1858, was employed for a short time as a Trans-Atlantic

liner, making, in this capacity, two trips from Galway to Quebec and

Montreal. In 1865, this famous steamer was placed in the hands of

Messrs. Walpole, Webb & Bewley, shipbuilders, Dublin, by whom she was

lengthened thirty feet.

Prior to the declaration of War between the Northern and Southern

States of America, in 1861, the B. and I. Co. had maintained a

regular service between Dublin and Wexford. The vessel employed in

this service was a small paddle steamer named the MARS. In 1863 the

MARS was sold, crossed the Atlantic, and began the exciting career of

a blockade runner.

Two years later (1865) the LADY WODEHOUSE was built in Dublin, for

the Company, by Messrs. Walpole, Webb and Bewley, and in 1869 the

same builders launched another B. and I. liner, the COUNTESS OF

DUBLIN. The year 1870 saw an important and advantageous change in

the fortunes of the Company, who purchased the interest and steamers

of Messrs. Malcomson’s London-Dublin line, since which time the sea

trade between Dublin and London has been entirely in the hands of

the British and Irish Company. The vessels purchased from Messrs.

Malcomson were the AVOCA and CYMBA. In 1879, the B. and I. Company

was registered as a Limited Company, and a new steamer, the LADY

OLIVE, 1,096 tons, was added to the fleet. The LADY OLIVE was the

last iron vessel built for the Company, and the last of the compound

engine type of steamer. All her successors—the present vessels of

the fleet—are built of steel, and fitted with triple-expansion

engines. The first ship of the new type was the LADY MARTIN, of 1,356

tons gross register, built in 1887 by Messrs. Workman & Clark, of

Belfast. Her carrying capacity is much greater than that of any of

her predecessors, and further increase of tonnage has marked all the

vessels added to the fleet since. Her principal dimensions are—Length

269 feet 6 inches, beam 34 feet 2 inches, and depth of hold 16 feet 4

inches.

[Illustration: S.S. LADY WOLSELEY leaving Falmouth.]

She was followed in quick succession by the LADY HUDSON-KINAHAN,

built by the Ailsa Shipbuilding Company, Troon, in 1891; the

LADY WOLSELEY, built by the Naval Construction and Armaments

Company, Barrow, in 1894; and the LADY ROBERTS, built by the Ailsa

Shipbuilding Company, Troon, in 1897. The last-named four steamers

now carry on the trade between the two capitals, the LADY OLIVE

acting as stand-by ship. In their main features, all the vessels are

very similar, and vary only slightly in size and power, from the LADY

MARTIN, of 1,365 tons, to the LADY ROBERTS, of 1,462 tons. It will be

seen from the particulars given, that the steamers of the B. and I.

Co. are amongst the largest coasting vessels in the United Kingdom.

The average berthing accommodation of each vessel is—120 saloon and

50 second cabin, in addition to steerage passengers. Each vessel

is fitted up on the most approved plan, and electrically lighted

throughout. Deck cabins and state rooms can be secured at a small

extra charge. Smoking rooms are also provided, as well as bathrooms.

In the summer season pianos are put on board, and a full complement

of stewards and stewardesses is carried. Under ordinary circumstances

the vessels average 13 knots per hour, which is quite fast enough for

the requirements of the trade; and it may be mentioned that they are

well able to hold their own with the majority of channel steamers.

Any person travelling by these steamers will find that very few

vessels will pass them, and those which do are probably some crack

mail packets running short passages.

The ships of the British and Irish Steam Packet Company are as

well-known at Falmouth, Plymouth, Southampton, and Portsmouth as

they are at the terminal ports of London and Dublin. Being so

well-found, roomy, comfortable, and up-to-date, and calling in at all

the principal southern ports, it is but natural that they should be

favourites with the holiday-making and touring public. So favourably

are they held in this respect that during the “fine weather”

months they seldom leave port without having a full complement of

passengers, of whom (as has been stated) they are designed to carry a

large number.

[Illustration: Steamship]

CHAPTER VII.

THE BIBBY LINE.

Reference has been made, in a previous chapter of this work, to

this old-established firm. It was engaged in shipping in 1807, five

years before the first British steamboat was launched. At that

early date the fleet consisted of small sailing vessels, but in

1821 a regular line of ships to the East Indies was established.

Of the old Liverpool shipowning firms which had their flag signal

posts on Bidston Hill, only three now remain, viz., Messrs. Bibby,

Brocklebank, and Sandbach Tinne.

In 1851 the firm, then under the guidance of the late Mr. James J.

Bibby, went into the steam trade, their first boats, the TIBER and

ARNO, being built on the Clyde by John Reid and Co.

Mr. Bibby, in 1859, commenced entrusting the building of the steamers

of the line to Messrs. Harland and Wolff, and from that date every

succeeding vessel has been constructed by the same firm. It may be

interesting to recall that the late Sir Edward Harland, who was

the son of a personal friend of Mr. Bibby, commenced operations at

Belfast with the order for the SICILIAN, VENETIAN and SYRIAN.

Mr. Bibby adopted the system of building his boats on commission, a

system which ensures the greatest co-operation between builder and

owner, and by which he secured the greatest advantage wherever his

interests were concerned.

The three boats last named were followed by the EGYPTIAN in 1861.

All of these vessels carried clipper bows with figure heads and

bowsprits, but the succeeding ships were built with straight stems,

an innovation, the credit of which (and of many other improvements

now generally adopted) is due to Mr. Bibby. The IBERIAN, ILLYRIAN and

ISTRIAN, all built in 1867, were the first of the fleet to carry the

new type of bow, and they were followed by a long succession of

well-known names, leading up to the present steamers on the Colombo

and Rangoon and Southern Indian route.

[Illustration: Modern Bibby Liner.]

This service, which was established in 1891, quickly became prominent

among the fast passenger services, and, as such, was early recognised

by the Government and placed on the list of the special lines

available for officers, etc., returning at the expiration of their

leave.

The pioneer vessel of the new service was the YORKSHIRE, and her

sister ship the LANCASHIRE (though both somewhat smaller than the

later boats), still holds the blue ribbon of the route, having

steamed from Liverpool to Rangoon in the fastest time yet on record.

The CHESHIRE and SHROPSHIRE, which were the next steamers added to

the fleet were each about 1,500 tons larger than their immediate

predecessors. They were provided with two entirely distinct and

separate sets of engines and propellers, a fact which at once

arrested attention in the East, and greatly added to the popularity

which their other arrangements justified. Intending passengers will

be interested to know that with only one propeller in use, they are

capable of making as good progress as an ordinary trading steamer.

After an interval of two years (1893) the twin-screw steamer

STAFFORDSHIRE was built, and in her was embodied every improvement

which experience and money could provide. She was at once generally

acknowledged to be the most comfortable and the best ventilated type

of steamer placed on the Eastern route.

In October, 1897, the twin-screw steamer DERBYSHIRE was added to the

fleet. She is designed on the same lines as the STAFFORDSHIRE but

being 7 feet longer and 3 feet broader, her staterooms are somewhat

larger. An important addition was made to the fleet in 1902, when the

twin-screw steamer WARWICKSHIRE was built. Her advent on the line was

looked forward to with much interest, and she has amply fulfilled

all anticipations, and has secured a preference over any other

steamer for first-class passengers between Ceylon and Europe. Her

large size admits of 200 berths being fitted, and the Main Saloon,

Drawing room, Smoke room, Bath room, etc., are all increased in their

proportions.

By an ingenious arrangement (which is quite novel) every stateroom

has a port opening to the outside of the ship, and all the rooms

are equally light and airy, while many of the rooms provided are

fitted up for the accommodation of one or two passengers only. The

WARWICKSHIRE has marked a new era in the equipment of large passenger

steamers, and the above mentioned Bibby Patent Stateroom is now being

adopted by the principal Mail Lines in the construction of new boats.

A twin-screw steamer, to be named the WORCESTERSHIRE, is now under

construction at Belfast. She is designed closely on the lines of the

WARWICKSHIRE, and is expected to be completed in good time to enable

her to take her place in the Autumn sailings of 1904.

The steamers of the Bibby Line sail on alternate Thursdays from

Liverpool, calling at Marseilles to embark the overland passengers

on the following Thursday. Circular tickets in connection with these

sailings are issued for £15, which are available for a passage both

ways by any steamer of the fleet, or if passengers prefer it, they

will receive, free of additional cost, a first-class Railway ticket,

via Paris, for the journey one way overland to or from London.

Travellers to and from Egypt, Palestine, etc., whether journeying

round Spain or using the Marseilles route will find these steamers a

convenient and luxurious means of conveyance.

The public will be glad to know that passages can be secured for £3

3s. for the fortnightly runs round from London to Liverpool. The

steamers usually leave Tilbury on Friday, and arrive in Liverpool on

the following Monday morning, thus affording a very pleasant week end

trip.

The present fleet consists of the following modern fast Mail

Steamships:—

LANCASHIRE 4244 Tons.

YORKSHIRE 4261 ”

CHESHIRE 5775 ”

SHROPSHIRE 5785 ”

STAFFORDSHIRE 6005 Tons.

DERBYSHIRE 6636 ”

WARWICKSHIRE 7966 ”

WORCESTERSHIRE (Building) 7966 ”

CHAPTER VIII.

THE CORK STEAMSHIP COMPANY, LIMITED.

The Cork Steamship Company, as successors to the St. George Steam

Packet Co., may justly be considered to be one of the oldest existing

steamship companies in the world. The original company (the St.

George), was formed in the Autumn of the year 1821, its headquarters

being in Liverpool. An announcement concerning it appeared in the

Liverpool “Mercury,” of the 12th October, 1821, stating:—

“A company has been formed here (Liverpool) for establishing steam

packets.... Two vessels of large dimensions are already contracted

for, and are now building by two experienced ship-builders in

this town, the machinery for both to be fitted by an engineer of

eminence; and the proprietors, we learn, are determined to spare no

expense in the equipment of the vessels to contribute to the safety

and comfort of the passengers.”

In accordance with this announcement the pioneer steam packet of the

Company, the ST. PATRICK, was launched from the yard of Mr. Thomas

Wilson, Liverpool, at 10-30 a.m. on the 21st April following.

This event created quite a sensation in the town, as she was, if

not the first steamer ever built in the port, certainly the finest

specimen of ship-building craft up to that date constructed there. So

great was the interest displayed that every wall and pier from which

a view of the launch could be obtained was crowded with spectators.

This steamer ran for about two years between various ports in England

and Ireland, and having in that time established a reputation for

speed and seaworthiness, she was purchased by a London Company to

trade between London and Lisbon. She was replaced by a second ST.

PATRICK, a vessel of 300 tons burthen and 120 h.p., built by Clarke

and Nickson, Liverpool, and launched from their yard on the 19th

August, 1825. In the interim between the dates of the launch of the

first and second ST. PATRICK, the Company had built or purchased

quite a number of steamers. They had also established themselves in

Cork, and had built the premises situated on Penrose Quay, where

to-day is carried on the business of the City of Cork Steam Packet

Co., Limited.

The first three steamers employed by the St. George Co. in trading

to and from Cork, were the LEE and SEVERN, both built in Liverpool

in 1825 (the former for the Liverpool trade and the latter for the

Bristol trade), and the SUPERB, built by Mr. William Evans, London.

The St. George Co. extended its operations with marvellous rapidity,

until its steamers were to be found in almost every port in the

United Kingdom, and in the chief ports of Holland, Denmark, and

Russia. It owned several famous steamers, one of which, on the

authority of Jeffry in “A Century of our Sea Story,” made the first

steam voyage between Great Britain and Australia. This was the SOPHIA

JANE, a vessel of 256 tons and 50 h.p., built by William Evans,

London, and first employed between London Bridge and Gravesend. When

first placed on this station, her owners were involved in an action

at law to prove their right to navigate the river. They won their

action from the Watermen’s Company, and soon the first Gravesend

Steam Ferry was started. The SOPHIA JANE plied on the Thames until

1828, when she began to make longer voyages, running for some months

between Portsmouth and Plymouth, afterwards under the St. George

flag, between Liverpool and Douglas (Isle of Man), later between

London and Calais, and finally made her great voyage from England

to Australia. She arrived at Port Jackson Heads in May, 1831, three

months after leaving the Thames, thus making the first steam voyage

between Great Britain and Australia, and the longest voyage under

steam down almost to the fifties.

Unfortunately the management of the St. George Co. was not all that

could be desired, and the late Mr. Ebenezer Pike, of Bessborough,

Blackrock, County Cork, convened a meeting of the shareholders which

was held at Cork on the 17th February, 1843. Prior to the meeting,

Mr. Pike had forwarded to each shareholder a copy of a circular in

which he proposed (_a_) to form a Company with a capital of £50,000

in 1,000 shares of £50 each; and (_b_) to build a new steamer of 500

to 600 tons burthen and 300 h.p.

The circular was discussed at the meeting, but no definite decision

was arrived at. Mr. Pike, however, did not allow the matter to

rest. In October following, so far as Cork was concerned, the title

“St. George” was dropped, and the title “City of Cork Steamship

Co.” (afterwards shortened to “Cork Steamship Co.”) was adopted in

its stead. Mr. William Wilson, the founder of the firm of Wilson,

Son & Co., was the first general manager at Cork, and Mr. McTear

the Liverpool agent. Nor did Mr. Pike abandon the idea of the new

steamer, for on the 26th September, 1843, Messrs. Thomas Vernon & Son

built to his order the steamship NIMROD.

