The story
of the boat and
the ship is as old as mankind itself and dates back to prehistoric and
ancient
times as does mankind’s relationship with water and the sea. Thus was
born the
Age of the Sail which helped build and maintain empires such as Greece,
Rome,
Carthage, Vikings and the more recent Dutch and British empires. The
age of
sail reached its zenith in the 19th and early 20th century with the
arrival of
the fast clipper ships such as the Cutty Sark which sums up all the
speed,
style and beauty of ocean sailing.
But around
the same time the
steam engine was invented. Soon this new technology began to have a
major
impact on ship design, but mainly in coastal and inland waters. But by
the
early 19th century this began to change as steam power
spread to the
oceans. With emigration from Europe to North America soaring in the
1800s, the
transatlantic passenger trade was a profitable one for the shipowner,
but a
sailing ship had to go out on a very long route, heading south to the
Azores to
pick up the trade winds, then north along the American coast to the
main
destinations such as New York and Boston. Unlike other oceans the North Atlantic has no islands in the middle, so
the
voyage would have to be made in a single step, making great demands on
the
engines of the time. The Savannah,
built in New York
in 1819, had the honour of being the first steamship to cross the
Atlantic, but
no attempt was made to set up a regular service, for her owners wanted
to sell
her in Europe. However, during the
crossing
she used her engines for only about eight hours – the rest of the
voyage was
made under sail.
The next
major advance came
with the Sirius, built in Leith,
Scotland,
and the Great Western, designed and
built in Bristol
by British engineer Isambard Kingdom Brunel. Both crossed the Atlantic
under steam power alone in 1838. Shipping magnate Samuel Cunard began
his
regular service from Liverpool to Halifax
and Boston
in 1840 with the Britannia, and the paddle steamer
became
an established alternative to the sailing ship on the route.
Soon
inventors turned
towards the idea of the Archimedes screw as another means of steam
propulsion
instead of the paddle steamer. Brunel took up the screw idea
enthusiastically
for his second ship, the Great Britain.
Several designs were considered for her propeller, but the one used had
six
angular blades. The Great Britain
was hailed as “the first modern ship”. In addition to being both the
first
ocean going vessel to be built of iron and to have a screw propeller,
she was
the largest ship of her day and she also reintroduced the idea of a
balanced
steering gear in the form of her iron rudder. A central pivot helped
balance
out the pressure on the surfaces, and made the rudder far easier to
turn than a
conventional one. The Great Britain
was launched in 1843, but like many of Brunel’s projects she was a
technological rather than an economic success. For some years, she
inspired few
imitators, although in 1850 the Inman Line was founded with the
transatlantic
voyage of the City of Glasgow, another iron screw
steamer.
Development
of the propeller
continued throughout the 19th century with the aid of
practical
experience and test tanks, and over this period it took on a far more
streamlined shape. Cunard Line’s Russia
of 1867 was the first screw ship that could compete with the paddle
steamers
for speed on the transatlantic run, and it was about 1870 before the
advantages
of the screw propeller were clearly established in all ocean and
seagoing
trades – even Brunel reverted and used both a propeller and paddles for
his
third revolutionary ship, the Great
Eastern.
In 1851,
Brunel began to
think of the possibility of a ship that could sail to India round the Cape
of Good Hope without refuelling. He had already shown that
the water
resistance of a ship was proportional to the square of its dimensions,
but the
space available for fuel was proportional to the cube – in other words,
a
larger ship could carry fuel for a disproportionately longer voyage. He
conceived a huge vessel, 211m (692ft) long and of 18,915 tons – nearly
six
times as large as any vessel yet built. With support from the Eastern
Steam
Navigation Company, he began construction on a site at Millwall on the
north
bank of the River Thames, in partnership with Scottish shipbuilder John
Scott
Russell. She was fitted with a double bottom and had both paddle and
screw
propulsion, as well as masts to carry sail. Enormous amounts of capital
were
tied up in the project, and the management structure could not cope
with a
succession of problems. The partners did not see eye to eye, and costs
rose.
The ship was so large that she had to be launched sideways, but on the
appointed day of 3rd November 1857 she stuck fast, although
chains
were used to haul her towards the Thames.
She
finally took to the water at the end of January 1858. Brunel’s death in
1859
coincided with her completion, but there was no market for such a large
ship.
