In 1878 the Royal Mail steamer COLUMBA was built by Messrs. J. &

G. Thomson (now John Brown & Co.), of Clydebank, who were also the

builders of the IONA. She is the largest passenger steamer on the

Firth of Clyde, and few, if any, cross-channel steamers exceed her

in length. According to the official description of her, she is 316

feet in length, 50 feet in breadth (inclusive of paddle boxes), and

9 feet in depth. She is built entirely of steel, and is fitted with

two oscillating engines of 220 nominal horse-power, but capable of

working up to 3,000 indicated horse-power.

Two years previously the R.M.S. COLUMBA was refitted by Messrs.

Hutson & Sons, Limited, with two large tubulous boilers of the

haystack type, made entirely of steel, and with twelve furnaces. When

working at full pressure, she attains a speed of 22 miles per hour,

and she is certified to carry over 2,000 passengers. The COLUMBA is

steered by a steam steering engine, has the novelty of a set of steam

bits at bow and stern by which the vessel is warped into piers, and

has all the modern improvements introduced on board.

The upper saloon is very luxuriously fitted up, and in the interior

are reading table, writing desk and lounges. The large square windows

are carried round the sides and stern, affording a fine view of the

scenery through which the steamer passes.

The breakfast and dining saloon, which is 8 feet high and well

ventilated, has a series of separate circular tables, and meals are

served at any time. The dining saloon (forward) for steerage or

fore-cabin passengers is light and airy.

The ladies’ and gentlemen’s cabins are elegantly fitted up with the

usual hand-basins and other conveniences.

There is a shampooing and hairdressing establishment, with a supply

of every toilet requisite; a splendid bathroom, affording passengers

who have travelled during the night the luxury of a salt-water bath,

and a cloak room where they can leave hand-bags and other small

articles. There are in addition a book stall and a fruit stall for

cabin passengers, and for steerage passengers, a ladies’ cabin

forward and several stalls (fruit stalls, &c.) are provided.

The only floating post office in the kingdom is to be found on board

the COLUMBA, and in it is transacted a larger amount of business than

is transacted in many a provincial town. In it letters, telegrams

and parcels are received, stamped, sorted and distributed at every

calling place, for transmission to all parts, and it is of immense

convenience to tourists and the inhabitants along the route. Upwards

of 100,000 letters pass through this office in a month, of which a

large proportion are local letters passing between the coast towns

and villages at which the steamer calls. Over 450 telegrams were

handed in, and upward of £70 received for postage and telegraph

stamps in one month. The most sanguine expectations of the

Post Office Department being more than realised, has induced the

Postmaster-General to add to the staff. Three post office officials

travel with the COLUMBA. Postal orders can be purchased, and those

issued at other offices in the kingdom cashed on board this steamer.

[Illustration: R.M.S. COLUMBA. David MacBrayne.]

In 1902 Mr. David MacBrayne assumed as partners his two sons,

Mr. David Hope, and Mr. Laurence MacBrayne, the name of the firm

remaining unchanged.

Messrs. MacBrayne’s steamers navigate every sound and loch between

Port Ellen in the Island of Islay, off the South-west coast of

Scotland, and Thurso in the extreme North, and visit almost every

island between those two points.

The new steamer LAPWING, built in the early part of the year 1903,

proved very successful, and the firm have in course of construction

another fine steamer, which is expected to be ready for the service

early next year (1904). The fleet at present consists of thirty-one

screw and paddle steamships, named as follows:—

Horse Speed.

Power. Knots.

COLUMBA 3000 19

IONA 1625 18

FUSILIER 900 15

GRENADIER 1050 16

CHEVALIER 1200 16

GONDOLIER 600 12

CARABINIER 400 12

MOUNTAINEER 500 15

GAEL 1500 16

GLENGARRY 350 12

GLENCOE 700 12

GAIRLOCHY 500 12

LOVEDALE 1200 14

LOCHAWE 95 12

LOCHNESS 420 12

CLAYMORE 1450 15

CLANSMAN 1250 14

CLYDESDALE 1000 13

CAVALIER 1200 12

FLOWERDALE 1200 13

GLENDALE 1400 15

STAFFA 350 12

HANDA 250 11

ETHEL 375 11

FINGAL 325 11

LOCHIEL 410 12

LINNET 45 10

MABEL 35 10

TEXA 250 10

COUNTESS 95 8

LAPWING 500 12

CHAPTER XVI.

MESSRS. DAVID MACIVER & CO.

The firm of Messrs. David MacIver & Co. was originally founded by the

late Mr. David MacIver and his brother Charles, in 1835. Mr. David

MacIver had some four years prior to this date formed a steamship

company to trade between Liverpool and Glasgow, which he called

the City of Glasgow Steampacket Co. The pioneer steamer was named

the CITY OF GLASGOW, and sailed on her first voyage from Liverpool

on the 25th April, 1831. Three other steamers were quickly added

to the fleet, viz., the SOLWAY, VULCAN and JOHN WOOD, the latter

steamer being named after a celebrated shipbuilder of Port Glasgow.

In 1835 the CITY OF GLASGOW (second) was added to the fleet, and the

same year Mr. Charles MacIver joined his brother, and the style of

the firm was altered to Messrs. David MacIver & Co., from that of

the City of Glasgow Steampacket Co. On the 1st of June, 1837, the

celebrated steamer COMMODORE was launched by Mr. John Wood, and made

her first voyage, sailing from the Prince’s Pierhead, Liverpool, on

the 6th March, 1838. The COMMODORE was at that time considered to be

the most powerful, most comfortable, and fastest sea-going steamer

afloat. The sister ship of this splendid steamer, the ADMIRAL, was

launched in the beginning of the year 1840, and proved a faster

vessel than her consort. On her trial trip on the 2nd April, 1840,

with a full deadweight cargo, she ran 16 miles in 56½ minutes, being

five minutes less time than it was ever done by any other steamer.

In 1840 a Mail Steamship Service between Liverpool, Canada and the

United States was established, the respective agents being Mr.

Samuel Cunard, Halifax; Messrs. J. & G. Burns, Glasgow; and Messrs.

David and Charles MacIver, Liverpool, the latter being the practical

managers of the company. This service, which afterwards acquired a

worldwide reputation as the “Cunard Line,” was modestly inaugurated

by the despatch of the Liverpool and Glasgow steamer UNICORN (Captain

Douglas), which sailed from Liverpool for Halifax and Boston on

Saturday morning, 16th May, 1840. After she completed her outward

voyage, she continued to ply between Pictou and Quebec, in connection

with the British and North American Royal Mail Steamers.

In 1850 was instituted the steamship service between Liverpool and

Havre, the pioneer steamer being the COMMODORE, the well-known and

favourite Liverpool and Glasgow steampacket. The coasting services

were then carried on in the name of Charles MacIver & Co. About the

same date, steamship services to the Mediterranean were begun. The

Havre and the Mediterranean business was conducted in the name of

Burns and MacIver.

The elder of the two brothers (the founders of the “MacIver”

steamship business), Mr. David MacIver, died unmarried in 1845. His

brother, the late Mr. Charles MacIver, of Calderstones, then became

the head of the firm, which position he held until his decease in

1885. In 1863 Mr. Charles MacIver admitted his eldest son, Mr. David

MacIver, the present M.P. for the Kirkdale Division of Liverpool,

into partnership. Mr. David MacIver remained a partner in the firms

of D. & C. MacIver, Charles MacIver & Co. and Burns & MacIver for

eleven years, when he retired from all three firms, and established

an entirely separate steamship business, resuscitating the old title

of David MacIver & Co. The first steamer built under the new regime

was the TUSCANY. She was built in 1876 by Messrs. J. & G. Thomson,

Glasgow, and engined by the same eminent firm. After running in

Messrs. David MacIver & Co.’s service for a number of years, she was

purchased by Portuguese owners, and she is believed to have again

changed owners and to be now sailing under the Spanish flag as the

MARGARITA.

The SICILY, the second steamer of the fleet, was built and engined by

Messrs. Laird, Birkenhead, in 1876, and was sold to the Cullum Steam

Shipping Co., of London.

The following year (1877) the THESSALY and BARBARY were built for

the firm by the builders of the SICILY. The latter steamer was sold,

first to Messrs. Booth & Co., who changed her name to the CLEMENT,

and subsequently to the Cia de Cabotagem do Grão Para, by whom she

was named the MARAJO, and placed under the Brazilian flag.

After an interval of five years, the ALBANY was contracted for,

also with the Messrs. Laird, of Birkenhead. Mr. David MacIver’s

connection with Birkenhead is one of very long standing, and he has

always laboured to promote its welfare and prosperity. In recognition

of his services, he was the elected representative of the Borough

from 1874 to 1885. The ALBANY was considerably larger than any of

her predecessors, her principal dimensions being—Length 300 feet 7

inches, breadth 39 feet 2 inches, and depth 26 feet 4 inches; with a

deadweight capacity of about 3,500 tons. She was purchased by Messrs.

T. W. Lunn & Co., of Newcastle-on-Tyne, by whom she was re-named the

WILLOWDENE.

A reference to the list of steamers built for Messrs. David MacIver

& Co. will show the distinguishing characteristic of the names to

be the terminal letter Y. An amusing incident occurred in this

connection during the building of the steamer ALBANY. A firm of north

country shipowners, whose steamers were named after British dukes

(omitting the prefix “Duke of”), had selected “ALBANY” for a vessel

then under construction, and they made the cool request to Messrs.

David MacIver & Co. to change the name of their steamer. It is

needless to say they were unable to comply with this request.

For the first few years, the steamers named were not employed in any

regular trade, though originally designed for the Mediterranean—hence

the names TUSCANY, SICILY, BARBARY, THESSALY, &c.—but traded, as

inducement offered, to the Mediterranean, the Danube, the Black Sea,

and elsewhere. They have formed part of the Anchor Line to Bombay,

and of the Hall Line to the same port; and they have operated in the

North Atlantic in the service of Messrs. Richardson, Spence and Co.,

between Liverpool and Philadelphia.

In 1883 Messrs. David MacIver & Co. despatched their first steamer

to the River Plate, and two years later they established a regular

service between Liverpool and Buenos Ayres, Montevideo and Rosario.

In 1893, Mr. Charles Livingston, who had been associated with Mr.

MacIver for two years previously, became a partner in the firm.

Mr. Livingston takes a very active part in the management of the

steamers, and he has devoted himself with great energy and success

to the development of the River Plate trade with Great Britain. The

five steamers named having become too small for the requirements of

the service in which they were engaged, were disposed of, as stated,

to various buyers and replaced by modern steamers of greater capacity

and higher speed. These later steamers have all been designed

specially for the River Plate trade, and although large carriers, are

of remarkably light draught, thus enabling them to ascend to Rosario,

without putting consignees and shippers to the risk and expense of

transhipping cargo.

