FOOTNOTES:

[228] The dimensions of the City of Manchester are as follows:—Length on deck, 274 feet with 38 feet breadth of beam. She registers 2125 tons, and is propelled by engines of 400-horse power, driving a three-bladed screw. Her two foremasts are of tubular plate-iron.

[229] The City of Paris conveyed, in 1869, His Royal Highness Prince Arthur (now Duke of Connaught) to America in six days twenty-one hours, the quickest passage ever made to any port of the New World from Cork. The Prince attended Divine Service at Queenstown on Sunday, embarked at four P.M. that day, and was landed at Halifax, Nova Scotia, at half-past ten A.M. on the following Sunday in time for Morning Service at that place, which he also attended, much to his credit.

[230] The following is an extract from the logs of the City of Brussels and City of Richmond.

“City of Brussels.”

Sandy Hook to Queenstown. December, 1869.	Wind.	Courses.	Distance from Sandy Hook.	Latitude, N.	Longitude,, W.	Remarks.
Saturday, 4	Southerly	East.	37	40·30	73·09	A.M.--9.15, passed Sandy Hook.
Sunday, 5	”	N. 85 E.	330	41·27	66·00	Moderate breeze and calm.
Monday, 6	Easterly	N. 69 E.	320	43·21	59·15	Moderate breeze.
Tuesday, 7	S. S. W.	N. 67 E.	336	45·32	52·00	Light breeze.
Wednesday, 8	”	N. 68 E.	346	47·44	44·14	Light breeze.
Thursday, 9	S. W.	N. 72 E.	371	49·42	38·18	Moderate breeze.
Friday, 10	West.	N. 85 E.	365	50·11	25·51	Moderate breeze.

Saturday, 11	N. W.	N. 80 E.	353	51·15	16·44	Fresh gale.

Sunday, 12	..	To Fastnet	266	..	..	A.M.--6.20, past Fastnet; 10.10, Queenstown.

“City of Richmond.”

Queenstown to. Sandy Hook. December, 1875.	Wind.	Courses.	Distances.	Latitude.	Longitude.	Remarks.
Saturday, 17	Calm.	S. 84 W.	290	50·58	15·41	P.M.--4.10, Received Mails. Calm and Cloudy.
Sunday, 18	Variable.	S. 80 W.	362	49·56	25·01	Light airs.
Monday, 19	Variable.	S. 72 W.	360	48·08	33·43	Light airs.
Tuesday, 20	S. E.	S. 68 W.	380	45·42	42·18	Moderate breeze.
Wedn’sday, 21	Variable.	Variable.	366	43·25	50·14	Light and Variable.
Thursday, 22	Calm.	S. 81 W.	363	42·00	58·11	Light airs and calm.
Friday, 23	Variable.		361	41·03	66·07	Light airs and fog, 9.25 A.M. Received Pilot. P.M. 10.00 stopped and sounded.
Saturday, 24	Variable.		361			P.M. 10.30 Sandy Hook.

[231] Mr. Inman was the first to start a regular line of steamers across the Atlantic consisting entirely of iron ships propelled by the screw; and as he and Mrs. Inman, greatly to their credit, made a voyage in one of their earliest emigrant steamers, expressly for the purpose of ameliorating the discomforts and evils hitherto but too common in emigrant ships, my readers may naturally desire to know something of Mr. Inman’s history.

In a few words therefore I may state that he was born at Leicester in the year 1825, where his father (a partner of Pickford and Co.) then resided. Educated at the Collegiate Institution at that place, and at the Liverpool Royal Institution, he, in 1841, preferring business to a profession, entered a mercantile office; passed through various grades of clerkship under the late Mr. Nathan Cairns (brother to Lord Cairns), Messrs. Cater and Co., and Messrs. Richardson Brothers, (all merchants of Liverpool): of the latter firm he became a partner in January 1849, and had the entire management of their fleet of American sailing packets then trading between Liverpool and Philadelphia. Here he first gained an intimate knowledge of the emigrant business which he has since pursued with so much success and public advantage.

