A General Plan for a Mail Communication by Steam, Between Great Britain and the Eastern and Western Parts of the World

J >> James MacQueen >> A General Plan for a Mail Communication by Steam, Between Great Britain and the Eastern and Western Parts of the World

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It may also be remarked, that to extend or to add to the number of
post communications, does not add proportionally to the machinery
necessary for the conveyance of these: in other words, if the
communications are doubled in number, the machinery used for
conveyance is not necessarily doubled, nor the expense consequently
doubled. Take, for example, the station between Barbadoes and Jamaica:
with two mails each month, this could not be effected with fewer than
three steam-boats; but the same number of steamers will, without
inconvenience, extend the communication to Havannah, and take in, at
the same time, several important places extra. A judicious and proper
combination and regularity in all movements can, with the same
machinery, and with but little additional expense, perform, in some
instances double, and in many instances nearly double work.

The objects for making Fayal, in the Western Islands, a central point
of communication, are as follow:--First, it is directly in the course
for the West Indies; so nearly so for Rio de Janeiro in the outward
voyage (in the homeward it is the best course), that if not actually
the best course, as it is believed it really is, the deviation, as
will afterwards more clearly appear, is not worth taking into account.
It is also the proper course for New York, and even not much out of
the way from the direct line to Halifax; while, considering the winds
and currents, the Gulf stream, for example, which prevail in the
Atlantic, steamers or sailing packets will make the voyage from
Falmouth to Halifax by this route as speedily, on an average, as if
they were to take the direct course. It is well known, that vessels
bound to the northern ports of the United States, go much to the southward
of the Western Islands. Secondly, it will save two steam-boats on (p. 009)
the North American line, and two more on the South American line, for
that distance (not fewer than two would do for each line); which, with
coals, yearly, would cost 41,600_l._ This, alone, ought to determine
the point.

These steam-packets should be allowed to carry parcels, packages, and
light and fine goods, which could afford to pay a considerable
freight. This ought to be limited, however, not to exceed forty tons
in each vessel on each of the great lines (except Falmouth to Fayal,
which may be 120); and the small sailing vessels in proportion. These
things, without retarding the speed materially, would produce a
considerable return, but from which must come port charges, &c. If the
steamers are allowed to become mere vessels of freight, or for
carriage of goods, no regularity in their voyages could be expected.
To avoid delay, these articles could be landed and taken to the
Custom-house in every island and place, and delivered thence, under
the Revenue laws, to each owner.

The greater extent to which combination can be carried on in the mail
circle, and the wider that that circle can be extended, so much
cheaper the labour of conveyance becomes, and the greater the returns
therefrom. Further, not merely the greatest possible speed, but the
greatest possible regularity, is the desiderata in the conveyance of
mails in any country: the latter, in particular, is more essentially
necessary than the former, and is, in fact, the life-spring of all
commercial communication.

The work to be performed, in every quarter, must not only be well
done, but done within a limited time, in order to render it beneficial
and effective. Powerful boats, that can overcome the distance and the
natural obstacles that present themselves, can alone do this.
Small-power boats can never accomplish the work. Numbers will not
overcome the difficulties, nor come, as regards time, within the
limits required.

Each packet steamer on each of the great lines, could and should return
unto Falmouth alternately, and the boats from Falmouth be prepared
to take the longer voyage in their stead. The time each will have
to stop at Falmouth will always allow of time for any material (p. 010)
examination and the repairs that may be necessary.

