When first the Messageries Company became carriers by sea, they had nearly all their vessels built in England, but they now possess large establishments of their own, where they construct screw-steamers of iron, rivalling in most respects, and very much resembling those of, the Peninsular and Oriental Steam Navigation Company, of which I have furnished an illustration.
Largest vessels.
Their two largest ships employed in the trade with India and China are the Anadyr and the Irawaddy, of 3671 and 3471 tons gross register respectively, and each of 600 nominal horse-power. The other sixteen vessels in that service range from 3017 tons and 500 horse-power, down to 1035 tons and 280 horse-power. Their six steamers employed on the Brazilian and River Plate line are from 3417 tons and 600 horse-power, to 2115 tons and 400 horse-power, while the thirty-five engaged in the Mediterranean and Black Sea services range from 2524 tons and 500 horse-power to 430 tons and 160 horse-power. They have also three steamers of 1500 tons and 250 horse-power engines on the compound principle trading between London and Marseilles, and four magnificent screw-steamers in course of construction, each of 4000 tons and 600 horse-power.
The trade of this large Company now embraces all the chief ports of the Mediterranean and Black Sea, and those of India, China, Java, and Japan, as well as of Algeria and the Brazils; and the excellent manner in which the different lines are conducted and navigated by Frenchmen is the best answer that can be given to the old saying that the French never were and never will be a maritime people. That they do not equal the English on the ocean is likely enough, nevertheless that they would become much greater as shipowners than they now are there can be little doubt, were they governed by wise laws and left to depend upon their own energy and resources rather than on government grants. Throughout all time “protective” laws seem to have retarded the natural development of commerce, as they have been too frequently the ruin of nations as well as of individuals.
Trade viâ the Suez Canal.
The ships of the Messageries Maritimes Company, like those of their great competitors for the trade of the East, the Peninsular and Oriental Company, now pass through the Suez Canal. But, besides these two companies, the former of which receives nearly double the amount of subsidy of the other,[364] there are now numerous other steam lines following the same route, all bidding for the ever envied trade of the once mysterious Cathay; and these have increased enormously since the waters of the Red Sea, passing through the desert, mingled with those of the Mediterranean.
Hitherto steam to India by the way of the Cape of Good Hope has proved an unprofitable undertaking: nor, with all the improvements tending towards increased economy on the one hand, and greater capacity for cargo on the other, does it offer many more inducements now, than it did when the Enterprize first found her way to Calcutta.
Nor, indeed, has any better success attended steam navigation undertakings to the distant colonies of Australia. From the time that the trade with India was thrown open, sailing-ships thither, as well as to Australia, have been the chief means of transport, and these still carry by far the largest proportion of the goods traffic, though first-class passengers prefer the more expeditious overland routes: but steam-boats, even though largely subsidized, especially to India by the way of the Cape, have found it impossible to compete successfully with the sailing-ships of Messrs. Green of Blackwall, Messrs. T. and W. Smith, and other private shipowners long engaged in the trade.
The two steam companies, formed nearly simultaneously about the year 1852 to run viâ the Cape of Good Hope: one, the General Screw Steam Company to Calcutta and intermediate Indian ports; and the other, the Australian Royal Mail Steam Company, though each received large grants of public money, alike proved signal failures. Nor can the failure of these undertakings be altogether attributed to mismanagement. A good deal of it was, doubtless, due to the description of vessels employed, and to their unsuitability for the services undertaken, but still more to the fact that neither auxiliary steam-ships, nor full-powered steamers, have hitherto been profitable on distant voyages.
Presumed advantage of auxiliary engines.