IMAGE EVALUATION
TEST TARGET (MT-3)

Mi^

'- ""S'

if.

11.25

U£|Z8 |Z5

■so ^^^ ^BB

Ui 112 |2.2

S 144 ■"

I. ^

UUi.

Hill

U 11.6

■^

.^^

Photographic

Sciences

Corporation

33 WEST MAIN STREET

WEBSTER, N.Y. 14580

(716) 872-4503

ts>>^-

'%"

»v

CIHM/ICMH

Microfiche

Series.

CIHM/ICMH
Collection de
microfiches.

Canadian Institute for Historical Microreproductions / Institut Canadian de microreproductions historiques

Technical and Bibliographic Notes/Notes tachniques at bibliographiquas

Th
to

The Institute has attempted to obtain the best
original copy available for filming. Features of this
copy which may be bibliographicaily unique,
which may alter any of the images in the
reproduction, or which may significantly change
the usual method of filming, are checked below.

Coloured covers/
Couverture de couieur

I I Covers damaged/

Couverture endommagAe

Covers restored and/or laminated/
Couverture restaurie et/ou pelliculAe

I I Cover title missing/

Le titre de couverture manque

Coloured maps/

Cartes gAographiques en couieur

ryi Coloured inic (i.e. other than blue or black)/
csLi Encre de couieur (i.e. autre que bieue ou noire)

I I Coloured plates and/or illustrations/

Planches et/ou illustrations en couieur

Bound with other material/
ReiiA avec d'autres documents

r~71 Tight binding may cause shadows or distortion

along interior margin/

La reiiure serrAe peut causer de I'ombre ou de la

distortion ie long de la marge intArieure

Blank leaves added during restoration may
appear within the text. Whenever possible, these
have been omitted from filming/
II se peut que certainas pages blanches ajoutAes
lors d'une restauration apparaissent dans le texte.
mais. lorsque cela Atait possible, ces pages n'ont
pas M fiimies.

Additional comments:/
Commontaires supplAmentaires;

L'Institut a microfilm* le meilleur exempiaire
qu'ii iui a AtA poasibie de se procurer. Les details
de cet exempiaire qui sont peut-Atre uniques du
point de vue bibliographique, qui peuvent modifier
une image reproduite. ou qui peuvent exiger une
modification dans la mAthode normale de fiimage
sont indiqute ci-dessous.

I I Coloured pages/

Pages de couieur

Pages damaged/
Pages endommagies

Pages restored and/oi

Pages restauries et/ou peilicul6es

Pages discoloured, stained or foxei
Pages dAcolortes. tacheties ou piquAes

Pages detached/
Pages d6tach6es

Showthrough/
Transparence

I — I Pages damaged/

I I Pages restored and/or laminated/

|~n Pages discoloured, stained or foxed/

I I Pages detached/

I I Showthrough/

Th
po
of
fill

Ori

thfl

sio

otii

fira

sio

I I Quality of print varies/

Quality intgaie de I'impresslon

Includes supplementary material/
Comprend du mat6riei suppi^mentaire

Th<
sha
TIK
wh

ly/lai
diff
dnti
beg
righ
reqi
met

I — I Only edition available/

Seule Mition disponible

Pages wholly or partially obscured by errata
slips, tissues, etc.. have been refilmed to
ensura the best possible image/
Les pages totaiement ou partieiiement
obscurcies par un feuiilet d'errata, une pelure,
etc.. ont M fiim4es A nouveau de fapon fk
obtenir la meiileure image possible.

This item is 'ilmed at the reduction ratio checked below/

Ce document est filmi au taux de reduction indiquA ci-dessous.

10X

14X

18X

22X

26X

30X

r^^

12X

16X

aox

24X

28X

32X

Th« copy filmsd hare has been reproduced thanks
to the generosity of:

Lagislativa Library of
British Columbia

The images appearirig here are the best quality
possible considering the condition and legibility
of the original copy and in keeping with the
filming contract specifications.