In 1894 contracts were placed with Sir Raylton Dixon & Co.,

Middlesbrough, for three steamers of exactly similar dimensions and

engine power. The first of these was the SAXONY, launched December,

1894. She is a steel screw steamer of 3,500 tons deadweight, and

fitted with triple-expansion engines (constructed by Blair & Co.,

Ltd., Stockton) working up to about 1,500 horse-power effective. The

following month (January, 1895) her sister ship, the NORMANDY, was

delivered, and February of the same year witnessed the completion of

the third vessel, the LOMBARDY.

The steamer which succeeded these was 1,000 tons larger. She is named

the BRITTANY, and was built in 1898 by Messrs. Richardson, Duck &

Co., Stockton. She is a steel screw steamer, 330 feet long, by 43

feet beam and 16 feet 6 inches depth, with a deadweight carrying

capacity of 4,500 tons. She is, like all her sister ships, propelled

by triple-expansion engines constructed by Blair & Co., Ltd.,

Stockton.

The opening of the 20th century was marked by a further and an

important advance in the carrying capacity of the firm’s steamers.

Contracts were placed with Messrs. Richardson, Duck & Co. for three

steamers, two of which are each of about 6,500 tons, and the third

of about 5,500 tons deadweight. The first of the trio, the BARBARY

(second of that name) was delivered in May, 1901, and the TARTARY

in July following. Both these vessels are practically identical as

regards size and power. They are each 370 feet long, with a beam of

48 feet 1 inch, and a depth of 19 feet and a half. Their engines

(triple-expansion) develop 3,000 horse-power. In November of the

same year the BURGUNDY, a vessel of somewhat smaller dimensions, was

completed.

The fleet of Messrs. David MacIver & Co.’s line to the River Plate at

present consists of seven full-powered steamers, but before the close

of the present year an eighth steamer, the ARABY, now in course of

construction, and of about the same dimensions as the BURGUNDY, will

be placed on the service. Formerly the steamers were each registered

as a single ship company, but in 1900 they were all incorporated in

David MacIver, Sons and Co., Ltd.

The Directors of the Limited Company are David MacIver, Esq., M.P.,

his son Charles MacIver, Esq., and Charles Livingston, Esq. The

steamers of Messrs. David MacIver and Co.’s line are deservedly

popular with shippers and consignees in the River Plate trade, who

are able to depend upon them for regularity of service and careful

handling of their goods, and with underwriters for their freedom from

serious accidents. All the steamers are comparatively new, and are

fitted with the most modern and perfect appliances for the rapid and

effective loading and discharging of general cargo.

Special attention has been given by the Company to the transit of

cattle to and from the River Plate, and each of the steamers is

fitted with permanent fittings for the conveyance of live stock. The

headquarters of Messrs. David MacIver and Co.’s line are, and have

always been situated in Liverpool, from which port it maintains a

regular fortnightly service to and from Buenos Ayres, Montevideo and

Rosario, throughout the year.

CHAPTER XVII.

MACIVER’S LIVERPOOL AND GLASGOW STEAMERS.

In the autumn of 1826 the New Clyde Shipping Company advertised

that their steampacket ENTERPRISE (Captain M’Farlane) would sail

weekly between Liverpool and Glasgow. She was a very small steamer,

being only 210 tons burthen, and the owners announced that, in

consequence of her light draft, she would proceed direct to Glasgow,

and not transfer her passengers to river steamers at Greenock, as

the larger steamers had to do. The first agents of the company were

Messrs. M’Nair and Brebner, 33, Water Street, but in January, 1829,

the agency was transferred to Mr. David MacIver, 18, Water Street.

A few months later the Glasgow and Liverpool Shipping Company was

formed, and in 1831 that company acquired the Mersey and Clyde Steam

Navigation Company’s steampackets HENRY BELL, JAMES WATT, and WM.

HUSKISSON, as well as the ENTERPRISE. The New Clyde Shipping Company

having ceased operations, Mr. MacIver formed a new steamship line of

his own, which he called the City of Glasgow Steampacket Company. The

pioneer steamer was named the CITY OF GLASGOW and sailed on her first

voyage from Liverpool on the 25th April, 1831. Three other steamers

were quickly added to the fleet, viz., the SOLWAY, VULCAN, and JOHN

WOOD, the latter steamer being named after a celebrated shipbuilder

at Port Glasgow. In 1835 the CITY OF GLASGOW (second) was put on the

station, and the sailings were increased to three per week from each

port. Mr. Charles MacIver joined his brother this year, and the style

of the firm was changed to D. MacIver & Co.

In 1837 the celebrated steamship COMMODORE was built, followed in

1840 by her equally famous sister ship, ADMIRAL.

All the steamers engaged in the Liverpool and Glasgow trade prior to

1839 were built of wood, but in that year a new steamship company

entered into competition with the existing companies, and placed the

ROYAL SOVEREIGN, an iron steamer, on the station., The immediate

result was a heavy drop in passenger and freight rates. Steerage

passengers were carried for 1s. each, and boxes and bale goods for

1d. per foot measurement. The following year (1840) a mail steamship

service between Liverpool, Canada, and U.S.A. was established, the

respective agents of the company being D. and C. MacIver, Liverpool;

J. and G. Burns, Glasgow; and Samuel Cunard, Halifax. This service,

which afterwards acquired a world-wide reputation as the “Cunard

line,” was modestly inaugurated by the despatch of the Liverpool and

Glasgow steampacket UNICORN (Captain Douglas). This vessel (the real

pioneer of the Cunard line) sailed from Liverpool for Halifax and

Boston on Saturday morning, 16th May, 1840. After she completed her

outward voyage, she continued to ply between Pictou and Quebec in

connection between the British and N.A. Royal mail steamers. Although

there were three perfectly distinct steamship companies trading

between Liverpool and Glasgow, yet so friendly were the respective

owners towards each other that in 1846 they issued a joint sailing

bill, which included the whole of the sailings for all the companies.

This arrangement continued unchanged for seven years (1853), at the

end of which period the PRINCESS ROYAL was advertised separately.

At this date the quickest, cheapest (although the fares were double

what they now are), and most comfortable mode of travelling between

Liverpool and Glasgow was by steamer. The steamers were large, swift,

and luxuriously furnished, and so numerous were the passengers that

the joint companies maintained a daily service. From the year 1853

the two services, the MacIver and the Burns, were amalgamated, the

joint line being represented in Liverpool by Chas. MacIver & Co., and

in Glasgow by G. and J. Burns. In 1850 Messrs. Chas. MacIver & Co.

instituted the steamship service between Liverpool and Havre, the

pioneer steamer being the COMMODORE, the well-known Liverpool and

Glasgow steampacket. About the same date the steamship services to

the Mediterranean were begun by Messrs. MacIver, under the style of

Messrs. Burns and MacIver. Until the year 1853 no distinctive class

of name had been adopted for the coasting steamers of the MacIver

line, but in that year the ELK and STAG were built, followed by the

LYNX and STORK. These were the last of the paddle-steamers built

to run between Liverpool and Glasgow. In 1855 the owners decided

to place screw-steamers on this station, and accordingly built the

screw-steamers OTTER, BEAVER, and ZEBRA. The ZEBRA was a large and

powerful vessel, and was amongst the earliest of the steamers taken

up by Government for transport duty during the Crimean war. All the

succeeding steamers have been of the same type, and have been named

after animals or birds. The joint service remained in force for

nearly half a century, until (in 1895) Messrs. G. and J. Burns opened

an office in Liverpool, and placed the steamers MASTIFF, POINTER

and SPANIEL on the station. The elder of the two brothers (the

founders of the “MacIver” steamship business), Mr. David MacIver,

died unmarried in 1845. His brother, the late Mr. Charles MacIver,

of Calderstone, then became the head of the firm, which position he

held until his death in 1885. The long connection of the “MacIvers”

with the Cunard Company was terminated in 1883, and they retired from

the management. Messrs. Charles and Henry MacIver (the younger sons

of the late Mr. Charles MacIver) retain the old styles of D. and C.

MacIver (for their foreign trades) and Chas. MacIver & Co. for the

steamers trading between Liverpool and Glasgow.

[Illustration: Sailboat]

CHAPTER XVIII.

SLIGO STEAM NAVIGATION CO., LTD.

During the first half of the last century Messrs. Middleton and

Pollexfen, of Sligo, owned a large fleet of sailing vessels. Some of

these vessels were barques which traded to foreign ports, but others

were swift, staunch schooners which traded regularly between Sligo

and Liverpool, and Sligo and Bristol Channel and Glasgow. But the

schooners laboured under one serious disadvantage—the uncertainty

of the duration of the passage. With favourable weather it might be

accomplished in a few days, but with adverse gales or fogs it might

occupy as many weeks. It is self-evident that, in competition with

steamers, schooners have no chance of success, so in 1856 Messrs.

Middleton and Pollexfen decided to employ steam in their Sligo and

Liverpool trade, and for this purpose built a small steamer, which

they named the SLIGO. The following year (1857) they put the SLIGO

on the Sligo and Glasgow station in opposition to Messrs. Cameron

and Co. Five years later (1862) a company was formed with the title

of the Sligo Steam Navigation Company, Limited, which took over the

steamship business of Messrs. Middleton and Pollexfen, and which has

continued to flourish, financially and otherwise. The company in

1865 built a larger steamer than the SLIGO, and named her LIVERPOOL.

The opposition in the Sligo services began under the _regime_ of

Messrs. Middleton and Pollexfen, continued for some years after the

formation of the Sligo Steam Navigation Company, but was finally

settled amicably. Messrs. Alexander A. Laird and Co. (successors to

Messrs. Cameron and Co.) retired from the Sligo and Liverpool trade,

and the Sligo Company withdrew from the Glasgow trade, purchasing

the GARLAND, which they renamed the GLASGOW. Having disposed of the

SLIGO, the company purchased a swift Clyde-built cargo and passenger

steamer, to which they transferred the name. The LIVERPOOL was sold

in 1892 to Preston buyers, but has been for several years, and is

now, employed by the Cunard Company to maintain their Liverpool

and Havre service. The same year the largest steamer yet built by

the company was placed on the Liverpool and Sligo station. The

new vessel (the LIVERPOOL) was constructed by Messrs. John Jones

and Sons, of Liverpool, and was built to the specifications and

under the supervision of Mr. H. H. West, the naval architect for

the Sligo Steam Navigation Company. She is a smart-looking boat of

the following dimensions:—Length between perpendiculars, 206 feet;

breadth, moulded, 29 feet; and depth, 15 feet 3½ inches. Her gross

register is 700 tons, and net 332 tons. The carriage of cattle being

a very important feature of the trade, careful consideration has been

given to the cattle fittings. Being a larger vessel than any of her

predecessors, increased accommodation is also provided for saloon and

deck passengers, as the trade is increasing in this direction very

considerably. The saloon and cabins are fitted up in a substantial

and comfortable manner. The engines (triple expansion), also

constructed by Messrs. Jones and Sons, are of 1,000 indicated h.p.

On her trial trip the LIVERPOOL attained a speed of 13 knots, being

a knot in excess of contract speed. The ship is lighted throughout

by electricity. The loading berth for the company’s steamers was,

originally, in the Trafalgar Dock, but is now on the east side of

the Clarence Basin, a berth they have occupied since about 1867.

