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PREFACE.
PREFACE.
The historical information contained in this volume has been in a large measure collected from the Press of the period, and chiefly from the Times , Liverpool Mercury , Glasgow Herald , and Chambers’ Journal . Lindsay’s “ Merchant Shipping ,” a most admirable work, has also been consulted, as well as other works of a similar nature. The name of the authority quoted has been given in most cases, but, where I have been unable to do so, I trust this general acknowledgment will suffice. Some of the
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Chapter I.
Chapter I.
Inventors and alleged Inventors prior to 1807. There is not a more fascinating page in history than that which tells of the growth of the Mercantile Steam Navies of the World. It is a record of the triumphs of Science and Art in Marine Architecture; of bold enterprises—not always carried to a successful financial issue; of deeds of “derring do” as romantic as the older stories of the Vikings. It is a page brightened by stories of true heroism, where men have bravely faced death, not in the lust
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Chapter II.
Chapter II.
Fulton (1807).—The Clermont , the first Passenger Steam-boat in the world.—Narrative of her first Voyage.—Steam Navigation in Canadian Waters.—The first Steamers on the St. Lawrence.—The Accommodation (1809).— Swiftsure and Car of Commerce (1813), and the Quebec (1817). The United States of America has the honour of having built the first passenger steam-boat in the world, and she held the monopoly of the steamship passenger traffic for a period of about two years. She owes this honourable posit
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Chapter III.
Chapter III.
Steamboats on the River Clyde, the Comet , Industry , Argyle .—On the Thames, the Margery and the Thames .—The first Irish Steamer, the City of Cork . Without, in the slightest degree, detracting from the credit due to the inventors referred to in the earlier pages of this history, it is indisputable that the River Clyde is the birthplace of European Steam Navigation. For many years the Charlotte Dundas (a success from an engineering point of view, but a failure commercially), lay idle and corro
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Chapter IV.
Chapter IV.
“The Year 1815.” To the student of British history, the year 1815 is one of the most remarkable of the nineteenth century. In June of that year was fought the Battle of Waterloo—a victory for the British which effectually destroyed the power of the first Napoleon, and delivered Europe from the terror of a military despotism. The merchants of the “good old town” of Liverpool were determined that the famous victory should never be forgotten by their descendants, and so they perpetuated the name in
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Chapter V.
Chapter V.
1816 to 1818.—Rivals to the Thames , the Defiance (1815), Majestic and Regent (1816).—Loss of the Regent (1817).—Liverpool Steam-boats: the Runcorn Packet , the Princess Charlotte , Liverpool to Eastham (1816). Regulator and Etna , Liverpool to Tranmere (1817).—Parkgate to Bagillt, N.W., the Ancient Briton (1817).—First Spanish Steamer, Royal Ferdinand (1817).—Siberian Steam-boats (1817).—Loss of the Regulator (1818).—David Napier.—Greenock and Belfast Steamer, Rob Roy .—First Steamer between En
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Chapter VI.
Chapter VI.
Early Clyde Steam-packets.—Season Tickets issued, 1816.—First steamer to cross the English Channel.— Dumbarton Castle steams round North of Scotland, 1819.—First serious Accident to a Steam-packet.—Clyde Passenger Fares, 1818. Many circumstances combined to make the Clyde the birthplace and the home of the Marine Steam Engine. Coal and iron mines were in close proximity, and skilled labour for the construction of engines and of ships was abundant. The beautiful Firth, with its numerous lochs and
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Chapter VII.
Chapter VII.
1819 to 1821.—The Savannah the first steamer to cross the Atlantic.—Arrival at Liverpool of the Waterloo , the first Irish Channel steamer.—Sailing of the Robert Bruce , the first steamer trading between Liverpool and the Clyde.—Curious Accident to the steamer Morning Star .—The Triton .—The Conde De Patmella , first European steamer to cross the Atlantic.—Cattle Ventilators suggested.—The Tourist .—Steamers between London and Leith. Prior to the introduction of marine steam engines, the United
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Chapter VIII.
Chapter VIII.
St. George Steam-Packet Co. incorporated, 1822.—Swift passage of the Hero , steam yacht.—Liverpool owned steamers highly commended in Parliamentary Report, 1822.— Aaron Manby , iron steamer.—First steamer between Hull and the Continent, 1823.—City of Dublin Steam-Packet Co. founded, 1823.— H.M.S. Lightning .—General Steam-Packet Co. and the Belfast Steam-Packet Co. established, 1824.—Keen competition, Glasgow and Belfast service, 1825.—Advertising extraordinary.—G. & J. Burns commence bu
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Chapter IX.