The Great Eastern made several
voyages as a cargo passenger ship but was eventually used for cable
laying. She
served mainly as a warning about the dangers of expanding too fast, and
it
would be 40 years before the Kaiser
Wilhelm II of 1901 exceeded her in tonnage, and nearly 50 years
before the Mauretania
of
1907 exceeded her in length.
The 19th
century
saw migrations to the New World on an
unprecedented scale, facilitated by the steam liner.
Until the
19th
century, each merchant ship was usually owned outright by a number of
small
investors, or larger ones who spread their capital over several ships.
The
coming of steam soon caused this to change. The building and operation
of
steamships required more capital, which was raised by joint stock
companies
(where capital provided by investors, large or small, is pooled in a
common
fund). During the mid 1800s, the law became more favourable to joint
stock
companies in several countries. Another factor driving the trend
towards the
new style of shipping company was that steamships, being less dependent
on the
weather, could run to a schedule. It therefore made good commercial
sense for
several ships to operate together, to maintain a regular service on the
route.
The
original idea for the
shipping line came from the USA.
Perhaps influenced by the “lines” that ran regular stagecoach routes,
the Black
Ball Line offered a fortnightly service between New York and London in
1816, to
be followed by several other American companies, exploiting the good
sailing
qualities of American ships.
By the
early 19th
century Britain
had achieved the commercial supremacy it had pursued over the previous
century;
and it no longer needed to protect its trade in the same way. The
doctrine of
laissez-faire, based on “The Wealth of Nations” of 1776 by Scottish
economist
Adam Smith and widely adopted by politicians suggested that government
interference
should be kept to a minimum and free trade would encourage competition,
to the
benefit of all. The Navigation Acts, which had regulated British trade
since
the 1650s, were largely abolished in 1849, and the requirement to have
British
crews on British merchant ships ended in 1854. At almost the same time,
the
government felt it necessary to legislate to ensure that there were
qualified
officers on each ship, and to pass various regulations for safety at
sea. The
monopoly of the chartered companies was no longer acceptable, and the
East
India Company’s monopoly was abolished in 1833. Shipping routes were
fully
opened to competition.
The
British government
opened the Post Office packet service, the world’s largest mail
service, to
private enterprise (the term “packet” is derived from packets of
mail”). A mail
contract demanded a regular service in good time. It guaranteed a
certain
amount of revenue on a shipping route, which could be supplemented by
carrying
passengers and freight, but penalties for late delivery were severe. In
1839,
Samuel Cunard , who had won the transatlantic contract, agreed to pay
Ł500 for
every 12 hours his ships were late. In 1837 Arthur Anderson set up a
steamship
service between Falmouth and the ports
of Spain and Portugal.
His Peninsular &
Oriental Steam Navigation Company (P&O) was founded in 1840 and
soon
extended its services to India,
with passengers travelling overland across the Isthmus of Suez, which
separated
the Mediterranean Sea from the Red Sea and the Indian
Ocean
beyond.
In a
separate development,
shipowners began to use special flags, their house flags, to identify
their
ships. This began at the Lloyds station near Liverpool
in 1771, which would hoist a signal to alert an owner that his ship was
about
to arrive in port, and house flags became common during the Napoleonic
Wars.
They were virtually universal by the mid 19th century, and
in 1882
Lloyds issued the first edition of its “Book of House Flags”. The
design and
colours of the house flag had even more relevance to steamship lines
when they
began to apply it to their funnels, and the funnel attained great
symbolism by
the end of the 19th century. Alfred Holt & Company,
based in Liverpool, was commonly
known as the Blue Funnel Line and
had one of the strongest identities of any cargo shipping company. The
distinctive red funnels with black bands of Cunard Line became a
favourite
marketing tool in the company’s advertisements.
By the
second half of the 19th
century, the British steam shipping lines had lost some of their
dominance. The
largest German line, Hamburg Amerika, started in the transatlantic
trade in
1847, and by the 1880s it was building some of the largest ships in the
world.
The other great German company, Norddeutscher Lloyd, began in 1856 with
operations from Germany
to Hull and London.
In the 1860s and 1870s, it expanded with services to the USA.