The company despatches the LIVERPOOL or SLIGO once a week between

the two ports, sailing from Liverpool every Tuesday, and from Sligo

every Saturday. In addition to this, its main service, the company

has a Government contract, on which the steamer TARTAR is employed.

This steamer sails twice a week in winter, and three times per

week in summer, from Sligo to Belmullet, calling at Rosses Point,

Ballycastle, and Belderrig, to land and embark passengers. It is a

favourite tourist route in summer, affording a splendid view of the

wild coast scenery of the West of Ireland. The distance run is about

70 miles, and the time occupied about six hours. The steamers of

the Sligo Steam Navigation Company, sailing between Liverpool and

Sligo, are exposed to all the force and fury of the Atlantic gales,

as they steam along the north and north-west coasts of Ireland. It

is, therefore, an eloquent testimonial to the strength of their

construction, as well as to the ability with which they are managed,

and navigated, that they sail with unfailing regularity in winter as

in summer, and with a most gratifying freedom from accidents.

[Illustration: Sunset]

CHAPTER XIX.

WATERFORD STEAMSHIP COMPANY.

Early in the year 1836 several Waterford merchants determined to

run steamers between Waterford and Liverpool in opposition to the

steamers owned by the Messrs. Pope, of the former port. Accordingly,

on the 11th January, 1837, there was launched from Mr. John Laird’s

yard, Birkenhead, the DUNCANNON, a small iron paddle-steamer of

200 tons burthen, to the order of the Waterford Commercial Steam

Navigation Company, represented in Liverpool by Archer, Daly & Co.,

of 2, Cook Street. Three years later (1840) a second steamer, the WM.

PENN, was added to the service. The new company was so successful in

its venture that in a short time the Messrs. Pope either abandoned

the trade, or were absorbed by their rivals, who thereupon appear

to have adopted the title of the Waterford Steamship Company. There

had been for years keen rivalry between the St. George Steampacket

Company and the City of Dublin Steampacket Company, and when the

business of the former was transferred to the Cork Steamship

Company, the directors of the City of Dublin Company were by no

means favourably disposed to the new management. This unfriendly

feeling was extended to the Waterford Steamship Company, because

Mr. Joseph Malcomson (chairman of the latter company) was offered,

and accepted, a seat on the board of the Cork Steamship Company,

and his firm (Messrs. Malcomson Brothers) invested largely in the

Cork Company’s shares. The following year the Waterford and Kilkenny

Railway was opened from Waterford to Thomastown. The directors asked

the Waterford Steamship Company to change their loading berth from

the south side of the River Suir to the north side, adjacent to

the railway company’s terminus. This the steamship company refused

to do. In consequence of this refusal, the Waterford and Kilkenny

Railway Company induced the City of Dublin Company to put on steamers

between Waterford and Liverpool. But, as the City of Dublin Company

had no steamers of their own available, they chartered steamers

from the British and Irish Steampacket Company, which they placed

on the Liverpool and Waterford station. Meantime, the Waterford

Steamship Company had not been idle. The late Liverpool agent of the

company (Mr. George K. Payne) was detailed to organise an opposition

to the railway company, with emphatic instructions not to permit

a single passenger to be carried by the railway company between

Waterford and Thomastown, or _vice versa_. The distance was only

twelve miles, and an efficient car service was at once established

between the two towns. Not only was the service an efficient one,

but, rather than permit passengers to travel by the railway company,

the drivers of the cars would take them for nothing. Of course,

there were not wanting those who prophesied that the Waterford

Company and the Messrs. Malcomson (who had acquired the whole of

the steamship company’s shares) would be ruined by the opposition.

Malcomson Brothers, however, referred inquirers as to their stability

to Messrs. Overend, Gurney & Co., then at the zenith of their power,

whose reply was:—“We guarantee Messrs. Malcomson Brothers to the

extent of two million pounds sterling.”

[Illustration: CLODAGH S.S. (new 1903). Waterford Steamship Co., Ltd.]

Equally fierce was the opposition in the cross-channel service.

Passengers were frequently carried without charge between Liverpool

and Waterford, as well as between Liverpool and Dublin. A story

is told of a passenger going into the Dublin Company’s office in

Waterford, and asking what the cabin fare was to Liverpool. He was

told he would be taken for nothing, to which he replied, “That is

not good enough; you must feed me as well.” A similar tradition

exists with regard to the Liverpool and Dublin service, namely, that

when one of the rival companies advertised its willingness to carry

passengers for nothing, and to give them a loaf of bread, the other

company capped the offer by the addition of a bottle of Guinness’

stout. Not content with carrying the war into the enemy’s country by

running horsecars between Waterford and Thomastown, the Waterford

Steamship Company placed their steamer LION on the Liverpool and

Dublin station, and chartered a steamer from the Cork Steamship

Company to run in opposition to the British and Irish Company between

Dublin and London. Thereupon, the British and Irish Company chartered

a steamer from Langtry’s Belfast Steamship Company to run between

Liverpool and Cork, and the Cork Company, as a counter move, placed

their steamer MINERVA on the Liverpool and Belfast station. The

opposition was maintained with unabated fierceness for about three

years, at the end of which time the City of Dublin Company and the

Waterford Company arrived at an amicable settlement, each company

agreeing to cease opposing the other. The Belfast Steamship Company

and the British and Irish Company having now to bear the brunt of the

opposition, without the support of the City of Dublin Company, deemed

it wise to make the best terms they could with their opponents.

Accordingly, the Belfast Company divided the Liverpool and Belfast

trade with the Cork Company, and the British and Irish Steampacket

Company shared their London and Dublin trade with the Waterford

Steamship Company. The Cork Company continued to run steamers between

Liverpool and Belfast for several years, but were eventually bought

off by the Belfast Steamship Company. The Waterford Company ran two

steamers regularly between London and Dublin until the year 1870,

when they also were bought off by the British and Irish Steampacket

Company. Prior to the City of Dublin Company’s opposition, the

Bristol Steam Navigation Company and the Waterford Steamship Company

had maintained a joint service between Waterford and Bristol. The

Bristol Company’s boat left Waterford on Tuesday to catch the Bristol

cattle market, and the Waterford Company’s boat left Waterford on

Friday. As a consequence of the low rates which were in force during

the opposition, a great deal of traffic was diverted from the Bristol

route to the Liverpool route, and the Bristol Company suspended their

sailings to and from Waterford. The Waterford Company thereupon took

up the Tuesday sailings to Bristol. When the Liverpool opposition

ceased, the Bristol Company wished to resume their Tuesday sailings

from Waterford. The Waterford Company, however, refused to withdraw

their Tuesday steamer, but agreed to let the Bristol Company have

the Friday sailing. The close and friendly relationship which

had formerly existed between these two companies became somewhat

strained, and ultimately ended in so wide a breach that the Waterford

Company purchased the paddle steamer VICTORY from the Cork Steamship

Company, and placed her on the station between Bristol and Dublin, in

opposition to the Bristol Steam Navigation Company. This opposition

was withdrawn upon the Bristol Company undertaking to pay the

Waterford Company an annual sum of £1,000, which sum they continued

to pay for a great many years. About the year 1847, Malcomson

Brothers (the owners of the Waterford Steamship Company) purchased

the steamer DUBLIN, for employment in one of their London trades. She

was the first screw steamer owned by any Irish company or firm, and

she proved so successful that her new owners had all their subsequent

steamers fitted with screws, except one boat for a special trade.

Being shareholders in the Peninsular and Oriental Steam Navigation

Company, Malcomson Brothers induced the directors of that company

to introduce screw steamers into their fleet. It was also by the

advice of Messrs. Malcomson that Richardson Brothers, the promoters

and first managers of the Inman line, built screw steamers for the

Atlantic. The Messrs. Malcomson were no mere theorists in steamship

construction; they decided to build the steamers they owned. For

this reason they established (in 1847) an iron shipbuilding and

engineering works at Waterford, under the style of the Neptune Iron

Works. They were fortunate in securing for their manager a talented

shipbuilder, the late Mr. John Horn, who was succeeded by his son,

Mr. Andrew Horn, an engineer of very exceptional abilities, and

who is the present superintendent engineer of the company. About

40 steamers were built at the Neptune Iron Works before they were

closed, several of which became famous, and all of which were noted

for their strength of hull and engines.

In 1849 the Waterford Steamship Company (Malcomson Brothers) built

at their Neptune Iron Works, Waterford, the steamer MARS. Her

original plans, which were for a paddle-boat, were altered while she

was on the stocks, and she was launched a screw steamer. She was the

first screw steamer placed on the Liverpool and Waterford station,

and at first the cattle shippers did not like the idea of shipping

by her, especially as on one of her early voyages she heeled over on

leaving Waterford Quay, and killed a large number of cattle; but the

late Captain Burns was put in command, and she proved herself to be

a safe carrier, and speedily became a favourite boat in the trade.

Two years prior to this date (1847) Malcomson Brothers built at the

same yard the steamer NEPTUNE—this was the first steamer built at

the Neptune Iron Works, and she was also the first steamer to run to

St. Petersburg. It happened in this way. The Russian Government were

very anxious to get a line of steamers established between England

and St. Petersburg, and made overtures on the subject to Malcomson

Brothers. As a result, the latter agreed to start a line from London,

of which the pioneer steamer was wrecked in the Baltic on her first

outward voyage. The NEPTUNE was then despatched. When she arrived

at Cronstadt the Mayor of St. Petersburg came on board in state,

and as she steamed up the Neva, H.I.M. the Czar Nicholas met her in

his state barge; the forts and warships fired salutes of honour,

and all the merchant ships were covered with flags. To commemorate

this important event, his Majesty the Czar commanded that whenever

the NEPTUNE came to St. Petersburg she was to be free of port and

pilotage dues.

At the time of which I write, it was impossible to over-estimate the

influence of Malcomson Brothers in the commercial steamship world. We

have seen how they were consulted by the directors of the P. and O.,

and by the promoters of the Inman line. In addition to their coasting

fleets they had steamers in the Eastern trade, one of which—the

UNA—was one of the first steamers to pass through the Suez Canal.

They were also the pioneers of the Liverpool and River Plate trade,

and were, I believe, the predecessors of Lamport and Holt. Amongst

the large fleet of steamers built for the Waterford Steamship Company

at their own shipbuilding and engineering works was a screw steamer,

the WILLIAM PENN. This steamer was sold by the Waterford Steamship

Company, and her new owners, having lengthened her and given her a

fourth mast, renamed her the EUROPEAN. As the EUROPEAN she ran for a

number of years in H. N. Hughes and Nephew’s line between Liverpool

and Bombay. She afterwards was transferred to, or chartered by, Geo.

Warren and Co., and while in their Boston and Liverpool service,

in the early seventies, she had the proud distinction of being the

first steamer to bring to Liverpool an importation of American live

cattle, consigned to Geo. Roddick and Co., Chapel Walks. Since the

withdrawal of the Malcomsons from the active control of the company,

the management of the Waterford Steamship Company has been vested in

Mr. C. Morley, under whose able management the steamers have been

maintained in a state of thorough efficiency and up-to-dateness. The

fleet of the company at the present date consists of the following

powerful steamers, which make their passages to and from Liverpool

and Waterford with unfailing regularity in about 18 hours, summer and

winter, viz.:—LARA, COMERAGH, REGINALD, DUNBRODY and MENAPIA.