Original copies in printed paper covers are filmed
beginning with the front cover and ending on
the last page with a printed or illustrated impres-
sion, or the back cover when appropriate. All
other original copies are filmed beginning 'on the
first page with a printed or illustrated impres-
sion, and ending on the last page with a printed
or illustrated impression.

The last recorded frame on each microfiche
shall contain the symbol — »> (meaning "CON-
TINUED"), or the symbol V (meaning "END"),
whichever applies.

Maps, platas, charts, etc., may be filmed at
different reduction ratios. Those too large to be
entirely included in one exposure are filmed
beginning in the upper left hand corner, left to
right and top to bottom, as many frames as
required. The following diagrams illustrate the
method:

L'exemplaire film* fut reproduit grice A la
gAnArosit* de:

Legiilative Library of
British Columbia

Les images suivantes ont M reproduites avec le
plus grand soin, compte tenu de la condition at
de la nettetd de l'exemplaire film*, at en
conformity avec les conditions du contrat de
filmage.

Les exemplaires originaux dont la couverture en
papier est imprimAe sont filmis en commenpant
par le premier plat at en terminant soit par la
derni^re page qui comporte une empreinte
d'impression ou d'illustration, soit par le second
plat, salon le cas. Tous les autres exemplaires
originaux sont film*s en commen^ant par la
premiere page qui comporte une empreinte
d'impression ou d'illustration at en terminant par
la dernlAre page qui comporte une telle
empreinte.

Un des symboles suivants apparaTtra sur la
dernidre image de cheque microfiche, selon le
cas: le symbols — ^ signifie "A SUIVRE", le
symbols V signifie "FIN".

Les cartes, planches, tableaux, etc., peuvent 6tre
filmis A des taux de reduction diffirents.
Lorsque le document est trop grand pour Atre
reproduit en un seul clich*, ii est film* A partir
de Tangle supArieur gauche, de gauche A droite,
et de hsjt en bas, en prenant le nombre
d'images nAcessaire. Les diagrammes suivants
illustrent la mAthode.

ATLANTIC

STEAM

NAVIGATION.

HENRY FRY.

(^iirbtt
Am> Hkistoi., Kn'oi.anii,

1883.

PROVINCIAL LIBHAHf
VICTORIA, B. G.

ATLANTIC

STEAM NAVIGATION.

Bv HxNRY Pry.

The History of Atlantic Steam Navigation is to some extent
the History of the Progress of the Hunan Mind, and is also a
proof of the fallibility of scientific men. At a Meeting of the
British Association for the Advancement of Science, the
celebrated Dr. Lardner stated, in effect, that it was impossible
tor any steam-ship to carry sufficient coals to stean across the
Atlantic, yet the thing was actually done a short time afterwards.

In previous years two attempts had been made, but in neither
case had the boat steamed all the way. The " Savannah " was
probably the first boat to use steam at all on the Atlantic. She
left Savannah for England, but arrived under canvas alone.
The '"Royal William" was built at Quebec and crossed the
Atlantic, part of the passage having to be made under canvas,
but she never returned. Both were deficient in coal capacity,
and probably in steam power.

In 1837 the first steam-ship built for the Atlantic Trade was
launched from the yard of Patterson & Mercer, Bristol. She was
named the "Great Western," was a paddle boat, 1300 tons
gross, 679 tons net ; she was the first ship built with a round
stern and solid bottom, and had Neptune for a figure head. She
sailed on her first voyage in April, 1838, and made the passage
in twelve and a half days out, and twelve days home ; the
passage money was fifty guineas, and she was alw ays full ; but
she did nut atteiupt to cross in the winter. It is marvellous to