The Dutch
line Holland America
was founded in 1873 under a
different name. By its 25th anniversary, it had carried
90,000 cabin
and 400,000 steerage passengers to the USA, as well as five
million tons
of cargo, mostly the traditional Dutch exports of flower bulbs, gin and
herring. The French Messageries Maritime grew out of the state postal
service
in 1835 and took the form of a major shipping line, sponsored by
Emperor
Napoleon III, in 1853. Its horizons expanded in 1857, when it took on
the main
services from Bordeaux to Brazil
and the
River Plate. By 1900 it had 60 ships and was the sixth largest in the
world.
The first
American shipping
lines were less successful than their European competitors. In 1848,
Edward
Knight Collins founded the Collins Line, and two years later it began
transatlantic services supported by US government subsidies. His five
ships
included the Atlantic and Pacific,
larger than any Cunard liners, and faster, more comfortable, and better
furnished. But Collins proved to be a better showman than businessman,
and his
ships were too expensive to run. After the Arctic
sank in 1854, then the Pacific in
1856, the company was wound up leaving the North
Atlantic
steam trade under British domination for several decades to come.
The
opening of the Suez Canal in 1869 had
an immediate effect on world
shipping. It shortened the distance from London
to Bombay
by
7,125km (4,425 miles). It made a steamship voyage to the east much more
practicable, for it was largely in the sheltered waters of the
Mediterranean
and Red Seas. The same waters,
especially those
of the Red Sea, had unreliable winds
and were
unsuitable for sailing ships. As much as any technological innovation,
the Suez Canal ensured the dominance
of the steamship on long
distance routes.
Although Britain was not involved in building
the canal,
the country’s interests in India
and Australia
meant that it could not afford to ignore its effect on trade routes.
Soon
two-thirds of the shipping passing through the canal was British. In
1875, as
the Egyptian monarchy faced bankruptcy, the British government, led by
the
Prime Minister Benjamin Disraeli, bought seven-sixteenths of the
shares. The
canal became a major factor in the trade, colonial, and foreign
policies of Britain
and France
over the century after its
construction. In 1882, the British occupied Egypt,
largely to secure the canal,
and it remained a British protectorate until 1922.
By the
1870s, with the
advent of the efficient triple-expansion engine, iron and steel ships,
the Suez Canal, and the electric
telegraph, merchant ships
began to evolve into two types – liners and tramps. A liner sailed from
port to
port on a schedule, carrying passengers, cargo, or a combination of
both. For
example, from 1881 the French state-owned Messageries Maritime ran a
service
from Marseilles to Port Said, Mahe in south west India, the island of
Reunion,
Mauritius, Adelaide, Melbourne, Sydney, and the Pacific island of
Noumea,
servicing its own colonies as well as calling at a few of the more
populous
British ones. The best known liners were usually owned by the more
prestigious
shipping companies, who made some effort to attract wealthy passengers,
so the
name gradually came to take on a certain amount of glamour and became
associated with long and medium distance passenger services. It was
eventually
transferred to any large passenger ship, though the modern cruise ship,
with no
regular route, is definitely not a liner in the original sense of the
term.
If the
liner tended to rise
in status over the years, its counterpart fell. But the tramp steamer
was
always inferior in status to the liner, for it was usually smaller, run
by a
smaller company, and provided less regular employment. The main job of
the
tramp steamer was to carry a bulk cargo on behalf of a single
charterer. Tramps
were not passenger ships, although like all ships they were entitled to
carry
up to 12 passengers without extra certification, so they sometimes
carried them
on a casual basis.
Each
nation had its own
coastal trade, and the USA,
for example, tended to protect it against foreign competition. Long
distance
tramping was largely a British phenomenon, carried out by countless
small
companies in ports around the country. Unlike liner seamen, the tramp
sailor
had no way of knowing when he would come home. Tramp steamers mostly
carried
cargoes of coal, but they could also take grain, wood, ore, esparto
grass,
fertilizer, and rice. Some were chartered by liner companies in busy
periods
and carried general cargoes on their routes.
Great Britain was right at the forefront of the
introduction and
development of the passenger ocean liner and remained the leading force
in
scheduled passenger ship operation throughout its long era from the
early 1840s
to the early 1970s. It was the ocean liners and their scheduled liner
routes
linking Britain
with the diverse corners of the world that enabled people for the first
time to
travel long distances between continents on a regular basis. This
traffic has
since been succeeded by the aeroplane and the aviation age and today’s
airlines
serve a similar role but in less time that the ocean liners and their
shipping
companies did before.
Thus was born the ocean liner
and its diverse worldwide routes connecting the Continents of the
World.
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