The DUNBRODY has a complete installation of electric light,

including the holds, and her lower holds for the entire length form

a refrigerator. A further and larger addition, the CLODAGH, now

building, will shortly be added to the fleet, embracing all the above

improvements, with an increased speed, and increased first-class

passenger accommodation.

The Waterford Steamship Company were amongst the first steamship

owners to discard the bowsprit and figure-head, and to adopt the

straight stem. They were also amongst the first owners to build

steamers with saloons amidships, and it is their proud boast that in

the Liverpool and Waterford service, extending over sixty years, they

never lost a ship or a human life.

[Illustration: The late T. H. ISMAY, Esq.]

CHAPTER XX.

WHITE STAR LINE.

The White Star Line was founded about the middle of the last century

by the owners of a line of smart clippers sailing between England

and Australia. The great rush of adventurers to the Australian gold

diggings in the “fifties” gave a great impetus to the trade between

Great Britain and the Colonies. In the course of seven years the

White Star, Black Ball and other lines carried about half a million

passengers to the Antipodes. The “White Star” boats, even in those

days, were the largest of their class, and amongst them were the

famous wooden clippers GOLDEN ERA, CHAMPION OF THE SEAS, BLUE

JACKET, and WHITE STAR, vessels of from 3,000 to 4,500 tons gross.

An important change took place in the destinies of the line in 1867,

when the managing owner retired, and the late Thomas Henry Ismay

took over the flag. Two years later came the great event in the

history of the White Star Line, when Mr. Ismay induced some friends

to join him in the formation of the Oceanic Steam Navigation Company.

It was an enterprise boldly conceived, and carried out with great

judgment. Boldly conceived, for there were already four companies

each maintaining a regular weekly service between Liverpool and New

York. Nor were these small companies, or of indifferent reputation.

There was the Cunard Company, established about thirty years

previously; the Inman Line, with a fine fleet of clipper passenger

steamers; the Guion Line, with its large American connections; and

the National Line, with its fleet of huge cargo carriers. In spite of

this, Mr. Ismay was confident that there was room for a high-class

Trans-Atlantic passenger service, and the shares in the new company

(£1,000 each fully paid) were at once privately taken up by the firm

of T. H. Ismay & Co. and their friends, amongst whom were some of

the most substantial names in England. The following year Mr. Imrie

(of the late firm of Imrie, Tomlinson & Co.) joined Mr. Ismay, and

the style of the firm was altered to Ismay, Imrie & Co.

The first step taken by the managers of the Oceanic Steam Navigation

Company was to arrange with the celebrated shipbuilders, Messrs.

Harland and Wolff, Belfast, for the construction of a fleet of

high-class steamships, expressly for the American passenger trade.

The pioneer vessel of the line (the OCEANIC) was launched on the

27th August, 1870, and started on her maiden voyage under the White

Star flag on the 2nd March, 1871. After running for several years

between Liverpool and New York, this steamer (OCEANIC, the first),

along with her sister ships, GAELIC and BELGIC, were chartered to

the Occidental and Oriental Steamship Company, of San Francisco, to

maintain a mail service between that port and the Orient. The OCEANIC

was quickly followed on the Liverpool-New York service by the BALTIC,

REPUBLIC, ADRIATIC and CELTIC, and weekly sailings from both ports

were instituted. These steamers were all of the one type, straight

stems, four masts, single funnel, and saloon amidships. They proved

themselves to be equal in speed and superior in accommodation to any

ships then afloat. Four more steamers were added to the fleet in

1873, viz., the ASIATIC, TROPIC, GAELIC and BELGIC. A great advance

on the earlier steamships was made in 1874, when the BRITANNIC was

launched, followed by her sister ship, the GERMANIC, in 1875. Prior

to the formation of the White Star Atlantic Fleet, the passage

between Liverpool and New York had averaged 9½ or 10 days, the

OCEANIC and her consorts reduced it to about 8½ days, whilst the

BRITANNIC and GERMANIC brought the time down to about 7½ days.

These vessels, with the exception of the two last named which were

larger and faster, were almost uniform in size and speed. These,

and the later vessels of the fleet, were designed and built to

attain the three-fold purpose of safety, speed and comfort, and

their performances have certainly realised the expectations of their

owners. Speed has been an important, but a secondary, consideration,

as is shewn by the following extract from the “Book of Regulations”

of the White Star Line of steamers:—

“The commanders must distinctly understand that the issue of the

following instructions does not, in any way, relieve them from

entire responsibility for the safe and efficient navigation of

their respective vessels; and they are also enjoined to remember

that, whilst they are expected to use every diligence to secure a

speedy voyage, they must run no risk which might by any possibility

result in accident to their ships. It is to be hoped that they

will ever bear in mind that the safety of the lives and property

entrusted to their care is the ruling principle that should govern

them in the navigation of their ships, and no supposed gain in

expedition or saving of time on the voyage is to be purchased at

the risk of accident. The company desires to establish and maintain

for its vessels a reputation for safety, and only looks for such

speed on the various voyages as is consistent with safe and prudent

navigation.”

Not content with giving this general regulation, the managers have

issued to the commanders of the respective ships of the fleet a

special autograph letter, laying special emphasis on the supreme

importance of extreme and unvarying caution and prudence in the

navigation of the company’s vessels. The concluding paragraph of this

letter is as follows:—

“Under all these circumstances of paramount and engrossing interest

to the company, whose property is under your charge, we invite

you to dismiss from your mind all idea of competitive passages

with other vessels, the advantage of success in which is merely

transient, concentrating your whole attention upon a cautious,

prudent, and ever-watchful system of navigation which shall lose

time, or suffer any other temporary inconvenience, rather than run

the slightest risk which can be avoided.”

The BRITANNIC when she first came out was fitted with a novelty in

the shape of a “lifting propeller.” This propeller was a patent of

the late Sir Edward Harland, senior partner of the firm by whom the

BRITANNIC was built. In long ships the pitching in a heavy sea, and

the vertical motion of the waves, tend to expose the upper portion

of the propeller, the evil effects arising from this being the

“racing” of the engines and its attendant dangers, together with a

diminished speed. Sir Edward Harland believed that a propeller which

could be worked at any depth, and which did not require the stoppage

of the vessel whilst it was being raised or lowered, would reduce

these risks to a minimum, if it did not entirely remove them. In

actual practice, however, it was found that the advantages of the

new principle did not compensate for its disadvantages, and, after a

fair trial had been given to it, it was abandoned in favour of the

old style of screw. In a letter, dated 3rd December, 1874, addressed

to the late Mr. W. S. Lindsay, Messrs. Ismay, Imrie & Co. state:—“The

average speed of the BRITANNIC is fifteen knots per hour on a

consumption of 75 to 80 tons of coal per day, and her approximate

cost, built without contract, is £200,000.”

From 1873 until 1884 the White Star Line maintained its position as

the fastest fleet on the Atlantic, a result to which the BRITANNIC

and GERMANIC contributed in no small degree. In September, 1890, the

BRITANNIC eclipsed her own previous record of 7 days 9½ hours, by

crossing from New York to Queenstown in 7 days 6 hours 55 minutes,

at an average speed of 16·80 knots. The following year (September,

1891) she surpassed even this rapid passage, by making the run from

New York to Queenstown in 7 days 6 hours 52 minutes. While employed

by H.M. Government to convey troops during the late war in South

Africa, she made the run from Queenstown to the Cape in 19 days, a

speed surpassed by few of the transports engaged. In August, 1891,

the GERMANIC following in the track of her sister ship, travelled

from New York to Queenstown in 7 days 7 hours 37 minutes, at an

average speed of 16·10 knots per hour. When it is remembered that

this high speed (nearly nineteen statute miles per hour) was attained

by vessels over 20 years old, with their original compound engines

and boilers, it will be acknowledged that, having regard to their

small coal consumption and large carrying capacity, the BRITANNIC and

GERMANIC have given results unattainable with the fastest ships of

the present day.

The GERMANIC in 1895 received new engines and boilers, and had her

passenger quarters entirely remodelled on the plan of the MAJESTIC

and TEUTONIC. In July of that year she crossed from Queenstown

to New York in 6 days 23 hours 45 minutes, and in August of the

year following in 6 days 21 hours and 38 minutes, thus showing a

substantial increase of speed.

After the launch of these two famous steamers, there was an interval

of six years during which no new vessels were added to the fleet.

The next additions were the ARABIC and COPTIC, for the Trans-Pacific

trade, in 1881. In the same year Mr. W. S. Graves, son of a

well-known former M.P. for Liverpool, became a partner.

[Illustration: OCEANIC (1870). White Star Line.]

In 1883 the IONIC and DORIC were built for the New Zealand trade—the

Shaw, Savill and Albion Line from London. In 1885 the GAELIC and

BELGIC—replacing the two older ships of the same names—were built

for the Trans-Pacific trade. A new type of steamer for the cargo and

cattle trade between Liverpool and New York was introduced in 1888,

the two first steamers of the new type being the CUFIC and RUNIC.

These vessels were the last single screw ships ordered for the White

Star Line, all the succeeding vessels being of the twin-screw type.

The CUFIC and RUNIC proved successful enough to warrant the company

in forming a complete service of cargo and cattle steamers. After

doing very efficient service as cattle carriers, the CUFIC was sold

to a Liverpool firm, who changed her name to the MANXMAN, and the

RUNIC, also sold to a Liverpool firm, is engaged in the West Indian

trade under the name of the TAMPICAN.

In January, 1889, was launched the TEUTONIC, the first of the

celebrated pair of twin-screw mercantile armed cruisers (TEUTONIC and

MAJESTIC), each 10,000 tons, which have since made for themselves a

great reputation in the New York mail and passenger service. The keel

of the TEUTONIC was laid in March, 1887. The vessel was launched 22

months later, and she left Liverpool on her maiden voyage to New York

on the 7th August, 1889. Prior to going on to her regular station,

she was present, armed with eight quick-firing guns, at the naval

inspection by the German Emperor at Spithead in the beginning of

August, 1889. On that occasion she astonished nautical critics with

her splendid proportions, and was honoured by a special visit from

H.I.M. the Kaiser, and H.R.H. the Prince of Wales (now H.M. King

Edward VII.). She was again present with a large party of guests at

the Diamond Jubilee Naval Review in June, 1897, when she carried an

armament of 16 guns. Her sister ship, the MAJESTIC, was launched on

the 29th June, 1889, but did not start on her first voyage until the

2nd April, 1890.

The length of time occupied in the building of these great ships is

sufficient evidence, if any were needed, of the great care bestowed

on their construction, and the builders, Messrs. Harland & Wolff,

have their reward in witnessing the successful work which is being

performed by two of the finest vessels the world has ever seen. These

two beautiful vessels quickly lowered the record on the Atlantic.