Chapter IX.
Steamship Routes to India and the East.—Lieut. Johnston.— Enterprize purchased by Indian Government.—Renders important service during Burmese War.—Thomas Waghorn.—Regular steamship service established between Bombay and Suez.—Peninsular Steam Navigation Co. (1834).—Altered to Peninsular and Oriental S. N. Co. (1837).—First P. and O. steamer to India, 1842.—Services extended to Ceylon, Penang, Singapore, and Hong Kong, 1844.—And to Australia, 1852.—P. and O. steamships engaged as troopships durin
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Chapter X.
Chapter X.
Steamers on the Pacific.—The Telica (1825).—P. S. N. Co., 1840.—Compound Engines adopted, 1856.—Service extended from West Coast, South America, to the River Plate (1865), and to Liverpool, 1868.—The P. S. N. Co. and Messrs. Anderson Anderson & Co., 1878.—Gulf Line of Steamers between Great Britain and West Coast, South America. The first steamer to trade along the Pacific Coast of South America was a small steamer, named the Telica , in 1825. She was owned and commanded by a Spaniard be
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Chapter XI.
Chapter XI.
French-Algerian Expedition, 1830.—Civil War in Portugal.—Loss of the steamer Rival .—Mutiny on a Transport.—Loss of the Lord Blaney .—The Margaret , first screw passenger steamer trading from Hull. Early in the year 1830, the French Government, fitted out an expedition against the Dey of Algiers, and an agent of the former was instructed to contract with the City of Dublin and the St. George Steam-Packet Companies for the employment of some of their first-class boats as transports in the expedit
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Chapter XII.
Chapter XII.
Pioneers of Transatlantic steam navigation.—Valentia Transatlantic S. N. Co. incorporated, 1828.—Dr. Lardner’s famous speech on Steam Navigation.—The Royal William , first steamer from Canada to England, 1833; sold to Spanish Government and re-named Ysabel Segunda .—The British Queen S. N. Co.—Launch of the British Queen , 1838.— Sirius , first passenger steamer from Europe to America, 1838.— Great Western , 1838.—Arrival of both steamers at New York on same day.—The Royal William , first Atlant
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Chapter XIII.
Chapter XIII.
Mr. Cunard’s tender for the carriage of the British and North American Mails accepted, 1839.— Great Britain launched, 1843.—Sails from Bristol for London, 23rd January, 1845.—Visited by H.M. Queen Victoria.—Sails for Liverpool, June, 1845.—For New York, July, 1845.—Stranded Dundrum Bay, September, 1846.—Floated off, August, 1847.—Sails to New York, 1852. In October, 1838, the British Government, being convinced of the superiority of steamships over sailing brigs, advertised for tenders for the c
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Chapter XIV.
Chapter XIV.
Steam communication with the West Indies.—Royal Mail Steampacket Co. incorporated 1841.—Commences with a fleet of fourteen steamers.—Heavy loss of first year’s working.—Generous concession from Government.—Rapid increase of trade.—The “ Trent affair.”—First screw steamers for Company, the Tagus and Mozelle .—The Tasmanian .—Gross tonnage of present fleet.—The Imperial Direct West India Mail Service, Ltd., established 1901. Nine months after the despatch of the first Cunarder from Liverpool to Ha
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Chapter XV.
Chapter XV.
International rivalry in the Transatlantic.—The Collins Line and the Cunard Co. For upwards of nine years Great Britain had held a monopoly of the transatlantic steamship business. America could and did build sailing vessels that were unsurpassed by those belonging to any other nation; her Baltimore clippers, Boston packets, and New York liners were all of them vessels of the highest class and reputation. But apparently Americans could neither build, nor own ocean steamers that were capable of s
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Chapter XVI.
Chapter XVI.
The Loss of the Collins Liner Arctic . On Wednesday, 27th September, 1854, about noon—Cape Race bearing S.W. by W., 65 miles distant—the steamship Arctic , on her passage from Liverpool to New York, while running through a very thick fog, was struck on the starboard bow about 60 feet abaft the cutwater by an iron steamer. The force of the impact made three large holes in the Arctic —two below the watermark, one of which was about 5½ feet in length and about 1½ feet broad. The fog was so dense th
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Chapter XVII.