Mr. Inman having watched with considerable interest the performances of the City of Glasgow on her first trip to America, was convinced of the advantages she possessed over, not merely their sailing-ships, but over paddle-steamers for the purposes of navigation, and therefore recommended her purchase to his partners. Acting on his advice, they bought and dispatched her with 400 steerage passengers in the winter of 1850 across the troubled waters of the Atlantic, very much to the dismay of that numerous body of men who had still no faith in the screw, and who dreaded the performances of any vessel thus propelled in so stormy an ocean, even though they had seen what the Great Britain had done years before. But the City of Glasgow did her work right well, and completely falsified the prophecies of the foreboders of disaster. The City of Manchester, which followed, “left a profit in the first year of her movements of 40 per cent.” to her enterprising owners, and hence no more has been heard since that time of the inferiority of the screw to the paddle-wheel. One is often surprised to see a man so fully occupied, as he must have been, with his own affairs taking an active part in public matters; but we find Mr. Inman in his useful and busy career (like numerous other active men of business) a member of the Local Marine Board, a member of the Mersey Docks and Harbour Trust, a member of the first Liverpool School Board, a captain of the Cheshire Rifle Volunteers and the holder, too, of prizes, a magistrate for the county of Cheshire where he resides, the chairman of the Liverpool Steam Shipowners’ Association of Liverpool, and an active politician, frequently called on to give evidence before Royal Commissions and Committees of the House of Commons. His life indeed affords an excellent example for the rising generation to follow.

[232] Passengers landed at New York from the United Kingdom in 1870 by the following steamers:—

Line.	Trips.	Cabin.	Steerage.	Total.	Deaths.
Inman	68	3,635	40,465	44,100	22
National	56	2,442	33,494	35,736	35
Guion	55	1,115	27,054	28,569	18
Anchor	74	1,637	23,404	25,041	19
Cunard	70	7,638	16,871	24,509	10

[233] On the average of the first seven voyages the City of Chester performed the passage from New York to Queenstown in eight days, eleven hours, and twenty-six minutes. The City of Richmond, too, in her first seven voyages made the same passage on an average of eight days, eleven hours, and fifty-eight minutes; the last-named ship, having on one occasion (April 1874) made the run from Sandy Hook (New York) to Fastnet (60 miles from Cork Harbour) in seven days, twenty-three hours.

[234] To these particulars Mr. Inman, in his evidence before the Committee of the House of Commons (Session 1874, p. 185) on tonnage measurement, adds, “the City of Berlin is about 40 feet (depth) to the hurricane deck, and about seven feet six inches in addition to the poop, and about seven feet to the captain’s bridge above that.... The depth from the main deck is about twenty-four feet.” This ship on her trial trip over the measured mile indicated 5200 horse-power, and an average speed of 14·825 knots per hour.

[235] The City of Berlin has just (Sept. 1875) made the two fastest passages across the Atlantic yet on record. See [Appendix No. 13, pp. 611-2].

[236] The founder of this firm, Mr. Alexander Allan, a native of Saltcoats, North Britain, afterwards removed to Glasgow, and owned a numerous fleet of sailing-ships, one of which in early life he himself commanded. His eldest son, James, followed his example, as did also his third son, the late Bryce Allan, of Liverpool. Other two, Hugh (now Sir Hugh Allan) and Andrew, established themselves in Montreal, where they managed the shipping business of the family, and James, when he retired from the sea, formed with Bryce and their youngest brother, Alexander, the now important branch of their business at Liverpool.

[237] The first four steamers of this firm were built by the late Mr. William Denny, of Dumbarton, and the skill of this eminent builder is evinced by the fact that one of these early steamers, the Anglo-Saxon, although designed, for economy of fuel and capacity, for cargo and passengers, rather than for speed, made the passage from Quebec to the Rock Light, Liverpool, in the then altogether unprecedented short time of nine days and five hours.

[238] [Appendix No. 14, p. 612].

[239] Ordered by the House of Commons to be printed, 23rd of July 1861.

[240]

Time Table.—(A.) Galway To America.

Summer Service—Outward Voyages.
From Galway to New York, during the months of April, May, June, July, August, September, and October	11 days	2 hours.
From Galway to Boston, during the like months.	11 days	16 hours.
Summer Service—Homeward Voyages.
From New York to Galway, during the like months	10 days.
From Boston to Galway, during the like months	10 days	4 hours.
Winter Service—Outward Voyages.
From Galway to New York, during the months of November, December, January, February, and March	13 days.
From Galway to Boston, during the like months	13 days	12 hours.
Winter Service—Homeward Voyages.
From New York to Galway, during the like months	10 days	10 hours.
From Boston to Galway, during the like months	11 days	2 hours.