The following year the Company was virtually re-constructed, and the

Cork Steamship Co. was formed with a capital of £170,000, in 1,700

shares of £100 each. The first Directors were, Messrs. Ebenezer

Pike, John Gould, James Connell, Joseph Hayes, and William Lane, all

merchants belonging to Cork.

At the date of the re-construction of the Company, the St. George

Steam Packet Co. owned about 20 steamers. Most of them were disposed

of to various buyers, the new management retaining seven, viz., the

LEE, SEVERN, TIGER, JUPITER, VICTORY, OCEAN, and SIRIUS.

The LEE and SEVERN have already been referred to. The TIGER was a

steamer of 389 tons, built at Hull in 1838. She was 156 feet long,

by 26 feet beam, and 18 feet deep. She was rigged as a two-masted

schooner and had a tiger figurehead. Originally she was intended for

the St. George Hull and Hamburg service; was taken over by the Cork

Steamship Co. in 1844, and sold by them in 1851 to London buyers.

The JUPITER was a vessel of 360 tons, built at Greenock in 1835.

Transferred to the Cork Steamship Co. in 1844, and sold by them to

London buyers in 1847.

The VICTORY was a Liverpool built steamer of 256 tons, built in 1832.

The Cork Steamship Co. did not retain possession of her long, but

sold her in 1846 to the Malcomsons of Waterford, who employed her in

their Limerick and London service.

[Illustration: Mr. EBENEZER PIKE, J.P. (late Chairman Cork Steamship

Co.).]

The OCEAN was a steamer of 300 tons, her principal dimensions

being 154 by 22 by 15. She was built on the Mersey in 1836, and in

1838 made a record passage from Liverpool to Cork in 23 hours. She

was intended for the general Coasting Service of the St. George

Co., and had the honour of acting as tender to her more famous

sister-ship the SIRIUS, on the occasion of the latter’s historic

voyage to New York. Six years later when she had become the property

of the Cork Steamship Co., she rendered valuable service to the

Steampacket VANGUARD, belonging to the Dublin and Glasgow Steam

Packet Co. During a gale on the 14th December, 1844, the VANGUARD,

inward bound with a valuable cargo and a number of passengers, was

forced on to the rocks about a quarter of a mile inside of Roche’s

Point Lighthouse. This occurred about 4 a.m., and soon afterwards

the OCEAN, inwards from Bristol to Cork, passed the spot. The

VANGUARD’s signals of distress were noticed, and the Captain of the

OCEAN (Caldbeck), in spite of the heavy sea that was running, at

once launched his boats, and succeeded in rescuing the VANGUARD’s

passengers. The steamer was afterwards towed off the rocks and taken

to Passage for repairs. The OCEAN continued in the service of the

Cork Steamship Co. until 1853, when she was purchased by the Chester

and Holyhead Railway Co. The remaining steamer transferred from the

St. George Co., was the famous SIRIUS. The SIRIUS was built in 1837

by Menzies & Co., Perth, and engined by J. Wingate & Co., Glasgow;

and cost £27,000. Her length was 208 feet, her breadth 25 feet,

and her depth 18 feet. She had two masts and one funnel, and a dog

figure-head, holding between the fore-paws a star, representing the

dog-star Sirius, after which the vessel was named. On the occasion

of her memorable voyage to New York, she sailed from London on the

28th March, 1838, under the command of Lieut. Richard Roberts, R.N.,

and called at Cork Harbour to coal and to embark the mails and

passengers. The OCEAN arrived from Liverpool on the 3rd April with

mails and passengers to be transferred to the SIRIUS. Next morning

at 10 o’clock the SIRIUS got under way, being accompanied as far as

the entrance to the harbour by the OCEAN. There, a brief stoppage was

made while the OCEAN went alongside the SIRIUS to bring off a number

of ladies and gentlemen who had been permitted to accompany their

friends thus far, the steamers exchanged salutes, and then the SIRIUS

continued her course, being watched with keen interest until she

disappeared beneath the horizon. She arrived at New York at 10 p.m.

on the 22nd April, and thus brought to a successful termination the

first voyage ever made by a passenger steamer from Europe to America.

She made two Trans-Atlantic voyages, and afterwards returned to

the Home and Continental Services. When she became the property of

the Cork Steamship Co. she was employed in the Glasgow, Dublin and

Cork Service, in which she continued until 1847. On the evening of

the 15th June of that year, she sailed from Dublin to Cork with a

general cargo, and forty passengers. All went well until 4 a.m. on

the 16th, when she encountered a dense fog, and went on the rocks in

Ballycotton Bay. Twelve passengers and two seamen were unfortunately

drowned by the capsizing of a boat which had been launched, but the

rest of the passengers and crew were saved by means of a rope which

was passed from the ship to the shore. The vessel itself went to

pieces on the 22nd June.

[Illustration: SIRIUS P. S. Cork Steamship Co.]

Nearly all the steamers retained by the new management were sold to

various owners within a few years from the reconstruction of the

Company, and new and more powerful vessels substituted for them. The

first of these, the NIMROD, was the first iron steamship owned in

Cork. She was built by Thomas Vernon & Son, Liverpool, to Mr. Pike’s

order in 1843, and was 177 feet long, 25 feet beam, and 16 feet deep.

Her tonnage was 583 tons, and she had two masts, a clipper bow, and a

huntsman (Nimrod) figurehead.

The AJAX, a vessel of about 600 tons, was added in 1845, and the

PREUSSISCHER ADLER, of 563 tons, also built in 1845, was purchased

by the Company. The latter steamer was designed as an armed yacht

for the late King of Prussia. She was built at Liverpool, and

cost £32,000. She was a broad-beamed paddle-boat, having a beam

of 28 feet, her length being 185 feet, and her depth 17 feet. She

was rigged as a two masted schooner, with a cutwater, an eagle

figurehead. The Company, after purchase, added to her length, and for

this purpose placed her in the Rushbrook Dry Dock, Cork, belonging

to the Channel Dry Docks and Engineering Co.; the PREUSSISCHER ADLER

being the first steamer to enter this dock. As originally designed

her paddle-boxes were so constructed as to be capable of being turned

down over her sides, in order that two large swivel guns which she

carried on deck, might have a free range all round.

She remained in the service of the Company until 1884, when she was

broken up in London.

In 1846 Messrs. R. and J. Lecky, of Cork, built a small screw

steamer to the order of the Cork Steamship Co. She was named the

BLARNEY, and was only 118 feet long, 19 feet broad, and 11 feet deep.

Notwithstanding her diminutive size, she ran for a number of years

between Liverpool and Havre, and was eventually sold to a Liverpool

firm in 1854. It is noteworthy that the BLARNEY was the first

cross-channel steamer built in Cork by R. & J. Lecky, and was the

first screw steamer built for the Cork Steamship Co.

The year 1850 saw the Cork Steamship Co. involved in the most serious

struggle which probably ever occurred in the coasting steamship

trade. It began by the City of Dublin Co., at the solicitation of

the Waterford and Kilkenny Railway Co., running opposition steamers

to Waterford. The City of Dublin Co., in addition to their Liverpool

and Dublin Service, had maintained for many years a regular service

of steamers between Liverpool and Belfast. Mr. Joseph Malcomson

(Waterford Steamship Co.) was a Director of the Cork Steamship Co.,

and his firm had a large financial interest in that Company. It was,

therefore, to be expected that these two Companies would form staunch

allies in any struggle, the more so, when the City of Dublin Co.,

in conjunction with the British and Irish Steampacket Co., extended

the opposition to Cork. The Cork and Waterford Steamship Companies

carried the war into their opponents’ territory. They put a steamer

on the station between London and the South and East of Ireland once

a week, between Liverpool and Belfast twice a week, and between

Liverpool and Dublin, daily. The City of Dublin Co. offered to make

contracts with merchants in Cork and Waterford, undertaking to carry

their traffic freight free for three months, in response to which the

Waterford Co. threatened to place two steamers on the Holyhead and

Dublin station in conjunction with the Chester and Holyhead Railway

Co.

The struggle between the various companies was fiercely maintained

for over twelve months, until in April, 1851, upon the suggestion of

Mr. Malcomson, an interview took place between a Director of the

City of Dublin Steam Packet Co. and himself (as representing the Cork

and Waterford Companies), at which meeting the companies concerned

arrived at an amicable basis of settlement.

In this settlement the City of Dublin Co. agreed to transfer their

Liverpool and Belfast service to the Cork Steamship Co. This

arrangement held good until 1854. On the 14th January of the year

named a deputation from the Cork and Belfast Companies met in

Dublin. There were present, Mr. Pike (Managing Director) and Mr.

Glover (Secretary), of the Cork Steamship Co.; Mr. W. R. S. Lepper

(Chairman) and Mr. Valentine, of the Belfast Co. The meeting was

conducted in a most friendly manner, and it was arranged that the

TELEGRAPH (Belfast Co.’s steamer) should be at once withdrawn from

the Liverpool and Cork service, and the MINERVA (Cork Co.’s steamer)

from the Liverpool and Belfast service. The year 1854 witnessed a

great stream of emigrants from Cork. According to a paragraph in the

“Cork Constitution” of that date:—

“On Saturday, 1st April, the MINERVA left with 467 adult emigrants,

79 children, and 8 infants, besides other passengers. The vessel

was so crowded she had to leave 200 passengers behind. The NIMROD

leaves every Wednesday, and is freighted with emigrants to a similar

extent. This continual stream of emigrants has been going on for a

considerable time.”

While the war cloud was gathering over Europe, which in bursting

produced the Crimean War, the Cork Steamship Co. had on the stocks

a steamer, afterwards named the CORMORANT. In the equipment of this

steamer a novel feature had been introduced, viz., iron masts.

These masts, of which she carried three, were exceptionally tall

and graceful, and so well buckled that not a joint was visible. The

whole appearance of the vessel was so smart that she excited general

admiration, and was selected by the Government as a transport. While

she was lying at Portsmouth, after the embarkation of the 13th

Lancers for the seat of war, Her (late) Majesty Queen Victoria,

accompanied by the Prince Consort, came on board to inspect her

before sailing. After inspecting the troopers’ quarters, and

admiring some of their horses, Her Majesty discovered that the

ship’s masts were not wood but iron. She was so impressed with their

graceful appearance that she gave instructions for full particulars

of them to be taken by the Dockyard officials.

Two other steamers of the Company—the DODO (nicknamed the rolling

Dodo) and the ALBATROSS—were also engaged by the Government as

transports. At the Crimea, as well as at home, the CORMORANT’s masts

excited great interest. One day a Turkish Admiral came on board, and

a quartermaster was told off to show the distinguished visitor round

the ship. The Admiral came to the mainmast, examined it, tapped it,

and turning to his attendant, said:—

“I-ron?”

“Yes, your Excellency.”

“Sō-lid?”

“No, you blithering fool; it’s hollow,” was the reply, except that

the adjective used was more forcible than the one we have given.

Amongst the vessels which were at the Crimea at this time was an

American schooner, the captain of which was very proud of his craft,

and was continually boasting of her beauty and of the lofty masts she

carried. He “challenged creation to find her ditto.” One day when he

was boasting in his usual strain, Captain Byrne, who was present,

said quietly, “What might the height of your masts be, captain?”

“Every inch of 90 feet, I guess,” replied the American. “Well,” said

Captain Byrne, “I can show you a ship with taller masts than that.”

“Where?” “In this harbour, on my ship.”

To settle the dispute the two captains proceeded to the CORMORANT.

Now it must be confessed that the CORMORANT’s masts had not been

scraped for some time, and were so streaked with paint and grease

that they might easily be mistaken for pine. The American captain

came to the foot of the mainmast and looked up. “Great Cæsar! What

height do you call that?”

“120 feet,” replied Captain Byrne.

“Is it all one piece?” asked the other.

“There’s not a splice in it from heel to truck,” was the reply.

“I calculate that timber was raised in Oregon,” said the American.

“No, it was not.”

“Well, do tell, where did it grow?”

“That, sir,” quoth Captain Byrne, “was raised in Cork.”

A collision occurred on the 10th July, 1866, resulting in the total

loss of H.M.S. AMAZON and the Cork steamship OSPREY, with a number

of passengers, chiefly ladies. The OSPREY was outward bound from

Liverpool to Antwerp, with a general cargo. She was under the command

of the late Captain Bertridge, and carried a crew of 14 hands. When

off Portland, at 1 o’clock in the morning, the look-out reported a

steamer approaching, which proved to be H.M.S. AMAZON. By a fatal

error of judgment (for which he was dismissed the service) on the

part of the officer in command, the AMAZON crashed into the OSPREY.