199355

think that in so short a space of time the progress has been
such that the size has increased fronn 679 tons to 13,000^
the speed from ten knots to eighteen, and the capacity for
passengers from 150 to 1,500 souls; the time occupied has
diminished from twelve days to seven, and the consumption of
coal per horse power more than one half. The "Great Western"
was followed by the •' Great Britain," an iron ship of about 3000
tons gross, designed by Brunei, and built by William Patterson.
During her construction a Mr. Smith made some successful
experiments with a screw in the " Archimedes," which induced
Brunei to alter the •* Great Britain " from a paddle boat to a
screw ; it was driven by a very clumsy arrangement of
drums and leather bands, direct action being supposed to be too
slow ; she was a particularly handsome model. The Directors of
the Company, deeming that no man could be found in the
Merchant Navy fit to command so large a ship as the " Great
Western," had selected from the Navy Lieutenant James
Hosken, who was jiromoted to the " Great Britain." Being
too large to run to Bristol, she was sent to Liverpool, after an
amusing incident had occurred. She had a very round side
and drawing a little more water than was calculated, on being
floated out of the dock in which she was built it was found
impossible to get her out of the harbour, as the e.\it was
too narrow. Ultimately the coping stones on one side of the
lock had to be removed in order to release her. Leaving
Liverpool for New York Lieutenant Hosken navigated her so
carelessly that he failed to see the light on the Calf of Man,
and whilst gazing for it ran her ashore in Dundrum Bay on the
Coast of Ireland, where she remained all the winter ; this
accident was fatal to the Company. She was sold to Gibbs,
Bright, & Co., and after receiving nevy engines and masts, ran
for many years in the Melbourne trade, and I believe still exists
in Birkenhead Dock.* The " Great Western " was sold to the

* Since converted into a s:iiling ship.

has been
) 13,000,
)acity for
ipied has
mption of
Western"
bout 3000
'atterson.
successful
h induced
boat to a
ement of

to be too
rectors of
id in the
e " Great
It James
Beiny

after an
}und side
on being'
as found
exit was
le of the

Leaving
d her so

of Man,
\y on the
ter ; this
to Gibbs,
lasts, ran
itill exists
}ld to the

Royal Mail Steam Packet Company, and ran to the West Indies
until broken up. Had the Company built three other " Great
Westerns " in lieu of the " Great Britain," they would probably
have got the Mail contract, and the great Cunard Company
mi^'ht never have existed I In the meantime a steam ship
named the " Liverpool" had been built to run between Ix>ndon
and New York, but proved a failure, and an old boat called the
''Sirius" had made a few trips from Liverpool. Samuel
Cunard, of Halifax, afterwards Sir Samuel Cunard, Baronet,
then projected a line between Liverpool and Halifax with a
branch boat from Picton to Quebec, and having induced John
Burns, of Glasgow, and Charles Maclver, of Liverpool, to join
him in the enterprise, obtained from the liritish Government a
contract to carry the Mails once a fortnight in summer and once
a month in winter, the ultimate destination being Boston ! To
accomplish this they built the " Acadia,"' " Britannia,"
" Caledonia,'' and " Columbia," commanded by Captains
Judkins, Lott, Harrison, itnd Leitch, whilst the " Unicorn " ran
between Picton and Quebec. They were paddle boats of about
1 ,800 tons gross, 1 ,000 tons net, designed by a very able man,
Mr. Hood, of Port Glasgow, built of wood on the Clyde, and
supplied with engines of about 400 horse power nominal. Both
hulls and engines were admirably constructed and finished, the
officers were all picked men, and the discipline and management
excellent, so that the Line was a great success from the first,
safety being the object rather than speed. The " Columbia "
was lost on Cape Sable, and was replaced by the " Hibernia,"
no lives being lost. For over thirty years this was the only
loss they met with, a thing quite unparalleled in the history of
steam navigation. An additional boat was then built, the
"Cambria." the engines of which so struck an American
engineer that he declared they ought to be put into a glass
case. I think the contract ran from 1S42 to 1847.