Chapter XVII.
Steamship Companies of the past.—Inman Line.—National Line.—Guion Line.—Royal Atlantic Steam Navigation Co. In the early spring of 1850 Messrs. Tod and MacGregor, iron shipbuilders and engineers, Glasgow, launched the iron screw steamer City Of Glasgow , a vessel of 1,600 tons and 350 horse-power. During the spring and summer of that year she made several voyages between Glasgow and New York, but in the latter part of the year she was purchased by the Liverpool, New York and Philadelphia Steamsh
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Chapter XVIII.
Chapter XVIII.
The Orion wrecked off Portpatrick, 1850.—The steamer Neptune .—A second “Grace Darling,” 1852. One of the most convincing proofs of the splendid management of the several steamship companies which trade between Liverpool and Glasgow, of the skill and honest workmanship put into the vessels, and of the great care exercised by the officers who navigate these ships, is the fact that for upwards of eighty years there has been but one disaster accompanied by loss of life on this station. The disaster
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Chapter XIX.
Chapter XIX.
The Eastern Steam Navigation Co., Ltd., and the Great Eastern , steamship. In the year 1851 a steamship company was promoted in London, under the title of the Eastern Steam Navigation Company, Limited, for the purpose of establishing a direct line of leviathan steamers between England and India, via the Cape of Good Hope. The services of the most distinguished engineers of the period were secured, Mr. I. K. Brunel being appointed the consulting engineer of the company. An order was placed with M
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Chapter XX.
Chapter XX.
Steam to Australia.— Sophia Jane , first steamer from Great Britain to Australia, 1831.—The steamship Great Britain sails for Melbourne, 1852.—Sketch of her after career.—The Golden Age .—The auxiliary screw steamer Royal Charter .—Sails on her maiden voyage, 1856.—Totally lost, 1859. The first voyage by a steamer ever made between Great Britain and Australia was in 1831 by the Sophia Jane , a small vessel of 256 tons burthen and 50 h.p. (see reference to this vessel in the History of the Cork S
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Chapter XXI.
Chapter XXI.
China and Steam Navigation.—Opening of the Treaty Ports, 1860.—Auxiliary Steamers first employed.—The Scotland .—The Robert Lowe .—The Holt Line. The treaty ports of the Yang-tse were for the first time opened to the ships of the “barbarian nations of the West” in February, 1860. The first foreign merchant vessel to load a cargo at Shanghai for Hankow was the auxiliary screw steamer Scotland , belonging to the late W. S. Lindsay, the well-known author of the “History of Merchant Shipping.” She w
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Chapter XXII.
Chapter XXII.
REMARKABLE HISTORY OF A GLASGOW STEAMER. The Ferret s.s. chartered by Henderson & Co.—Sails for the Mediterranean and disappears.— Benton s.s. sails with a cargo of coffee from Santos, and also disappears.—Seizure of India s.s. at Melbourne.—Proved to be missing steamer Ferret , alias Benton . Decidedly the most dramatic incident ever recorded in the annals of steam navigation was the theft of the steamer Ferret and the piratical seizure and sale of her cargo of coffee. The Ferret was a
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Chapter XXIII.
Chapter XXIII.
Anglo-Canadian Steamship Companies.—Allan Line.—Canadian Pacific Railway Co.—Dominion Line. Following the example of the Imperial Government the Government of Canada advertised in June, 1852, for tenders for the conveyance of mails between the United Kingdom and Quebec and Montreal in summer, and between the United Kingdom and Portland, Maine, in winter. The contract was secured by Messrs. McKean, McLarty and Lamont, of Liverpool, who formed a company, and despatched their first steamer, the Gen
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Chapter XXIV.
Chapter XXIV.
Railway Companies as Steamship Owners.—South Eastern and Chatham.—London, Brighton and South Coast.—London and South Western.—Great Western.—London and North Western.—Lancashire and Yorkshire.—Stranraer and Larne.—Caledonian.—Glasgow and South Western.—North British.—Great Central.—Great Eastern. There are in Great Britain, as well as in the United States of America, many steamship lines which are either owned or controlled by railway corporations. On the south coast of England, from Harwich to
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Chapter XXV.
Chapter XXV.
