138:, built in the late 1850s, was so obviously before her time by some fifty years, and was so under-powered for her size, that she may be left out of our reckoning. Thus, to speak roughly, the 1850s saw the iron screw replacing the wooden paddle steamer; the later 1860s brought the compound engine, which effected so great an economy in fuel that the steamship, previously the conveyance of mails and passengers, began to compete with the sailing vessel in the carriage of cargo for long voyages; the 1870s brought better accommodation for the passenger, with the midship saloon, improved staterooms, and covered access to smoke-rooms and ladies' cabins.
142:
duplication of machinery facilitated further subdivision of hulls. Now the masts of the huge liners in vogue were no longer useful for their primary purposes, and degenerated first into derrick props and finally into mere signal poles, while the introduction of boat decks gave more shelter to the promenades of the passengers and removed the navigators from the distractions of the social side. The provision of train-to-boat facilities at
Liverpool and Southampton in the 1890s did away with the inconveniences of the tender and the cab.
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The early 1880s saw steel replacing iron as the material for shipbuilding and before the close of that decade the introduction of the twin-screw rendered breakdowns at sea more remote than they had previously been, at the same time giving increased safety in another direction, from the fact that the
163:
Tank steamers were constructed for the carriage of oil in bulk. Many of these ships were adapted not only for the carriage of oil, but also for its consumption in their furnaces in place of coal. The experience of many years has enabled the owners of some of these lines to exhibit a wonderfully low
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The introduction of the turbine engine at the beginning of the 20th century gave further subdivision of machinery and increase of economy, whereby greater speed became possible and comfort was increased by the reduction of vibration. At the same time the introduction of submarine bell signaling
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tended to diminish the risk of stranding and collision, while wireless telegraphy not only destroyed the isolation of the sea but tended to safety, as was seen by the way in which assistance was called out of the fog when the
72:
soon followed. The former was crushed in the keen competition which ensued, but it did a great work in the development of ocean travel. Isolated voyages by vessels fitted with steam engines had been made by the
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record of loss, the percentage of deaths at sea to numbers carried being small beyond the dreams of, say, the 1870s. A tenth of 1% over a somewhat extended period is not an unprecedented average.
85:
from Canada in 1833, and the desirability of seriously attacking the problem of ocean navigation was apparent to shipping men in the three great
British ports of London, Liverpool and Bristol.
68:, which was intended not only to provide services in British waters, but also to develop trade with the continent. The St George Steam Navigation Company and the
89:
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and
Edinburgh trade, steamship facilities in the coasting trade being naturally of much greater relative importance in the days before railways. In 1823 the
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41:
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32:, existed but the ships which they ran were not necessarily owned by the organizers of the services. The advent of the steamship changed all that.
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was launched by Messrs Humble, Milcrest & Co., in the port from which she was named, and in May 1838 the Thames-built
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of
Bristol. Each company set to work to build a wooden paddle steamer in its own port. The first to be launched was the
310:
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was inaugurated, though it was not incorporated until ten years later. The year 1824 saw the incorporation of the
157:
74:
56:, a leviathan steamship, as she was considered at the time of her construction, was built for the
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has seen the ships of its predecessor become obsolete. The mixed paddle and screw leviathan, the
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Constant improvement has been the watchword of the shipowner and the shipbuilder, and every
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The following books throw much light on the history of the leading steamship lines:
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106:, which took the water in the Avon on 19 July 1837. On 14 October following, the
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was the mode of conveyance, combinations, such as the well-known
Dramatic and
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The
Shipping World Year-Book; Lloyds Register of British and Foreign Shipping
201:. Vol. 25 (11th ed.). Cambridge University Press. pp. 850–860.
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21:
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its headquarters; the
Atlantic Steamship Company of Liverpool and the
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This article incorporates text from a publication now in the
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Three companies were almost simultaneously organized: the
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In 1815 the first steamships began to ply between the
213:, by W. S. Lindsay (London, Sampson Low & Co.)
79:from the United States in 1819, and by the first
156:was sinking as the result of a collision off
90:British and American Steam Navigation Company
8:
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120:was the first to be made ready for sea.
20:is an outcome of the development of the
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226:(3rd ed., London, Whittaker & Co.)
70:British and Irish Steam Packet Company
7:
187:Ginsburg, Benedict William (1911). "
62:City of Dublin Steam Packet Company
14:
174:
66:General Steam Navigation Company
98:Great Western Steamship Company
217:La Navig. comm. au XIX. siècle
116:was successfully floated. The
1:
211:History of Merchant Shipping
24:. In former days, when the
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306:History of water transport
198:Encyclopædia Britannica
233:(published annually).
274:, pp. 850–851.
224:The Atlantic Ferry
311:Company histories
158:Martha's Vineyard
92:, which made the
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222:A. J. Maginnis,
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30:Black Ball lines
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36:Development
26:packet ship
300:Categories
238:References
108:Liverpool
46:Liverpool
44:ports of
22:steamship
160:(1909).
153:Republic
76:Savannah
195:(ed.).
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168:Sources
50:Glasgow
42:British
191:". In
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150:liner
130:decade
94:Thames
58:London
48:and
16:The
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