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OVERLAND MAIL
AND
THE AUSTRIAN LLOYD’S.
WITH TWO MAPS AND DOCUMENTS.
LIBRARY
South Place Ethical Society
Rec'd
...................................
Ack'd......................................
Source................................ ...
ClâSS
cat..... NOT.. IiÒeXED......
3NDON:
[ANN, 39 CORNHILL,
AND
FRANZ THIMM, 8 MARYLEBONE STREET, REGENT’S QUADRANT.
�PRINTED BY RICHARD AND JOHN E. TAYLOR,
RED LION COORT, FLEET STREET.'
�THE OVERLAND MAIL AND THE AUSTRIAN
LLOYD’S.
It has been generally admitted, and is doubtless a grave truth,
that the unequalled maritime power of Great Britain is princi
pally upheld by her vast empire in India—a country teeming
with wonders and abounding in wealth, and which has excited
in the European mind the most generous sentiments and ardent
attachment, and called forth and given a tone and character to
the commercial energies of every enterprising nation.
A rapid and regular communication with India has always
been considered by statesmen of Great Britain to be a matter
of the last importance, and numerous efforts have been made to
effect this desirable object; but it was more especially in our
days that the exertions of England were stimulated by the rising
greatness of the Australian possessions—the opening of the
five ports of the Celestial Empire—the pacification of Egypt—
the more general application of steam for the purposes of loco
motion, and by the more intimate connexion of the interests of
other civilized nations with our own.
Scarcely ten years have elapsed since it was considered im
possible that the Red Sea could be navigated by steam-vessels
plying between Suez and the East Indies. But owing to
Lieut. Waghorn’s perseverance and the overthrow of the narrow
prejudices that existed till 1837, tbe Bombay steam-navigation
was established; and in 1840 the Peninsular and Oriental Com
pany undertook the line from Southampton to Alexandria and
from Suez by way of Ceylon and Madras to Calcutta. To this
line, after the Chinese war, the same Company added the
branch from Ceylon by way of Penan and Singapore to HongKong, and an organized communication between China, the
East Indies and Suez has been established since that period.
But the insufficiency and irregularity of this communication is
now severely felt, as the traffic has increased in a most extraor
�4
dinary degree. It is no longer to be denied that a weekly in
tercourse with India and a bi-monthly correspondence with
China is urgently necessary ; and the advantages to be derived
from the establishment of a new branch to Singapore by way of
Bombay are obvious, for Australia would then be more closely
connected with the mother country.
The steamers from the East Indies arrive about the 5th and
19th of every month at Suez, whence the mail, after its transit
to Alexandria, is forwarded by English war-steamers, vid Malta to
Marseille, in six or seven days, which steamers return with the
English mail to Alexandria. Letters must arrive in Marseille
on the 20th at the latest, to be in time for the Calcutta steamer
due on the 5th proximo, or on the 11th to be in time for the
Bombay steamer, due on the 19th proximo.
In the autumn of 1845, when complaints became universal that
letters never arrived early enough to be answered by the next
steamer, Lieut. Waghorn was induced to try the way of Trieste.
He applied for assistance to the Austrian Lloyd s Steam Navi
gation Company, who placed one of its steamers at his disposal,
and appointed Mr. Scheuer to accompany and assist him.
Shortly after, the Government of Great Britain were indebted
to the Austrian Lloyd’s Steam Navigation Company, which
despatched one of their officers (Mr. Feigelmiiller) to London,
with the first tidings of the victory on the Sutlej. So in the be
ginning of last year, advices from the East Indies arrived twice
in London, quite unexpectedly, some days quicker than they
were wont to do by way of Marseille. In consequence of this
success, Government, in conjunction with the East India Com
pany, gave directions to Lieut. Waghorn for six experimental
voyages vid Trieste, who was again enabled by the aid he re
ceived from the Austrian Lloyd’s to accomplish this difficult
undertaking, the Company sending Mr. Scheuer to effect the
necessary arrangements with the respective Governments and
post-administrations.
Before entering into detail as to the future management of
the Overland Mail, it will be necessary to give some information
�3
respecting the Austrian Lloyd’s Company, which has taken such
an active part in promoting this common good.
This excellent institution was established after its prototype,
the London Lloyd’s, in the year 1836 in Trieste, and soon be
came the centre of the whole maritime activity of that rapidly
rising port, which, with respect to traffic, is already considered
the ninth port in the world, as the commerce in one year (1846)
was estimated at £14,500,000. The Austrian Lloyd’s at present
consists of two sections—the Lloyd’s proper and the Steam Na
vigation Company. The Lloyd’s proper has three departments:
—The first is the management of a splendid establishment ap
propriated for the meeting of merchants, shippers, &c., con
nected with which there are reading-rooms supplied with up
wards of 200 newspapers and various ship-lists of remarkable
accuracy. The second department is the United Insurance
Office, in which the several Trieste Insurance Companies parti
cipate. The third department is that of the newspapers, of
which the Lloyd, having correspondents in all parts of the
world, publish a German and an Italian newspaper four times a
week. They are esteemed on the continent the most influential
organs of political economy, commerce and navigation, and are
distinguished by a strenuous advocacy of sound free-trade prin
ciples, which has already operated to a certain extent against the
high prohibitive system of Austria.
There is a printing-office, in which are three large steam and
fifteen Stanhope-presses, all busily engaged by the intellectual
activity of this modern queen of the Adria.
The second section of the Lloyd’s—the Steam Navigation Com
pany (which is the leading party in promoting the acceleration
of the Indian Mail)—has a capital of £300,000 in 6000 shares of
£50 each. In the month of May 1845 His I. R. Majesty the
Emperor of Austria was pleased to grant to this Company the
privilege to be considered a branch of the I. R. State Post Esta
blishment, with exemption from all taxes, dues, &c. To prove
the activity of this department, we annex a synopsis of the
traffic and list of steamers.
�SYNOPSIS OF THE TRAFFIC OF THElf
I. Traffic sirici
Year.
Capital.
^4
<2
> iTons.
<4-1 o
e
o
œ pÔ
Z
1836-1837 1,000,000 7 630 1974
Number of
Value of the
vessels.
Fl.
798,824
Amount of
specie
Voy Passengers. transmitted.
ages.
Kr.
19
Number ol
letters.
Florins.
87
7,967
3,934,269
1838
1,500,000 10 860 2889 1,231,725
11 214
21,959
10,849,358
1839
2,000,000 10 860 2889 1,231,725
11 245
27,930
10,963,126
1840
2,000,000 10 860 2889 1,231,725
11 285
38,886
12,550,647
1841
2,000,000 10 8602889 1,202,000
252
35,141
15,020,454
1842
2,000,000 11 930.3087 1,240,000
263
34,301
14,291,650
98,96<
1843
2,000,000 H 9403127 1,180,000
300
39,497
12,818,217
101,96fcf
1844
2,000,000 14 13804627 1,646,738
27 380
55,476
13,177,228
111,3À>.