In July, 1891, the MAJESTIC steamed from Queenstown to New York in

5 days 18 hours and 8 minutes, the fastest passage then on record,

but even this was eclipsed by the TEUTONIC the succeeding month by a

passage of 5 days 16½ hours duration.

[Illustration: R.M.S. TEUTONIC. White Star Line.]

On January 1st, 1891, Mr. Ismay’s two elder sons, Mr. J. Bruce Ismay

(previously the company’s agent in New York) and Mr. James H. Ismay,

were admitted members of the firm. After 40 years’ business life Mr.

T. H. Ismay, on the 31st December, 1891, retired from the firm of

Ismay, Imrie & Co., but he continued to fill the position of chairman

of the White Star Line until his decease in November, 1899.

A large and handsome twin-screw passenger and mail steamer, the

GOTHIC, of 7,755 tons, was added to the company’s New Zealand fleet

in 1893, and four years later (1897) the DELPHIC, 8,273 tons, a

twin-screw cargo steamer, with accommodation for one class of

passengers only, was placed in the New Zealand service.

Recognising that very considerable numbers of passengers are

willing to sacrifice speed to comfort and safety, the managers of

the White Star Line determined to make an innovation by building

a twin-screw cargo steamer of exceptional size and power, fitted

with accommodation for a limited number of saloon and third-class

passengers. The new steamer which was called the CYMRIC, commenced

work in the Liverpool and New York trade in 1898. Her tonnage is

13,096 tons gross. Her passenger accommodation in both classes is

excellent, and she has proved a very attractive ship.

The autumn of 1899 was the most eventful period in the history

of the White Star Line. The Company, having sold all its sailing

ships formerly employed between England and Australia, determined

upon replacing them by a line of high-class steamships, and the

first steamer of the new line—the Medic, 11,984 tons—sailed from

Liverpool for Australian ports on the 3rd August. She was followed

by the AFRIC, PERSIC, RUNIC and SUEVIC. All these five vessels

are approximately of the same size, propelled by twin screws, and

maintain a regular monthly service between Liverpool and Australia,

via the Cape. The first return voyage of the MEDIC was taken

advantage of by the Australian Government for the conveyance of the

first contingent of Colonial troops and horses to the Cape. Intense

public interest was excited by the arrival, in the Mersey from

Belfast of the OCEANIC, the second, on Saturday, 27th August, 1899,

but almost at the moment of their greatest triumph the White Star

Line suffered the irreparable loss of the founder of the Company. Mr.

T. H. Ismay passed away, after a severe illness lasting three months,

on the 23rd November, 1899. The extent of the loss caused by his

death to the community at large, was very feelingly expressed by the

“Times,” in its issue of the following day.

The second OCEANIC sailed on her maiden voyage from Liverpool to New

York on the 6th September, 1899. The following description of her

appeared in the “Liverpool Daily Post” of 31st August, 1899:—

“Big as she is, the OCEANIC appeared nothing remarkable as she lay

yesterday in the Canada Dock, while coal was being poured into her

bunkers from eight grimy barges lying alongside. This was because

the Liverpool docks are themselves gigantic. It was only when,

from the bridge of the OCEANIC, 66 feet above the water-line,

one looked down upon the whole length of the vessel and upon the

expanse of docks and sheds, that her size was realised. On the

opposite side of the dock was the CYMRIC, from the depths of which

a horde of labourers were discharging cargo. Now the CYMRIC is

the largest cargo steamer in the world, 2,500 tons larger than

either the MAJESTIC or TEUTONIC. But from the OCEANIC’S bridge she

looked positively like a coaster. One looked down upon her busy

decks as one might look from the roof of a house into a street.

Why the bulk of the OCEANIC is not the first thing that strikes

the attention, is because her lines are graceful. She is huge,

but she is not elephantine. Her masts, even at the point where

they enter the top mast or spar deck, are nearly three feet in

diameter, that is, they are as high and as thick as patriarchal

oak; but from a near distance they look slim and tapering. The same

may be said of the ship’s boats which are as big as barges. The

fact is, that everything about this latest creation of shipping

enterprise is proportioned so beautifully that the mere hugeness of

it all is only apprehended by remembering such facts as, that her

rudder and stern frame weigh 150 tons; that 100 tons of cable lie

coiled on her foc’sle deck; that she is composed of 17,000 steel

plates, many weighing from two to three and a quarter tons; that

her promenade deck is 400 feet long; and that her monster engines

can move with the power of 28,000 horses. To look down into the

engine room from the big sky-light on the top deck is to have a

glimpse into a world that to people not used to shipping is one of

strange activity; a world where diminutive human ants are moving in

a tropical atmosphere across narrow bridges, busy preparing this

Brobdignagian apparatus for its first struggle with the forces of

the wide Atlantic, which the OCEANIC is to cross with the speed and

certainty of an express train—the conquest of the mighty force of

matter by the mighty force of mind....

“But much has been written already of the ship as a triumph of

science; the more immediate purpose here is to speak of her as a

triumph of art, as the last thing, so far, in the way of floating

hotels.... State rooms in scores to the right and to the left; now

mahogany, now oak; now satinwood; now a mixture of any two or three

of them, until the lavishness of everything became surfeiting,

notwithstanding that the Louis Quinze style succeeded the Queen

Anne, and the Queen Anne gave place to something ‘too utter’ in

decadent sumptuousness. Three decks of these apartments, with

lavatories of costly marble, suites of baths, and every other

appurtenance of physical comfort placed conveniently here and

there. It is the literal truth to say that the OCEANIC is a Hotel

Cecil afloat.”

It would serve no purpose to weary the reader with a decorator’s

specification, but the following are the dimensions of the OCEANIC,

and of the principal apartments on board:—

The library, on the promenade deck, has a length of 53 feet and a

width of 40 feet.

The saloon is 80 feet by 64 feet. The central glass dome is 21 feet

square, and is divided up by golden ribs and filled in with white

ground glass of a pearly appearance.

[Illustration: R.M.S. OCEANIC (1899). White Star Line.]

The length of the ship over all is 705½ feet; the length between

perpendiculars, 685 feet; breadth, 68 feet; depth, 44 feet; gross

tonnage, 17,274 tons; load displacement, 28,000 tons; engines, 28,000

I.H.P.

[Illustration: R.M.S. CELTIC. White Star Line.]

Mr. Harold Arthur Sanderson, who had occupied the position of general

manager to Ismay, Imrie & Co. for five years, was admitted a partner

on the 1st January, 1900. The CELTIC, a monster steamer of 20,904

tons gross, was added to the fleet in 1901. A sister ship to the

CELTIC was launched at Belfast on the 21st August, 1902. The new

vessel is named the CEDRIC, and has the distinction of exceeding in

size anything afloat, British or foreign. Like the CELTIC, she is

classed as an intermediate ship, not so fast as the OCEANIC, but yet

speedy. Her length is 700 feet and her beam 75 feet, with a gross

tonnage of 21,000 tons. She sailed on her first voyage from Liverpool

on the 11th February, 1903.

[Illustration: R.M.S. CYMRIC. White Star Line.]

In 1902 Mr. J. P. Morgan succeeded in welding into one huge

commercial undertaking, with a capital of £32,000,000, several of the

principal Transatlantic steamship companies, including the famous

White Star Line. The purchase money for the latter alone exceeded ten

millions sterling, three millions of which was payable in cash on

the 31st December, 1902, and, as a matter of fact, was actually paid

at the offices of Messrs. J. P. Morgan & Co., in London, on the 1st

December, 1902.

It was a sincere satisfaction to the British public when it was

officially intimated that the White Star flag was still to be

retained, and that Mr. J. Bruce Ismay and Mr. Pirrie (the senior

partner of the celebrated Belfast shipbuilding firm) were to be on

the directorate.

The latest addition to the New York service of the White Star Line is

the ARABIC, 15,800 tons gross register, which sailed on her maiden

voyage, June 26th, 1903, and in the autumn of 1903 the four latest

steamers built for the Dominion Line, the COLUMBUS, COMMONWEALTH, NEW

ENGLAND and MAYFLOWER, were transferred to the White Star flag, and

renamed the REPUBLIC, CANOPIC, ROMANIC and CRETIC. With the addition

of these vessels, a new service has been announced of sailings

between Boston and the principal ports in the Mediterranean, and,

in conjunction with the other steamships, the CYMRIC is intended to

maintain a Liverpool-Boston service.

A monster steamer of no less than 24,000 tons (an increase of 3,000

tons upon the CEDRIC’s tonnage) is approaching completion at the yard

of Harland & Wolff. She is to be named the BALTIC, and will probably

be ready early in the summer of 1904.

CHAPTER XXI.

Adelaide Steamship Co., Limited.—John Bacon, Limited.—R. Burton &

Sons, Limited.—Fletcher, Woodhill & Co.—T. & J. Harrison.—W. S.

Kennaugh & Co.—Lamport & Holt.—H. & W. Nelson.—R. & J. H. Rea.—J.

S. Sellers.—Henry Tyrer & Co.

The following firms hold a prominent position in their respective

trades—Foreign and Coastwise—and most of them have been established

for many years:—

The =Adelaide Steamship Co., Lim.=, was established in October, 1875,

its nominal capital being £100,000. In November, 1882, the capital

of the Company was increased to £300,000, and in December, 1900, a

further reconstruction of the Company occurred, the capital being

increased to £750,000. The first two steamers built for the Company

were the SOUTH AUSTRALIAN and the VICTORIAN. Each was slightly over

400 tons register, making a total of 900 tons; whereas the present

capacity of the Company’s fleet (consisting of 25 steamers) is about

50,000 tons. The steamers, on their various routes, trade to and from

nearly every port on the Australian seaboard. Amongst the vessels

owned by the Adelaide Steamship Co. is the FERRET, whose romantic

story is told in the first part of this volume. (See ante, page 137).

=John Bacon, Lim.=—This firm was established about the middle of the

last century by the late Mr. John Bacon. Mr. Bacon died in 1886, and

three years later the business was formed into a Limited Company. The

fleet of the Company at the present date consists of the steamers

EDEN VALE, EDITH, HEPTARCHY, PRESTONIAN, STUART, SUNLIGHT, TALBOT,

TUDOR, VIGILANT, and WEXFORD. These steamers maintain regular

sailings between Liverpool and Wexford, Liverpool and the Bristol

Channel Ports, &c.

=R. Burton & Sons.=—The firm of R. Burton & Sons was founded by

the late Mr. R. Burton, of Newport, Mon., over one hundred years

ago, and since 1840 has been carried on by his three sons. In 1898

the business was transferred to a Limited Company, with a capital

of £100,000, the major portion of the shares being retained by the

Messrs. Burton. The Company maintains regular services between

Liverpool and various ports in the Bristol Channel, a daily service

between Bristol and Cardiff, and a daily service between Bristol and

Newport, Mon.

=Fletcher, Woodhill & Co.=—This firm was established at Manchester,

in 1893, by Mr. H. A. Fletcher (of Liverpool) and Captain T. J.

Woodhill (of Sunderland). Since the opening of the Ship Canal Messrs.