Turbine Steamers.— Turbinia .— King Edward .— Queen Alexandra .—The Queen .—The Emerald . The latest development of the marine engine is the Marine Steam Turbine, the invention of the Hon. C. A. Parsons, F.R.S., brother of the present Earl of Rosse, and a son of the builder of the famous “Birr” telescope, the largest reflecting telescope ever built. The first vessel ever fitted with the new type of engine was appropriately named the Turbinia . This vessel is only 100 feet long by 9 feet beam and
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Chapter I. MESSRS. ELDER, DEMPSTER & CO.
Chapter I. MESSRS. ELDER, DEMPSTER & CO.
The firm of Elder, Dempster & Co. was founded in the year 1868 by Messrs. Alexander Elder and John Dempster, two gentlemen intimately acquainted with the working of the African Steamship trade. For 11 years they were the sole partners, but in 1879 they admitted Mr. (now Sir Alfred) Jones into the firm, and Mr. W. J. Davey was also taken into partnership. The original partners, Messrs. Elder and Dempster, retired from the firm in 1884. Mr. Alexander Sinclair, who became a partner in 1891,
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Chapter II. THE AFRICAN STEAMSHIP COMPANY.
Chapter II. THE AFRICAN STEAMSHIP COMPANY.
Two years (1852) prior to the outbreak of the Crimean War, the African Steamship Company was incorporated by Royal Charter with limited liability. The initial capital was £250,000 in 12,500 shares of £20 each. The first directors of the Company were—Sir John Campbell, K.C.H. (Chairman), James Hartley, Esq. (Director of the P. and O. Co.), John Black, Esq., Henry William Schneider, Esq., Macgregor Laird, Esq., Henry William Currie, Esq., William Law Ogilby, Esq., and Charles William Gregory, Esq.
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Chapter III. THE BRITISH & AFRICAN STEAM NAVIGATION COMPANY, LIMITED (1900).
Chapter III. THE BRITISH & AFRICAN STEAM NAVIGATION COMPANY, LIMITED (1900).
This Company was projected in 1868 by a number of gentlemen practically acquainted with the trade of the West Coast of Africa. Amongst these were Mr. Alexander Elder and Mr. John Dempster who in that year founded the firm of Elder, Dempster & Co., a firm whose ramifications during these later years, under the guidance of Sir Alfred L. Jones, K.C.M.G., and Mr. Davey, may be said to extend throughout the civilized world. Three steamers of about 1,300 tons gross each, were specially built t
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Chapter IV. IMPERIAL DIRECT WEST INDIA MAIL SERVICE, LIMITED.
Chapter IV. IMPERIAL DIRECT WEST INDIA MAIL SERVICE, LIMITED.
For years the Island of Jamaica, the Pearl of the Antilles, had been decadent, its planters cast down and despairing because it was impossible, owing to the heavily subsidized continental beet sugar, to grow cane sugar at a profit. And, although physicians in the United States were sending their patients to seek renewed health and energy “from the balmy breezes laden with health giving ozone which blow over the island,” British Life Insurance offices placed a black mark against Jamaica, and dema
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Chapter V. THE CITY OF DUBLIN STEAMPACKET COMPANY.
Chapter V. THE CITY OF DUBLIN STEAMPACKET COMPANY.
In the summer of the year 1822 Mr. C. W. Williams, of Dublin, crossed over to Liverpool with the object of inducing the merchants to take shares in a line of steampackets he proposed building for the Liverpool and Dublin trade. Except to the most sanguine, the time did not appear to be favourable for such a scheme. A large fleet of sailing smacks maintained daily communication (subject to the weather) between the two ports, carrying all kinds of goods, and even cattle. The steampackets Waterloo
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Chapter VI. THE BRITISH AND IRISH STEAM PACKET COMPANY, LIMITED.
Chapter VI. THE BRITISH AND IRISH STEAM PACKET COMPANY, LIMITED.
The oldest deep-sea steamship passenger trade in Europe is that between Dublin and London. The distinction of having been the first persons (other than the crew) to cross the Irish Sea by steam vessel is shared by Mr. and Mrs. C. R. Weld. Mr. Weld, who was the Secretary—or brother to the Secretary—of the Royal Society of Dublin, embarked with his wife on board the steampacket Thames , Captain Dodd, which vessel sailed from Dublin at noon on the 28th May, 1815, bound for London. The sailing of th
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Chapter VII. THE BIBBY LINE.