While the vessels were locked together the crew of the Cork steamer

scrambled over the bows of the man-of-war, leaving to Captain

Bertridge the task of saving his family (who were on board) and

passengers. These he placed in one of the boats belonging to the

OSPREY, cut the lashings, and had barely done so when his steamer

sank, dragging the boat into the whirlpool as it sank, and drowning

all in it, except the captain and one passenger. The captain’s wife

had previously jumped into the sea from the boat, and was rescued and

taken on board the AMAZON. The latter vessel was so injured by the

collision that she also sank about four hours later, but all on board

took to the boats and were landed at Torquay.

About this period the question of the Company’s house-flag began

to be agitated. The CORMORANT, under Captain Croft, was lying at

Penrose Quay, with her house-flag floating from the masthead. A

section of the Channel Fleet happened to be in port at the time, and

Captain Croft was surprised to receive a message from the Admiral

commanding, asking why the CORMORANT was flying his (the Admiral’s)

flag. Captain Croft replied that the flag he carried had been his

Company’s house-flag for the last twenty years, and of his Company’s

predecessor for over twenty years before that. To this the Admiral

very courteously replied that he personally would not interfere

with the use of the flag, but that as the Government had adopted it

as an Admiral’s flag, it was possible that some difficulties might

arise later.

[Illustration: RISSA S.S. Cork Steamship Company.]

The question of the flag was next raised at Bussorah, in the Persian

Gulf, on the 7th November, 1882. The DOTTEREL had finished loading,

and was getting ready for sea, when a message came from H.M.S. DRYAD,

which was in the roadstead, asking why the DOTTEREL dared to carry

the Admiral’s flag, and stating it must be pulled down at once.

“Tell your commander,” said Captain Dobson, “that that flag is

my Company’s house-flag, and that I will not lower it without

instructions from my owners.”

The boat went back with this message, and Captain Dobson immediately

sent a man aloft to grease the backstays and the masthead, having

first nailed the flag to it.

In a short time the boat returned with a petty officer, whose

instructions were, if the master of the DOTTEREL did not lower the

flag, he was to send one of his men aloft to do so. “All right,” said

Captain Dobson. “I shan’t pull my flag down; you can do what you

please.” The officer turned to his men and gave his orders. One tar

after another tried to shin up the mast without success, and after

several attempts the officer had to return and report the failure of

his mission, and the DOTTEREL proceeded to sea.[24]

The commander of the man-of-war having reported to the Admiralty, a

correspondence ensued between that Department of the Government and

the Cork Steamship Co., resulting in the Company placing a blue star

in the centre of the St. George’s Cross on a white ensign, which now

constitutes the distinguishing house-flag of that Company.

In 1871 the business of the Cork Steamship Co. had increased to such

an extent, it was considered desirable to separate the coasting from

the foreign services, and to form two distinct companies. This was

accordingly done, the former being registered under the title of the

City of Cork Steam Packet Co., Ltd., and the latter under the style

of the Cork Steamship Co., Ltd. Mr. Ebenezer Pike died in the year

1883, and was succeeded by his son, Mr. Joseph Pike, of Dunsland, co.

Cork, as Chairman and Managing Director of the Company.

When the Manchester Ship Canal was opened in 1894, one of the first

foreign trading steamers to pass through the canal was the IBIS,

belonging to the Cork Steamship Co. The Cork Steamship Co.’s steamer

LESTRIS was the first steamer to enter Flushing Docks on the 8th

September, 1873, being locked in with the King of Holland’s yacht.

[Illustration: Mr. JOSEPH PIKE, J.P., D.L., Chairman Cork Steamship

Co.]

The later years of the Company have been unproductive of historical

incidents, perhaps not altogether to the regret of the shareholders.

The older steamers have been disposed of from time to time, and

replaced by modern steamers of larger tonnage and greater power.

Instead of steamers of 500 to 600 tons, the fleet at the present time

(1903) consists of 16 powerful vessels, varying from 1,000 to 2,400

tons.

FOOTNOTES:

[24] Another account which bears the stamp of authority states that

Captain Dobson did not carry off his flag in the manner stated. He

lowered it under protest, and it was carried on board the man-of-war,

but afterwards returned to the Company, and is now retained at the

Head Office, Cork.

CHAPTER IX.

THE CUNARD STEAMSHIP COMPANY, LIMITED.

It seems incredible that less than three-quarters of a century

ago steamers were unknown on the Atlantic. The mail-boats of that

date were wretched old Government 10-gun “coffin brigs,” slow and

uncertain in their passages. But there were men, even in those

days, who dreamed of a time to come when steamers should cross the

ocean with the regularity, though not with the speed, of railway

trains. Amongst these enthusiasts was Mr. Samuel Cunard, a shipowner

of Halifax, Nova Scotia. For years he had striven to realise his

idea, but not having sufficient capital of his own, and not being

able to induce his friends to invest in his enterprise, he had to

wait his opportunity. At last the long-waited-for opportunity came,

and he seized it. The British Admiralty issued a circular stating

that the mails would be transferred to a steam packet service, if a

satisfactory tender were sent in. When this circular came into the

hands of Mr. Cunard he again appealed to the merchants of Halifax

and others for assistance; and being unsuccessful in his application

he came to Britain and fortunately became acquainted with Mr. R.

Napier. Mr. Napier introduced him to Mr. George Burns who, in his

turn, introduced him to Mr. David MacIver, of Liverpool. In the

course of a few days, chiefly through the influence of Mr. Burns,

the requisite capital, £270,000, was obtained, and soon afterwards a

contract for seven years between the Government and Samuel Cunard,

George Burns and David MacIver was signed, and the Cunard Steamship

Co. was launched. Before their arrangements were finally adjusted,

the Admiralty re-modelled the agreement, requiring that the service

should be performed by four suitable steamers (instead of three,

as originally stated), and that fixed dates of sailing should

be adhered to, but in consideration of the increased services the

subsidy was raised from £60,000 to £81,000.

[Illustration: R.M.S. CAMPANIA (Cunard Steamship Company) at

Liverpool Landing Stage.]

The official title of the Company was “The British and North American

Royal Mail Steam Packet Co.,” but this unwieldy title soon gave place

to one of world-wide reputation, “The Cunard Line.”

The first steamer despatched by the co-partnery was one of Messrs.

Burns’ Liverpool and Glasgow steamers, the UNICORN. She sailed from

Liverpool for Halifax and Boston, under the command of Captain

Douglas, on Saturday morning, 16th May, 1840. She carried the mails

and a limited number of saloon passengers, the passage rates being—to

Halifax £30, to Boston £33 each. The BRITANNIA, the pioneer steamer

of the British and North American Steam Packet Co., was despatched

on the 4th July, 1840, being the first of four wooden paddle-wheel

steamships, the others being the ACADIA, CALEDONIA and COLUMBIA.

These vessels were uniform in size and power, being 207 feet long,

34 feet 4 inches broad, and 22 feet 6 inches deep. Their gross

tonnage was 1,154 tons, and their engines of 740 I.H.P. drove them

at an average speed of 8½ knots per hour. The reception given to the

BRITANNIA on the termination of her maiden voyage by the citizens of

Boston was most enthusiastic. Nor was the goodwill of the merchants

confined to banquets and complimentary speeches for, when the

BRITANNIA was ice-bound in Boston Harbour, in February, 1844, they

liberated her by cutting a canal through the ice, seven miles long

and 100 feet wide.

[Illustration: EUROPA and AMERICA. Cunard Steamship Co.]

In 1843 the Company added to their fleet the HIBERNIA, and in 1845

the CAMBRIA, each of 1,040 I.H.P. and of 1,422 tons gross, with an

average speed of 9¼ knots. On the expiration of the Postal Contract

the Government stipulated that the existing mail service should

be doubled, that the steamers of the Company should be capable of

carrying guns of the largest calibre, and that a steamer should

leave Liverpool every Saturday (calling at Holyhead if required)

for New York and Boston alternately; the Boston steamer to call at

Halifax, and the New York steamer to do so also, if required by the

Lords Commissioners of the Admiralty. In consideration of these

augmented services the annual subsidy was increased to £173,340, at

which figure it remained for twenty years (1847 to 1867). To meet

the new requirements, the AMERICA, NIAGARA, CANADA and EUROPA, of

1,825 tons, and 2,000 I.H.P., with an average speed of ten and a

quarter knots, were built and added to the fleet. A few years later

the Collins Line, heavily subsidised, was started with the avowed

object of “sweeping the Cunarders off the Atlantic.” This opposition

lasted until 1858, when, having lost two ships, and being refused

any further subsidy by the United States Government, the Collins

Company collapsed, and the remaining ships were withdrawn. During the

continuance of this opposition the Cunard Company added steadily to

their fleet larger and more powerful steamers. The ASIA and AFRICA

were built in 1850, and were each 266 feet by 40 feet by 27·2 feet,

of 2,226 tons gross, with engines of 2,400 I.H.P., and of an average

speed of 12·5 knots. These were followed in 1852 by the ARABIA, the

last of the wooden paddle steamers. She was 285 feet long, 40 feet

8 inches broad, and 29 feet deep. Her engines indicated 3,250 H.P.,

and her average speed was 13 knots per hour. Three years later, 1855,

the first iron mail steamship was built for the Cunard Company. She

was named the PERSIA, and was nearly one hundred feet longer than the

largest of her predecessors. Her principal dimensions were—Length 376

feet, breadth 45 feet 3 inches, depth 31 feet 6 inches. Her gross

tonnage was 4,000 tons, and her engines indicated 4,000 H.P., giving

a speed of 13·8 knots per hour. In 1853 the Company established

(primarily as auxiliaries to their Atlantic service) branch lines

between Liverpool and Havre, and Liverpool and the principal ports in

the Mediterranean, Adriatic, Levant, Bosphorus, and Black Sea. For

these branch lines the screw steamers SYDNEY, AUSTRALIAN, ANDES and

ALPS were built in 1852, followed by the JURA in 1854 and the ETNA

in 1855. War having been declared against Russia the four last-named

steamers, in addition to the CAMBRIA, NIAGARA, EUROPA and ARABIA,

were engaged by the Government as troopships. The Cunard Company had

in 1854 purchased the steamer EMEU, and she was immediately chartered

to the Government. The EMEU was the first troopship to arrive out

at the commencement of the Crimean War, and in the seventeen months

following she conveyed upwards of 17,000 troops to the Crimea. A few

years later (1862) the famous SCOTIA (the last of the paddle-wheel

steamers) was built. In 1878 she was sold to the Telegraph

Construction Company, who converted her into a screw steamer. The

same year (1862) the Cunard Company ordered their first screw steamer

for the Atlantic trade. This was the CHINA S.S., now converted into

a four-masted barque and named the THEODOR. She was followed in 1864

by the CUBA, in 1865 by the JAVA, and in 1867 by the RUSSIA, of 2,960

tons gross and 3,100 I.H.P. After sailing for many years under the

Cunard Flag, the RUSSIA was sold to the “American Line.” Her new

owners lengthened her, gave her a fourth mast, and altered her name

to the WAESLAND. She finally sank off Holyhead, after colliding with

the S.S. HARMONIDES, on the 5th March, 1902.

[Illustration: SCOTIA. Cunard Steamship Co.]

The Company’s Postal Contract having expired on the 31st December,

1867, a new contract was entered into with the Postmaster-General for

one year, whereby the Cunard Company undertook to despatch a steamer

from Liverpool to New York, calling at Queenstown, returning from

New York every Wednesday, also calling at Queenstown. The payment

for this service was £80,000, which sum was further reduced the

following year to £70,000 per annum for several years. Under the last

contract, which was for the period named, the Company guaranteed

to sail a steamer from Liverpool (calling at Queenstown) to Boston

every Tuesday, in addition to the mail service from Liverpool to New

York every Saturday. The last-mentioned contract expired on the 31st

December, 1876, on which date a new system of postal remuneration

came into operation based on the amount of correspondence carried

per voyage, under which system the Cunard Company has carried the

mails to the present time. It will thus be seen that the continuity

of their mail service has continued unbroken for upwards of sixty

years. The invention of compound engines was the latest evolution of

marine engineering engaging attention in 1869-70. The Directors of

the Cunard Company quickly realised that the saving effected by the

use of compound engines was so considerable, without reduction of

speed, that their adoption was an imperative necessity. This decision

was arrived at too late to furnish with the new style of engines the

ABYSSINIA and ALGERIA, each of about 3,300 tons and 2,480 I.H.P.,

just completed by Messrs. J. & G. Thomson, and placed on the New

York station; but the BATAVIA, then on the stocks to the order of

another company, was purchased and supplied with machinery on the

new principle; and an order was given to the same builders (Messrs.

Denny, Dumbarton) for a similar vessel of rather larger tonnage to

be named the PARTHIA. A further extension of the Company’s business

took place in 1872, by the establishment of a direct line of steamers

between the Clyde and the West Indies. The TRINIDAD and the DEMERARA,

two sister ships of about 2,000 tons each, were built that year,

and placed on the station, but after about twelve months’ trading

they were withdrawn, and sent to supplement the Company’s service

in the Mediterranean. During the succeeding six years the fleet was

increased by the addition of seven large steamers, all fitted with

compound engines, the last and largest of which was the GALLIA, of

4,809 tons and 5,300 I.H.P.

[Illustration: RUSSIA. Cunard Steamship Co.]