1845
3,000,000
7006 2,410,000
704 117,949 25,531,361
1846
3,000,000
7011 2,290,000
717 124,985 31,827,160 277,15
1836-1846 3,000,000
7011 2,290,000
3447 504,091 150,963,470 1,195,04
The Goods conveyed, consisting mostly of finer descriptions of manufacture hj
The value of the Parcels, at............................................................................. '
And the amount of specie transmitted.............................................................|
During the first ten years therefore the Company’s steam navigation was tl I
* 1847 : 25 vessels, 3310 horse-power, 10,060 tons.
m
�AUSTRIAN LLOYD’S STEAMERS.
established.
Goods.
Parcels.
, Packages.
Deficit.
Surplus.
Expenses.
Receipts.
Cwt.
Kr.
Fl.
103,190 14
Kr.
Fl.
Kr.
Fl.
5 296,850 19
193,660
Fl.
Kr.
— 612,275
53
—
— 105,023 53
509,914
37
28,821
5,752
9,613
5,787
28,346
37,318
14,138
507,252
23,251
40,366
15,561
538,735
46
35,087
53,385
21,681
635,395
\ 37,757
59,444
19,125
728,994
41,240
65,645
25,538
735,592
41,409
68,198
24,393
« • 36,575
65,582
24,636
9
—
—
37 538,116
46 97,278 51
—
—
18 646,880
11
82,114
7
—
—
735,592
7
—
—
—
738,187
42 73 ,187
42
—
—
—
804,559
31
750,791
31
53,768 —
—
—
7
—
135,733 236,994
31,706 1,428,449
21 1,307,089
21 121,360 —
—
—
136,337 238,873
36,357 1,648,548
16 1,449,748
16 198,800 —
—
'—
Î 521,487 875,418 218,922 7,959,374
43 7,585,446
43 582,142
7 1208,214
I Î and other articles of value, is estimated at................................. ¿£26,262,540
-, .
218,923
’’’’’’...............................................
15,096,347
medium of a traffic amounting in the whole to .
. ¿641,577,810
7
�I
I
II. Traffic during
Sea-mil<;s made.
Number of Voyage.
Per voyage. Together.
Number
of
passengers.
26 between Trieste and Constantinople ..............
2,570
66,820
7,256
12
...
Constantinople and Syria ..................
1,844
22,128
3,778
22
...
ditto
and Tessalonich..........
660
14,520
3,473
52
...
ditto
and Smyrna..............
554
28,808
13,811
26
...
Syra and Alexandria..........................
900
23,400
1,480
36
...
Constantinople, Galatz and Ibrail....
786
28,296
5,992
25
...
and Trapezunt............
1,012
25,300
11,325
26
...
Trieste and Lutraki . .......................
1,425
37,050
6,216
26
... ' Calamaclii and Piræus ......................
66
1,716
4,582
156
8,112
7,805
154
3,542
3,143
290
870
34
1,100
3,300
182
52
ditto
Piraeus and Syra....................
23
...
3
...
Syra and Canea...............■. ..
3
...
ditto, Tessalonich and Constantinople .
208
...
Trieste and Venice............
124
25,792
23,906
26
...
ditto and Dalmatia.. ..
740
19,240
8,883
79
...
ditto, Istria and Fiume..
164
12,956
13,064
2
...
ditto and Alexandria
2,388
4,776
47
together
7,869
10,008
334,495
124,985
331,718
117,949
2,777
7,036
r
1
1
ditto and Nauplia ......................
70 on sundry occasions and army-transports
717 Voyages in the year 1846 and..
704
•••
...
1845 and..........
13 Voyages more in the year 1846, producing an increase of
1
B
1
H
K
I1
■
b
1
i
I
�the year 1846.
Goods.
Specie
and other
valuables.
Number
of
letters.
Parcels.
Packages.
OBSERVATIONS.
Cwt.
Florins.
3,535,850
53,681
4,251
In proportion to the voy-
12,887
5,027
8,400
974
ages, increased by 2§, the
1,139,963
5,628
5,168
7,189
452
4,000,054
56,833
14,446
23,933
2,106
1,399,523
19,639
2,356
4,500
717
nearly 1$, and of parcels
4,430,073
18,635
16,291
33,698
536
15$.
1,870,868
1,954
46,741
68,414
276
1,729,612
44,751
6,178
10,928
2,874
464,822
2,720
1,145
1,834
530
winter, and the way down
644,597
14,853
2,288
4,051
907
the Danube having hitherto
50,697
11
315
441
109
been mostly preferred during
10,129
577
10
10
20
114,463
1
23,267
1,513,718
L
95,852
1,081
553
914
121
13,415
14,198
puting 18 steamers in service, above 51 sea-miles for
nearly 7£, of specie above
9,644,295
—
7,556
1,115,815
|
—
1,996
2,985
3,967
1,013
1,563
4,156
68,247
increase of passengers was
21”, of letters 20$, of goods
In the transport of
goods a certain limit cannot
well be exceeded, the vesseis being overloaded during
summer. The 334,495 sea-
miles made give a mean rate
of 916 per diem, and, com-
every steamer per diem during the year.
12,740
6
281
471
59
81,694
1,725
1,706
2,446
104
31,827,160 277,152
136,337
238,873
36,357
135,733 236,994
31,706
1,879
4,651
25,531,361
227,216
6,295,799
49,936
604
�10
b
�11
List of the Steamers.
Horse-power.
No.
„
„
„
„
„
,,
„
,,
,,
„
„
„
„
„
,,
„
„
„
„
„
„
„
„
„
Archduke Lewis ...................
Archduke John..........................
Count Kolowrat ......................
Elleno .......................................
Baron Eichhoff..........................
Mahmudie..................................
Count Mittrowsky......................
Dalmata.......................................
Archduke Francis Charles ....
Archduchess Sophia..................
Baron Kiibeck ..........................
Archduke Frederic ...................
Imperatore..................................
Imperatrice ..............................
Maria Dorotea..........................
Ferdinand I.................................
Prince Metternich......................
Stambul.......................................
Count Sturmer...........................
Crescent.......................................
To which have been added du
ring the last months :
21. Austria......................................
22. Venezia......................................
23. Trieste .......................................
24. Italia...........................................
25. Germania ..................................
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
1718.
19.
20.
Together 25 Steamers of....
100
120
100
120
100
120
60
60
40
50
70
120
160
160
70
100
140
160
140
120
Tons.
310
350
330
360
361
470
240
215
133
141
230
400
550
550
212
284
473
620
469
322
360
160
160
260
260
800
520
520
3310
10060
600
600
�12
The last General Meeting of the Austrian Lloyd’s Steam Na
vigation Company was held on the 12th of May 1847, when
the balance-sheet to 31st of December 1846 showed that the
assets of the Company amounted to 3,882,46011. 13kr.=
£388,246 4c?., and the liabilities, including 3 millions of florins,
the paid-up capital, and 175,128 fl. reserve, to 3,442,460 fl.
