| Shortest passage out | 83 days. |
| Shortest passage home | 95 days. |
| Average passage out | 106 days. |
| Average passage home | 117 days. |
| Shortest voyage | 7 months and 18 days. |
[375] See [vol. ii.] p. 493.
[376] The dimensions of this ship are 325 feet in length, 37 feet beam, and 27½ feet extreme depth. The cylinders of her engines (compound) are 39 and 68 inches respectively in diameter and the length of stroke 42 inches.
[377] I may here state that the bulkiest articles of Indian produce, consisting as they do of cotton, jute, rice, sugar, saltpetre, cutch, and such like, as also woods of various kinds, cannot, as a rule, afford to pay the rates necessary to remunerate a steam-ship for their conveyance; hence, such articles will most likely continue to be sent to Europe by the Cape route, except when in special demand. That such will most probably continue to be the case is apparent from the fact that, though, during the last two years, the competition between the steamers passing through the Suez Canal has been so great as to reduce their rates of freight almost to a level with those paid to sailing-vessels, the latter still continue to secure full cargoes. This may, in some measure, be accounted for by many, indeed, the bulk of those cargoes being sold “to arrive:” hence, merchants frequently prefer sailing-vessels, especially for the shipment of jute, rice, and other articles of comparatively low value, as thus they have a longer time at their disposal, and thus frequently avoid the expense of warehousing, to which, in the case of goods by steamers, they are often obliged to resort, from the short time allowed in all contracts, for the discharge of such vessels.
[378] [Appendix No. 25, p. 643].
[379] In calling attention to the results of the construction of the Suez Canal, the Friend of India says:—“No more striking illustration could be adduced of the revolution effected by the Suez Canal than that suggested by a comparison of the shipping advertisements of to-day with those of twenty years ago. Then we hardly ever heard of steamers in these regions, except in connection with the stately proceedings and crushing fares of the Peninsular and Oriental Company. Then, it was a splendid run to get home in one of Green or Smith’s clippers in ninety days. Now, an ordinary cargo steamer, carrying a few passengers, lands us comfortably at Liverpool on the thirtieth day. First we have the time-honoured Peninsular and Oriental Company, next the Messageries Maritimes de France, then the Italian Steam Navigation Company. Not inferior to the last-mentioned is the Austro-Hungarian Lloyd’s Steam Navigation Company, then comes the Anchor line, followed by the Wilson line, the Star line, &c. Besides the regular steamers of these and similar ‘lines,’ we have our choice of a large and constantly increasing number of private vessels—less regular, perhaps, in their departures and arrivals, but many of them not a whit inferior in size, accommodation, speed, and careful management. Another note-worthy feature in these noble steam fleets is the nature of the vessels generally composing them. It will be found that nearly the whole of the steamers are new, many of them having been built expressly for the Indian passenger trade; and all are superbly fitted out with every convenience and luxury. Twenty years ago, a vessel of 1500 tons ranked as the largest of our Indian sailing-vessels. Now, 3000 tons is a very common figure to see appended to the name of a passenger steamer, and 4000 tons not uncommon, while some are considerably above that tonnage. In point of speed, several steam vessels owned by new companies are equal, if not superior, to the Peninsular and Oriental. Recently we read of a steamer leaving Suez two days after the Peninsular and Oriental, and arriving at Bombay one day earlier. The lowering of fares is another item worthy of consideration. A first-class passage can now be obtained, exclusive of beer and wine, for 450 rupees. The result of all this is a greatly increased and rapidly increasing flight to England from India; and an annual accession of visitors and tourists from England, the Continent, and America, to India. Even our hill stations are losing their summer visitors—drained off by the absorbing Suez Canal. And many parents, who formerly sent their children to hill schools, are now taking advantage of cheap passages to give them the benefit of home education. As fares are reduced still more this homeward tendency will further increase. Why should not 30l. pay as well for thirty days without beer and wines as 60l. used to pay for ninety days with beer and wines? We believe that first-class passages will eventually be procurable for 30l., and that now is the time for shipping companies to look the future in the face.”
CHAPTER XII.
First application of steam-vessels on the rivers and coasts of India, 1825—S.S. Diana—S.S. Burhampooter and Hooghly, 1828—Arrival in India of Lord William Bentinck as Governor-General—His efforts to promote Steam Navigation—Voyages of the S.S. Hooghly up the Ganges 1828, 1829, and 1830—Other vessels recommended to be built—Two of them of Iron—Steam Companies formed, 1845—Steam Committee, 1857, and rapid progress of steam-vessels from this date—Improved troop steamer for the Lower Indus—Sea-going steamers of India—S.S. John Bright—British India Steam Navigation Company established, 1857—Its fleet, and extent of its operations—Origin of this company—Its early difficulties, and rapid extension—Number of ships lost—Effect of the opening of the Suez Canal on the trade of this Company—The Holy Ship, note—Netherlands Steam Navigation Company, 1866—Its fleet, and how employed—Irrawaddy Flotilla and Burmese Steam Navigation Company, 1865—Services of this Company—Extent of inland trade—Fleet of the Company—Interior trade of China—The Yang-tse-Kiang—Its source and extent—Opened to trade, 1860—First steam-ship direct from Hankow to England, 1863—Passage of the Robert Lowe and her cargo—Number of steamers employed on the Yang-tse 1864 and in 1875—S.S. Hankow—Her power and capacity, note—Chinese Steam Navigation Company—Proposed Imperial fleet of steamers—Increase of trade with China—The resources of the interior—Mode of conducting business—“Hongs” or Guilds—Chinese Bankers—River and coasting trade of China—Japanese line of steamers—How employed.
First application of steam-vessels on the rivers and coasts of India, 1825.
S.S. Diana.