Without actual experience it is impossible to place before the public,
in a correct point of view, the whole appearance and state of steamers
employed in the West Indian mail service, as seen last year--when the
whole extent of their voyages was travelled over in more than one of
them:--imagine a small ill-contrived boat, an old 10-gun brig, as the
_Carron_ is, for example, of 100-horse power, and thirty to forty tons
of coals on her deck; with a cabin about thirteen feet by ten, and an
after-cabin still smaller, both without any means of ventilation,
except what two ill-planned, narrow and miserable hatches, when open,
afford. Imagine a vessel like this starting from Jamaica, with ten or
fifteen passengers, and a crew of thirty-seven people, still more
miserably provided with room and quarters, to stem the currents, the
trade winds--(not to speak of storms,)--which blow, and the heavy seas
which roll, between that island and St. Thomas, especially in the
channel between the former and St. Domingo, and indeed in all the West
Indies: having the boiler immediately adjoining the cabin and sleeping
berths, and without any place to stow the luggage belonging to the
passengers,--and with the numerous mail bags crammed into the small
sleeping berths, or under the table,--and the public will have a faint
idea of a Government steam-boat; wherein, under a tropical sun and a
tropical rain, the passengers and crews are, with the hatches closed,
reduced to the choice, while choked with coal-dust, of being broiled
or suffocated. No human constitution can long stand this. Without
meaning any offence, truth must declare, that such a state of things
is a disgrace to England.

The most urgent haste and necessity can alone bring individuals to
travel by such conveyances, and none will do so whose time will allow
them to look for other modes of conveyance and transport. Female
passengers, in particular, without female attendants, or room for
them, will never willingly undertake, certainly never repeat, a voyage
under such circumstances. It would seem that, in this respect, the
vessels belonging to the most powerful, enlightened, and civilized
Government in the world, are to be placed far below the level of (p. 011)
vessels belonging to their own subjects, and those of other nations;
although such vessels are expressly appointed to convey passengers.

With these preliminary observations, it is proposed to consider the
details of a plan for the more extended conveyance of mails by
steam-boats, first to the WESTERN WORLD, under the separate heads into
which such a plan, necessarily and properly divides itself. In doing
this, it will satisfactorily appear that the more the plan is
extended, the less in proportion will the expenses attending the same
be, and the greater the returns be therefrom.

I. (p. 012)

_Falmouth and Madeira, or one of the Western Islands, Department._

Either of the islands just named may be made central points of the
greatest importance for connecting the mail communications between
Great Britain and all the Western World. The Western Islands, however,
become a central point, more direct and convenient than Madeira, for
all the outward and homeward West Indian packets, and still more so
for all those which may be bound for New York and British North
America. In short, the packets for neither of the latter places could
go or come by Madeira without great inconvenience and loss of time;
whereas, neither would take place if Fayal is made the point of
arrival at and departure from. The latter island is directly in the
course of both the West Indian and homeward-bound South American
packets; and it may be said with equal accuracy, in the outward direct
course of these packets also. Although a little further removed into
the variable winds than Madeira, still it is well known that Fayal
once made, the greatest difficulties in the voyages of the
outward-bound packets are overcome. The distance, also, from Falmouth
to either of these islands is not materially different: from Falmouth
to Madeira direct, is 1170 geographical miles; and from Falmouth to
Fayal direct, 1230 miles. In the outward voyage Fayal is 300 miles
nearer Barbadoes than Madeira; and in the homeward, from Cape Nichola
Mole, 300 also. The distance between Madeira and Rio de Janeiro, and
between the latter and Fayal, is not greatly different, being (taking
in Bahia and Pernambuco) for the latter 3900 miles, and for the former
3800; but from the course which the homeward packet must take through
the trades, the distance to Madeira, as compared with the distance (p. 013)
and course to Fayal, would be increased by 250 miles. On the whole,
considering the advantages and disadvantages to arise from making
either of these islands, viz., Madeira and Fayal, the central points,
it would appear that the balance would considerably incline to be in
favour of any one of the central Azores, say Falmouth and Terceira or
Fayal. Fayal being taken as the central point to which and from which
the packets for the western world are to converge and to diverge, the
arrangements will run as follow:--