13 kr. = £344,246 4c?., leaving a balance of 440,000 fl.=
£44,000, profits of last year. From this surplus, 120,00011.
must be deducted for the wear and tear of vessels; 121,000fl.
were appropriated to the payment of the dividends, &c., and
198,800 fl. added to the reserve fund, which now therefore
amounts to 373,928 fl. = £37,392, or above 12 per cent, upon
the capital. Satisfactory as this result may appear, it was the
opinion of all present that the Company was only in its infancy,
and the proposition of the Directors to increase the capital by
1,500,000 fl. met with general approbation. This increase of
capital was proposed in consequence of the report of the Coun
cil of Administration, that the Company with her twenty-five
steamers had neither the means of answering the demand of the
increasing traffic, nor what was now become absolutely necessary,
of augmenting the number of voyages: for instance, a weekly
correspondence with Constantinople ; a more frequent commu
nication between Smyrna, Rhodes, Sinope, Samsun and Trapezunt; an extension to Redoutkaleh, provided the Russian go
vernment would facilitate the transit to Persia; and a weekly
communication with Alexandria, for which purpose the number
of steamers must be raised to thirty.
Having now explained the nature, present and growing im
portance of the Austrian Lloyd’s Company, the next subject
to which attention will be drawn is the report upon the six ex
perimental voyages ordered by the English government, in which
the Company proved the superiority both of their route and of
their management. Their own couriers (Messrs. Prinzhofer and
Feigelmiiller) transported the dispatches from Trieste to Ostend
and delivered them to Lieutenant Waghorn’s own agents, who
conveyed them by Her Majesty’s steamers to London. The
�13
favourable result of these six experimental voyages, via Trieste
and Germany, though made during a winter of unexampled se
verity, will be seen by the following table:—
From
2.
1.
133
130
Alexandria to Trieste
24 i
281
Trieste
—Insbruck .
18|
171
Insbruck — Ulm .
151
15|
Ulm
— Mannheim
Mannheim — Cologne 1
QQ
132
Cologne — Ostend J
10
Ostend
— London .
81
Consequently in hours .
Of which by land
237
107
253
120
5.
6.
3.
4.
156
26J
171
151
171
101
10
158
251
18i
151
211
121
8
1371 1621
24
39
171 17
141 14
19
19
13
21
8
7
253
97
259
101
2471 2651
110 103
The overland voyage from Trieste to London was therefore
accomplished on an average in 106| hours ! As far as Mann
heim the voyages proved of nearly equal duration, with the ex
ception of the fifth, on account of a fall of snow in the Tyrol.
This accident gave occasion to decry this route, but it must be
considered that the regular line is proposed to have quite another
direction, and that by the railroad from Salzburg to Bruck,
avalanches and all difficulties of a similar nature are avoided.
From Mannheim to Ostend delays were sometimes experienced,
steamers on the Rhine not being always ready at the time re
quired, nor express trains always on the railway.
According to an official Certificate, the dispatches thus expe
dited vid Trieste, and simultaneously on the usual way of Marseille, reached the Secret Committee of the Hon. East India
Company as follows :—
Voyage from Bombay.
Via Trieste.
Via Marseille.
Oct. 7.
Oct. 3.
1. Sept. 1, 1846,
Nov. 4.
Oct. 31.
2. Oct. 1, 99
Dec. 2, 7 p.m.
Dec. 2, 7 a.m.
3. Nov. 2, 99
Jan. 3, even.
Jan. 2, 1847, 5 a.m.
4. Dec. 2, 99
Feb. 6, 2 p.m.
Feb. 4, „ 3 a.m.
5. Jan. 2, 1847,
Mar. 4, 1 a.m.
Mar.4, „ 7 p.m.
6. Feb. 2, 99
This statement incontestably proves, that the German over
land route is the most expeditious; and if the English Govern
ment (who is most interested in the acceleration of correspond-
�14
ence) entrusted to the Austrian Lloyd’s the conveyance of the
dispatches, it is certain they would be received considerably
earlier.
By these trials the Trieste route is proved to be advantageous,
not only for the dispatches, but also for the mail conveyance.
After the Lloyd’s first voyage, which delivered the dispatches 4
days in advance of the regular mail, the Peninsular and Oriental
Company, in connexion with one of the morning journals and
other interested parties, made the following five trials without
regard to the mail:—They appointed their swiftest steam-packet
Ariel, running 12 knots per hour, to bring the newspapers, in
competition with the Ardent (a steamer very little adapted to the
purpose, and which could not exceed 8 knots per hour); neverthe
less, the result was so much in favour of the Trieste route, that
the dispatches arrived, on the first trial 4 days, on the fourth 48
hours, and on the fifth 60 hours in advance of the newspapers
which came vid Marseille; and that on the third and sixth trials
the news vid Marseille arrived only a few hours earlier, although
it must be considered that a number of unforeseen difficulties
(which opposed the rapidity of the expedition) occurred on the
continental railroads, while the Peninsular and Oriental Company
can only excuse some retardment at the latter trials by the sub
stitution of a boat of inferior swiftness to the Ariel between
Malta and Marseille. In taking into consideration the average
result, it will be found that the Trieste route proved an advan
tage of 15 hours for every voyage, which certainly would not be
altered when both parties have had the mails, but which must
be increased when the Lloyd’s Company shall have made the
necessary arrangements, which are already established on the
French line.
The result gave general satisfaction, and at once convinced
the world of the practicability of this new route. The German
mail, which previously passed by Marseille, now goes by way
of Trieste, and travellers from the East Indies and England
prefer this road to that adopted before. The cheapness and
pleasantness of the voyage (so highly eulogized by travellers),
and the various advantages arising from the rapidity and com
�15
petition, caused the East Indian papers to express an earnest de
sire for the establishment of a regular intercourse by this route;
and the overland “ Bombay Courier” predicted (16th Novem
ber) that “ ere five years elapse, two-thirds of those who journey
homeward from India will go via Trieste.”
It is not alone by interested parties that the political and social
importance of this enterprise has been acknowledged: only a
few days since the Times communicated the following extract
from the Presse, which, as will be seen, does not display a very
high political principle :—
“Whilst the French Government affords the extraordinary
spectacle of a ministry which makes the adjournment of every
great question connected with the development of the moral and
material forces of the country a condition of its existence, it is
impossible not to be alarmed at the perseverance and success
with which neighbouring nations are employing their time to
advantage. The great question of the epoch—the application
of steam for facilitating the communication of one nation with
another—is calculated to give to the Government alarm, and to
the country a salutary warning.”
Another extract is taken from the same article. After allu
ding to the greater accommodation afforded by British steam
navigation companies in communication with the United States,
the West Indies, the Peninsula, Egypt and India, to the developement of the Austrian steam navy by the Lloyd’s enterprise,
it proceeds :—
“The preceding details, which might be multiplied, demon
strate sufficiently that the important establishment of Lloyd’s
has already brought to Trieste a considerable number of pas
sengers and a quantity of merchandise, which formerly took
another direction. It is towards that point the greater part of
the merchandise consumed in Greece, Turkey, Egypt, the Danubian provinces and Persia is directed. In this ardent struggle,
of which the result will be to deprive France of the advantages
to which her natural position entitles her, the spectacle is at
once sad and instructive which is offered to us by the Company
�16
of Lloyd’s at Trieste, which is establishing agents in the East
Indies, and is stimulating, by a combined league of British and
German interests, the construction of railroads and the improve
ment of the communication between Trieste and London.”