In 1878 it was considered expedient to consolidate the interests

of the partners by registering the Company under the Limited

Liability Acts, and a Joint Stock Company was formed with a capital

of £2,000,000, of which £1,200,000 was issued and taken up by the

families of Cunard, Burns and MacIver. No shares were offered to the

public until 1880, when a prospectus was issued intimating that “it

was now proposed to issue the balance of the capital.” The available

shares were rapidly subscribed for, the representatives of the three

founders retaining a large financial interest in the Company. About

this period steel was engaging the attention of shipbuilders as a

substitute for iron. The Cunard Directors were so convinced of the

superiority of the former, especially where speed was a desideratum,

that they ordered a steel steamship from Messrs. J. & G. Thomson,

to be larger and more powerful than any steamer previously built,

the GREAT EASTERN alone excepted. This monster vessel, which was

named the SERVIA, was completed in 1881. Her dimensions were—Length

515 feet, breadth 52-1/10 feet, depth 37 feet. Her gross tonnage

was 7,392. Her engines were compound—with seven steel boilers—and

developed 10,000 I.H.P., producing a speed of 17 knots per hour.

She was fitted in the most substantial and beautiful manner for the

accommodation of 480 cabin and 750 steerage passengers, and embodied

all the most modern appliances conducive to comfort and safety. She

was the first of the Cunard Fleet to be equipped with incandescent

electric lamps. The same year, the CATALONIA, 4,841 tons and 3,200

I.H.P., was built for the Boston service, and two more for the same

service in the following year. These were the PAVONIA, of 5,587

tons and 4,000 I.H.P., built by Messrs. J. & G. Thomson; and the

CEPHALONIA, 5,517 tons and 4,000 I.H.P., by Messrs. Laird Brothers,

Birkenhead.

A second steel steamship was built in 1883 for the New York Mail

Service. This was the AURANIA, built by Messrs. J. & G. Thomson,

and her dimensions are 470 feet by 57-2/10 feet by 37-2/10 feet.

Her tonnage is 7,269, and she is fitted with compound engines of

9,500 I.H.P., and attaining a speed of 17½ knots per hour. She was

taken up by the Government as a transport in October, 1899, and

so valuable did she prove for this service that she was retained

until the early part of 1903. In 1884 the Directors purchased the

celebrated iron steamship OREGON, built by Messrs. John Elder & Co.

She was 501 feet by 54-2/10 feet by 38 feet, and of 7,375 tons and

13,500 I.H.P.; speed 18 knots per hour. On her first and second

voyage she did not distinguish herself, but on her third voyage she

made the passage from Queenstown to New York in 6 days 10 hours 9

minutes, thereby excelling all previous records, and earning for

herself the title of “The Greyhound of the Atlantic.” Towards the

close of 1884 the UMBRIA—the first of two steel steamships ordered

from Messrs. Elder—was delivered, and she was followed early in 1885

by her sister ship the ETRURIA. The following description of the

ETRURIA applies also to the UMBRIA: Length 501-6/10 feet by 57-2/10

feet by 38-2/10 feet; gross tonnage 7,718 tons. The promenade deck,

which extends over the full breadth of the ship for nearly 300

feet amidships, is reserved for the sole use of the first-class

passengers. The vessel easily accommodates 550 first-class passengers

and 800 third-class. The state rooms are replete with all the

fittings usual in first-class vessels of the most modern type, and

a number of them are arranged en suite for family use. The hull is

divided into ten watertight compartments, and most of the bulkheads

are carried to the upper deck, while they are fitted with waterproof

and fireproof doors, which afford access to all parts of the ship.

The engines indicate 14,500 H.P., and are compound, having three

inverted cylinders—one high-pressure 71 in. in diameter and two

low-pressure, each 105 in. in diameter. The average speed of both

steamers may be set down at 18½ knots per hour. The fastest passage

of the ETRURIA was when she established a new record by making the

passage from Queenstown to New York in 5 days 20 hours 55 minutes,

the UMBRIA’s best record being 5 days 22 hours 7 minutes. The next

important addition to the fleet was the CAMPANIA, launched from the

yard of the Fairfield Shipbuilding Co., Govan, on the 8th September,

1892. Five months later—February, 1893—there was launched from the

same yard her sister ship the LUCANIA. From the official description

of the CAMPANIA, it appears that her length over all is 620 feet,

extreme breadth 65 feet 3 inches, depth from upper deck 43 feet,

gross tonnage 12,950 tons. The bulkheads are sixteen in number, and

they will enable the vessel to float with any two, or in some cases

three, of the compartments open to the sea. Although fitted with

twin screws, there is an aperture in the stern frame similar to that

in a single screw steamer. This is provided that the propellers may

work freely, though they are fitted close to the centre line of the

ship, in order to prevent damage to or from the quay walls. In the

accommodation for passengers all the latest improvements are to be

found, and everything calculated to render ocean travelling more

comfortable and enjoyable is introduced. The grand saloon, drawing

room, library and smoking rooms are noble in their proportions, and

suggest the stately chambers of a palace rather than accommodation

within the steel walls of a ship. It is worthy of special notice

that comfort has been studied in every detail, and perhaps nothing

exemplifies this more than the fact that in all the principal rooms

there are coal fire-grates, the first that have ever been used on

board ship. There are four sets of generating plant, capable of

supplying throughout the ship 1,350 16-candle power incandescent

electric light, and in addition a powerful searchlight, for

facilitating the navigation into port, &c. Wire to the length of 40

miles runs through the ship. The grand saloon is a magnificent hall

in the modified Italian style, 100 feet long by 63 feet broad, with

seats at table for 430 passengers. In the centre, a great crystal

dome rises through the two decks above to a height of 33 feet.

[Illustration: R.M.S. ETRURIA. Cunard Steamship Company.]

Three classes of passengers are carried by the CAMPANIA, viz., first,

second and third class; and roughly speaking there is accommodation

for about 1,400 passengers and 400 crew. While the hulls of both

vessels are almost unrivalled in size and in the accommodation they

afford, the machinery by which they are propelled is almost unique in

magnitude and skill in construction. The two sets of triple-expansion

engines in each ship develop the enormous amount of 30,000 I.H.P. The

funnels of the CAMPANIA and LUCANIA from their lowest section are 120

feet high, or about the height of the Eddystone Lighthouse, and their

diameter 20 feet.

The CAMPANIA has maintained an average speed for twelve months, on

her eastward runs, of 21·88 knots per hour, while the LUCANIA for the

same period shows an average speed of 22·01 knots. The Mediterranean

service has within the last few years been greatly improved by the

addition of four new steel steamships, each of about 3,000 tons

burthen. These are the PAVIA (1897), TYRIA (1897), CYPRIA (1898)

and VERIA (1899). The Boston service also comprises the following

modern steel twin-screw steamships:—IVERNIA and SAXONIA, built in

1900, the ULTONIA in 1898, and the SYLVANIA in 1895. The IVERNIA and

SAXONIA are practically alike, and call for some special notice. They

are the largest ships carrying passengers and cargo to Boston. The

principal dimensions of the ships are—Length 600 feet, beam 64 feet 3

inches and depth 41 feet 6 inches. The gross tonnage is 14,027 tons,

measurement capacity 20,000 tons, while the displacement is no less

than 25,000 tons. In their ordinary work across the Atlantic they

carry 200 first, 220 second, and about 1,900 third-class passengers.

If engaged in trooping, each ship could carry 200 officers and

3,500 men, together with 10,000 tons of stores. The features of the

ships, next to their huge size, are the spaciousness and comfort of

their passenger accommodation and their steadiness, which is most

remarkable, and which makes sea sickness almost impossible. Aerial

telegraphy is in regular operation on board these two vessels. The

Cunard was the first steamship company to systematically adopt this

latest development of electrical science. It was in the LUCANIA

that Mr. Marconi’s system was first set up, and so pleased were the

Directors with the results that they at once decided to adopt the

invention in their other steamers, the CAMPANIA, LUCANIA, ETRURIA,

UMBRIA, CARPATHIA, AURANIA, IVERNIA and SAXONIA all being now thus

equipped.

[Illustration: R.M.S. LUCANIA. Cunard Steamship Co.]

In October, 1903, the LUCANIA was the medium selected by the inventor

for further experiments in wireless telegraphy, and on the voyage

from New York to Liverpool completed on October 10th, Signor Marconi

successfully accomplished a wonderful feat, and a newspaper with

real news fresh from the Marconi stations at Cape Breton, Nova

Scotia, and Poldhu, Cornwall, was published every day. Messages were

transmitted over a distance of 2,000 miles as accurately as over the

same number of feet or yards, so that passengers on board the LUCANIA

had their printed newspaper, the “Cunard Bulletin,” every day of the

voyage, containing the most interesting events on both continents.

Just before arrival in Liverpool a larger edition of the “Cunard

Bulletin,” a weekly issue, was printed giving an epitome of the news

recorded in the six daily publications during the voyage, and marking

a fresh era in oceanic journalism.

The CARPATHIA, the latest addition to the Cunard fleet, represents

a new departure in Atlantic trade, being designed exclusively for

second and third-class passengers, all of whom are accommodated in

rooms containing two and four berths. The dimensions of the CARPATHIA

are—Length 560 feet, breadth 64 feet 3 inches, depth 40 feet 6

inches, and the gross tonnage is 13,555 tons. She started on her

maiden voyage May 5th, 1903, and being built on similar lines to the

IVERNIA and SAXONIA shares their reputation for remarkable steadiness

at sea even in the stormiest weather.

A recent item of interest in connection with this famous company is

the agreement made in August, 1903, with the British Government,

by which the Cunard Company are to build two new steamers of an

average speed of not less than 24½ knots, which, along with all

other Cunard ships, are to be at the disposal of the Admiralty for

hire or purchase whenever they may be required. To help them in

this undertaking, such fast ships being unprofitable for commercial

purposes, the Government lend the Company £2,600,000 to build the

ships, and grant them a subsidy of £150,000 a year.

In October, 1903, the Cunard Company started a new Winter Passenger

Service from New York to the Mediterranean ports, calling at

Gibraltar, Algiers, Naples, Palermo, Venice, Trieste and Fiume. The

AURANIA and CARPATHIA, carrying only two classes of passengers,

were chosen for this new service, which opens up a round of most

interesting travel to the great travelling public of moderate means.

Passengers by these steamers may land at any of the ports named and

visit at leisure places of interest in Spain, France, Italy, Germany,

Sicily, Austria or Hungary, continuing their journey overland to

England to return to New York by Cunard steamer from Liverpool; or,

if they prefer to do so, they may remain in the ship all the time

and return in her to New York; or, as a third course, they may make

a stay in any of the countries named and rejoin a subsequent Cunard

Mediterranean ship at any of her calling ports.

CHAPTER X.

HOUSTON LINE.

This well-known line of steamers was established about a quarter of

a century ago by the present senior partner of the firm, Mr. R. P.

Houston, Member of Parliament for the Toxteth Division of Liverpool.

Like many other undertakings which have grown to gigantic dimensions

from small beginnings, this firm started in a modest manner with one

small steamer. This was the steamer ATHLETE, followed in the year

1881 by a larger steamer, the HERCULES, built by the Whitehaven Ship

Building Co., and engined by Messrs. J. Jones & Sons, of Liverpool.

She was a vessel of 742 tons net register, and 1,155 tons gross

register, her principal dimensions being, length 212 feet, beam 34

feet and depth 16 feet 6 inches. Her engines, which were of 150

nominal horse-power, were compound. These two vessels were not

engaged in any regular trade, but ran wherever profitable freights

could be obtained, and chiefly to Java and Eastern ports. Becoming

too small for Messrs. Houston’s requirements, they were sold. All the

succeeding vessels of the fleet, of which there have been a great

many, have been named after Greek mythological deities or Roman

celebrities, each name beginning with the letter “H.”

Although already very busily engaged with large contracts for the

conveyance of material to the Panama Canal Co., and the West African

Co., Mr. Houston, believing there was ample room for a new line of

steamers to the River Plate from Liverpool, decided to enter upon

that trade in the year 1884. New steamers were designed and built

specially for this trade, and so energetically and successfully was

the trade worked that, although severe opposition was encountered

at first from the existing lines, in a short time not only were

Messrs. Houston’s steamers fully occupied, but many steamers had to

be chartered to meet the rapidly increasing traffic, since which time

the Houston Line has assumed very large proportions.

[Illustration: HYDASPES S.S. Houston Line.]

The first steamer engaged in this trade was the HERMES, built on the

Clyde in 1882, and engined by Messrs. J. Jones and Son, Liverpool.

She was a much larger vessel than the HERCULES, her gross register

being 2,175 tons, and her principal dimensions 290 feet in length by

40 feet beam and 22 feet depth.

After a short interval more steamers, each of about 2,000 tons

gross, were added to the fleet in 1884. These were the HELLENES,

built by Richardson, Duck & Co., and engined by G. Clark, of

Sunderland—length 270 feet, beam 40 feet, and depth 18 feet 7 inches;

and the HESPERIDES, built by R. & J. Evans & Co., and engined by

George Forrester & Co., Liverpool—length 286 feet, beam 38 feet, and

depth 24 feet. The following year (1885) a larger boat than any yet

built for the firm was added to the fleet. This was the HELIADES,

built by Richardson, Duck & Co., Stockton. She was 320 feet long,

and of proportionate beam and depth. Her gross register was about

3,000 tons, and she was fitted with triple-expansion engines by T.