The steam-boats from Falmouth to Fayal would carry out all the mails
from Great Britain to the Western World; viz.: for British North
America, for New York, for the British West Indies and all the Gulf of
Mexico, and for the Brazils and Buenos Ayres, as also for Madeira and
Teneriffe. From Falmouth to Fayal is, course S. 55 deg. W. distance 1230
geographical miles. Two steam-boats of 240-horse power each would
perform this work out and home, giving two mails each month, each boat
returning with the mails for Great Britain from all the places
mentioned, to be brought to that island in a manner which will shortly
and more particularly be pointed out. In fine weather each boat would
make the voyage within six days, and in rough weather in seven
days,--but say seven days at an average. Each boat would be at sea 14
days each voyage = 28 days monthly = 336 days yearly; 25 tons of coal
per day = 8400 tons yearly; which, at 20_s._ per ton, is 8400_l._
annually. The yearly cost of the two boats for this station would
therefore be: (prime cost of two, 48,000_l._)--

Two boats' wages and provisions, &c., at L6200. 12,400
Coals for do., yearly 8,400
-------
Total L20,800
-------

The stoppage at Fayal would depend upon the arrival of the packets
with the mails from the Brazils, the West Indies, &c. &c., but the
arrangements for all these will be such as will bring the stoppage not
to exceed one or two days, and which will prove no more than sufficient
to take in coals, water, &c. &c. Despatched from London on the 1st and
15th day of each month, the steamers from Falmouth, with all the (p. 014)
mails, would reach Fayal on the 10th and 25th of each month, from
whence they would immediately be despatched to their ulterior
destinations. By this arrangement Government would save at least three
West Indian or Barbadoes packets, one Halifax and one Rio de Janeiro
packet (exclusive of six Mexican packets saved, but included in the
West Indian department), after giving to the two quarters of America
last mentioned two mails instead of one each month, and which saving
would, at least, be 21,000_l._ yearly. The voyages also from England
to every quarter connected with this arrangement would be greatly
shortened, even were the communications by steam to be carried no
farther; as every nautical man knows well that it is between the
Western Islands and the English Channel, whether outwards or inwards,
that the greatest detention in every voyage, whether it regards
packets or any other vessels, takes place. In a particular manner the
arrival of the outward packets at Barbadoes would be more regular,
almost quite regular; and thus _extra_ steam-boats in that quarter, on
account of the irregularities in the arrivals as under the present
system, would be rendered unnecessary; and the same thing may be said
of every other quarter to which the plan and the chain of
communication is intended to extend.

_Fayal._[1]

[Footnote 1: The Island of Fayal is chosen as the
point of communication in preference to Terceira,
&c. because during the few months when one side is
exposed to storms, the other side is well
sheltered, and the distance is very short from the
one side to the anchorage on the other. As each of
the steamers from the westward and southward will
proceed to Falmouth in her turn, so if all the
mails are up at Fayal before the outward steamer
arrives from Falmouth, the steamer whose turn it is
to proceed on to Falmouth, will go forward with the
mails without any delay, except to take in coals.]

All the outward mails from Great Britain to the western world, having
reached Fayal, they would be despatched from thence and return back to
it, under the following arrangements and regulations. Take them in
order as follow:--

II. (p. 015)

_Fayal and North America._

The rising importance of British America renders it highly desirable,
nay, absolutely necessary, that a more frequent and regular post
communication should be established with it. This might be done so as
to secure all the Post-office revenue derivable from the letters to
and from that quarter of the empire with Great Britain; and not only
so, but to draw from the United States unto England some of that
postage and some of those passengers which belong specifically to
those States. To carry this into effect, it must be done by
steam-boats, and Fayal made the point of communication from which the
mails are to diverge, and to which they are again to return. The point
of communication with Fayal should be either by Halifax to New York,
or to Halifax alone; from which place the steamer to run to the West
Indies could carry the European mails to and from New York. In each
way the details will be as follow:--

_Fayal to New York, by Halifax._

From Fayal to New York direct is 2020 miles; and from Fayal to New
York, by Halifax, is 2160 miles. If this course is adopted, there
would be no need for any stoppages at Halifax, except to land the
outward mails, &c., and pick up the inward, or homeward-bound European
mails, &c. The steamers, with the outward mails on board, would
proceed from Fayal on the 10th and 25th of each month, and reach New
York, by Halifax, on the 7th and 23d of each month, or in thirteen
days. Leaving New York on the evening of the 9th or 10th, and the 25th
or 26th of the month, with the return mails from the States, and
calling at Halifax for all those from British America, the steamer
would reach Fayal in thirteen days, or on the 8th and 23d of each
month, exactly in time, as will by-and-by be shown, for the
homeward-bound West Indian and Brazil mails coming up to the same
place; and two days previous to the arrival of the outward packet (p. 016)
from Falmouth, after allowing two days to stop at New York, and having
one day to spare, in the event of severe weather on the voyage. The
course and time will be:--

Geo. Miles. Days.