[241] See Report of Committee, 1861, p. iii.

[242] See Evidence, Questions 1583 and 1587, p. 139.

[243] Question, 1573, Ibid.

[244] Question 243, p. 25.

[245] The government inspectors, in their Report, state (Question 256, p. 26): “We surveyed the Hibernia in dry dock at Messrs. Laird’s yard, at Birkenhead,” in reference to the Postmaster-General’s communication respecting the leaky state of that vessel, “and we found the whole of the ‘bolts of the flat keel’ and bottom plating, for about 150 feet amidships, very much strained.”

[246] Report of Committee, page iv.

[247] Appendix to Report of Committee, page 298, “Table of Voyages.”

[248] See Appendix No. 6 to the Report of the Committee of the House of Commons.

[249] Paper delivered in by Sir Rowland Hill, K.C.B., 12th July, 1861:—

Statement of the Earnings and Costs of the Galway Line of MailSteamers.
			£
Sea postage of correspondence (including newspapers and transit letters) from 26th June to 23rd October, 1860, inclusive, when the voyages were suspended (estimated)			1,400
	Trips: Out, 7; home, 6	Total, 13.
	Earnings, 108l. per trip.
Cost to Post-Office in same time.
			£
Contract payment (less penalties)			14,764
Incidental payments			500
			£15,264

(Signed) Frank James Scudamore,
Receiver and Accountant-General.

12th July, 1861.

[250] There is still a line of sailing-packets, named the “Old Black Ball” line, trading between Liverpool and New York, sailing from the former port on the 1st and 16th of each month. They are large and fine ships, and are under the management of Messrs. C. H. Marshall & Co.

[251] In 1873 the Wisconsin made the passages from Liverpool to New York and back in each case within ten days.

[252] The White Star Line was originally composed of a fleet of fast sailing American clipper-ships, such as the Champion of the Seas, Blue Jacket, White Star, Shalimar, &c., sailing to Australia: to this line, Messrs. Ismay, Imrie, and Co. succeeded, and they still carry it on with similar fast high-classed vessels built of iron, such as the Belfast, British Commerce, Knight Commander, Houghton Tower, Glengarry, Knowsley Hall, &c., and they have applied the title “White Star” to their New York line of steamers.

[253] Extract from “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.”

[254] See [Appendix No. 15, p. 613].

[255]

The First Eleven Passages of the “Baltic.”

Queenstown to New York.					New York to Queenstown.
Voyage.		Days.	H.	M.	Voyage.		Days.	H.	M.
1.	September, 1871	8	19	52	1.	October, 1871	8	15	3
2.	February, 1872	9	19	22	2.	March, 1872	9	3	38
3.	March, 1872	8	18	32	3.	April, 1872	8	3	58
4.	April, 1872	9	3	52	4.	May, 1872	8	20	10
5.	May, 1872	8	14	35	5.	June, 1872	8	22	20
6.	June, 1872	9	4	52	6.	July, 1872	8	19	8
7.	August, 1872	8	13	57	7.	August, 1872	8	12	8
8.	September, 1872	8	14	40	8.	September, 1872	8	10	53
9.	October, 1872	8	17	52	9.	October, 1872	8	11	50
10.	November, 1872	10	17	12	10.	December, 1872	7	23	22
11.	December, 1872	10	8	11	11.	January, 1873	7	20	9

[256]

Copy of the “Adriatic’s” Log.

Queenstown toward New York.
Date.	Winds.	Courses.	Distance.	Latitude.	Longitude.	Weather.
1872.
May 16	..	..	Left	Liverpool	..	5.10 P.M., Rock Light abeam.
May 17	..	..	Left	Queenstown	11·05	A.M., Roche’s Point abeam.
				North.	West.
May 18	E.N.E.	W.	381	51·22	18·12	Fresh breeze and fine weather.
May 19	Northerly	S. 87 W.	348	51·13	27·27	Mod. breeze and fine weather.
May 20	Northerly	75	366	49·31	36·42	Calm.
May 21	N.N.W.	72	353	37·44	45·11	Light breeze; dense fogs at times.
May 22	N.N.W.	62	362	44·57	52·57	Mod. breeze; dense fogs at times.
May 23	W. by N.	78	333	43·20	60·21	Light breeze; dense fogs at times.
May 24	..	68	357	41·08	67·51	Ditto, ditto.
May 25	To S. Hook,	..	278	..	..	Anchd. off Sandy Hook, 6 A.M.