[Here the Presse compares the different routes as already
detailed in the present pamphlet.]
Two deductions are to be made from the preceding facts.
The first is, that we should complete as quickly as possible the
line from the Ocean to the Mediterranean. Any half-measure
would be an irreparable fault. The second is, that it is not less
urgent to improve our system of steam navigation in the Medi
terranean. The approaching discussion on the budget will sup
ply us with an opportunity to return to this important subject,
to appreciate the probable effects of a complete change of system
in the service of the post-office packets in the Mediterranean,
and, in fine, to seek the cause of the deplorable system which,
by separating the public and private resources of the nation,
surcharges the budget, and delivers up without a struggle to
foreign companies those elements of commerce and navigation
to which we are entitled.”
From the point of political economy the English reader will
scarcely understand the alarm to which the Presse is excited
on the aspect of progress of foreign nations, while in Great
Britain the general opinion has been emancipated long since from
those illiberal principles, and rather indulges in an opposite
direction, considering the rising prosperity of other countries as
an advantage of their own.
Great Britain has fully admitted the general right and mutual
advantage of competition, and has proved the sincerity of this
opinion by demanding the opening of the Chinese ports for the
commerce of all nations, and by an advancement towards free
trade.
It is impossible that success can attend any rivalry with na
tural advantages, entrusted to an intelligent management; and
such unalterable advantages are the property of the Austrian
Lloyd’s, the geographical position being so much in its favour, that
�17
*
a straight line on the map will connect Alexandria, Trieste and
London. It is a fact, that the passage from /Ylexandria to Trieste
is above 200 miles shorter than between Alexandria and Mar
seille ; that it is more agreeable and less dangerous, the passage
from Alexandria to Candia lasting only fifty hours, after which
a charming coast remains constantly in view; and moreover
eight different roads can be taken from Trieste to London, lead
ing through the most important towns and the most beautiful
districts of the continent ; while from Marseille travellers can
only go to Paris, or must make a circuit of considerable extent
if desirous of visiting Italy or Switzerland. The Trieste route
offers also the great advantage that quarantine commences on
board the steamer at Alexandria under the control of an ap
pointed officer, and concludes on entering the port of Trieste,
while after the miseries of a tedious voyage to Marseille the tra
veller must still continue confined and discomforted in its qua
rantine.
According to the most accurate calculations, the time and ex
pense required in the different routes appears to be as follows :—
Expense.
364
First
Class.
£ «.
40 16
Second
Class.
£ 8.
27 10
278
28
4
19 16
269
26
6
21
4
267
21
0
15
4
266
23 12
17 16
280
20 12
14
8
287
22 10
16
6
From Alexandria to London.
Hours.
1. Via Malta, Gibraltar and Southampton
2. „ Marseille, Lyons, Paris, Boulogne,
Dover..........................................
3. „ Trieste, Venice, Milan, Turin,
Lyons, Paris, Boulogne, Dover .
4. „ Trieste, Venice, Milan, Lucerne,
Basle, Mannheim, Mainz, Co
logne, Ostend, Dover ....
5. 9f Trieste, Venice, Milan, Chur, Zu
rich, Basle, Mannheim, Mainz,
Cologne, Ostend, Dover .
6. „ Trieste, Venice, Insbruck, Ulm,
Carlsruhe, Mannheim, Mainz,
Cologne, Ostend, Dover
7. „ Trieste, Bruck, Salzburg, Munich,
Ulm, Carlsruhe, Mannheim,
Mainz, Cologne, Ostend, Dover ,
B
�IS
Ex PEN SE.
From Alexandria to London.
Via Trieste, Vienna,
Regensburg,
Frankfort, Mannheim, Mainz, Cologne, Ostend, Dover ....
,, Trieste, Vienna, Prague, Dresden,
Berlin, Hamburg.....................
,, Trieste, Vienna, Breslau, Berlin,
Hamburg.....................................
First
Class.
£ «.
Second
Class.
£ 8.
277
22
16
282
24 12
275
22
Hours.
4
0
8
16 14
15
0
It is therefore demonstrated that the most inconvenient and
dangerous route, that by sea to Southampton, is also the long
est and most expensive; that the routes through the Continent
are nearly equal with respect to expenditure of time and money;
and that the routes through Germany are the most economical
and the most agreeable.
“ But these advantages will disappear when the railroad
through France will be finished?” Thus the French boasted,
and this boast was variously reiterated. However, a slight
investigation of the matter will be sufficient to settle this point
with respect to these two important lines of railroad, which
will shortly constitute the European highway of communication
between three continents.
The road through France is divided in different sections and
between different companies, viz.:
1. From Boulogne to Amiens.
2. ... Amiens to Paris.
3. ... Paris to Lyons.
4. ... Lyons to Avignon.
5. ... Avignon to Marseille.
The Boulogne and Amiens line comprises two sections, from
Boulogne to Abbeville and from Abbeville to Amiens. One half
of the line is quite level, and the other half contains but in
considerable rises. There are consequently no tunnels, but
numerous embankments, a viaduct of 200 metres, and a cut
ting through the hill of Neufchatel. The total length is 123
kilometres, and the capital of the Company amounts to 38 mil-
�1!)
lions of francs. The line from Amiens to Abbeville is already
finished, and that from Abbeville to Boulogne will be finished
in the course of the year.
The length from Amiens to Paris is 147 kilometres, on which
line there are 18 stations and 240 structures of masonry, among
which are five large bridges and several long viaducts. The
road has no tunnels, but considerable embankments, up to
14 metres in height. The cost averaged above 300,000 francs
per kilometre, and the capital required for the whole line from
Amiens to Paris is 45 millions of francs. The lines from the
French capital to Belgium and to Havre are far too circuitous
to come under consideration.
In June 1845 the Bill for the road from Paris to Lyons was
granted, and only in March last year a company with a capital
of 200 millions of francs was formed. The road is 512 kilo
metres in length, and is divided in the lines from Paris to Dijon,
from Dijon to Chalons, and from Chalons to Lyons. The works
are difficult, and there are several tunnels, long embankments
and deep excavations. The tunnel at Blaise will be 4150 metres
long, and has a gradient of 9 millimetres. The Paris terminus,
the cutting through the hills at Lyons, and the double terminus
in this town, are also most expensive structures. It is to be
finished from Dijon to Chalons during the next year. The works
have not yet been commenced on the remaining part.
The Bill for the Lyons and Avignon line was granted only
last year. It is 230 kilometres long, and the cost is estimated at
80 millions of francs. The Company will first lay out the
line from Avignon to Valence, and the whole railroad is to be
completed in five years. Hitherto the Company’s circumstances
appeared to be rather vacillating, and a new Bill is expected to
be brought in at the Chambers for the purpose of affording
assistance.