Fayal to Halifax 1640 10
Halifax to New York 520 3
Stop at New York " 2
New York to Fayal, by Halifax 2160 13
----------
Totals 4320 28
----------

Two steam-boats would perform this work, giving two mails each month,
prime cost 48,000_l._; wages, provisions, &c. &c. 6200_l._ each,
12,400_l._ Each boat would be at sea 26 and 26 = 52 days, monthly =
624 yearly; 25 tons of coals daily = 15,000 yearly, at 25_s._ per ton,
19,500_l._

This would, however, be close work for two boats, in the event of
accidents; and therefore a spare boat would be required, at an
additional expense of 24,000_l._ capital, and 6200_l._ yearly charges.
But two may be rendered quite sufficient by making Halifax, instead of
New York, the point of communication between Fayal and British North
America; the communication with New York to be taken up, and carried
on, by the steamers proposed to run between North America and the West
Indies, as explained and stated under the next head. Fixing the
communications in this way, the details, or the course and time, would
be:--

Geo. Miles. Days.

Fayal to Halifax 1640 10
Rest there, say " 8
Halifax to Fayal 1640 10
-----------
Totals 3280 28
-----------

Two boats would be quite sufficient to perform this service, and the
advantage would be gained of having a British port as the port for
trans-shipment. Each boat would be at sea 10 and 10 = 20 days each
voyage = 40 monthly = 480 yearly; coals, 25 tons daily = 12,000 (p. 017)
tons yearly, at 25_s._ = 15,000_l._ The periods for the arrivals and
departures of these Halifax and Fayal steamers will be found to agree
well with the arrivals and departures of the steamers to run between
Halifax and the West Indies, by way of New York, as minutely
particularized under the next head.

Halifax ought to be made the point from which, and to which, all the
British North American, foreign, that is, transmarine correspondence,
ought to converge and diverge. It can be made to do so readily, and
with advantage, as the following distances will show:--

Distance. Geo. Miles.

New York to Quebec N. 19 deg. East. 390
New York to Montreal N. 4 deg. E. 305
Halifax to St. John's, by Annapolis N. 71 deg. W. 111
St. John's to Quebec N. 66 deg. W. 230
Quebec to Montreal S. 58 deg. W. 116

Thus it is obvious that Halifax is nearer England three and a half
days each way than New York; that much time would, by the above course
of post, between the mother country and all her North American
possessions, be saved, while all the advantages of carrying these
mails and passengers, &c. would be gained by British shipping and
British subjects.

The communications could be carried on between Fayal and Halifax, &c.
by sailing packets instead of steam vessels; but then these sailing
packets, on account of the number of passengers which it is almost
certain would travel by them, would require to be packets of the
largest size, or first class. Their average voyages may be taken at
sixteen days each, with six or eight to stop at Halifax, which would
bring the full voyage to forty days. This would throw the return
letters always one mail, or fifteen days, later for Europe, than if
steamers were employed; but, at the same time, it would bring their
arrival at Fayal to be regular, and in sufficient time for the
succeeding homeward packet from Fayal; for, if they go beyond thirty
days, their return within forty-five days, _in this or in any other
station_, would meet the central point at Fayal equally well, as to
dates; but such a detention would not only occasion so much loss (p. 018)
of time to the course of correspondence, but give letters a chance of
reaching Europe sooner from New York direct. Two sailing packets would
perform this work in the unavoidably extended time mentioned, giving
two mails each month; first cost 9,500_l._ = 19,000_l._; yearly
charges 4200_l._ each = 8400_l._

III.