Chapter VII. THE BIBBY LINE.
Reference has been made, in a previous chapter of this work, to this old-established firm. It was engaged in shipping in 1807, five years before the first British steamboat was launched. At that early date the fleet consisted of small sailing vessels, but in 1821 a regular line of ships to the East Indies was established. Of the old Liverpool shipowning firms which had their flag signal posts on Bidston Hill, only three now remain, viz., Messrs. Bibby, Brocklebank, and Sandbach Tinne. In 1851 th
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Chapter VIII. THE CORK STEAMSHIP COMPANY, LIMITED.
Chapter VIII. THE CORK STEAMSHIP COMPANY, LIMITED.
The Cork Steamship Company, as successors to the St. George Steam Packet Co., may justly be considered to be one of the oldest existing steamship companies in the world. The original company (the St. George), was formed in the Autumn of the year 1821, its headquarters being in Liverpool. An announcement concerning it appeared in the Liverpool “Mercury,” of the 12th October, 1821, stating:— “A company has been formed here (Liverpool) for establishing steam packets.... Two vessels of large dimensi
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Chapter IX. THE CUNARD STEAMSHIP COMPANY, LIMITED.
Chapter IX. THE CUNARD STEAMSHIP COMPANY, LIMITED.
It seems incredible that less than three-quarters of a century ago steamers were unknown on the Atlantic. The mail-boats of that date were wretched old Government 10-gun “coffin brigs,” slow and uncertain in their passages. But there were men, even in those days, who dreamed of a time to come when steamers should cross the ocean with the regularity, though not with the speed, of railway trains. Amongst these enthusiasts was Mr. Samuel Cunard, a shipowner of Halifax, Nova Scotia. For years he had
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Chapter X. HOUSTON LINE.
Chapter X. HOUSTON LINE.
This well-known line of steamers was established about a quarter of a century ago by the present senior partner of the firm, Mr. R. P. Houston, Member of Parliament for the Toxteth Division of Liverpool. Like many other undertakings which have grown to gigantic dimensions from small beginnings, this firm started in a modest manner with one small steamer. This was the steamer Athlete , followed in the year 1881 by a larger steamer, the Hercules , built by the Whitehaven Ship Building Co., and eng
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Chapter XI. HOULDER LINE.
Chapter XI. HOULDER LINE.
The Company was founded by the late Mr. Edwin Savory Houlder in London in 1849, and he was subsequently joined by his brothers Messrs. Alfred and Augustus Houlder. At first the business was confined to sailing-ships, a fleet of Clipper Packets sailing under the firm’s flag between the home ports and Australia being established. As the business increased, the firm became in turn interested in the South African and South American Trades, the development of their steam fleet receiving a large amoun
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Chapter XII. LAIRD LINE. THE GLASGOW, DUBLIN, AND LONDONDERRY STEAM PACKET CO., LTD.
Chapter XII. LAIRD LINE. THE GLASGOW, DUBLIN, AND LONDONDERRY STEAM PACKET CO., LTD.
This important company, which claims (on very strong evidence) to be the oldest steamship company in the world, was originated in 1814—two years after the launch of Bell’s Comet —by Mr. Lewis MacLellan and others. Its history is a most varied one, the several firms of Alex. A. Laird & Sons, Thos. Cameron & Co., and MacConnell & Laird, having become unified during its existence of nearly a century into the one large concern known throughout the kingdom as the “Laird Line.”
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Chapter XIII. LANGLANDS’ LINE. Glasgow and Liverpool Royal Steampacket Company.
Chapter XIII. LANGLANDS’ LINE. Glasgow and Liverpool Royal Steampacket Company.
Prior to the year 1839 all the steampackets plying between Liverpool and Glasgow were built of wood, and these wooden steamers had established for themselves a reputation for speed and luxurious travelling not surpassed nearly three-quarters of a century later. It was, therefore, a bold thing to do on the part of the proprietors of the Glasgow and Liverpool Royal Steampacket Company to enter into competition with these famous and tried vessels, and to introduce into the trade steamers constructe
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Chapter XIV. Messrs. James Little & Co.
Chapter XIV. Messrs. James Little & Co.