The Company then made a fresh contract with the British
Government for a weekly line all the year roun<l, the l)oats to
run alternately to Halifax and Boston, and to New York direct,
with branches from Halifax to Bermuda and St. Johns, New-
foundland, the (Jueber boat being discontinued. For this service
they received the enormous sum of_^ 178,000 sterling per annum,
or about 900,000 dollars, and they were generally believed to
have built all their lx)ats, after the first five, out of their profits.
To carry out the new contract they built the " America,"
"Canada," Niagara," and " Europa," larger than the first
boats but very much of the same type, adhering in a most
conservative manner to the smallest details of the early boats.
To illustrate this I may say that as late as 1876 they had no
bells in staterooms and no water taps, and for thirty years they
never altered the old fashioned type of their bills of fare, nor
varied their food, but then they lost no boats and drowned no
passengers. At a later date they agreed to call at Queenstown
on Sundays, which enabled the Post Office to despatch the mails
on Saturday night in lieu of Friday night, and to receive the
homebound mails at Queenstown in lieu of Liverpool.

The "Asia" and "Africa," boats of about 2,600 Ions,
still wooden and paddle, with engines of about 700 horse ix)wer,
were added, and the;^ sold gradually the first five boats. They
now designed two boats specially for speed. The " Arabia "
was the first, a wooden boat with very fine lines and engines of
great power, (1,000 horse nominal.) She was fast, but her
engines drove her under water in bad weather and tore her he!!
to pieces. They were therefore glad to sell the second boat on
the stocks to the "Royal Mail Steam Packet Company," to
replace their burnt '* Amazon," on a pinch. Captain Leitch had
to retire through ill-health, and Captains Stone, Lang, Cleland,
and Anderson joined. I may remark that two of their captains
were afterwards chosen to command the " Great Eastern,"
Harrison and Anderson. The former was drowned in a most

sinf^utar manntr in Southampton Water, anH the latter was
knisfhted by the Queen on the successful laying of the Atlantic
Cable.

At last Cunanis were driven to iron, (other companies
having long previously adopted it,) and in 1856 they launched
the celebrated "Persia," still obstinately adhering to paddle
engines which suiiietimes consumed 1 30 tons of coals per day, so
that she was so deep on starting that she made only ten knots ; as
she lightened, however, she gradually increased to sixteen knots
and thus made some rapid passages, and for years was me
most popular boat in the trade. She was about 3,000 tons and
1 ,000 horse power. Their last paddle boat succeeded her, the
magnificent "Siotia," nearly 4.000 tons, and 1000 horse power
nominal, probably the finest paddle boat ever built. Having a
longer floor she drew less water than the " Persia " and was
much faster on starting, making 12 and 12^ knots, and was a
great favuurite with the public. She was the Ust boat com-
manded by the veteran Judkins, and Lott succeeded him. Burns
and Maclver at last discovered that they could not compete
successfully agamst the screws, and reluctantly yielded ; but I
never found any boat equal in comfort to the "Scotia." The
"Persia," which must have cost them over ^^ 100,000, was sold
for ^10,000, and her splendid engines broken up for old iron.
The " Scotia " was sold to a Telegraph Construction Co., and
converted into a twin screw. The "Arabia" was broken up.
The "Niagara," "Canada," and "Asia" ran for some years
as sailing ships. During the Crimean War several of the boats
were en ployed as transports, two conveyed troops to Canada in
1 861-2, and three went to the Cape in 1878. The first screw
they ran was a purchased boat — a failure, and the most wretched
Ixjat I ever crossed in, the " Australasian," re-named the
" Calabria." She rolled like a cask, and once rolled a passenger
overboard, and her vibration was so great that it was hard to
sleep. They put new engines in her, but I do not know what