The Avignon and Marseille Railroad Company was formed
as far back as July 1843. The terminus lies below Avignon,
whence the road proceeds to the Durance, where a viaduct of 500
metres in length has been constructed. Long and high earthb 2
�20
works and various structures of masonry are following, to secure
the road (which is intersected by seven rivers) against the fre
quent inundations. From Turascon to Arles the road is exposed
to the inundations of the Rhone, and proceeds therefore con
stantly on high embankments. Beyond Arles it encounters a
bog of large extent, and then crosses the Touloubre by a bridge
of 100 metres in length. At the hills of Bruni the rise begins
and continues to the great tunnel at Estaque, which sets in 187.
metres below the mountain-top and has a length of 4000 metres.
The whole length of this extremely difficult line is 148 kilo
metres, and it will require a capital of 57 millions of francs.
The road cannot be completed before the year 1850, as the
shareholders seem to differ continually about the management.
To sum up these details, the result is as follows :—
1. From Boulogne to Amiens 123 kilometre s and 38 mill. fr.
... 45
2. ... Amiens to Paris
147
...
3. ... Paris to Lyons
512
... 200 ...
4. ... Lyons to Avignon
... 80
...
230
5.
... 57
...
... Avignon to Marseille 148
Together 1160 kilometres,
or 580 miles, which require capital to the amount of 420 mil
lions of francs, and of which 418 kilometres (208 miles) will be
completed in the course of the present year, but the remaining
742 kilometres (372 miles) will not be finished till the year
1851.
Turn now to the German line. The Ostend and Cologne
railroad was completed and opened long ago. The short line
from Cologne to Bonn is likewise ready, and will be continued
to Coblenz. From Coblenz the road will either go by way of
Bingen or continue on the right bank of the Rhine; in either
case, however, it will join at Bieberich the Taunus railroad,
which, in conjunction with the Maine and Neckar railroad,
leads through Frankfort to Heidelberg, and is already opened.
On this long line of 85 German miles (340 English) there
remain consequently only 17 miles from Bonn to Bieberich to
complete the entire line from Ostend to Heidelberg; the well-
�21
conducted steam-navigation on the Rhine offering meanwhile
a convenient and speedy conveyance between Cologne and
Mainz.
In Heidelberg the beautiful Baden railroad commences, and
could for the purpose of the overland route be used as far as
Bruchsal, whence the junction with the Wurtemberg railroad
would be best effected by the way of Bretten; or if this should
not be done, the road would go by Heilbronn to Stuttgart.
The railroad from Stuttgart to Ulm is very nearly finished.
The King of Bavaria, according to the German newspapers, has
given orders for the execution of the line from Ulm to Augsburg,
and, as the railroad from Augsburg to Munich is opened, the
Bavarian government is pressing the conclusion of negotiations
with Austria, to continue the line from Munich to Salzburg at
once.
The Austrian government, which has given such a great ex
ample in the promotion of railroads, has also been attentive to
the connexion of the Adriatic Sea with Southern Germany, and
Austrian engineers are busy in surveying the lines from Salz
burg to Bruck-on-the-Mur, and through the Tyrol to Verona.
Being enabled by a lately-contracted loan of £‘8,000,000 to com
plete the main lines of its railroads, the speedy construction of
one, viz. the Bruck-Salzburg line, for which Her Majesty’s Go
vernment has evinced much interest, and deserves by far to be
preferred, may be fairly looked for. It is true that this road
has to cross two river-valleys, the Salza and the Enns, but the
passes not being very high, the construction of only two tun
nels will be required. From Bruck to Cilli the southern state
railroad is already .opened; the continuation as far as Laibach
is actively progressing; and in 1851 the line to Trieste will be
entirely accomplished.
From these details we gain the subjoined summary :—
�22
Length in
German
miles.
1. From Ostend to the Prussian frontier
2. ... the Belgian frontier to Cologr
3. ... Cologne to Bonn................
4. ... Bonn to Coblenz ................
5. ... Coblenz to Bieberich ........
6. ... Bieberich to Francfort . ..,
7. ... Francfort to Heidelberg ...
8. ... Heidelberg to Heilbronn .. .
9. ... Heilbronn to Stuttgart........
10. ... Stuttgart to Ulm.................
11. ... Ulm to Augsburg................
12. ... Augsburg to Munich ........
13. ... Munich to Salzburg............
14. ... Salzburg to Bruck ............
15. ... Bruck to Trieste ................
Together
Whereas on the French line.................
36
11
3
8
9
6
12
6
4
9
7
8
16
30
50
215
145
Capital in
Miles
millions of
complete.
florins.
25
14
5
5
3
6
3
2
5
3
31
7
18
25
127
168
36
36
3
6
12
2
5
8
34
117
52
From this comparison, it appears that more than half of the
German line and somewhat more than a third of the French line
will be finished in the course of the present year; that on the
German line 98 and on the French 93 German miles are still to
be made; that, consequently, both lines can be simultaneously
completed in the year 1851; and it maybe confidently asserted
that the German governments will not be wanting in efforts to
have their line first completed. At the mean rate of 5 German
miles (20 English) per hour, the French line will be passed in 29
and the German line in 43 hours. The sea-passage from Alex
andria to Marseille amounts, however, to 1421 sea-miles, and to
Trieste to 1194 sea-miles; and taking the average of 10 sea-miles
to the hour, the result obtained is 142 hours to Marseille and
119 hours to Trieste. Even computing that from Boulogne to
London only 5, and from Ostend to London 8 hours are re
quired, the result will still be favourable.
From London to Alexandria via
Trieste. Marseille.
From London to Ostend or Boulogne
8
Act■oss
the Continent.............. 43
............. Mediterranean . . . .119
Sum-total in hours . . . 170
5
29
142
1/6
�23
The German overland-route consequently is at present, and
will continue, both the shortest and safest mode of communica
tion. That it is the shortest has been shown by the experi
mental voyages, and that it will remain so, has been made
equally evident. That it is the safest requires no further dis
cussion, for in case of war England is sure to protect, by Malta
and Corfu, and by her wooden walls, the passage to Trieste; but
this could not so easily be done to Marseille, or through the
Mediterranean and the Ocean; and even if the passage along the
Rhine and through Belgium should be endangered, the railroad
by Vienna, Dresden, or Breslau, in conjunction with the whole
of the German railroads, offers the use of all the ports from
Rotterdam to Stettin.
The Governments of Northern Germany (and particularly of
Brunswick) have, in a memorial, advocated the way of Trieste,
Vienna, Breslau, Berlin, Brunswick, Hanover, Cologne and
Ostend, which, they state, could be made in 77 hours, as on
this route 290 German miles of railroad are completed, and only
22 German miles of turnpike-road, viz. 1G miles from Trieste to
Laibach and 6 from Mürzzuschlag to Gloggnitz, are remaining;
and that, after the final completion at the close of 1849 of the
Vienna-Trieste and of the Prague-Dresden lines, this whole
line of railroad of 297 German miles in length, viz. vid Trieste,
Vienna, Prague, Dresden, Leipzig, Hanover, Hamm, Duisburg,
Cologne, Ostend to London, could be traversed in G6 hours,
computing 6 German miles per hour, thus :—
Hours.
297 German miles in..................................................................... 49|
Transfer of the mail on changing trains, and similar delays 7
Crossing the Rhine from Deutz to Cologne............................. ~
Embarking on board the steamer at Ostend............................. ,!