Towards the end of July, 1819, Messrs. James Little & Co., who had commenced business seven years previously, despatched from Greenock, on her maiden voyage to Liverpool, the first passenger steamer that ever sailed from the Clyde to the Mersey. Her name was the Robert Bruce , and she was described in her advertisements as being “an elegant new Steam Packet, having most excellent accommodation for passengers.” As a matter of fact, she was a small wooden paddle steamer, 98 feet long, or a
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Chapter XV. MR. DAVID MACBRAYNE’S WEST HIGHLAND STEAMERS.
Chapter XV. MR. DAVID MACBRAYNE’S WEST HIGHLAND STEAMERS.
In the early part of last century Messrs. Thomson and MacConnell, of Glasgow, held a large financial interest in several of the steampackets then plying on the River and Firth of Clyde. One of the earliest of these steamers in which they were interested was the Britannia , built about two years after Bell’s Comet . The citizens of Glasgow were quick to avail themselves of the advantages of steam navigation: thus, while in 1812 the limit of steam navigation was Dunoon, in 1815 it was extended to
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Chapter XVI. MESSRS. DAVID MACIVER & CO.
Chapter XVI. MESSRS. DAVID MACIVER & CO.
The firm of Messrs. David MacIver & Co. was originally founded by the late Mr. David MacIver and his brother Charles, in 1835. Mr. David MacIver had some four years prior to this date formed a steamship company to trade between Liverpool and Glasgow, which he called the City of Glasgow Steampacket Co. The pioneer steamer was named the City of Glasgow , and sailed on her first voyage from Liverpool on the 25th April, 1831. Three other steamers were quickly added to the fleet, viz., the So
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Chapter XVII. MACIVER’S LIVERPOOL AND GLASGOW STEAMERS.
Chapter XVII. MACIVER’S LIVERPOOL AND GLASGOW STEAMERS.
In the autumn of 1826 the New Clyde Shipping Company advertised that their steampacket Enterprise (Captain M’Farlane) would sail weekly between Liverpool and Glasgow. She was a very small steamer, being only 210 tons burthen, and the owners announced that, in consequence of her light draft, she would proceed direct to Glasgow, and not transfer her passengers to river steamers at Greenock, as the larger steamers had to do. The first agents of the company were Messrs. M’Nair and Brebner, 33, Water
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Chapter XVIII. SLIGO STEAM NAVIGATION CO., LTD.
Chapter XVIII. SLIGO STEAM NAVIGATION CO., LTD.
During the first half of the last century Messrs. Middleton and Pollexfen, of Sligo, owned a large fleet of sailing vessels. Some of these vessels were barques which traded to foreign ports, but others were swift, staunch schooners which traded regularly between Sligo and Liverpool, and Sligo and Bristol Channel and Glasgow. But the schooners laboured under one serious disadvantage—the uncertainty of the duration of the passage. With favourable weather it might be accomplished in a few days, but
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Chapter XIX. WATERFORD STEAMSHIP COMPANY.
Chapter XIX. WATERFORD STEAMSHIP COMPANY.
Early in the year 1836 several Waterford merchants determined to run steamers between Waterford and Liverpool in opposition to the steamers owned by the Messrs. Pope, of the former port. Accordingly, on the 11th January, 1837, there was launched from Mr. John Laird’s yard, Birkenhead, the Duncannon , a small iron paddle-steamer of 200 tons burthen, to the order of the Waterford Commercial Steam Navigation Company, represented in Liverpool by Archer, Daly & Co., of 2, Cook Street. Three y
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Chapter XX. WHITE STAR LINE.
Chapter XX. WHITE STAR LINE.
The White Star Line was founded about the middle of the last century by the owners of a line of smart clippers sailing between England and Australia. The great rush of adventurers to the Australian gold diggings in the “fifties” gave a great impetus to the trade between Great Britain and the Colonies. In the course of seven years the White Star, Black Ball and other lines carried about half a million passengers to the Antipodes. The “White Star” boats, even in those days, were the largest of the
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Chapter XXI.
Chapter XXI.
Adelaide Steamship Co., Limited.—John Bacon, Limited.—R. Burton & Sons, Limited.—Fletcher, Woodhill & Co.—T. & J. Harrison.—W. S. Kennaugh & Co.—Lamport & Holt.—H. & W. Nelson.—R. & J. H. Rea.—J. S. Sellers.—Henry Tyrer & Co. The following firms hold a prominent position in their respective trades—Foreign and Coastwise—and most of them have been established for many years:— The Adelaide Steamship Co., Lim. , was established in Octob
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