How gradually the change came about will be seen from the following facts and figures: The first iron sailing ship was the Vulcan, built on the Clyde in 1818, and in the following year the first sailing vessel with an auxiliary engine crossed the Atlantic. This was the Savannah, a wooden ship of 350 tons, with portable paddles and an engine and boiler on deck. She was built at New York. The first vessel to cross the Atlantic using steam-power during the entire voyage was the Royal William, which was taken from Quebec to London in 1833; and in 1838 the first steamers of British build, the Great Western and the Sirius, made the westward passage. The first steamer constructed of iron was the Aaron Manby, a small paddle-wheel vessel about 50 feet long, built at Horsley, England, in 1821; and the first screw steamer of any importance was the Archimedes, an iron vessel of 237 tons, built in England in 1839. The Great Britain, built at Bristol, England, in 1843, was the first screw, as well as the first iron steamer to cross the Atlantic, but it was not until 1850, when the Inman liner City of Glasgow began to run regularly between Liverpool and Philadelphia, that iron screw steamers took a recognized place upon the ocean.
It is to be noticed how closely these last dates correspond with those of the clipper ship era, which opened with the advent of the Rainbow in 1843, and was brought to its greatest brilliancy through the discovery of gold in California and Australia in 1848 and 1851. At this time each nation was devoting its best talents to developing the material that lay nearest at hand; and while the American wooden-built type was earlier brought to perfection, its possibilities were more limited by natural causes. Greater economy, durability, and regularity of speed on the part of the iron screw steamer were the qualities that finally drove from the seas the far more picturesque and beautiful wooden sailing ship.
The supremacy held by the merchant marine of the United States in 1851 was maintained until about 1856, and during this period American ships continued to be built, bought, and chartered by British ship-owners; but after the great financial depression which affected both countries from 1857 to 1859, British ship-owners no longer needed American-built ships, for in Great Britain iron had by this time superseded wood in the construction of large vessels. Thus the advantage to the United States of having an abundant supply of timber was taken away, while the advantage of Free Trade, with low cost of living, was on the side of England. Moreover, the spirit of enterprise, which had been growing in Great Britain during the years of free competition in the carrying trade since 1849, was having its effect.
Following the repeal of the Navigation Laws, the Merchant Shipping Act of 1854, a wise and far-seeing measure, completed the foundation upon which the merchant marine of Great Britain has been developed. This act of Parliament contains 548 clauses, dealing with all questions which relate to British merchant ships and seamen, including tonnage. The ship-builders of Great Britain had been much hampered by the old tonnage laws and were glad to see them abolished.[16] The new tonnage rules, which are still in force, were based upon the actual cubic capacity of the hull, the unit of 100 cubic feet being one ton register, so that a vessel measuring 100,000 cubic feet internal capacity registers 1000 tons, and is able to carry 2000 tons at 50 cubic feet per ton. This new system of measurement encouraged the application of scientific knowledge to the design of vessels, and, as we shall see, helped somewhat to prolong the clipper ship era in England, when it was practically dead in the United States.
It is true that during our Civil War American ships were still sold in England, but this was rather because their owners had no profitable use for them at home than from any lack of British iron vessels. Since that period, the decline of American shipping, for reasons that should be well understood, has been constant.
I refer to the Navigation Laws and Protective Tariff of the United States. The former, first enacted in 1792 and revised and added to since that time only in unimportant details, have long out-lived the usefulness they may once have possessed, and completely fail to meet the requirements of the changes in ocean navigation that have taken place during the period of more than a century that has since elapsed. As is well known, they prohibit an American citizen from owning a foreign-built merchant ship. Meanwhile the Protective Tariff so increases the cost of living and with it the cost of the labor and materials that go into the construction of a modern ship, that the American ship-builder cannot produce a steel or iron vessel at anything like a cost that will enable her to compete successfully with a ship of the same class constructed in a European shipyard. Were it not for this hindrance, the immense natural advantages of such broad, deep waters as those of the Delaware and Chesapeake, where the finest coal and iron ore are within easy transportation, and the abundant food supplies of the neighboring garden States and of the West which are easily accessible, would make them ideal spots for the construction of ships. So it will be seen that the Navigation Laws and Protective Tariff are the mill-stones between which the American ship-owner and ship-builder at present find themselves ground with an ever-receding prospect of escape from this cunningly devised dilemma. Meanwhile, the ensign of the United States no longer contributes in any marked degree to the gayety of foreign seaports; whereas, Great Britain, with inferior coal and iron ore, compelled to import the food and clothing material for her shipwrights from distant lands, and with certainly no keener intelligence nor greater energy among her ship-owners and builders, but guided by the enlightened policy of Free Trade, sends her endless procession of merchant ships, both sail and steam, to every seaport upon the globe.
CHAPTER XXI
THE LATER BRITISH TEA CLIPPERS
IN what may be called the ante-Suez Canal days, China was a pretty comfortable place to be in. The East India Company, with its pomp and grandeur, had passed away, but the older residents treasured the picturesque traditions of former times, and the comfort and luxury of the old days still survived.
All white foreigners in China were known as Europeans, and at the little treaty ports along the coast their communities were closely united by ties of social necessity, the barriers of national prejudice, if they existed, being soon obliterated in the effort of each member to contribute to the well-being of all. Hong-kong was the European capital. With its cathedral, Government House, regiment of soldiers, court of justice, race-course, social clubs, and annual Derby and Regatta week, it was a most entertaining pocket edition of England, set down at the base of a lofty island mountain-peak, between the bluest of seas and the brightest of skies. Almost the only things that reminded one of the Orient were the tiers of junks that lay moored at the western end of the town, and the industrious well-mannered Chinese who mingled so unobtrusively with their visitors from the west.
All of these things worked together for good. There were no cables or telegraphs to vex the souls of the righteous. The P. & O. steamer, via the Red Sea and the Indian Ocean, usually arrived every month, though frequently four or five days overdue, and once in a while she would not appear at all, having fetched up on one of the numerous uncharted reefs or shoals that then infested these seas. When she did arrive, there was a ripple of excitement over receiving letters and newspapers from home, and when she had departed, the little colony settled once more into agreeable repose. The towns and cities of America and Europe seemed far away—bright, shadowy visions that dwelt in our hearts as “home.â€