From Ostend to London............................................................ 8|
Total .... 66
The Austrian Lloyd’s had desired to test this, and had trials
of this route made by their own officers; but the result did in no
way tend to the confirmation of the above statements. The time
which is at present required in the above line is as follows:—
�24
Eng lish miles. Hours.
Trieste to Cilli by special coach..........................
Cilli to Miirzzuschlag by railroad.....................
Miirzzuschlag to Gloggnitz by special coach .
Gloggnitz to Vienna by railroad
.....................
Terminus of the “ Southern ” railroad to terminus
of the “ Northern ” railroad bv carriage .
Vienna to Prague by railroad..........................
Prague to Dresden by special coach ....
Dresden to Hanover by railroad..........................
Hanover to Hamm by special coach ....
Hamm to Deutz bv railroad...............................
Deutz to Cologne railway terminus by carriage .
Cologne to Ostend bv railroad..........................
Ostend to Dover by steamer...............................
Dover to London bv railroad................................
92
128
12
40
2
244
84
224
88
64
2
208
80
64
1332
15
11
2
3
1
2
18
10
16
10
4
1
2
10
4
4
108
If there is added the transfer of mail on changing train or
coach at Cilli, Miirzzuschlag, Gloggnitz, Vienna, Prague, Dres
den, Hanover, Hamm, Deutz, Verviers, and similar delays of 7
hours, the minimum duration of the voyage, (supposing that
the arrival at the different stations coincides with the departure
of the trains,) is therefore 115 hours. There being however no
extra train on the above line, the delay may, by stoppages at
Cilli, Gloggnitz, Vienna, Dresden, Hamm, and Cologne, be in
creased to about 40 hours.
Maximum duration of the voyage 155 hours, giving a mean
duration of 1311 hours, instead of the asserted 77 hours.
Even the still more circuitous route of Trieste, Vienna, Oderberg, Breslau, Berlin, and Hamburg has been proposed by par
ties misinformed about the matter. The mail from Trieste to
London, which takes this route, requires, at the present highlyincreased speed, 144 hours, and a greater speed cannot be ob
tained on account of the want of double lines on the railroads of
this route. If, however, the utmost speed at all obtainable were
established on the Hamburg line, it would still be impossible
to reduce the same to the 106g hours, the mean time employed
�25
by the experimental voyages in the straight line from Trieste to
London vid Tyrol and the Rhinelands; and it must also be
considered that the preliminary trip was performed in 99 hours,
and the third of the experimental voyages in 97 hours, in spite
of the delays naturally arising from the want of previous orga
nization. After the completion, however, of the railroads vid
Bruck, Munich, Augsburg, Stuttgart and Bruchsal, the Over
land Mail can be despatched from Trieste to London in little
more than GO hours, including as much as 9 hours for delays.
It is therefore repeated, that the most natural and direct line of
the experimental voyages now is, as it has hitherto proved itself,
and as it zvill always ^continue to prove itself, the most expedi
tious route.
Having considered the advantages which England will derive
from the Anglo-Indian mail conveyance vid Trieste, it will be
well briefly to advert to the beneficial influence which this new
route will exercise over the whole of the different territories
across which it extends.
It is scarcely possible to fix the termini of this track. It
crosses the Channel, the Rhine, the Alps, the Mediterranean,
the Isthmus of Suez, the Red Sea and the Indian Ocean —
pushed forward by persevering enterprise to China, and at no
very distant time to America. Thence it returns to the me
tropolis of Great Britain, the centre of civilization and com
merce.
But narrowing the view to its more immediate progress, every
continental state seems aroused from its partial lethargy and
urged to make vigorous efforts by the powerful spirit of compe
tition ; and the governments of central Europe are excited to the
support of projects which they hitherto either deemed to be
valueless or denied to be important, having discovered that in
activity cannot now be indulged in with impunity, and having
broken through those prejudices which militate so much against
progression.
The railroads on the continent had, until lately, no other im
pulse than private speculation, and sometimes military defence.
�26
By the small extent of the greater number of those states, and
by the nonconformity of their wishes and laws, their projects
were mostly confined to short distances, and had no reference
to the higher principle of the promotion of general interest. A
number of continental railways have been accomplished—little
arms of little bodies; but now the pressure of competition ren
ders all governments anxious to unite with the one most calcu
lated to become the highway of the world’s commerce. The
plans have hitherto been so defective, that the two largest cities
of the continent—Paris and Vienna—have no direct relation by
railway, but exchange their correspondence by way of Berlin,
—a circuit of more than five geographical degrees !
The success which has attended the well-directed efforts of
the Austrian Lloyd’s Steam Navigation Company has caused
various schemes to be projected in competition with their route;
but favoured by their natural advantages, their powerful means,
their energy and unity of purpose, and the soundness of their
speculation, public opinion in their favour is daily increasing.
One of these schemes is a route vid Genoa, which has to
struggle not only with natural disadvantages, owing to the
highest chain of Alps intersecting the line, requiring a larger
circuit, and opposing to the enterprise the Lucmanier moun
tain, a wall 5650 feet high; but, if we look at the political posi
tion of the different countries through which it has to pass, it
cannot be denied that the scheme suffers also from a want of
guarantees in a political view. Should it prove more successful
than can be assumed—should it find governments to support
it, and shareholders ready to lend their money, it cannot at
present affect the question of the overland route, it being im
possible to complete it in less than six or eight years, when
the history of the future may have changed all the projects of
the present.
Old Venice also was the terminus of another scheme, but
its harbour (becoming daily more muddy and dangerous, and at
night or stormy weather scarcely to be entered at all) was
found to be an insurmountable difficulty.
�Of the schemes vid Brindisi and Ancona, which could be only
the design of parties totally ignorant of all existing circum
stances, it is needless to speak.
If the readiness of the continental governments, and the
notable exertions of the Austrian Lloyd’s, on the one hand, are
considered, and the importance of an accelerated correspond
ence with India, on the other, all must acknowledge the justice
of the repeatedly-expressed desire of the English nation to see
its Government effecting arrangements to secure the benefits
which must be derived from this advancement; and it can
scarcely be doubted that the Administration will at least engage
for the acceleration of their own dispatches, as the proprietors of
the most eminent newspaper, who have entered into contracts
for the earlier receipt of their correspondence, frankly admit the
vast superiority of the route taken by the Austrian Lloyd’s.
In conclusion, it is worthy of remark, that the conveyance of
mails and dispatches between London and Greece, the Ionian
Islands and the whole of the Levant, could easily, and with great
economy of time and cost, be connected w’ith the transmission of
the Indian mails, and it is particularly desired to impress upon the
public mind the very peculiar position in which England would
be placed (if nothing be done) by the opening of the Austrian
Lloyd’s line next autumn. The Netherlands and other con
tinental states will be so much earlier in possession of their
Asiatic news, that the British Government w’ould be deprived of
the merit they have hitherto obtained by the continual improve
ments of their postal institutions.
�28
APPENDIX No. I.
Translation of the Legalized Copy.
From the I. R. Government of the Austrian Littorale to the
Administrative Council of the I. R. Austrian Lloyd’s SteamNavigation Company in Trieste.