Richardson & Co., of West Hartlepool, with which class of engines all

the succeeding steamers have been fitted. A sister ship, but having

more powerful engines, the HERACLIDES was launched for the firm in

July, 1886. She was followed in 1889 by the HIPPOMENES, built at

Belfast by Workman, Clark & Co., and the HYDARNES and the HELLOPES,

built at Port Glasgow by J. Reid & Co. These steamers, like their

immediate predecessors, were each of about 3,000 tons gross register,

and were all practically of the same dimensions. The whole of these

four steamers are fitted with refrigerators for the carriage of

frozen meat from the River Plate.

Mr. Alfred S. Collard, a gentleman with a large and varied experience

in the River Plate trade, and one thoroughly conversant with the

working and requirements of an important steamship line, joined Mr.

Houston as partner in 1893.

During the closing years of the last and beginning of the present

century the quantity of railway rolling stock and plant for shipment

to the River Plate was so great that it was not an uncommon event

for the Brunswick Station of the Cheshire Lines Railway to be almost

entirely blocked with wagons of railway material consigned for

shipment by the Houston Line. So large were some of these packages,

they could only be brought through from the manufacturers on Sunday,

it being impossible to convey them on the railway while the ordinary

traffic was being carried on. In 1898 Messrs. Russell & Co., of Port

Glasgow, built two sister ships of over 3,500 tons gross register for

Messrs. Houston. These were the HERMINIUS and the HORATIUS.

The year 1899 was an important one in the firm’s history. In that

year the trade between New York and the River Plate was entered, and

since that time a regular service has been maintained, the pioneer

steamer being the HERMES (the second of that name). She was a steel

built steamer of 3,400 tons gross, driven by triple expansion engines

of about 2,500 horse-power effective. She was launched at Sunderland

in January, 1899, and is of the following dimensions:—Length 350 feet

2 inches, beam 47 feet, depth 17 feet. She was the first of a fleet

of seven similar vessels which were launched to the order of the

firm during the course of that year, the others being the HONORIUS,

HORTENSIUS, HYADES, HYDASPES, HYLAS, and the HYANTHES.

The following year, the last of the 19th century, saw one more

steamer, the HOSTILIUS, added to the Line.

Frequent as were the additions to the Houston Fleet, they were not

sufficient to keep pace with the expanding trade, which increased

so rapidly that many outside steamers had to be chartered. When

ex-President Kruger sent his fateful ultimatum to the British

Government, which resulted in the South African War, Messrs. Houston

& Co. were amongst the first to offer their steamers to the

Admiralty for the conveyance of troops, horses, mules, fodder, &c. It

was of the greatest importance that ships should be fitted up for the

transit of troops and animals for transport purposes as quickly as

possible, and this was carried out by the Houston Line with eminent

satisfaction to H.M. Government. The principals and the staff worked

night and day, and spared no efforts in despatching quickly the men,

horses and stores so urgently required at the seat of war. Large

numbers of horses, mules and stores were carried by the Houston

steamers from the United Kingdom, the Continent and the United States

to the various South African ports with a gratifying immunity from

loss.

It may be stated here that the senior partner of the firm is an

expert engineer, and that all the steamers built for his firm, and

which have been so remarkably successful, have been built from

specifications and designs drawn up by him.

As has been stated, many of the steamers are fitted with

refrigerating machinery for the conveyance of frozen meat, and are

regularly employed in this trade. These steamers are favourably known

for the excellent condition in which they deliver their cargoes,

and in order that the live stock should be landed in the very best

possible condition, the steamers were fitted up with permanent cattle

fittings, and made in every way suitable for successfully carrying

live stock.

The Houston Line River Plate steamers take cargo from Glasgow,

Liverpool and New York for Monte Video, Buenos Ayres, Rosario, &c.,

without transhipment, which is a very important matter in the opinion

of shippers.

It is a matter of common knowledge that a very serious fight is

being waged (1903) in the South African shipping trade, owing to

the entrance therein of the Houston Line. In July, 1902, sailings

from Glasgow, Middlesbrough, Bristol, Liverpool and London (as well

as from New York) to Cape Town, Algoa Bay, East London, Durban and

Delagoa Bay were announced by the Messrs. Houston. The Steamship

Lines then engaged in the trade had formed a Conference or “ring.”

The members of this “ring” are the Union-Castle Line, the Clan Line,

the Bucknall Line, the Harrison-Ellerman Line, J. T. Rennie & Co.,

and Bullard, King & Co., forming the strongest shipping ring ever

known. It is this shipping “ring” that the Houston Line is opposing.

Great public interest in the struggle has been excited by the many

angry and strongly worded letters from shippers which have been

published from time to time in the current Press regarding the _modus

operandi_ of the “ring.” Tactics of such a character have been

adopted by the “ring” as will, we understand, form a subject of an

action in the Courts of Law, as they have already provoked discussion

and protest in various Chambers of Commerce, and have even been

discussed in the House of Commons.

From present appearances the Houston Line is growing steadily in

favour of shippers to the Cape ports, and having now been in the

trade for over twelve months it must have secured a firm foothold.

Certainly shippers and merchants generally welcome and support this

“Line” as having a beneficial influence upon the trade between this

country and our South African Colonies.

The latest built and largest steamers of the fleet are engaged in the

Cape service. Amongst them are HYACINTHUS, HALIZONES, HYDASPES and

HYPATIA, with an average dead weight carrying capacity of about 9,000

tons each.

We understand several large carrying steamers are in course of

construction for the firm.

As showing the great increase in the size of the firm’s vessels, it

may be interesting to compare the dimensions of one of the earliest

and of one of the latest built ships.

The HERCULES was 212 feet long, 34 feet broad and 16 feet 6 inches

deep.

The HYPATIA is 452 feet long, 52 feet 2 inches broad, and 28 feet 3

inches deep.

The gross registered tonnage of the former was 1,155 tons, while that

of the latter is over 5,600 tons.

The growth of the Houston Line has been a remarkably rapid one, and

shows what ability and energy combined can do.

The fleet now consists of 25 steamers of a gross registered tonnage

of over 90,000 tons, and with a dead weight carrying capacity of over

130,000 tons.

HOUSTON LINE STEAMERS.

HALIZONES.

HARMODIUS.

HARMONIDES.

HELIADES.

HELIOS.

HELLENES.

HELLOPES.

HERACLIDES.

HERMINIUS.

HERMIONE.

HESIONE.

HESPERIDES.

HILARIUS.

HIPPOMENES.

HONORIUS.

HORATIUS.

HORTENSIUS.

HOSTILIUS.

HYACINTHUS.

HYADES.

HYANTHES.

HYDASPES.

HYLAS.

HYPATIA.

HYPERIA.

[Illustration: Lighthouse]

[Illustration: OSWESTRY GRANGE. Houlder Bros. & Co.]

CHAPTER XI.

HOULDER LINE.

The Company was founded by the late Mr. Edwin Savory Houlder in

London in 1849, and he was subsequently joined by his brothers

Messrs. Alfred and Augustus Houlder. At first the business was

confined to sailing-ships, a fleet of Clipper Packets sailing

under the firm’s flag between the home ports and Australia being

established. As the business increased, the firm became in turn

interested in the South African and South American Trades, the

development of their steam fleet receiving a large amount of

attention, until, at the present time, it includes some of the

largest and most successful frozen meat carriers afloat.

The principal services now maintained are between the United Kingdom

and South America, between South America and the Cape ports, between

Australia and New Zealand and the Cape ports, and from New York to

Australia and New Zealand, although many other trades of the world

claim the Company’s attention and for these trades a large amount of

tonnage is chartered annually.

The Headquarters are in London, with Branches at Liverpool, Glasgow,

Sydney, N.S.W., Cape Town and Buenos Aires; also sub-offices at

Rosario and La Plata.

With one exception, the steamers of the Fleet are distinguished

by the affix GRANGE. The first were the HORNBY GRANGE (3,750 tons

burthen) and OVINGDEAN GRANGE (3,520 tons burthen), launched in the

opening months of 1890, both vessels being insulated throughout for

carrying frozen meat, as are all the other steamers of the Line. They

were followed in 1894 by the URMSTON GRANGE, designed to carry 5,420

tons. In 1896 two important additions were made in the shape of the

steamers LANGTON GRANGE and DENTON GRANGE, each having a deadweight

capacity of 9,200 tons, and like the earlier steamers insulated in

the most efficient manner for carrying frozen meat. In the meantime

two more steamers were acquired, the ELSTREE GRANGE and the SOUTHERN

CROSS, the latter being placed in the Australian trade in company

with the LANGTON GRANGE and DENTON GRANGE, whilst the former was

taken into the River Plate service which had grown to such an extent

as to justify the addition of two further vessels, larger and faster

than any of the earlier ships in the trade. These were the ROYSTON

GRANGE and BEACON GRANGE, each 6,400 tons burthen, and capable of

making the passage between England and the River Plate in twenty-two

or twenty-three days.

[Illustration: BEACON GRANGE. Houlder Bros. & Co.]

For the Australian trade the RIPPINGHAM GRANGE, a sister ship to the

LANGTON GRANGE, was added in 1898.

At this juncture, the various steamers comprising the fleet were

amalgamated into one Company under the name of the Houlder Line,

Limited, this step being taken in order to consolidate the business

generally, and to ensure more systematic and economical working.

Previous to this, however, the firm of Houlder Bros. & Co. was

converted into a Limited Company, the partners in the old firm

becoming Managing Directors of the new Company, Mr. Edwin Savory

Houlder acting as Chairman until his death in 1901.

To return to our description of the fleet. To replace the DENTON

GRANGE (unfortunately lost at Las Palmas) the Company contracted for

the DRAYTON GRANGE, a fine four-masted, twin-screw steamer of 10,000

tons burthen, launched in December, 1901, and also for a sister ship,

the OSWESTRY GRANGE, launched a few months later. Both of these

steamers, and, in fact, the other large vessels of the fleet, did

excellent service during the South African War.

[Illustration: HORNBY GRANGE. Houlder Bros. & Co.]

The fleet, at the present time, consists of fourteen steamers, three

boats having been added since the launch of the OSWESTRY GRANGE, as

the following list will show:—

TONS BURTHEN.

Hornby Grange 3,750

Ovingdean Grange 3,520

Urmston Grange 5,420

Langton Grange 9,200

*Drayton Grange 10,000

Elstree Grange 6,000

Royston Grange 6,400

Beacon Grange 6,400

Rippingham Grange 9,200

*Oswestry Grange 10,000

Thorpe Grange 6,350

Haversham Grange 11,200

*Everton Grange 11,000

Southern Cross 7,300

* Twin screw.

giving a total of 105,740 tons.

It is interesting to compare the smallest vessel, the OVINGDEAN

GRANGE, with the largest and most recent, the EVERTON GRANGE, the

difference being not only in the increased size but also in the great

improvements in the propelling machinery, refrigerating machinery,

passenger accommodation, appliances for handling cargo and other

points too numerous to mention in detail:—

LENGTH. BEAM. DEPTH. TONS.

OVINGDEAN GRANGE 309 ft. 40 ft. 21 ft. 4 in. 3,520

EVERTON GRANGE 490 ft. 56 ft. 35 ft. 6 in. 11,000

Special provision has been made for the Company’s passenger service,

the boats being provided with every requisite to make a long sea

voyage as comfortable as possible.

[Illustration: New Brighton Lighthouse River Mersey]

[Illustration: ROSE S.S. 1363 Tons. Messrs. Alex. A. Laird & Co.]

CHAPTER XII.

LAIRD LINE.

THE GLASGOW, DUBLIN, AND LONDONDERRY STEAM PACKET CO., LTD.

This important company, which claims (on very strong evidence) to be

the oldest steamship company in the world, was originated in 1814—two

years after the launch of Bell’s COMET—by Mr. Lewis MacLellan and

others. Its history is a most varied one, the several firms of Alex.

A. Laird & Sons, Thos. Cameron & Co., and MacConnell & Laird, having

become unified during its existence of nearly a century into the one

large concern known throughout the kingdom as the “Laird Line.”

It has been the great pioneer of the steamship trade of the Clyde,

not merely by reason of its long standing, but also because of the

varied and extensive sphere of its operations.

The first steamer owned by the founder of the company was the

BRITANNIA, a small paddle-wheel steampacket, built, like all the

vessels of her time, of wood.

The second steampacket was the WATERLOO, built in 1816. A reference

is made to both these steamers in the sixth chapter of the first

part of this volume. They plied between the Bromielaw (Glasgow) and

Greenock, Gourock, Rothesay, Tarbert, Lochgilphead, and Inverary.

Even in these early days of steam navigation, it was the avowed

policy of the manager of these steampackets to make all things

subordinate to safety, and, in accordance with this policy, the

masters of the steamers were instructed “not to contend with other

boats so as to endanger the vessels, or alarm the passengers,” This

sound policy, which has been continued by Mr. MacLellan’s successors

to the present day, has, in large measure, contributed to the

popularity and success of the firm.