berame of her ultimately. The first screw they built was a
very fast Ixiat for her time, the "China," followed by the
" CuImi " and " Java," Ixjth very tine boats ; but the introduction
of compound engines and incessant improvements soon made
their engines obsolete, and they were sold for sailing ships.
• Th( litnt nii7(< /iiul arrm-d when I he (iwemnunl dtclinid loioulinuc
the siibsidVftnid it Imaiiif nicissiirv lo sliidy economy. So long had they
enjoyed the carriage of the mails, and so proud were they of
the prestige, that they at last offered to carry them free rather
than be deprived of the honour. Then followed th.. ' J'.ussia,"
a very fast and successful boat, but she too had to be .sold, and
went to Holland, so rapid were the changes in engines. Ix*ngth
of hull, too, was constantly increasing, and other companies
having excelled them in speed and luxury of fittings, notably the
" White Star" Line, with midship state-rooms, bells, and hot
and cold water taps, they were compelled to follow or give up
the racL . One company actually spent ;^8o,cxx) in lengthening
hull and renewing engines and boilers of one boat. They soon
added two very fine boats, the "Scythia" and "Bothnia,"
selling the -'Abyssinia." Still they were beaten in speed,
especially by the " Wl.ite Star " boats, but never stayed their
hands. The " Gallia " is a considerable advance in size, speed,
and fittings, and is a popular boat, but she has been eclipsed by
their latest effort, the •' Servia '' than which probably no finer
boat exists. She is 8,500 tons, and 1,500 horse-power nominal.
Engineers seem to think that in her the limit of single .screw
boats has been reached. Their latest additions are the " Cata-
lonia " and " Cephalonia," both of smaller size than the " Servia.''
Judkins died at 6g. Lott, after receiving an ovation on
completion of his 500th passage, had a slight paralytic stroke,
and was compelled to retire. Lang succumbed to the sailor's
great enemy, rheumatism, Stone and Anderson retired early,

• On ihe renewal «)f their contract al a very reduced rale, they built the
" Algeria," " Abyssinia,' and " Parthia," iKtaUofnoKfeat »|ieed, and hardly up
to the time!), and they added some smaller boats for freight and steerage passengeri.

and the leaders are now Cook, Haines, McMicken, and Murphy.
The " Tarifa " was wrecked on the Tuskar rock, and a small
branch boat from Havre near the Li/.ard rocks. These comprise
all their fatal disasters during' 40 years. What a testimony
to the skill, the enerjjy, and the care of builders, owners, and
offlnrs ! Cunard and h»: ..<»n Kdward are j^one, but Burns and
Mclver remain. They an. both old men, and have found it
necessary to convert tneir property into a " limited liability
company." Tht- ro. ipany have never lost their prestige for safety,
an<l still carry more tirst-clash passengers than any other line.

THE COLLINS LINE.

The first line subsidised by the United States Government
was the '* Collins '' line. It was projected by R. K. Collins, and
consisted of the " Atlantic" (Capt. West), the " Baltic " (Capt.
Comstock), the " Pacific" (Capt. Nye ), and the " Arctic " (Capt.
Luce.) They were built to run a^^'uinst the Cunard line between
New York and Liverpool, and were heavily subsidised for
carrying the mails. Built of wood, with powerful paddle
engines, thty were very fast. They had luxuriously fitted
drawing rooms underneath the dining saloon, music, and French
cooks ; but thi;y had neither the solid comfort, the discipline,
nor the safety of their competitors. The line had but a short
existence. The " Pacific " was matched against the " Persia "
in January, 1854, and was never seen or heard of after leaving
Liverpool. In the same year the " Arctic" was sunk by collision
with the •' Vesta " near Cape Race, with a great loss of life,
including Mrs. Collins, her son, and daughter. The " Adriatic "
had in the meantime been built, but the loss of two boats and
so many lives in one year was fatal. The "Adriatic" was
sold to the Galway line, and the " Atlantic" and " Baltic" con-
verted into sailing ships, sailing successfully in the Californian
trade. Mr. Collins was ruined, and at a later date a public
subscription was made for him.