Fletcher, Woodhill & Co. have taken an active part in the steamship

business of the port of Manchester. Their present services are

between Manchester and France; Manchester, Portugal and Spain; and

Manchester and Italy.

=T. & J. Harrison.=—This important Steamship Company maintains

regular sailings from Liverpool to Calcutta, New Orleans, Galveston,

Brazil and West Indies, and South of France; also joint sailings

of Ellerman-Harrison Line from Glasgow and Liverpool to South and

East Africa. The fleet at the present date (1904) consists of 36

full-powered steamships, exclusive of two steamers building, with

an aggregate gross tonnage of 179,166 tons:—ACTOR, BARRISTER,

CAPELLA, CHANCELLOR, CIVILIAN, COGNAC, COLLEGIAN, COLONIAL, COMEDIAN,

COUNSELLOR, CRAFTSMAN, CUSTODIAN, DICTATOR, DIRECTOR, ELECTRICIAN,

EXPLORER, HISTORIAN, INVENTOR, JARNAC, LOGICIAN, MAGICIAN,

MECHANICIAN, MIRA, MUSICIAN, NAVIGATOR, ORION, PATRICIAN, POLITICIAN,

SENATOR, STATESMAN, TACTICIAN, TRAVELLER, WANDERER, WAYFARER,

WORKMAN, YEOMAN.

=W. S. Kennaugh & Co.= commenced business of steamship owners at

a time when sailing vessels were being displaced in the general

coasting trade by steamers. The first boat built for the firm was the

SCALE FORCE, famous in her day for her large carrying powers on a low

net register. She was designed by a brother of the senior partner of

the firm, by whom all the succeeding steamers have been designed. The

names of the steamers at the present date owned by this firm are the

AIRA FORCE, BIRKER FORCE, HOLME FORCE, and STANLEY FORCE.

=Lamport & Holt Line.=—The Liverpool, Brazil and River Plate Steam

Navigation Co., Limited, better known as the “Lamport & Holt” Line,

was formed in 1865, the first Managers of the Line being the late

Mr. William James Lamport, and Mr. George Holt. This Company is one

of the largest of the Steamship Companies of Liverpool, at which

Port its headquarters are situated. It owns a fleet, of thirty-nine

full-powered modern cargo steamers, ranging from 1,671 tons to 6,508

tons, the average per steamer being 3,375 tons and the aggregate

tonnage 131,654 tons gross register, representing a total dead weight

carrying capacity of about 200,000 tons.

The Company has given special attention to the transit of cattle

to and from the River Plate, in which trade it has nine steamers,

specially built for this service, having permanent fittings for the

conveyance of live-stock.

These vessels have a most satisfactory record for the carriage of the

cattle shipped by them. Live stock are also carried between New York

and Manchester by boats specially adapted to the requirements of the

North Atlantic Trade.

All the steamers of the Lamport and Holt fleet are fitted with the

most modern appliances for the rapid and effective handling of

general cargo. The operations of the Company are varied and extensive

and comprise the following regular services:—From Glasgow, Manchester

and Liverpool to Bahia, Rio de Janeiro and Santos, fortnightly. From

London and Antwerp to Rio de Janeiro and Santos, every ten days. From

New York (carrying first and third-class passengers) to Pernambuco,

Bahia, Rio de Janeiro and Santos, fortnightly. Also to the River

Plate from Liverpool, fortnightly; from Glasgow, monthly; from London

and Antwerp, fortnightly; and from New York at frequent intervals.

A regular monthly service is also maintained between Liverpool,

Glasgow, and West Coast ports in Chili, Peru, and Ecuador.

The steamers of this Line have always been very popular with

shippers, who are able to depend upon regularity of service, and

careful handling of their goods.

=H. & W. Nelson, Limited.=—This remarkably successful Company was

founded in 1889, by Messrs. Hugh and William Nelson.

The pioneer steamer of the fleet was the steamer SPINDRIFT, now the

HIGHLAND SCOT, which sailed from Liverpool on her maiden voyage on

the 12th December, 1889.

[Illustration: HIGHLAND BRIGADE S.S. H. & W. Nelson, Limited.]

A few months later (May, 1890) the second steamer of the line, the

HIGHLAND CHIEF, was launched, and the following year three additional

steamers were built for the Company, and named respectively the

HIGHLAND GLEN, HIGHLAND LASSIE and HIGHLAND MARY.

Since that date, nine vessels (including three now building) have

been added to the fleet, which consists of fourteen powerful modern

steamships of large carrying capacity. These steamers are all very

similar in design (though several are much larger) to the HIGHLAND

ENTERPRISE, of which particulars are given below.

The HIGHLAND ENTERPRISE was launched in January of the present year

(1903). She is 385 feet long, between perpendiculars; with 45 feet

beam, and draft laden 23 feet 6 inches. She has a carrying capacity

of 6,500 tons. Like her sister ships, she is insulated throughout

for carrying frozen meat, and fitted with the latest type of

refrigerating machinery, as well as the most up-to date appliances

for the effective handling of general cargo. Accommodation has been

provided amidships for about a dozen passengers. Her engines, which

are of the triple-expansion type, propelled her on her trial trip at

a speed equal to 13¾ knots per hour.

In addition to a regular fortnightly service between Liverpool and

Monte Video, Buenos Ayres and Rosario, the steamers of the Nelson

Line sail at regular monthly intervals from London and Newport (Mon.)

to the River Plate.

FLEET.

TONS REG.

HIGHLAND BRIGADE 5,640

HIGHLAND CHIEF 2,640

HIGHLAND CORRIE 4,050

HIGHLAND ENTERPRISE 4,500

HIGHLAND GHILLIE 3,935

HIGHLAND GLEN 2,974

HIGHLAND HARRIS 5,500

HIGHLAND HEATHER 5,500

HIGHLAND HOPE 4,500

HIGHLAND LAIRD 4,116

HIGHLAND LASSIE 2,488

HIGHLAND MARY 2,974

HIGHLAND SCOT 3,060

HIGHLAND WATCH 5,500

TOTAL 57,377 TONS.

=R. & J. H. Rea.=—In 1872 Mr. Russell Rea (the present M.P. for

the City of Gloucester), commenced business as a coal merchant in

Liverpool. After a lapse of seven years (1879), he admitted his

brother, Mr. James Rea, into partnership, and the style of the

firm was altered to R. & J. H. Rea. The firm own a fleet of five

powerful modern coasting steamers, each having a capacity of about

2,500 tons dead weight, and named respectively the BANGARTH,

CALGARTH, DALEGARTH, GATESGARTH, and THROSTLEGARTH. In addition to

these vessels, the firm possesses five steam tugs and about 200

lighters. Messrs. R. & J. H. Rea have offices at London, Liverpool,

Southampton, Bristol and Cardiff.

=John S. Sellers.=—Mr. Sellers commenced business as a steamship

owner at Liverpool in the early nineties, the first steamer acquired

by him being the TIMBO. Although for a short time employed as a

“tramp” she was soon placed in a regular general cargo trade, and

during the past ten years she has maintained, with every satisfaction

to shippers and consignees, the service between Liverpool and

Preston. Mr. Sellers has also established a regular trade between

Harlingen (Holland) and Liverpool, and since early in 1900 he has

built up a regular weekly service between Glasgow and Preston, which

is well served by the THURSBY and other steamers.

=Henry Tyrer & Co.=—Mr. Henry Tyrer, the sole partner in this firm,

commenced business in 1878, in Liverpool, and in 1892 opened a branch

office at Preston. The Albert Edward Dock at Preston, was opened by

the late Duke of Edinburgh in June of that year, and immediately

after the opening ceremony, the steamer LADY LOUISA, chartered by

Messrs. Henry Tyrer & Co., commenced discharging, being thus the

first steamer to unload in Preston Dock. This firm has continued from

that date to be closely associated with the steam trade of Preston.

In 1899 Messrs. Henry Tyrer & Co. built the steamer PRESTONIAN,

the first steamer to bear that name, shortly afterwards disposing

of her to Messrs. John Bacon, Limited, in whose service she is

still employed. The following year (1900) Messrs. Henry Tyrer & Co.

purchased the steamship HERMANN, of about 1,300 tons deadweight,

which is regularly employed in the firm’s wood pulp trade from Baltic

ports. The small steamer PRINCESS was purchased the same year for

employment in the firm’s regular London and Preston general cargo

trade. In 1901 the steamer PRESTONIAN, the first, was replaced by a

new steamer of 1,600 tons deadweight, also named the PRESTONIAN, and

which, like the HERMANN, is regularly engaged in the firm’s wood pulp

trade.

During the present year (1903) the firm bought the steamer MINTERNE,

and re-named her the NANCY LEE. She is a large steamer of about 4,750

tons deadweight, and has proved herself to be an excellent sea boat.

A remarkable incident in connection with this ship is, that she has

been chartered for six years, to run consecutive voyages between the

Saguenay River (Canada) and the U. K., at a fixed rate of freight

covering the whole period. In addition to their offices at Liverpool

and Preston, Messrs. Henry Tyrer & Co. have also branch offices at

London and Manchester, in connection with their extensive and largely

developing wood pulp trade.

[Illustration: Steamship]

INDEX.