It is interesting to note that over eighty years ago passenger season

tickets were in force on the steampackets of this company. Those who

are desirous of verifying this statement can do so by referring to

the “Glasgow Chronicle” of the 23rd May, 1816, in which they will

find the following advertisement:—

“The steampackets, BRITANNIA and WATERLOO, sail regularly from the

Bromielaw to all the watering-places on both sides of the Clyde.

Families wishing to agree for the season will learn the terms

by applying to the masters on board, or to Mr. Lewis MacLellan,

Gallowgate.”

The BRITANNIA, in the year referred to, opened up for the first time,

steam communication between Glasgow and Campbeltown, and in the early

summer of 1820, she made her first trip from Glasgow to the Giant’s

Causeway.

She was commanded on that voyage by Captain Wyse, whose death in 1851

was the occasion of the following paragraph, which appeared in the

“Glasgow Chronicle”:—

“Captain Wyse (whose decease we announce) was the first to carry

his steamer, the BRITANNIA, on a pleasure trip from the Clyde to

the Giant’s Causeway, with an illustrious and distinguished party.

The astonished inhabitants in thousands crowded the hills and

promontories, all along the shores of Antrim, to see a ship with a

smoking funnel, and a band of music on board, sailing against wind

and tide. Out of this pleasure trip sprung up the present lucrative

trade between the ports of the Clyde and the North of Ireland,

from which great advantages have unquestionably arisen to the

inhabitants of both kingdoms.”

As time advanced, the river traffic was discontinued by the Company,

and the cross-channel trade developed. After running excursions to

the Giant’s Causeway for two seasons, the BRITANNIA was placed on the

Glasgow and Londonderry station, sailing from each port once a week.

Mr. Alex. A. Laird (after whom the line is named) was a well-known

shipbroker in Greenock at the beginning of the last century, and

when the famous St. George Steam Packet Company commenced operations

in 1822, the first steamship service it established was between

Liverpool and Greenock, and Mr. Laird was appointed agent for the

Company at the latter port.

The St. George Company did not continue for any length of time its

direct service between the Clyde and the Mersey, but in the following

year (1823) a new steam packet company was formed, to trade only

between Liverpool, Greenock and Glasgow, calling at Douglas (Isle of

Man) and Portpatrick. Mr. Laird was the manager of the new company,

and opened a branch office at 25, York Street, Glasgow, under the

style of Alex. Laird & Co.

The pioneer steamer of the new service was the HENRY BELL, built by

Mr. Thomas Wilson, a celebrated Liverpool shipbuilder, in 1823. She

was considered a very smart craft in those days, was fitted with

two engines of 30 horse power each, and carried about 120 tons all

told, on a draft of about 8 feet. She continued on the Glasgow and

Liverpool station until 1831, when she was purchased by Messrs. James

Little & Co., for their Glasgow and Newry trade.

The original intention of the proprietors was that the HENRY

BELL should sail to and from Glasgow, but it was found there was

not sufficient water in the Clyde to enable this to be done with

regularity, and Greenock was, consequently, made the port of arrival

and departure. The deck fare by this steamer was 6s. per passenger,

the steerage fare by the mail packets (MAJESTIC and CITY OF GLASGOW)

being 21s.

The late Mr. Alex. A. Laird commenced his apprenticeship under his

father in 1824, and the same year a second vessel, the JAMES WATT,

was placed on the Glasgow and Liverpool station. She was slightly

larger, and had engines of greater power than the HENRY BELL.

The following year Messrs. Laird established a fortnightly service

between Glasgow and Inverness; the steampacket employed was the

STIRLING, which made her first voyage on the 11th May, 1825, and

continued to sail thereafter on alternate Wednesdays from Glasgow

and Inverness. Fortnightly sailings proving insufficient for the

traffic, the sailings were increased to weekly on and from the 20th

September, 1826.

During this year the WILLIAM HUSKISSON was added to the Liverpool and

Glasgow service, and sailings were maintained three times per week

from each port.

The WILLIAM HUSKISSON was a very much larger vessel than either of

her predecessors, her deadweight capacity being 350 tons, and her

engines 120 horse power.

[Illustration: The late Mr. ALEX. A. LAIRD.]

For the Campbeltown and Londonderry trade the steampackets CLYDESDALE

and LONDONDERRY were built, and were advertised to sail from Glasgow

to both ports, with goods and passengers, every Tuesday, Thursday

and Saturday. In addition to these sailings, the MAID OF ISLAY was

despatched every Tuesday morning from the Bromielaw to Stranraer and

Islay. Messrs. Laird’s connection with Dublin dates also from this

year, the pioneer steamer being the TOWN OF DROGHEDA, which sailed on

her first voyage from Greenock to Dublin on Monday, 7th June, 1826.

The new steampacket SOLWAY was added to the Liverpool and Greenock

fleet in 1828, and the sailings increased to four per week from each

port. The steampacket CLARENCE acted as tender, and sailed from the

Bromielaw at noon on the sailing dates of the Liverpool steampackets

from Greenock.

In 1834 the firm extended its operations to Newry, the steamers

employed being the ERIN and ST. DAVID. Mr. James Bruce was admitted

a partner in the Glasgow house this year, and the office was removed

to 69, Oswald Street, where the business was conducted under the

style of Laird & Bruce. This partnership was dissolved on the 14th

February, 1835; Mr. Bruce retaining the Stranraer trade. The title of

Mr. Laird’s firm was changed to Alex. Laird & Sons, and the Glasgow

office removed to Ewing Place, corner of York Street.

One of the steamers, for which Mr. Laird was agent, was named the

CUMBERLAND. This vessel took an active part in the Spanish Expedition

of 1835, as a transport, making three voyages to Spain during this

year, with recruits from the West of Scotland for the service of

Donna Isabella. Some of these recruits enlisted in the course of

drunken frolics, or after quarrels with their friends or masters, and

their military ardour speedily cooled. The period during which they

had to wait on the receiving ship at Greenock until the transport was

ready to receive them afforded frequent opportunities of deserting,

of which they did not fail to avail themselves. Scarcely a day passed

but some of them succeeded in escaping by means of the boats which

visited the receiving ships in the evenings. One youth from Glasgow,

failing to get away in this manner, determined to drop into the sea

and swim ashore, a distance of about two miles, to a spit where

female friends would be waiting to assist him. He had nearly reached

the shore when he was discovered, and pursued by the guard boat.

Making a final effort, he succeeded in landing, and, though fatigued

with his long swim, continued his flight.

When the guard boat’s crew landed, the women got round them, and so

hampered them in their movements that the fugitive got out of sight,

when, of course, it was useless to attempt to follow him.

The CUMBERLAND, after performing the three voyages referred to,

returned to her station between Glasgow and Dublin.

In 1844 Messrs. Laird & Sons (then at 101, Union Street) were

appointed agents at Glasgow for the Dundalk Steam Packet Co., the

first steamer from Glasgow, the FINN MACCOUL, sailing on the 30th

November, 1844.

For a period of forty years, from 1827 to 1867, Messrs. T. Cameron &

Co. had maintained steamship services between Glasgow and Greenock,

and ports on the North and West coasts of Ireland, and from 1843

until 1867 a weekly service between Liverpool and Sligo. In 1867 the

Glasgow services were conducted by the joint firms of Messrs. T.

Cameron & Co. and Alex. A. Laird & Co., but the following year, owing

to the decease of Mr. Cameron, the business was entirely taken over

by Messrs. Laird.

Messrs. Cameron’s steamers were named after flowers and plants (with

two exceptions, referred to later), the first steamer of this class

being the SHAMROCK, built in 1847, followed by the THISTLE in 1848,

ROSE in 1851, MYRTLE in 1854, and the GARLAND in 1857.

At the time of the change of firm, Messrs. Cameron & Co. had been

opposed on the Glasgow and Sligo and Liverpool and Sligo stations,

for ten years, by a local company, the Sligo Steam Navigation Co.

This was subsequently settled amicably, Messrs. Alex. A. Laird &

Co. retired from the Liverpool and Sligo trade, and the Sligo Steam

Navigation Co. withdrew from the Glasgow trade, and having purchased

the opposition steamer GARLAND, renamed her the GLASGOW.

The two exceptions in class of name, to which reference has been

made, were the NORTHMAN and IRISHMAN, trading as the Glasgow and

Dublin Screw Steam Packet Co. They were amongst the earliest iron

screw steamers built, the former having been launched in 1847 and the

latter in 1854. These two steamers retained the colour of the old

St. George Co. on the funnel, viz., a white funnel with a black top.

The IRISHMAN was the last steamer so distinguished, all succeeding

steamers carrying what is now the recognised “Laird” funnel—white and

red in equal proportions, with a black top.

In 1869, to meet the requirements of the West Coast of Ireland

trade, the Company purchased the steamer SCOTIA, and renamed her the

LAUREL. Two steamers were added to the fleet in 1878. These were the

steamships AZALEA and CEDAR. These ships are identical in measurement

and capacity, each being 217 feet long, 30 feet broad, and 15 feet

deep, with a gross register of 750 tons, and with excellent saloon

accommodation for seventy passengers.

An important addition was made to the fleet in 1879, when

the magnificent and fast steamship SHAMROCK was built. She

was considerably in advance in point of capacity, speed, and

accommodation of any steamer previously built for the firm. She

measures 231 feet 2 inches in length, 31 feet 3 inches in breadth,

and 15 feet 5 inches in depth; and her gross register is 864 tons.

She is certified to carry eighty saloon passengers, and is equipped

with every modern convenience for their comfort.

After an interval of three years (1882) the BRIER was built, a

somewhat similar vessel, but slightly smaller than the preceding

steamer, her dimensions being 209 feet by 30 feet by 15 feet.

Her gross register is 728 tons, and she has berthing and saloon

accommodation for sixty passengers. She was quickly followed by the

THISTLE and ELM, both built in 1884, and the GARDENIA in 1885. They

are all beautiful specimens of marine architecture, the first a large

steamer of 822 tons gross register, and the latter considerably

smaller.

In 1893 a further advance was made in the size of the Company’s ships

by the construction of the splendid screw steamer OLIVE, 1,141 tons

gross register, one of the fastest and finest steamers crossing the

channel. She is 260 feet long, with a beam of 33 feet 1 inch, and a

depth of 15 feet 8 inches. She has always been a particular favourite

with passengers, of whom she carries a large number, being certified

to carry one hundred saloon passengers, in addition to 1,000

steerage.

[Illustration: OLIVE S.S. 1141 Tons. Messrs. Alex. A. Laird & Co.]

The DAISY and the LILY were the next steamers built, the former

in 1895, and the latter in 1896; and in the closing year of the

nineteenth century the FERN (second of the name) was launched.

The latest addition to the fleet is a magnificent vessel constructed

after the most modern type of passenger steamships. She is named

the ROSE, was launched in June, 1902, is built of steel, and is 250

feet long, 36 feet 2 inches broad, and 15 feet deep. She is fitted

with electric light in the saloon, staterooms and holds. Her saloon,

which is a handsomely furnished and spacious apartment, is situated

amidships forward of the engine room. The great breadth of the vessel

makes her a remarkably steady sea boat, while her engines, which are

triple-expansion and of great power, are capable of propelling her at

the rate of 15½ knots per hour. She is nearly 1,400 tons gross, and

carries 140 saloon passengers, in addition to those in the steerage.

In 1885 it was considered desirable to consolidate the several

interests concerned, by forming this old-established business into a

limited company, the title of the Company being The Glasgow, Dublin

and Londonderry Steam Packet Co., Limited; but it is much better

known by the short name of the “Laird Line.” Mr. William MacConnell,

son of the late Mr. MacConnell, of the firm of Thomson & MacConnell,

is the Managing Director.

The company’s steamship services are not confined to those to and

from Glasgow, although we have shown that they have a very large

share of the Clyde traffic, maintaining regular and frequent sailings

between Glasgow and Greenock and Dublin, Londonderry, Coleraine,

Sligo, Ballina and Westport; also during the tourist season a daily

daylight service between Ardrossan and Portrush.

In connection with the Midland Railway Company of England a service

of powerful steamers is maintained between Morecambe and Dublin, the

steamers sailing from the respective ports on alternate days, and

making the passage in about 10 hours.

Early next year, it is proposed to transfer the service from

Morecambe to Heysham, and to maintain daily sailings to and from the

latter port and Dublin.

The “Laird” steamers also sail in connection with the same railway

company from Morecambe to Londonderry every Tuesday and Saturday,

returning from Londonderry every Monday and Thursday.

From Fleetwood, in connection with the Lancashire and Yorkshire, and

London and North-Western Railway Companies, a weekly service had been

maintained for many years by the company’s steamers between Fleetwood

and Londonderry, but in September, 1903, Messrs. Laird & Co. retired

from this service.

From Liverpool also, steam communication is maintained with Larne,

Coleraine and Westport. The fixed sailings are once a week from each

port, but extra steamers are despatched according to the requirements

of the trade.

The company’s fleet at the present date (1903) consists of 12

first-class powerful steamships, having an aggregate gross tonnage of

9,164 tons, and named as follows:—

Gross Tonnage.