His Majesty has been pleased to comply with the petition of the
Austrian Lloyd’s Steam-Navigation Company, and to command, by re
solution (dated the 3rd instant), that this Institution, with respect to
the post-service by steam-boats, shall be declared a part of the I. R.
Post Establishment, possessing the same qualification as the different
branches of the internal post, managed by His Majesty's postmasters;
and that the said steam-boats be exempted from all sanatory, light and
patent taxes, to which they have been hitherto subjected.
The Lloyd’s Administrative Council is informed of the foregoing, con
formable to a decree of the President of the I. R. Treasury (dated the
9th instant), in reply to their addresses of the 22nd April and the 20th
October 1843, and of the 15th February of the current year; and it
is also notified that the necessary arrangements have been made, in
order that, pursuant to the above resolution, the Lloyd’s steamers em
ployed in the mail-service be immediately exempted from any further
payment of the said dues within the limits of the Austrian Littorale, and
in order that the same measure be carried out by the governments of
Venice and Zara, by the Council of War, and by the Royal Hungarian
Court Chamber, with respect to the other Austrian sea-ports which now
are, or in future will be, visited by such mail-steamers.
(Signed)
Count
of
Odonel,
Vest.
The undersigned Acting British Vice-Consul for Trieste does hereby
certify that the foregoing copy of letter agrees with the original exhi
bited in this Consular office and returned to the exhibitor.
Trieste, this 21st day of May, 184”.
(L. S.)
Giles Hill,
Acting Vice-Consul.
�29
APPENDIX No. II.
Translation of the Legalized Copy.
From the I. R. Government of the Austrian Littorale to the
Administrative Council of the Austrian Lloyd’s Steam Navi
gation Company in Trieste.
The Presidency of the Treasury has by rescripts (dated the 20th of
February and 13th of March) informed the Administrative Council of
the reasons which induce the I. R. Austrian Government to support in
every possible way the Lloyd’s Company in its enterprise to lead the
Anglo-Indian Mail by the way of Trieste.
Consequently, I have been directed by His Excellency the President
of the I. R. Treasury (by decree of the 13th inst.) to acquaint the Ad
ministrative Council, in reply to their address of the 7th inst., that no
objection will be made to the intended continuation of the overland
voyages, or to the negotiations of the Lloyd’s with foreign post-offices,
necessary for the purpose, reserving however, in the further develop
ment of this question of Mail-conveyance, to the I. R. General Post Ad
ministration, all rights belonging to the same, as far as the said General
Post Administration shall think fit, or shall feel bound to apply them.
The proposed experimental voyages vid Vienna will likewise meet
with no objection, but every possible assistance will be rendered to the
same.
With regard to the request that the Austrian Government might de
cidedly pronounce its intention to construct a railroad between Bruck
and Salzburg, thereby obtaining the shortest line of communication be
tween Trieste and Ostend, it is intimated to the Administrative Council,
by order of His Excellency the President of the Treasury, that such a
definite declaration cannot be given at present, but that this line is
about to be explored, by order of the I. R. Government, with respect
to its security and technical practicability. Anticipating a favourable
result of this survey, the I. R. Government, in the course of developing
its railroads, will not fail to direct its attention to this line, and to re
gard with deep consideration the combined interests of commerce.
His Excellency the President of the Treasury has expressed a desire
to receive constant information of the result of the negotiations of the
Administrative Council with the British Government and with the Post
�30
Administrations of the different countries through which the transit be
tween the Austrian frontier and Ostend is to be effected—I therefore re
quest the Administrative Council to enable me to comply with this wish
by a prompt communication of every success obtained in this important
matter.
Trieste, the 20th day of May, 1847.
(Signed)
V. Folscii.
The undersigned Acting British Vice-Consul for Trieste does hereby
certify that the foregoing copy of letter agrees with the original exhi
bited in this Consular office and returned to the exhibitor.
Trieste, this 21st day of May, 1847.
Giles Hill,
Acting Vice-Consul.
�31
APPENDIX No. III.
The Austrian Lloyd's Lines of Steam Navigation.
First (or Greek) Line.
From Trieste every alternate Tuesday.
To Ancona, Corfu, Patras, Vostizza and Lutraki, thence across the
Isthmus of Corinth to Calamaki, an expeditious conveyance overland
being provided, and from the latter post to Athens and Syra.
Second (or Levant) Line.
From Trieste every alternate Tuesday, vid Corfu and Syra.
To Athens and Nauplia.
Smyrna, the Dardanelles.
Salonica and Constantinople.
Sinope, Samsun, Trehizoude.
Varna, Tultscha, Galatz.
Ibraila.
Rhodes, Cyprus and Beirut.
Alexandria.
After re-opening the line to Alexandria direct, the days of departure
at Trieste will be regulated by the arrival of the expresses from Ostend,
and at Alexandria by the arrival of the Indian steamers at Suez.
Third (or Dalmatian) Line.
From Trieste every alternate Tuesday.
To Lussinpiccola, Zara, Sebenico, Spalato, Lessina, Curzola, Ragusa and
Cattaro.
Fourth (or Istrian) Line.
From Trieste every Wednesday and Saturday.
To Pirano, Umago, Cittaimova, Parenzo, Fasana, Rovigno, Pola, and on
Saturdays only, to Fiume.
Fifth (or Venice) Line.
From Trieste to Venice every Tuesday, Wednesday, Friday and
Saturday.
From Venice lo Trieste every Monday, Wednesday, Thursday and
Saturday.
�32
THE RATES OF PASSAGE MONEY.
Adriatic Line.
First
Class.
From
to
Venice .
Trieste .
Pola
Zara
.
.
.
.
.
Spalato.
Ragusa
Trieste
Pola .
Fiume
Zara .
Spalato
Ragusa
Cattaro
Fiume
Spalato
Ragusa
Cattaro
Ragusa
Cattaro
Cattaro
Greek Line
Trieste .
Ancona .
.
Corfu
.
Patras
.
Athens .
.
.
.
.
.
.
.
.
.
.
.
.
.
across the
. Ancona
Corfu
Patras
Athens
Syra .
. Corfu
Patras
Athens
Syra .
. Patras
Athens
Syra .
. Athens
Syra .
. Svra .
.
.
.
.
.
.
.
.
.
£
0
0
0
1
1
2
2
0
0
1
1
0
0
0
s.
14
9
10
8
16
8
12
5
12
4
8
14
18
6
Second
Class.
£
0
0
0
0
1
1
1
0
0
0
0
0
0
0
s.
10
6
7
18
4
12
14
3
8
16
18
9
12
4
Third
Class.
£
0
0
0
0
0
0
0
0
0
0
0
0
0
0
s.
8
3
21
9
12
16
17
4
4
8
9
4
6
2
0
3
3
4
4
2
3
3
4
1
1
1
0
1
0
16
0
8
0
4
4
0
16
0
0
16
16
18
2
4
Isthmus of Corinth.