AARON MANBY (1822), first iron steamboat, 39

Abbé Arnal and Marquis de Jouffroy (1781), 8

ACCOMMODATION, first Canadian steamboat, 9

ACHILLES (Holt Line), Remarkable steaming powers of, 136

Adelaide Steamship Co., Limited, 315

ADRIATIC (Collins Line), 114

African Steamship Co., 167

ALASKA (Guion Line), 111

ALASKA (ex FARRALONES, ex MASSACHUSETTS), 92

ALBION (1816), Clyde Steampacket, 29

Allan, James (Messrs. Wilcox & Anderson), 49

Allan Line, 147

AMERICA (National Line), 109

ANCIENT BRITON (1816), 24

ARCTIC (Collins Line), 95

ARCTIC (Collins Line), Loss of, 101

ARGYLE (1813), re-named THAMES, 12

ARIZONA (Guion Line), 112

ASIA (Cunard Line), 98

ATALANTA (1836), 49

ATLANTIC (Collins Line), 95, 96

Bacon (John), Limited, 315

BALTIC (Calcutta and Burmah Steam Navigation Co.), 55

BALTIC (Collins Line), 95

Belfast, First steamer to and from Greenock and, 26

Belfast, First steamer to and from Liverpool and, 33

Belfast Steampacket Co., established, 40

Bell, Henry, present at Mr. Miller’s experiments in 1789, 6

—— gives Fulton the plans of the CHARLOTTE DUNDAS, 1803, 6

—— employs the steamer COMET on the Clyde, 1812, 11

—— Clyde Trustees grant Annuity to, 12

—— —— Erect Obelisk in memory of, 12

BERENICE (1836), 49

Bibby Bros. & Co., founded 1807, 56

Bibby Line, 203

BIRMINGHAM (City of Dublin Co.) brings news of defeat of Don

Miguel, 64

Bourne, Messrs., establish steamship service to the Peninsula, 49

BRITANNIA, pioneer Cunard Liner, 92

BRITANNIA (1815), Clyde Steampacket, 27

BRITANNIA (1815), Season tickets issued for, 29

British and African Steam Navigation Co., Limited, 170

British and Irish Steampacket Co., Limited, 195

British India Steam Navigation Co., 55

British Queen Steam Navigation Co., 70

BRITISH QUEEN (steamship), 71

BURMAH (British India Co.), 56

Burns, G. and J., commence business as steamship owners, 42

—— first steamer AYR, 1825, 43

—— despatch steamer FINGAL, Glasgow to Belfast, 1826, 43

—— enter the Liverpool and Glasgow trade, 1829, 43

—— sell their West Highland steamers, 1851, 43

—— joint founders of the Cunard Line, 1840, 78

Burton, R. and Sons, Limited, 316

BUSSORAH (British India Co.), 56

CALCUTTA, Loss of, 55

Calcutta and Burmah Steam Navigation Co., 55

CALEDONIA, Clyde Steampacket, 27

CALEDONIA, Clyde Steampacket (Quotation from “Life of Watt”), 29

Caledonian Railway Co., 154

Canadian Pacific Railway Co., 150

CAPE OF GOOD HOPE, Loss of, 55

CAR OF COMMERCE (1813), 10

Cattle ventilators on steamers suggested, 1820, 35

CHARLOTTE DUNDAS (1803), 5

CITY OF CORK, first Irish steamboat, 13

CITY OF DUBLIN (1823), pioneer steamer of the City of Dublin Co., 40

City of Dublin Steampacket Co., established 1823, 40

—— establish regular steampacket service between England, Ireland

and

France, 1827, 44

—— History of, 179

CITY OF GLASGOW (Inman Line), 106

CLERMONT, first passenger steamer in the world, 7

—— Eye witness’s account of first passage of, 7

—— Wilful attempts to destroy, 8

Collins Line, 94

COLOMBO (P. & O. Liner), 53

COMET, first European passenger steamer, 11

—— Advertised by Henry Bell, 12

—— Dimensions of, 12

—— Amusing anecdote relating to, 12

CONDE DE PATMELLA, probably the first steamer to cross the Atlantic

from Europe, 35

Cork Steamship Co., Limited, 207

Cunard, Samuel, crosses the Atlantic in the LIVERPOOL, 78

—— tenders for British and North American Mail Service, 78

—— conjointly with Messrs. Burns & MacIver, founds the Cunard

Line, 78

Cunard Line founded in 1840, 78

—— obtains Mail Contract, Halifax, New York and Bermuda, 94

—— History of, 221

DEFIANCE (1815), Thames Steampacket, 13, 23

DE GARAY (1543), Alleged invention by, 2

Dodd, Captain, 17

Dominion Line, 150

Dublin and Liverpool Steam Navigation Co., established 1824, 40

—— purchased by City of Dublin Co., 41

DUMBARTON CASTLE, Clyde Steampacket, 27

—— sails round Ailsa Craig, 1816, 30

—— sails round North of Scotland, 1819, 30

Eastern Steam Navigation Co., 119

Elder, Dempster & Co., 90, 151, 161

EMERALD (Turbine S.Y.), 158

ENTERPRISE, first steamer from England to Calcutta, 43, 47, 48

ERIN (1826), 44

ETNA, first steam ferry boat between Liverpool and Tranmere, 24

FARRALONES, ex MASSACHUSETTS, re-named ALASKA, 92

FENELLA (Ardrossan and Fleetwood Steamer), 116

FERRET, Remarkable history of steamer, 137

Fitch, Mr. (1783), uses steam boilers on American Rivers, 4

Fletcher, Woodhill & Co., 316

Flinn, Main and Montgomery, 150

Franco-Algerian Expedition, Steamers chartered for, 63

GEORGE CANNING (1825), and the Rival Steampacket, 42

Glasgow Steampackets in 1815, 27

—— in 1818, 31

Glasgow Steampacket passenger fares, 1818, 31

Glasgow and South Western Railway Co., 154

GOLDEN AGE (steamship), 131

GREAT BRITAIN (steamship), in the Atlantic trade, 81

—— in the Australian trade, 129

Great Central Railway Co., 155

Great Eastern Steam Navigation Co., 119

GREAT EASTERN (steamship), 119

Great Eastern Railway Co., 156

GREAT LIVERPOOL, ex LIVERPOOL, 51

Great Western Steamship Co., 71

GREAT WESTERN (steamship), 71

Great Western Railway Co., 153

Guion Line, 110

Harrison, T. and J., 316

HERO (steam yacht), 39

HIBERNIA (1816), first steamer between England (Holyhead) and Ireland

(Howth), 26

HIMALAYA (P. & O. Liner), 53

HINDOSTAN (P. & O. Liner), 52

Holt Line, 134

Houlder Line, 244

Houston Line, 237

HUGH LINDSAY (East India Co.’s steamer), 48

Hulls, Jonathan (1736), first patentee of a steamboat, 2

Hutcheson, David, & Co., 43

Imperial Direct West India Service, Limited, 90

—— History of, 175

INDIA, first steamer with Indian produce via Suez Canal, 56

INDUSTRY (1813), Clyde Steampacket, 12, 16

Inman Line, 106

Inman, William, 107

Irish steamers, 13

Johnston, Lieut. (1822), 45

Kennaugh, W. S. and Co., 317

KING EDWARD (Turbine Steamer), 157

Laird, Alex. A., 37

Laird Line, 29, 37, 251

Lamport and Holt, 317

Lancashire and Yorkshire Railway Co., 153

Langlands Line, 261

Lardner, Dr., on steam communication with America, 68

LEEDS, pioneer steamer between Belfast, Dublin and Bordeaux, 44

LEVIATHAN (_see_ GREAT EASTERN), —

LIGHTNING (one of the first steamships in the British Navy), 40

Lindsay, W. S., author and shipowner, 134

Little, James, & Co., 268

LIVERPOOL (_see also_ GREAT LIVERPOOL), 76

LIVERPOOL (first steamer ever seen on the Mersey), 15

Liverpool steamers highly commended in Parliamentary Report, 1822, 39

Liverpool and Kingstown Mail Service established, 44

London, Brighton and South Coast Railway Co., 152

London and North Western Railway Co., 153

London and South Western Railway Co., 153

LORD BLANEY, Mutiny on board, Loss of, 64

MacBrayne, Mr. David, partner in David Hutcheson & Co., 43

MacBrayne’s West Highland Steamers, 275

MacIver, David, & Co., 282

MacIver’s Liverpool and Glasgow Steamers, 287

McKean, McLarty and Lamont, 147

McKinnon, Frew & Co., 55

MAJESTIC (1816), Thames Steampacket, 23

Malcomson Bros., 113

MARGARET (first screw steamer belonging to Hull), Loss of, 65

MARJORY (1815), Thames Steampacket, 13

MASSACHUSETTS (Auxiliary steamer), 91

Miller, Patrick (Banker), 1780 to 1788, 4

—— builds a triple vessel propelled by manual labour, 4

—— launches (1788) a twin steamboat on Dalswinton Loch, 5

—— places (1789) a larger steamboat on the Forth and Clyde Canal,

5

Miller dies (1815) having exhausted his fortune by experiments, 6

MOOLTAN (P. & O. Liner), 54

MORNING STAR (1819), Extraordinary accident to, 34

Napier, David, 25

—— establishes steampacket service between Greenock and Belfast, 26

National Line, 108

Nelson, H. and W., Limited, 318

NEPTUNE (steamship), 117

Newcomen, Thomas (1705), 2

North British Railway Co., 155

Norwegian Grace Darling, A, 117

OREGON (Guion Line), 112

ORIENTAL (P. & O. Liner), 51

ORION, Loss of steamer, 115

PACIFIC (Collins Line), Loss of, 100

PACIFIC, first Mail Steamer between Liverpool and Valparaiso, 60

Pacific Steam Navigation Co., 58

PAPIN (1681), 2

PARANA (Malcomson Bros. Line), 113

Peninsular Steam Navigation Co., established 1834, 49

—— title changed to P. & O. Steam Navigation Co., 1838, 51

—— history of Company, 49

Peninsular and Oriental Steam Navigation Co. (_see_ Peninsular Steam

Navigation Co.), 49

PERU, pioneer steamer of the Pacific Steam Navigation Co., 59

PRESIDENT, Loss of Steamship, 76

Portugal, Civil war in, 63

QUEBEC (early Canadian steamboat), 10

QUEEN (Turbine steamer), 158

QUEEN ALEXANDRA (Turbine steamer), 158

Rea, R. and J. H., 319

REGENT (1816), Description of, 23

—— destroyed by fire, 24

REGULATOR (1818), early Liverpool and Tranmere Ferry steamer, 25

ROBERT BRUCE (1819), first Liverpool and Glasgow steamer, 34

ROBERT LOWE (Auxiliary screw steamer), 134

ROB ROY, first steamer between Greenock and Belfast, 26

ROTHESAY CASTLE (1816), Clyde Steampacket, 30

Royal Atlantic Steam Navigation Co. (Galway Line), 112

ROYAL CHARTER (Auxiliary Steamship), 132

ROYAL FERDINAND (1817), first steamer built in Spain, 25

Royal Mail Steam Packet Co., 84

ROYAL TAR, pioneer steamer of the Peninsular Steam Navigation Co., 49

ROYAL WILLIAM (City of Dublin Co.), first Liverpool and New York

Liner, 73

ROYAL WILLIAM (of Quebec), first vessel to cross the Atlantic by steam

power only, 70

SAVANNAH (Auxiliary steamship), 32

Savory, Thomas, 2

SCOTLAND, first foreign vessel to load at Shanghai, 134

Season Contract Tickets (1816), issued per steamers, 29

Sellers, John S., 320

SIRIUS, first passenger steamer from Europe to America, 71

Siberian Steamers, The first two, 25

Sligo Steam Navigation Co., 290

SNAKE (1820), first Indian steamer, 35

SOPHIA JANE, first steamer from England to Australia, 129

South Eastern and Chatham Railway Co., 152

ST. GEORGE (Steampacket), 37

St. George Steam Packet Co., established, 37

St. George Steam Packet Co., re-constructed 1844, 39

ST. PATRICK (Steampacket), 37

Suez Canal opened by Empress Eugenie, 1869, 54

SWIFT (1825), Extraordinary advertisement by owners of, 41

SWIFTSURE (1813), Canadian Steampacket, 10

Symington, William, 5

Taylor (1780 to 1788) suggests steam power to Mr. Miller, 4

TELICA, first steamer on the Pacific, 58

THAMES, ex ARGYLE (1813), 12

—— London “Times,” Notice of, 13

—— Description of, 16

—— narrative of voyage from Glasgow to London, 17

Tod and MacGregor (shipbuilders), 106

TOURIST (1821), 35

TRENT R.M.S., Arrest of confederate Commissioner on board of, 90

TRITON (1820), Havre and Rouen Steamer, 35

TURBINIA, first Turbine Steamer, 157

Tyrer, Henry and Co, 320

Valentia Transatlantic Steam Navigation Co., 67

VESTA collides with Collins Liner ARCTIC, 101

VICTORIAN, first Transatlantic Turbine Steamship, 149

Waghorn, Lieut., 48

Waterford Steamship Co., Limited, 293

WATERLOO (1819), first Liverpool Cross-Channel Steamer, 33

Wesewelodsky, Mr. (1817) builds two steamers in Siberia, 25

White Star Line, 300

Wilcox and Anderson, 49

WM. FAWCETT (1829), Steampacket, 50

Wm. Wheelwright, promoter of steam navigation in the Pacific, 58

YORKSHIREMAN (1823), first steamer from Hull to the Continent, 39

C. TINLING AND CO., PRINTERS, VICTORIA STREET, LIVERPOOL.

ADVERTISEMENTS.