AZALEA 748

BRIER 728

CEDAR 750

DAISY 565

ELM 521

FERN 503

GARDENIA 491

LILY 668

OLIVE 1141

ROSE 1363

SHAMROCK 864

THISTLE 822

[Illustration: Steamship]

CHAPTER XIII.

LANGLANDS’ LINE.

Glasgow AND Liverpool Royal STEAMPACKET Company.

Prior to the year 1839 all the steampackets plying between Liverpool

and Glasgow were built of wood, and these wooden steamers had

established for themselves a reputation for speed and luxurious

travelling not surpassed nearly three-quarters of a century later.

It was, therefore, a bold thing to do on the part of the proprietors

of the Glasgow and Liverpool Royal Steampacket Company to enter into

competition with these famous and tried vessels, and to introduce

into the trade steamers constructed not of wood but of iron. The

pioneer steamer of this company, the ROYAL SOVEREIGN, sailed on

her maiden voyage from Liverpool on Monday, 18th March, 1839. The

company despatched their steamer twice a week from each port, and

continued to do so until the end of August of the same year, when

the second steamer, the ROYAL GEORGE, was placed on the station,

and the sailings were increased to four times per week each way.

The established lines were naturally indisposed to share the trade

with an outsider, and to discourage the new enterprise they reduced

the rates of freight on fine goods to 1d. per foot, and on steerage

passengers to 1s. each. The Royal Steampacket Company maintained,

in spite of this endeavour to drive them out of the trade, their

advertised sailings, and grew in popularity with the travelling

public. They decided in 1841 to increase their fleet by the addition

of a third steamer, and it being evident that they had come to stay,

their competitors, Messrs. MacIver and Messrs. Burns, entered into a

friendly and honourable alliance with them, and uniform rates were

adopted by the three lines to Glasgow.

[Illustration: PRINCESS MAUD. M. Langlands & Sons.]

A tradition exists in the Royal Company that when their third

steamer was on the stocks the first birth in her late Majesty’s

family was anticipated, and the proprietors proposed to call their

new steamer the PRINCE OF WALES. The event, however, proved the

name to be inappropriate, and PRINCESS ROYAL was substituted, a

name which has been perpetuated by different steamships to the

present day. The following paragraph respecting this steamer, which

appeared in the “Glasgow Chronicle” of the 1st June, 1842, will be

read with interest:—“The PRINCESS ROYAL. We feel much indebted to

the agent (Mr. M. Langlands) of this splendid steamer for putting

us in possession of the ‘Morning Chronicle’ of yesterday morning

three hours before the arrival of the ‘London Mail’ containing the

details of the attempted assassination of Her Majesty. Copies of the

‘Chronicle,’ ‘Times,’ and other London journals were, the moment

the train arrived from Greenock, forwarded to the different public

reading rooms in town, and altogether the public are much indebted

to the proprietors and agents of the vessel at Liverpool and Glasgow

for their public spirit and enterprise. The passage from Liverpool to

Greenock was made in the astonishing space of 16½ hours.”

The PRINCESS ROYAL referred to was built by the eminent firm of

Tod and M’Gregor, who in 1849 projected a line of steamers to run

between Glasgow and New York. Accordingly they built and equipped

the barque-rigged screw steamer CITY OF GLASGOW, and appointed Mr.

M. Langlands agent. She was a vessel of 1,087 tons register, with

engines of 350 horse-power, and was manned by about 70 of a crew.

In the Art Palace at Kelvingrove, Glasgow, there is a watercolour

drawing (No. 2,018, by S. Bough) representing the departure of

this the first steamship for New York from Glasgow harbour, in

April, 1850. After making several very successful voyages, Tod and

M’Gregor sold her to Richardson Bros., of Belfast, who ran her in the

Liverpool and Philadelphia trade, and this vessel and the steamship

CITY OF MANCHESTER were the nucleus of what became afterwards the

well-known Inman line.

[Illustration: Paddle Steampacket PRINCESS ROYAL. M. Langlands &

Sons.]

In view of the high reputation the PRINCESS ROYAL had earned, it is

not surprising that she was selected for experimental purposes by a

Committee of the House of Commons (appointed in 1842) for the purpose

of inquiring into the conveyance of the mails between England and

Ireland. From the “Liverpool Mercury” of that date we learn that “The

fine new iron steamboat called PRINCESS ROYAL, at present on the

station between this port and Glasgow, started from Clarence Dock on

Sunday morning last (19th June) for Dublin. She arrived there in 9

hours 5 minutes, beating H.M. mail steampacket MEDUSA by 1 hour 45

minutes. On Monday morning she left Dublin for Holyhead, and arrived

there in 4 hours 45 minutes, returning to Dublin the same day in 4

hours 28 minutes. In the evening she started for Liverpool, which she

reached in 9 hours 35 minutes. The vessel had a head wind nearly all

the way.”

The PRINCESS had now established beyond dispute her claim to be one

of the fastest Channel steamers leaving the port. The ensuing winter

she proved herself to be also one of the best sea-boats. The terrible

gale of January 20th to 22nd, 1843, was one of the most severe

that ever visited these coasts. The MONA’S ISLE, from Liverpool

to Douglas, was 24 hours on the passage. At Cork the posts on the

quays were carried away. The PRINCESS was at sea during this storm,

and fully proved her excellent qualities as a sea-boat. She left

Greenock at 11-30 p.m. on Friday, and arrived at Liverpool at 5 p.m.

on Saturday without the slightest damage. This celebrated steamer was

replaced in 1856 by a second PRINCESS ROYAL, also a paddle steamer.

After running in the Liverpool and Glasgow service for about four

years, PRINCESS No. 2 was sold to the General Steam Navigation

Company, of London.

The third PRINCESS ROYAL, built in 1861, was a screw steamer, the

first screw owned by the Glasgow and Liverpool Royal Steampacket

Company. In 1861, civil war broke out in the United States. The

Federals (Northerners) established a strict blockade of all the

Southern ports on the Atlantic seaboard. A cotton famine ensued, and

fast steamers were in great demand for blockade running. Amongst

other Liverpool steamers purchased for this purpose was the new

PRINCESS. She was sold in 1862, and her new owners changed her

name. We are informed that she was captured on her first trip as a

Confederate blockade runner, and converted by her captors into a

Federal cruiser. Her immediate successor, the fourth PRINCESS ROYAL,

after running for a number of years between Liverpool and Glasgow,

was sold to a firm to trade in the West Indies. For the present the

Royal Steampacket Company is without a PRINCESS ROYAL, the fifth

steamer of that name having been sold in 1901 to foreign buyers.

The service is meantime maintained by the PRINCESS LOUISE, or other

steamer of the fleet.

About the year 1870, the Royal Company opened up a new steamship

service from Liverpool to the West Highlands, North of Scotland,

and east coast ports. Owing, in large measure, to the natural

attractions of the route, and the excellence of the accommodation and

cuisine provided on the steamers, this is every year becoming a more

popular and favourite trip. The first steamer employed on the West

Highland and east coast route was a small cargo steamer, but in a

very short time it was found necessary to place the PRINCESS ALICE,

a much larger steamer, carrying passengers as well as cargo, on the

route. The earlier vessels on this service were steamers of 300 to

400 tons, with limited accommodation for about 20 passengers, but

now the steamers employed have accommodation for 100 to 140 saloon

passengers, and an average cargo-carrying capacity of nearly 1,000

tons each. Some idea may be gained of the growth of the passenger and

cargo traffic, by comparing the earlier vessels with the new PRINCESS

MAUD, built in 1901. This steamer is of steel, and her dimensions

are:—Length, 256 feet 6 inches; breadth, 36 feet 6 inches; depth, 17

feet 1½ inches. Gross tonnage, 1,450 tons. The vessel is handsomely

fitted up for passengers, the large dining saloon being furnished in

solid oak, artistically carved. One hundred first-class passengers

can dine at one sitting, and there is sleeping accommodation in deck

rooms and state cabins for 140 passengers. The steamer is fitted

throughout with electric light, patent berths, sea-water baths,

ample lavatories, and every modern convenience that can contribute

to the comfort of passengers. The PRINCESS MAUD was placed on the

service early in 1902, and will no doubt enhance the reputation in

which this line is held by tourists. In addition to the bi-weekly

service between Liverpool and Aberdeen, Leith, and Dundee, the

Royal Steampacket Company run a regular service of steamers between

Aberdeen, Newcastle, Hull, and other east coast ports, and Bristol,

Cardiff, and Swansea, calling also at Southampton and Plymouth.

During the summer months this service embraces a fortnightly trip

round the United Kingdom with one of the larger passenger steamers,

and this has now become a favourite cruise for summer holiday

seekers, occupying as it does about twelve days.

When the Manchester Ship Canal was opened in 1894, the Royal Company

began at once to despatch their steamers from Manchester to Glasgow,

as well as to the west, north, and east coasts of Scotland. In

addition to having the management of the various services mentioned,

Messrs. Langlands have, for a great many years, been the agents

of Messrs. Alex. A. Laird and Co. as regards the steamers trading

between Liverpool, Larne, and Westport.

The agency of the company’s steamers at Glasgow, Liverpool,

Manchester, Leith, Dundee and Hull, is in the hands of Messrs.

M. Langlands and Sons, who have been closely identified with the

development of the company’s business, and are largely interested in

its success.

[Illustration: Decoration]

CHAPTER XIV.

Messrs. James Little & Co.

Towards the end of July, 1819, Messrs. James Little & Co., who had

commenced business seven years previously, despatched from Greenock,

on her maiden voyage to Liverpool, the first passenger steamer that

ever sailed from the Clyde to the Mersey. Her name was the ROBERT

BRUCE, and she was described in her advertisements as being “an

elegant new Steam Packet, having most excellent accommodation for

passengers.” As a matter of fact, she was a small wooden paddle

steamer, 98 feet long, or about twelve feet longer than the Cluthas

that ply up and down Glasgow Harbour, but with twice their beam.

She called at Portpatrick and Douglas (I. of M.) on her voyages

to and from the Clyde, and occupied about thirty hours on the run

from Greenock to Liverpool. The following letter from the Captain

(Patterson) to Messrs. Little, written on the 1st September, 1819,

indicates how different are the conditions under which passengers

travel by steamers at the present date and those which existed in the

early stages of steam navigation. Captain Patterson dated his letter

from Troon, and stated:—

“I have to inform you that we were taken with a heavy gale of wind

from the N.W. yesterday about two o’clock, just as we had got outside

the Cumbraes, with a heavy sea; about six o’clock the sea came more

to the westward, and, from the very heavy sea on our beam, we made so

much lee-way that we could not stand out-channel nor fetch Lamlash.

I, therefore thought it best to bear up for this port, and got in

safe last night with the loss of our bowsprit, but no other damage.

Our engines worked very well, only the wheels had little effect

owing to the heavy sea. It has continued to blow a gale all night,

and still looks very bad. The ship NEREUS got here an hour before us,

dismasted. I will get another bowsprit as soon as possible, and will

proceed when it moderates. The passengers were all sick, but are now

well.

“I am, &c.,

“JOHN PATTERSON.

“P.S.—The ROBERT BRUCE behaved under her sails, double reefed, as

well as any ship I was ever in.”

The rates of passage money were:—Cabin, 40s.; steerage, 21s. A second

steamer, the SUPERB, was placed on the station during the same

season, and in 1820 a larger steamer, the MAJESTIC, was added to the

service.

An interesting and valuable painting of the latter steamer in 1820

is in the possession of Messrs. Little & Co., at their office, 46,

Leadenhall Street, London.

A curious intimation appears in the Glasgow papers of the 19th

July, 1822, with reference to the same vessel. It appears that on a

recent trip the Duke of Athol and suite had embarked on board the

MAJESTIC at Greenock, for conveyance to Douglas (I. of M.), where his

Grace had a seat (Mona Castle). As well as being accompanied by the

members of his suite, His Grace had with him several carriages and a

quantity of luggage, all of which took some time to land. Some of the

Liverpool passengers complained of the detention of the steampacket

for this purpose, and, on the complaint being submitted to the

managers of the steamer, they not only expressed their regret for the

delay, but they also donated the amount of freight they received from

the Duke of Athol to the fund for the relief of the starving Irish.

A fourth steamer, the CITY OF GLASGOW, was added to the fleet on the

21st June, 1822. The ROBERT BRUCE having become too small for the

Greenock and Liverpool service was transferred to the Liverpool and

Douglas station, and the three larger steamers were appointed to

carry H.M. mails to and from Greenock and Liverpool. The wretched

condition of the destitute poor in Ireland was not the only charity

that appealed to the managers of these steamers. Finding that the

Committee of the Greenock Hospital and Infirmary were in urgent need

of funds, they placed the R.M.S. CITY OF GLASGOW at the Committee’s

disposal for one day, for the benefit of the Institution named. The

Committee of Management of the Hospital accordingly arranged a cruise

per that steamer around Ailsa Craig, on Saturday, 19th July, 1823,

tickets for which were 7s. 6d. each. The CITY OF GLASGOW continued

to trade between Greenock and Liverpool until 1831, when she was

purchased by the late David MacIver, who was then forming the City of

Glasgow Steam Packet Co. Although Messrs. Little’s connection with

Belfast is not of such long standing as with Liverpool, yet it is

approaching three-quarters of a century. In January, 1828, the new

steamer FROLIC began to trade between Glasgow, Greenock and Belfast.