_North America and West Indies._

The intercourse between these quarters of the world, and also of each
of these with the United States, is already of great importance, and
will daily become more and more important, while there is, at present,
no mail communication between them. A regular, and frequent mail
communication in that quarter has become indispensably necessary.
While this fact must be admitted, it is of great importance to have as
many of the points of combination under the British flag as possible.
Keeping this desirable point in view, it is necessary to observe, that
this must be done, taking Havannah into the line; because, if it is
not included in the British line, it will be forthwith occupied by
parties from the United States, and letters, passengers, &c. both for
all North America and for Europe, from the West Indies, will go by
these States, New York for example. The arrivals and departures of the
steam packets on this line must also be calculated, and fixed so as to
agree with the arrivals and departures of the outward and
homeward-bound mails by Fayal, for North America, and also for all the
West Indies, southwards to Havannah and Mexico.

The desirable object of bringing the most important central and
trans-shipping points under the British flag, can only be gained by
making in this case the run of the steamers to be from Halifax, by New
York, to the Havannah; or from New York, by Havannah, to Jamaica.
While the various ways by which this latter could be effected are (p. 019)
here stated, still the former will be found to be the most economical,
certainly not the most inconvenient, and, on many accounts, the
preferable mode. At Havannah the North American steamer would meet in
the most regular manner, and to a day, the steamers from Havannah to
Vera Cruz; and from Havannah to Jamaica, Barbadoes, &c. &c. The route
and time of these boats would be as follows:--

Geo. Miles. Days.

Halifax to New York 520 3-1/2
New York to Havannah 1140 6-1/2
Stop at Havannah, say 2
Havannah to Halifax, by New York. 1660 10
---- ------
Totals 3320 22

Two powerful boats would be perfectly sufficient to perform this work,
giving two mails each month; first cost 48,000_l._, yearly charges
12,400_l._ Each boat would be at sea 20 days each voyage = 40 monthly
= 480 yearly; coals daily, 25 tons = 12,000 tons yearly, at 25_s._ =
15,000_l._

The outward European mails would arrive at Halifax on the 20th and the
4th or 5th of every month, and at Havannah on the 31st or 1st, and
15th or 16th of each month. Leaving Halifax on the days above
mentioned, the steamers, by way of New York, would reach Havannah on
the 30th and 15th of each month, and, allowing two days at Havannah,
return to Halifax by way of New York, on the 14th and 29th, eight days
before the arrival there of the outward European packet, giving
abundance of time to rest. This steamer will bring back from New York
the answers to the letters received from Europe for the return packet
from Halifax to Fayal. These letters would reach New York on the 23d
and 8th of each month. The stoppage at New York by this steamer
returning northward could not be beyond one or two days. To meet the
West Indian and South American packets returning to the central point,
Fayal, the steamer, with all the North American correspondence, must
leave Halifax on the 29th or 30th, and the 13th or 14th of each month.
Considering attentively the calculations here made, it will be (p. 020)
found that they correspond accurately, and that in practice these
will work admirably, and without confusion or delay--points, in an
affair of this kind, of the greatest importance.

The other plan, by which the communication between North America and
the West Indies can be opened up and carried on, is between New York
and Jamaica, by the Havannah. After considering it, in all its
bearings and details, the former will appear to be the most economical
and eligible. Calculating the whole of the General Plan to be carried
into effect, and by steam, the outward mails from Europe, _via_ Fayal
and Halifax, would arrive at New York on the 7th or 22d, or the 8th
and 23d, of each month; and those for the West Indies, _via_ Fayal and
Barbadoes, at Cape Nichola Mole, Hayti, on the 11th and 27th, or 12th
and 27th, and at Jamaica on the 13th and 28th of each month. The mails
from the westward and southward of, and for Jamaica, would
consequently return to that island on the 7th and 22d of each month.
The distances and time taken in three ways between Jamaica and New
York, by Havannah, would be--

(No. 1.)

Geo. Miles. Days.

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