THE LARGEST FIRE OFFICE IN THE WORLD.

FIRE. LIFE.

ROYAL INSURANCE BUILDINGS,

1, NORTH JOHN STREET,

LIVERPOOL.

[Illustration:

ROYAL

INSURANCE

COMPANY

]

ROYAL INSURANCE BUILDINGS,

28, LOMBARD STREET,

LONDON.

Total Funds over £12,000,000.

_FIRE DEPARTMENT._

Insurances of every description effected at moderate rates of

premium. Claims promptly and equitably settled. Risks inspected

and rates quoted free of charge, and every assistance rendered in

arranging and revising insurances.

_LIFE DEPARTMENT._

Large participation in profits. Independent valuations by the most

stringent tables. Profits divided every five years. Last Reversionary

Bonus declared, £7 10s. per cent. Large intermediate bonuses and

liberal surrender values. New non-forfeiture conditions. Low ratio of

expenditure. _=Special facilities for meeting Death Duties; immediate

payment to the Crown without probate.=_

ABSOLUTE SECURITY. MODERATE RATES OF PREMIUM. LIBERAL POLICY

CONDITIONS.

_Proposal forms and every information may be obtained of the Head

Offices, Branches, and numerous Agencies of the Company._

_Manager_—=CHARLES ALCOCK=,

_Sub-Manager_—=GEO. CHAPPELL.=

_Asst. Secretaries_—=WM. ROPER=; =J. J. ATKINSON=.

_Secretary in London_—=JOHN H. CROFT.=

ALLIANCE ASSURANCE COMPANY, LIMITED,

WITH WHICH IS INCORPORATED

THE IMPERIAL INSURANCE COMPANY, LIMITED.

ESTABLISHED 1824.

Head Office:—BARTHOLOMEW LANE, LONDON, E.C.

Authorized Capital— Invested Funds exceed—

£5,250,000 Sterling. £10,000,000 Sterling.

DIRECTORS—

_Chairman_—The Right Hon. Lord ROTHSCHILD, G.C.V.O.

CHARLES EDWARD BARNETT, Esq.

Right Hon. Lord BATTERSEA.

FREDERICK CAVENDISH BENTINCK, Esq.

FRANCIS A. BEVAN, Esq.

PERCIVAL BOSANQUET, Esq.

Hon. KENELM PLEYDELL BOUVERIE.

T. H. BURROUGHES, Esq.

FRANCIS WILLIAM BUXTON, Esq.

JOHN CATOR, Esq.

VICTOR C. W. CAVENDISH, Esq., M.P.

Colonel the Hon. EVERARD C. DIGBY.

Major-gen. Sir ARTHUR ELLIS, G.C.V.O., C.S.I.

JAMES FLETCHER, Esq.

JOHN HAMPTON HALE, Esq.

ALEX. LAWRIE, Esq.

FRANCIS ALFRED LUCAS, Esq., M.P.

EDWARD HARBORD LUSHINGTON, Esq.

Hon. HENRY BERKELEY PORTMAN.

Hon. LIONEL WALTER ROTHSCHILD, M.P.

HUGH COLIN SMITH, Esq.

Right Hon. Lord STALBRIDGE.

Lieut.-Col. F. ANDERSON STEBBING.

Right Hon. The EARL OF VERULAM.

Sir CHARLES RIVERS WILSON, G.C.M.G. C.B.

ROBERT LEWIS, _General Manager_.

Liverpool Branch:—=30, EXCHANGE STREET EAST=.

=LIVERPOOL BOARD—=

FREDERIC NORTH, Esq., _Chairman_,

MORRIS P. JONES, Esq., J.P., _Deputy-Chairman_.

ALFRED TYRER, Esq.

FREDK. W. FRODSHAM, Esq.

R. L. GREENSHIELDS, Esq.

R. ALFRED HAMPSON, Esq.

WM. BARTLETT, Esq.

FRANCIS J. WELD, Esq.

GEORGE DAVISON, Esq.

H. T. OWEN LEGGATT, _Secretary_.

W. E. C. HUTTON, _Fire Superintendent_.

=Branch Establishments also at Birmingham, Bristol, Bury St. Edmunds,

Ipswich, Leeds, Leicester, Liverpool, Manchester, Newcastle-on-Tyne,

Nottingham, Sheffield, Shrewsbury, Wrexham, Edinburgh, Glasgow,

Dublin and Belfast.=

LIFE DEPARTMENT.

Moderate Rates of Premium.

Large Bonuses, including Interim Bonuses.

Unclaimed Surrender Values applied in keeping Assurances in force.

Claims paid immediately after proof of death, age, and title.

Except in, special cases, New Policies are Whole-World and

Indisputable.

=DEATH DUTIES.=—In order to enable the owners of Property to provide

for the payment of the =ESTATE DUTY=, Special forms of Policies

have been prepared under which the Policy moneys (or such portion

thereof as may be required for the purpose) will be paid direct to

the Inland Revenue Office without waiting for the production of

Probate. A Prospectus containing full particulars will be forwarded

on application.

FIRE DEPARTMENT.

Fire Insurances Granted at Current Rates.

LEASEHOLD AND SINKING FUND POLICIES.

are granted (on terms which may be ascertained on application),

enabling Leaseholders to recoup their expenditure by a small Annual

Premium, or by a single Payment in advance.

=The Directors are open to entertain applications for Agencies from

parties who are in a position to introduce business of a high class.=

Full Prospectuses and Statements of Accounts may be had on

application to the Head Office of the Company, or to Liverpool

Branch, 30, Exchange Street East.

Manufacturers

OF

ALL KINDS

OF

FLOUR

FOR

EXPORT

AND

HOME

USE.

[Illustration:

Joseph Appleby & Sons

Limited.

BLACKBURN

FRONT VIEW

BLACKBURN

CANAL VIEW

BOOTLE

LIVERPOOL

ENFIELD

Millers at

ENFIELD, BURNLEY, BLACKBURN, BOOTLE & LIVERPOOL

]

AND OF

APPLEBY’S

SSSS

LILYWHITE

SNOWFLAKE

SSS

SS

S

CHOICE

FINES.

Telegrams—“LIGHTERAGE.” Telephones:—Liverpool—1133.

” 8147.

Bootie—333.

Garston—143.

LIVERPOOL LIGHTERAGE CO.,

LIMITED,

Drury Buildings, Water Street,

[Illustration: Decoration] LIVERPOOL.

[Illustration: Sailboat]

_Every Description of Lighterage_

... _UNDERTAKEN BETWEEN_ ...

HIGH LEVEL LIVERPOOL DOCKS, BIRKENHEAD TIPS, GARSTON,

WIDNES, ST. HELENS, WESTON POINT,

SALTPORT, ELLESMERE PORT, NORTHWICH,

MANCHESTER.

=Steam and Sailing Flats to all usual Coastwise Ports.=

HENRY BLOOR,

_Manager and Secretary_.

WATSON PRICKARD,

_(Combining the business of J. H. KNIGHT & CO.)_,

SHIRT TAILOR,

GENTLEMEN’S COMPLETE OUTFITTER,

_16, NORTH JOHN STREET_,

[Illustration: Decoration] LIVERPOOL.

Telephone—5808. Telegrams—“Burnaby.”

BURNABY & CHANTRELL,

ESTABLISHED 1875.

LIVERPOOL.

[Illustration: Decoration]

Importers and Manufacturers of ...

Lubricating Oils and Greases.

CYLINDER.

ENGINE.

SPINDLE.

LOOM.

GAS ENGINE.

DYNAMO.

MOTOR.

LAMP.

SOLIDIFIED OILS.

GREASES.

COTTON WASTE.

PACKING, ETC.

Price Lists and Samples on Application.

JOHNSON & SILVER,

DUKE’S DOCK, LIVERPOOL.

_Best prices given for Californian Lining Boards._

Dunnage Wood supplied at fair rates.

Telephone 5833.

COCHRANE & SONS,

SHIPBUILDERS AND ENGINEERS,

[Illustration: Decoration] SELBY, Yorks.

Builders of Steam and Sailing Passenger and Cargo Vessels,

Steam Trawlers (a speciality), Steam Herring Drifters,

Steam Tugs, Barges, &c., &c.

Transcriber’s Notes

pg xiii Changed Chapter XIII page number from 84 to 78

pg xv Changed: Glensannox p.s. 154

to: Glen Sannox p.s. 154

pg 5 Changed period to comma after: which was much greater than he

anticipated

pg 33 Changed: and two state-rooms for families

to: and two staterooms for families

pg 77 Changed: filled with references to the illfated vessel

to: filled with references to the ill-fated vessel

pg 81 Changed: The Captain (Lieut. Hoskins, R.N.)

to: The Captain (Lieut. Hoskin, R.N.)

pg 105 Changed: a crew of 50 men and 147 pasengers;

to: a crew of 50 men and 147 passengers;

pg 119 Changed: engineers of the period were secured, Mr. J. K. Brunel

to: engineers of the period were secured, Mr. I. K. Brunel

pg 122 Changed: less successful than on the first occcasion

to: less successful than on the first occasion

pg 123 Changed: by the company’s engineer, Mr. J. K. Brunel.

to: by the company’s engineer, Mr. I. K. Brunel.

pg 127 Changed: She was chartered in 1896 by “Lewis’s

to: She was chartered in 1886 by “Lewis’s

per: Errata on page xiii

pg 134 Changed: The ROBERT BRUCE.

to: The ROBERT LOWE.

per: Errata on page xiii

pg 137 Changed: capacity of 400 tons dead-weight cargo

to: capacity of 400 tons deadweight cargo

pg 176 Changed: according to the position of the state-room

to: according to the position of the stateroom

pg 207 Changed: year 1821, its head-quarters

to: year 1821, its headquarters

pg 213 Changed: and the Preussicher Adler, of 563 tons

to: and the Preussischer Adler, of 563 tons

pg 213 Changed: the Preussicher Adler being the first steamer

to: the Preussischer Adler being the first steamer

pg 216 Added period after: to be taken by the Dockyard officials

pg 227 Changed: returning from new York every Wednesday

to: returning from New York every Wednesday

pg 295 Changed: carried by the railway company betwen Waterford

to: carried by the railway company between Waterford

pg 328 Changed: Swiftsure (1183), Canadian Steampacket, 10

to: Swiftsure (1813), Canadian Steampacket, 10