THE INMAN LINE

was commenced with iron screws. The " City of Philadelphia "
and "City of Glasgow" were, I think, the first boats. They
ran to Philadelphia at first, but like other lines, were ultimately
transferred to New York. The first was lost on Cape Race ;
the latter was never heard of. Other " Cities ' followed ; the
" City of Ikltimore," " City of New York " (lost on Daunts' Rock,
near Queenstown), " City of Boston " (never heard of), " City of
Antwerp," " City of London," " City of Dublin," " City of Bristol,"
and the "City of Montreal." Their latest boats are another
"City of New York," "City of Brussels," "City of Be-'in"
(S,SOO tons), and "City of Rome" (8,800 tons.) Most of
them were built by Tod and McGregor, of Glasgow, very hand-
some in model, but very unfortunate in breaking their shafts-
The " City of Rome " was built at Barrow, and is said to be
quite equal to the " Servia," built by J. and G. Thomson, of
Glasgow. For many years they carried no mails, and depended
alone on goods and passengers. Recently, however, they have
carried mails for a very small remuneration, and have made
some rapid passages. The Line was commenced by Mr. William
Inman and friends as a private affair, but has been converted
into a limited liability company. Mr. Inman recently died, and
his son is now manager. Their heavy losses and breakdowns
have always prevented their possessing the confidence enjoyed
by the Cunard Line.

THE WHITE STAR LINE

is a more recent venture, and was a great advance in jToint of
size, speed, and accommodation. It commenced with the
"Oceanic," "Atlantic," "Baltic," "Adriatic," and "Celtic,"
boats of about 4,500 tons, built by Harland and Wolff, of
Belfast, and engines of great power, by Maudslay, Son, and
Field, of London. From the first they were driven at a high
rate and made rapid passages. Their midship saloons, electric

bells, hot and cold water taps, &c., made them popular, but the
loss of the " Atlantic " near Halifax with a great sacrifice of
life was a heavy blow. They have added the " Republic,"
" Britannic," '• Germanic," " Arabic," and " Coptic," but some
of the boats are now running between San Francisco and Japan.
They are largely patronised by first -class passengers, and with
the one exception named have been very fortunate.

THE ALLAN LINE

was started in 1853 by five brothers, Jarnes and Alexander Allan,
of Glasgow ; Bryce, of Liverpool ; Hugh and Andrew, of Montreal,
assisted by a few friends in Quebec, Montreal, and Manchester,
whom they afterwards bought out. The first boats were the
"Canadian," '^Indian," "Anglo-Saxon," and "North American,"'
lx)ats of about 1,700 tons and 300 horse -power. Mr, Lamont,
of Liverix)cl, had previously started a Line to carry the mails,
but it was a dead failure, and the Government cancelled the
contract, and gave it to the Allans in 1855. Lamont ran the
old " Sarah Sands," *' Cleopatra," and built the " Ottawa." The
Allans were singularly unfortunate at first. The " Canadian "
was lost in the St. Lawrence by a pilot, the "Indian" near
Halifax, and the " Anglo-Saxon " near Cape Race. They after-
wards entered into a contract with the Canadian Government to
run a weekly line to , uebec and Montreal, and built the " Nova
Scotian," " North Briton," " Bohemian," and " Hungarian,"
boats of 2,200 tons and 400 horse-power. To show how very
clever men sometimes change their ideas, Hugh Allan stated at
a dinner given to him in Quebec in 1857 (I think) that in his
opinion boats of 1,700 tons were the proper size for the trade.
He has now got to 5,100 tons, and is building one of 6,100.
The " North Briton " was wrecked on Mingan Islands, the
" Hungarian " on Cape Sable with every soul on board, and
the " Bohemian " off Portland. The " Norwegian " and
" Hibernian " followed, but the former was lost on St. Paul's.