[257] See [Appendix No. 16, p. 614], for particulars of this passage.

[258] The Germanic (June 1875) made the passage from Queenstown to Sandy Hook in 7 days, 23 hours, and 7 minutes actual time. See details of her log, [Appendix No. 17].

[259] The following are some of the principal dimensions of the Britannic:

	Feet.	In.
Length between perpendiculars	455	0
Length over all	468	0
Breadth of beam	45	3
Depth of hold	34	0
Net register tonnage 3,17415100 tons.

She has accommodation for 1,300 passengers, and 150 crew.

[260] Engineering, weekly journal, London, 20th November, 1874.

[261] On arriving in shallow water or nearing a port the screw is raised, so that the bottom of it is above the level of the keel, and when the blades require examining or replacing, the shaft can be raised still higher, thus exposing the boss and allowing ready access when the ship is in light trim. The last two lengths of shafting are connected with an universal joint which works in a chamber in the after end of the tunnel and is at all times accessible to the engineers. The bush is guided by two cheeks on the stern-post, and raised by means of rods with gearing on the middle deck either by a steam-engine or by a hand winch placed on the upper deck, additional power being always at command through the medium of the capstan. The want of the customary keel pieces joining the inner and outer stern-post conveys an appearance of weakness, but this is amply compensated by the increased width and additional thickness at the head of the screw aperture; and the centre of effort of the rudder being raised above the ordinary height. A false foot is fitted to the bottom of the rudder-post and this foot can be readily removed, allowing the screw boss to be changed without disturbing the shaft, which is another very important feature.—Ibid., 20th November, 1874.

[262] Messrs. Ismay, Imrie, & Co. state: “With regard to the Britannic’s screw propeller, it can be worked at any depth, and need not be stopped whilst the lowering or raising is being proceeded with.”

[263]

Abstract of Log, S.S. “Britannic.”

Date	Direction of Wind.	Course.	Distance.	Lat.	Long.	Remarks.
First Voyage from Liverpool towards New York.
1874.			Miles
June 25	..	..	..	..	..	Left Liverpool, 5 P.M.
June 26	..	..	..	..	..	Anchored in Queenstown Harbour, 11.35 A.M. Proceeded at noon.
June 27	N.W.	Various.	350	51·20	17·16	Moderate breeze and fine weather.
June 28	S.E.	S. 87 W.	351	51·05	26·34	Moderate breeze, cloudy, with head sea.
June 29	N.E. to S.	S. 76 W.	352	49·38	35·25	Light breeze, with cloudy weather.
June 30	W.N.W.	S. 72 W.	351	47·49	43·39	Moderate breeze, cloudy, with head sea.
July 1	N. to N.E.	S. 66 W.	367	45·22	51·42	Moderate breeze, with dense fog.
July 2	N.E.	S. 66 W.	375	42·52	59·34	Moderate breeze, and cloudy.
July 3	E.S.E.	S. 72 W.	376	40·56	67·32	Light breeze, and dense fog.
July 4	..	Various.	285	..	..	Sandy Hook abreast at 9.15 A.M.

[264] Letter from Messrs. Ismay, Imrie, and Company, 3rd December, 1874.

[265] “Passengers will be provided with berths to sleep in, each adult having a separate berth; but they have to provide themselves with a plate, mug, knife, fork, spoon, and water-can, also bedding. Married couples, with their children, will be berthed together; females will be berthed in rooms by themselves.

“Bill of fare.—Each passenger will be supplied with three quarts of water daily, and with as much provisions as he can eat, which are all of the best quality, and which are examined and put on board under the inspection of her Majesty’s Emigration Officers, and cooked and served out by the company’s servants.

“Breakfast at eight o’clock.—Coffee, sugar, and fresh bread and butter, or biscuit and butter, or oatmeal porridge and molasses.

“Dinner at one o’clock.—Soup and beef, pork, or fish, according to the day of the week, with bread and potatoes, and, on Sunday, pudding will be added.

“Supper at six o’clock—Tea, sugar, biscuit, and butter. Oatmeal gruel will be supplied at eight P.M. when necessary.

“Luggage.—Ten cubic feet will be allowed for each adult steerage passenger, and twenty for each adult saloon passenger, free; for all over that quantity a charge of 1s. 6d. for each cubic foot will be made.