She differed from the steamers of the Liverpool route in carrying

cargo as well as passengers. The previous year, Messrs. Little had

obtained the agency in Greenock of the Glasgow and Dublin Shipping

Company. The pioneer steamer of this line was the ERIN, which sailed

from the Clyde on her first voyage in March, 1827. A second steamer,

the SCOTIA, a vessel of 300 tons burden, was added to the service

in January, 1828. The steamer WATER WITCH, built for this trade by

Messrs. James Little & Co., and contracted for with Messrs. Denny &

Co., of Dumbarton, was the first screw steamer built on the Clyde.

In addition to their several channel steamers, Messrs. Little owned,

in 1850, the steamers DUNOON and HELENSBURGH. These two steamers

plied with passengers between Greenock and coast towns, connecting

with the Glasgow and Greenock Railway (now the Caledonian Railway),

and they were the first steamers on the Clyde to run in connection

with a Railway Company.

In 1872 this firm purchased from the owners of the Anchor Line

steamers the steamer DOM PEDRO, a screw steamer engaged in the

Glasgow and Peninsular service. The DOM PEDRO was the first

screw steamer with compound engines, built by the famous Clyde

shipbuilding firm, Randolph and Elder, now known as the Fairfield

Shipbuilding Co. Subsequently, Messrs. James Little & Co. owned a

fleet of steamers bearing Greek classical names, _e.g._, APOLLO,

ACHILLES, &c., and to be in accordance with these the name of the DOM

PEDRO was changed to the ARIADNE in the year 1875. She has now for

a number of years been running on the Barrow and Liverpool station.

In the year 1866, Messrs. Little ran the paddle steamer HERALD

between Glasgow and Campbeltown. The HERALD proved herself when on

the Campbeltown route to be one of the fastest, if not the fastest,

steamer on the Clyde. She was withdrawn the following summer (1867)

from the Glasgow and Campbeltown station, to open the Barrow and

Isle of Man trade. The latter traffic is now maintained during the

summer months by the magnificent steamers, MANX QUEEN, DUCHESS OF

DEVONSHIRE, or DUCHESS OF BUCCLEUCH. The MANX QUEEN is a large steel

paddle steamer, with a gross register tonnage of about 1,000 tons,

built and engined on the Clyde by Messrs. J. and G. Thompson. Her

principal dimensions are—length, 278 feet 9 inches; beam, 29 feet 7

inches; depth, 14 feet, and her speed is about 16 knots per hour.

The DUCHESS OF DEVONSHIRE is a steel twin-screw steamer, built and

engined in 1897 by the Naval Construction and Armaments Co., Barrow.

Her gross register tonnage is 1,265 tons; her length is 300 feet;

beam, 35 feet 1 inch; and depth, 15 feet 7 inches. Her engines are

capable of driving her considerably over 18 knots per hour, and she

is, therefore, one of the fastest steamers in the cross-channel trade.

The DUCHESS OF BUCCLEUCH is a steel paddle steamer, with a gross

register tonnage of 804 tons, built and engined in 1888 by the

Fairfield Shipbuilding and Engineering Co., Ltd., Glasgow. Her length

is 256 feet 1 inch; beam, 29 feet 1 inch; and depth 14 feet, and her

speed is about 18 knots per hour.

The route _via_ Barrow to Douglas gives the shortest sea passage from

England to the Isle of Man, the average passage being about three

hours. In consequence of this, and of the first-class accommodation

provided in these splendid steamers, the Barrow route is a favourite

one to the Island, and each year sees an increase in the number of

passengers carried.

Messrs. James Little & Co., in conjunction with the Midland and

Furness Railways, established, in 1867, a service of mail, passengers

and cargo steamers between Barrow and Belfast.

For the conduct of the business connected with this service, Messrs.

Little opened a branch office in Belfast, and, as they had also

started the Barrow to Douglas trade that same year, they opened an

office in Barrow. The first steamers employed on the Barrow and

Belfast station were the paddle-steamers ROE, TALBOT, and SHELBURNE.

In 1870 a larger and faster paddle-steamer, the ANTRIM, was added to

the fleet.

The service is now maintained by the swift and powerful Royal Mail

Steamships CITY OF BELFAST, DUCHESS OF DEVONSHIRE, MANX QUEEN or

LONDONDERRY. The DUCHESS OF DEVONSHIRE has already been briefly

described. Her sister vessel in the service, the CITY OF BELFAST, is

slightly smaller. Her gross register tonnage is 1,055 tons.

These powerful steamers leave Belfast every evening at 8-30, Irish

time, and arrive in Barrow about 6 o’clock on the following morning,

in time to connect with the early morning Midland trains to all parts

of England and Scotland. The steamers leave Barrow daily (Sundays

excepted) on arrival of the through trains from London, Bristol,

Leeds, &c., that is about 8-30 p.m., and arrive in Belfast about 5-30

the following morning (Irish time).

In 1873 Messrs. Little opened a branch office in Glasgow, and in

1883 one in Liverpool. In addition to the mail and other steamship

services on the West Coast of Britain, Messrs. James Little & Co.

have a regular service of steamers from London to Terneuzen, in

Holland, and for the efficient working of this service they, in

conjunction with Mr. J. W. Johnston, opened an office in London

in 1886, the name and address of the London firm being Little &

Johnston, 46, Leadenhall Street, who also have a sub-office in

Terneuzen.

They have also several ocean steamers, not built for any special

trade, but of large carrying capacity, under the management of their

Glasgow house.

The fleet of this firm at the present date (1903) consists of

fourteen full-powered steamships, having a gross registered tonnage

of 25,279 tons, and named as follows:—

ANN WEBSTER 792 tons gross.

ARIADNE 292 ”

BORDERER 2983 ”

BORDER KNIGHT 3730 ”

CITY OF BELFAST 1055 ”

DUCHESS OF DEVONSHIRE 1265 ”

DUCHESS OF BUCCLEUCH 804 ”

HALLING 777 ”

HERMISTON 4383 ”

INDIANAPOLIS 2464 ”

LONDONDERRY 736 ”

MANX QUEEN 989 ”

RIVERDALE 4206 ”

RIVER LAGAN 803 ”

———

25,279

[Illustration: DUCHESS OF BUCCLEUCH. James Little & Co.]

[Illustration: R.M.S. CLAYMORE. David MacBrayne.]

CHAPTER XV.

MR. DAVID MACBRAYNE’S WEST HIGHLAND STEAMERS.

In the early part of last century Messrs. Thomson and MacConnell,

of Glasgow, held a large financial interest in several of the

steampackets then plying on the River and Firth of Clyde. One of the

earliest of these steamers in which they were interested was the

BRITANNIA, built about two years after Bell’s COMET. The citizens of

Glasgow were quick to avail themselves of the advantages of steam

navigation: thus, while in 1812 the limit of steam navigation was

Dunoon, in 1815 it was extended to Inverary, and in 1822 Fortwilliam,

Tobermory and Skye were included in the ports of call of the

steampacket HIGHLANDER.

Passengers were also carried by the same steamer to the Island of

Staffa, the fare for the return passage being £3 3s.

Steam communication between Glasgow and Inverness _via_ the Crinan

and Caledonian Canals was established in the spring of 1824, the

pioneer vessel being a small steamer named the BEN NEVIS.

About 1830 Messrs. J. Martin and J. & G. Burns advertised the

steamers INVERNESS, ROB ROY and HELEN MCGREGOR to sail regularly

between the Clyde and Inverness, Skye and Stornoway. The HELEN

MCGREGOR was described as having “a splendid cabin, panelled with

landscapes descriptive of the scenery through which she passes.”

She had upwards of 30 sleeping berths for cabin passengers, and an

excellent steerage.

In 1841 the SHANDON, described as “an elegant vessel,” was placed,

by the same firm, on the route now taken by the R.M.S. COLUMBA. Her

passengers were carried through the Crinan Canal on track boats drawn

by horses ridden by postillions in brilliant scarlet uniforms, and at

Crinan were transferred to the steampacket BRENDA, which conveyed

them to Oban. The latter steamer belonged to Messrs. Thomson and

MacConnell, as did also the TOWARD CASTLE, MORVEN and STAFFA, and

later (1846) the EDINBURGH CASTLE and MAID OF ISLAY. The two firms

had been engaged in friendly competition both on the Glasgow and

Liverpool trade and the Glasgow and West Highland service from the

year 1831, but in 1841 an arrangement was arrived at, by which the

West Highland traffic was managed conjointly.

Her late Majesty Queen Victoria visited the Highlands in 1847, and in

“Leaves from the Journal of Our Life in the Highlands,” Her Majesty

wrote:—

“The light on the hills was beautiful as we steamed down Loch

Fyne. At five we reached Lochgilp, and all landed at Lochgilphead

(Ardrishaig). We and our people drove through the village to the

Crinan Canal, where we entered a most magnificently decorated

barge, drawn by three horses ridden by postillions in scarlet. We

glided along very smoothly, and the views of the hills—the range of

Cruachan—were very fine indeed.”

To meet the requirements of an ever-increasing traffic, the elegant

saloon steamer LINNET was built, which is capable of comfortably

accommodating double the number of passengers that the old track boat

could.

The Messrs. Burns, who prior to that date had controlled a large

portion of the River Clyde and West Highland traffic, in 1851 decided

to confine their energies to “deep sea” steamers, and accordingly

sold off their smaller craft, and Messrs. Thomson and MacConnell

parted with their steamers of the same type. These vessels were

acquired, and the West Highland trade taken over, by Messrs. David

Hutcheson & Co. (the company including Mr. David MacBrayne, the head

of the present firm), whose address at that date was 14, Jamaica

Street, Glasgow.

Messrs. Hutcheson had, previous to the purchase of the steamers

referred to, five steampackets named CYGNET, LAPWING, DUNTROON

CASTLE, PIONEER and DOLPHIN, so that in 1851 they controlled a

fleet of about a dozen steamers. These steamers maintained a

bi-weekly service (in addition to other sailings) between Glasgow

and Inverness, sailing from Glasgow every Monday and Thursday, a

service which has been maintained uninterruptedly for upwards of half

a century. The CYGNET and LAPWING were built with their paddle boxes

flush with their hulls, to enable them to pass through the Crinan

Canal.

Two new steamers, the CHEVALIER and MOUNTAINEER, were added to the

fleet in 1854. The following year (1855) the CLANSMAN was built for

the firm. The same year the IONA (the first of the name) was built,

and maintained her reputation as a “crack” Clyde steamer until 1863,

when she was purchased by an agent of the Confederate States, to run

the blockade during the American War. She, however, never crossed the

Atlantic, being sunk, as the result of a collision, before she got

clear of the upper firth.

She was promptly replaced by IONA (second of the name), launched the

same year, which, after running for one season only, was also sold to

run the blockade, but is supposed to have been lost with all hands

off Lundy Island. The second IONA differed from her predecessors in

having a saloon on deck.

Prior to her starting on her Atlantic voyage, this saloon was removed

and placed on IONA the third. This steamer for many years bore the

reputation of being the swiftest, as well as the most luxuriously

appointed, steamer on the Firth of Clyde. The engines, which work

with almost incredible smoothness, are of 1,625 horse-power, and are

capable of propelling her at the rate of 18 knots per hour.

In connection with this vessel, the writer remembers a very amusing

incident. Many years ago he was travelling by steamer from Liverpool

to Glasgow, and in conversation a fellow-passenger stated that he had

in the early part of the same summer sailed in the famous IONA from

Glasgow to Ardrishaig.

“What do you think of the Kyles of Bute?” I asked.

“The Kyles of Bute,” he replied; “I never saw them.”

The subject was dropped, until a little later he again spoke of his

trip to Ardrishaig.

“And what do you think of the Kyles of Bute?” I again queried.

“The Kyles of Bute; you asked me that before. I never saw them.”

“But you say you sailed to Ardrishaig in the IONA?”

“Yes.”

“Then you must have seen the Kyles—you could not possibly have gone

to Ardrishaig without seeing them.”

He seemed astonished, but after a moment’s thought a bright idea

struck him, and he exclaimed—

“Ah! yes, I remember now, I saw a red board with gilt letters ‘Kyles

of Bute’ on it; but I didn’t go ashore—I never saw them.”

Fortunately all men are not so unobservant; and so we find tourists

from Great Britain and Ireland; from Canada and the United States;

from South Africa and the Antipodes, journeying to enjoy not alone

the beauties of the Kyles of Bute, but also the grand and beautiful

scenery of the Western Highlands, now so easy of access by the

splendid steamers of the MacBrayne fleet.

In 1862 was built the first of the trio of handsome screw steamers

which sail regularly round the Mull of Cantyre to Stornoway and

the far North. She is named the CLYDESDALE. A larger steamer, the

CLANSMAN (second of the name), was built in 1870, and one still

larger, the CLAYMORE, in 1881.

Mr. David Hutcheson retired in 1876, leaving his partner, Mr. David

MacBrayne, sole control of the business, which has since grown

steadily, necessitating from time to time the addition of new

steamers.