Then came the " Canadian," lest in the ice outside the Straits of
Belle Isle. They bought the " Jura " from Cunards, but she
was wrecked entering- the Mersey. They also bought a German
boat, the " Hammonia," and re-named her the " Belgian."
Afterwards they built two very fine boats of 2,400 tons, the
"Peruvian" and "Moravian," both of which were sub-
sequently lengthened. Then came the " Scandinavian,"
" Nestorian," and ** .Austrian," three very successful boats of
about 2,400 tons, followed by the '• Manitoban " and a third
*' Canadian." In 1871 they built a magnificent boat of 3,600
tons, with four cylinders, the " Sarmatian," which proved very
fast, and has had some celebrity in connection with the Ashantee
war and Princess Louise. She was followed by the " Polynesian,' '
a somewhat similar boat, but longer, the " Circassian," of 3,600
tons, and the " Sardinian," of 4,200 tons, Their most recent
addition for the mail line is the *' Parisian," of 5, 100 tons, with
every modern improvement, and they are said to be building the
" Numidian,'' of 6,100 tons. They have a good share of the
passenger traffic, and still carry the Canadian mails.

Early in their career they established a Glasgow line, the
" St. Andrew," " St. George," " St. Patrick," and " St. David."
The " St. George " was wrecked on Brazil Rock, and the " St.
Patrick " converted into a sailing ship, the " St. Andrew "
re-named " Waldensian," and "St. David" "Phoenician."
These boats are small, and they have added for general freight
business the "Buenos Ayrean,""Grecian,"" Lucerne." "Corean,'*
and " Hanoverian," all of about 4,000 tons, the whole line now
consisting of 22 boats.

The Allans first commenced business many years ago with
wooden sailing vessels of about 400 tons, among the first being
the "Canada," "Cambria, ""Caledonia,"" Albion, "&c. These
have now grown into iron ships up to 1,700 tons, some with four
masts, and form a line of 1 3 ships, viz., " Gleniffer," "Glenbervie,"

•traits of
but she
German
elgian."
ons, the
re sub-
navian,"
boats of

a third
of 3.600
ved very
\shantee
/nesian,"

of 3,600
it recent
ons, with
ildingc the
re of the

r line, the
:. David."
1 the •' St.
\^ndre\v ''
oenician."
al freight
Corean,'*
line now

ago with
first being
c. These

with four
jnbervie,"

of 800 tons; "St. Patrick," 900 ; "Abeona," 1,000; "Ravens-
craig," •* Pomona," and " Strathblane," 1,200 ; " Strathearn,"
" Romsdal," " Glenfinart," " Glenmorag," " Glencairn," and
" Ardmillan," of i ,700 tons. The " Glencairn " and " Romsdal ''
are four-masted ships of great length, and all very fast.

Bryce Allan died first and James has followed. Hugh
was knighted by the Queen about 1871, and was a very
able man.* The boats run through the Straits of Belle
Isle from July to October, and make rapid passages, calling
at Moville in Lough Foyle, in the North of Ireland, to land
and embark mails. The subsidy was at one time 1416,000
a year, but is now very much reduced. Sir Hugh had
a large family, and was anxious to have a baronetcy, but
Ivord Lisgar o*- the Home Government refused to give him any-
thing beyond a knighthood, which seems strange, inasmuch as
Mr. Cunard for similar services was created a baronet. Lady
Allan *;ook very much to heart the loss of life in the early boats,
and died in 1881. During all this time many new lines for
freight and passengers have been added, and the development
of steam traffic has been wonderful. There is the Guion Line,
now owning two of the fastest boats afloat, the " Arizona " and
"Alaska;" and the National Line, both from Liverpool. The North
German Lloyds, with a large fleet to Bremen and Hamburg
two French lines, Havre and Bordeaux, and one to Antwerp. The
Anchor Line, with some very fine boats, the Dominion Line to
Canada, the Philadelphia Line, the Great Western Line between
Bristol and New York, and the Cardiff" Line, the State Line
between Glasgow and New York, the Lake Line between Liver-
pool and Canada, the Danish Line from Copenhagen to New
York. Then there have long been running two lines from
England to the West Indies, two from England to Brazils, two
to Cape of Good Hope, and one to Chili and Peru. The old