“All passengers are liable to be rejected who, upon examination, are found to be lunatic, idiot, deaf, dumb, blind, maimed, infirm, or above the age of sixty years; or any woman without a husband with a child or children; or any person unable to take care of himself (or herself) without becoming a public charge, or who, from any attending circumstances, are likely to become a public charge. Sick persons or widows with children cannot be taken, nor lame persons, unless full security be given to the United States’ Government, that the parties will not become chargeable to the State.”

[266] In 1866, an American company started a line of steamers between Boston and Liverpool. Two large and elegantly fitted wooden screws built in Boston, named the Erie and Ontario, were the precursors of this line, but were so unfortunate that, after making two or three passages across the Atlantic, the enterprise had to be abandoned.

[267] In the [Appendix No. 17, pp. 617-632], will be found a table of the several passages of the steamers of some of the lines employed in the Transatlantic trade during the years 1873 and 1874. I must, however, add (as I am anxious to be impartial and strictly accurate), that the steamers of three of these lines, the “Cunard,” “Inman,” and “National,” adopt the “Lane route,” that is, the route to the south of the Newfoundland banks, which increases the distance of each passage by about 90 miles, or allowing for the favourable Gulf stream by from 50 to 60 miles. I must also direct the attention of my readers to certain figures in these returns where I have placed an asterisk. For instance, one of the Cunard steamers (the Cuba) was on the passage of the 19th January, 1873, about seven days beyond her usual time, no doubt arising from some uncontrollable cause, which would increase the average passages outwards of the steamers of this line for that year by about 3 hours 10 minutes. Similar remarks apply to the steamers of the other lines, as the increased time there noted affects the annual average length of their passages, also, in a greater or less degree. The Canada (National line), 16 January, 1873, was, for instance, about seven days, while three other vessels of this line were three and a half, six and a half, and six days respectively behind their usual time. The America (Bremen line) was on one passage more than eleven days. A steamer of the White Star line, on one occasion, four and a half days; while the Guion line, on four occasions, four, five, six, and ten and a half days respectively; and the Inman line, four and a half, three and a half, four and a half, and ten days respectively longer than their usual time, occasioned, I am informed, by serving ships in distress and other laudable or unavoidable causes. Though some are faster than others, the speed and regularity with which all these lines of steamers traverse the Atlantic is very remarkable, and no better illustration could be given than this table of the perfection we have reached in ocean navigation. Indeed, the time of the arrival of these vessels can be depended on with almost as much certainty as a railway train.

[268] See [Appendix No. 18, p. 633].

[269] These steamers, which sail monthly from Glasgow for Alexandria, run in connection with the Peninsular and Oriental, and British India Steam Navigation Companies, by means of which system, passengers can be forwarded from Suez to Colombo, Madras, Calcutta, Rangoon, and Moulmein, and to all the principal towns in India and China. The Anchor Company has also a monthly service of its own vessels between Glasgow, Liverpool, and Bombay, viâ, the Suez Canal, taking goods and passengers for the ports on the West coast of India and the Persian Gulf in connection with the British India Company’s steamers.

[270] These steamers are each 400 feet in length, 40 feet breadth, and 33 feet depth from upper deck. They measure 4000 tons gross. They can accommodate in their cabins, which are fitted in first-class style, 250, and in the steerage 900 passengers.

[271] The Victoria is 361½ feet in length, 40½ feet beam, 24½ feet depth of hold to main, and 32 feet to spar deck; her measurement is 3287 tons gross. She has compound engines of 500 nominal horse-power, with cylinders of 57 inches and 108 inches diameter respectively, having 4 feet length of stroke of piston, and six boilers with eighteen furnaces, consuming, when at full speed, “14 knots per hour on the measured mile, 45 tons of coal per day of twenty-four hours.” She has accommodation for 150 first-class and 900 steerage passengers, besides her crew, and also large cargo space.

[272] The Suavia, which was built in 1874 by Messrs. Caird and Co. of Greenock, is 361 feet in length, 41 feet in breadth, and her depth to the upper spar deck is 34 feet. She measures 3623 tons gross, and has accommodation for ninety-two first-class passengers, eighty-two second-class and 930 third-class passengers, besides her crew of 120 men; she has likewise space for 2000 tons of cargo. The Suavia is the twenty-second steam-ship built by Messrs. Caird and Company for the Hamburg American Steam Packet Company.