Chapter 2

Let the fact be urged in the strongest manner, that a communication once a month, to any given place, will never pay, nor answer any great or good purpose. Mails, or rather letters and passengers, will not wait for such a length of time, especially when these could, as for example from the Havannah, almost be in England, by way of New York, in the interval that would elapse between the departure of one packet and another, when there was only one packet in the month; but give two each month, and neither could ever be so.

The arrangements, and the extent of the internal Post-office establishments of Great Britain, are upon the most splendid and efficient footing. There is nothing of a similar kind in any other country, either in management, or combination, or regularity, that can equal or even be compared to them. It is, however, much otherwise with all her transmarine mail communications. They are all particularly deficient in combination, limited in their operations, and inefficient as regards the machinery employed to carry the mails. This, in a more particular manner, is the case with the West Indies: the small sailing vessels there employed are generally very unfit for such a service, and the steamers sent out to work them, with the exception of the _Flamer_, being only of 100-horse power, and besides badly constructed, are (p. 008) wholly unfit for the service in any way; and even the vessel named, which is 140-horse power, though much superior to any of the other three, the _Carron_, the _Echo_, and the _Albyn_, is still too small to perform her work in proper and reasonable time, or to stem the currents and trade winds, to say nothing of tempests, which, as regards the two former, constantly prevail in the seas in that quarter of the world.

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° 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 £6200. 12,400 Coals for do., yearly 8,400 ------- Total £20,800 -------

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