Peninsular and Oriental maintains its high reputation to Indta^
China, and Japan, as does the Messageries Imperial from France.
There are also several lines trom London and Glasgow to
Calcutta and China, and the Orient Line to Melbourne. This
passage has been reduced to 34 days rm the Cape, and the
" Stirling Castle" just built to run between Glasgow and China
has attained the extraordinary speed of 187 knots. It is thus
evident that the days of sailing ships are over, and that with the
exception perhaps of a few trades, such as the wood and guano,
steam will be universal. But in all probability the days of steam
as a motive power are nearly over. Electricity will certainly
take the place of coal, if not of steam, within a very few years,
and the great difficulty is the constant changes going on as
science advances, and consequently the rapid depreciation of
shipping property. Compound engines is an example. The
substitution of the screw for the paddle at once rendered all the
latter useless, and such magnificent specimens as the " Persia "
and " Scotia '' were reduced to the value of so much aid iron,
hardly worth the cost of breaking up. The next change will
probably be from steam to electricity, and will be a very sweeping
one, though it may be hoped that the existing ships may be
easily converted, for it is possible to build iron ships almost
indestructible, witness the " Great Britain," r • over 40 years
old. The introduction of double bottoms has added much to
their safety, though water ballast tanks in the bottom have
caused the loss of several, making them top heavy, witness the
*• George Cairns " and " Escambia." It is probable that in the
first instance electricity will be applied to existing boilers as a
heating power, and that it will be long ere it is made a substitute
for steam. If this is the case the loss will be light. It is, how-
ever, a very serions question, as the cost of a modern steamship
is very large, the " Servia " for instance probably costing a
million of dollars, and the " City of Rome " as much.

MKtt

to India,
I France,
isgow to
le. This
and the
nd China
t is thus
with the
id guano,
of steam
certainly
2W years,
ng on as
ciation of
(le. The
;d all the
Persia "
1 old iron,
ange will
sweeping
s may be
ps almost
40 years
much to
torn have
ritness the
hat in the
)ilers as a
substitute
t is, how-
steamship
costing a

The " Great Eastern " was designed by Brunei, and built
on the Thames by Russell about 18S9. She is 18,000 tons
gross, 1 3,000 net, 680 feet long, with paddle and screw. Losing
or breaking her rudder, she became unmanageable, and was a
failure as a mercantile speculation, but succeeded in laying cables.
Brunei was always ahead of his age, and his ideas were too
grand to allow his creations to pay. He designed the Great
Western Railway from London, and instead of going round Box
Hill he bored through it a tunnel of two miles long. He
frightened the directors with proposals to build a 9 feet gauge,
with engines weighing 80 to 100 tons, with 10 feet driving
wheels and a speed of 80 miles an hour. They, however,
compelled him to adopt a 7 feet gauge (altered after his death
to 4 feet 6 inches), and 9 feet wheels, but his express engines
weighed 80 tons (Iron Duke, Lord of the Isles, «ic.) and reached
a speed of 65 miles an hour. The " Great Eastern " has done
but little work, and was resold at about one-sixth of her original
cost. In a few years her size will excite no wonder, and there
will probably be many such with twin screws. She has laid two
Atlantic cables. Brunei's father, Isambard, designed and carried
out the Thames Tunnel under the river, but it did not pay, and
is now I believe used by a railway line. He was an Italian,
and the work twice nearly cost him his life through the river
breaking in.

UKISTOI, :
SF.ARGEANT ANn RENNRTT, STEAM HRINTEKS.