1
5
6
8
8
4
5
7
7
1
3
3
1
2
0
10
0
10
0
10
0
10
0
10
10
0
10
10
2
12
1
4
5
6
6
3
4
5
5
1
2
2
1
1
0
0
0
0
0
6
0
0
0
6
4
8
16
4
12
8
�33
Salónica Line.
rroru
Salónica .
to
. Trieste ....
Ancona ....
Corfu ....
Smyrna ....
Constantinople
.
.
.
.
First
Class.
£
9 0
8 0
5 10
4 0
4 0
Second
Class.
£
7 0
6 10
4 8
2 12
3 0
Third
Class.
£ Ó*.
4 10
4 4
2 8
1 8
1 10
4
6
6
7
7
10
10
2
2
4
5
7
8
1
2
4
5
0
0
1
2
4
5
2
5
5
3
3
3
4
4
4
5
6
6
1
1
2
2
3
4
0
1
2
2
0
0
0
1
2
3
1
2
2
1
1
Levant Line.
Trieste
Corfu
Syra .
Athens .
myrna .
mstantinople
Corfu . . . .
Syra.....................
Athens . . . .
Smyrna . . . .
Constantinople
Galatz . . . .
Trebizonde .
Syra.....................
Athens . . . .
Smyrna . . . .
Constantinople
Galatz . . . .
Trebizonde .
Smyrna . . . .
Constantinople
Galatz ....
Trebizonde .
Syra.....................
Nauplia ....
Smyrna ....
Constantinople
Galatz ....
Trebizonde .
Constantinople
Galatz ....
Trebizonde .
Galatz .
Trebizonde .
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
5
8
8
9
10
13
14
3
3
5
6
9
10
1
3
6
8
0
0
2
4
7
8
3
7
8
4
5
0
0
10
0
0
0
0
0
10
0
10
10
10
16
12
12
0
12
16
8
4
4
4
0
0
0
0
0
0
0
6
0
10
0
10
8
16
0
4
8
0
4
8
8
4
8
10
12
16
16
12
0
0
10
0
10
c
0
0
4
10
0
4
10
16
16
4
16
16
0
12
4
4
16
4
6
16
8
8
0
0
10
10
10
10
�34
Syrian Line.
From
Constantinople
Smyrna .
Rhodes .
Larnaca .
to
Smyrna ....
Rhodes ....
Larnaca
Beirut ....
Rhodes ....
Larnaca....
Beirut ....
Larnaca ....
Beirut ....
Beirut ....
First
Class.
£ 8.
3 0
. 5 8
8 8
. 9 12
2 8
5 8
6 12
. 3 0
4 0
1 4
Second
Class.
£ s.
2 0
3 12
5 12
6 8
1 12
3 12
4 8
2 0
2 16
0 16
Third
Class.
£ 5.
1 0
2 0
3 0
3 10
1 0
2 0
2 10
1 0
1 10
0 10
3 12
4 0
5 0
5 12
8 0
2 8
2 12
3 0
4 0
6 0
Alexandrian Line.
Alexandria .
. Syra ....
Smyrna .
Constantinople
Corfu
Trieste .
.
.
.
.
.
. 5
. 6
. 8
. 8
. 12
8
0
0
0
0
The amount of fares between the intermediate ports may be seen
from special tariffs at the Company’s agents.
Children under ten years of age pay half-price.
Every passenger is allowed 140 pounds of baggage (Vienna weight)
free of freight, according to the distance ; the excess is to be paid for
according to tariff.
Ordinary, 5s. in the first class, 3s. in the second class, and Is. in the
third class per diem.
Insurance on baggage, &c. may be effected at the Company’s agents
at a moderate premium.
Passengers on the Levant and Greek lines are at liberty to disembark
at the intermediate ports and to stop there, and can continue their way
to the place of destination paid for, by any subsequent boat of the Com
pany’s, provided it is done in the course of two months.
There is no quarantine in Trieste upon the Greek and Ionian lines.
The steamers from the Levant (including Alexandria) are accompanied
by medical officers, and pratique is received during the voyage, so that
passengers are allowed to land immediately on arrival at Trieste.
�35
Full particulars about the days of departure, &c. are periodically in
serted in the Augsburg Allgemeine Zeitung, in the Leipsic Illustrated,
the Vienna and the Trieste newspapers, and in future in the London
newspapers.
Any further information may be obtained by applying at the Office
of the Austrian Lloyd’s Steam Navigation Company, to be opened
shortly in the City of London.
Printed by R. and J. E. Taylor, Red Lion Court, Fleet Street.
����Engraved by J.& C. Walker.
�
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Victorian Blogging
Description
An account of the resource
A collection of digitised nineteenth-century pamphlets from Conway Hall Library & Archives. This includes the Conway Tracts, Moncure Conway's personal pamphlet library; the Morris Tracts, donated to the library by Miss Morris in 1904; the National Secular Society's pamphlet library and others. The Conway Tracts were bound with additional ephemera, such as lecture programmes and handwritten notes.<br /><br />Please note that these digitised pamphlets have been edited to maximise the accuracy of the OCR, ensuring they are text searchable. If you would like to view un-edited, full-colour versions of any of our pamphlets, please email librarian@conwayhall.org.uk.<br /><br /><span><img src="http://www.heritagefund.org.uk/sites/default/files/media/attachments/TNLHLF_Colour_Logo_English_RGB_0_0.jpg" width="238" height="91" alt="TNLHLF_Colour_Logo_English_RGB_0_0.jpg" /></span>
Creator
An entity primarily responsible for making the resource
Conway Hall Library & Archives
Date
A point or period of time associated with an event in the lifecycle of the resource
2018
Publisher
An entity responsible for making the resource available
Conway Hall Ethical Society
Text
A resource consisting primarily of words for reading. Examples include books, letters, dissertations, poems, newspapers, articles, archives of mailing lists. Note that facsimiles or images of texts are still of the genre Text.
Original Format
The type of object, such as painting, sculpture, paper, photo, and additional data
Pamphlet
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
The overland mail and the Austrian Lloyd's
Creator
An entity primarily responsible for making the resource
Conway, Moncure Daniel [1832-1907.]
Description
An account of the resource
Place of publication: London
Collation: 35 p, ; ill. (tables, 2 folded maps).
Notes: Printed by Printed by Richard and John E. Taylor, London. From the library of Dr Moncure Conway.
Publisher
An entity responsible for making the resource available
George Mann; Franz Thimm
Date
A point or period of time associated with an event in the lifecycle of the resource
1847
Identifier
An unambiguous reference to the resource within a given context
G5553
Subject
The topic of the resource
Postal service
Rights
Information about rights held in and over the resource
<a href="http://creativecommons.org/publicdomain/mark/1.0/"><img src="http://i.creativecommons.org/p/mark/1.0/88x31.png" alt="Public Domain Mark" /></a><span> </span><br /><span>This work (The overland mail and the Austrian Lloyd's), identified by </span><a href="https://conwayhallcollections.omeka.net/items/show/www.conwayhall.org.uk"><span>Humanist Library and Archives</span></a><span>, is free of known copyright restrictions.</span>
Format
The file format, physical medium, or dimensions of the resource
application/pdf
Type
The nature or genre of the resource
Text
Language
A language of the resource
English
Conway Tracts
Postal Services