960
The next year, further screw steamers were added to the fleet, including the Rio de Janeiro, Para, Columbia and Peru.
The China, of 10,000 tons displacement, was built in 1890 and became the most popular steamer in the service and then followed the Korea and Siberia of 18,000 tons displacement.
In 1915, the management of the Pacific Mail disposed of all the trans-Pacific business. The reason given for this act was the restrictions placed on American shipping by the La Follette Seamen's Act. The American-built steamers Korea and Siberia, were sold to a Japanese company, and went into the ownership of the T.K.K. running under the names of Korea Maru and Siberia Maru. The China was bought by a Chinese company and has since been broken up, while the Mongolia and Manchuria were bought by the Atlantic Transport Company and transferred to the Atlantic trade.
Mr John H. Rosseter of San Francisco re-organised the company however, by the purchase of three steamers built in Holland, and in 1916 recommenced the trans-Pacific run with the Columbia, Venezuela, and Ecuador of 14,000 tons displacement each. In 1917, the Santa Cruz 12,000 tons, and the Colus, 15,000 tons, were put on the San Francisco-Calcutta run.
The concern went finally out of business in 1925, when the various "President" boats became the leading American trans-Pacific liners. The old company deserves this record, however, as being one of the concerns which opened up the Colony's early steamship communications with the seven seas.
In these days when ocean greyhounds of 20,000 tons displacement and more, come gliding through Lyemoon Pass, tie up at the wharf in a matter of minutes, discharge their cargo and sail again on the same day, the work of the master, mates and crew is comparatively easy.
I say "comparatively" advisedly, for strict supervision is still necessary, and consignees are as ready as ever to put forward heavy claims for short delivery. The human element can now be relied upon to a greater extent than in the days when quarantine ships and clipper ships anchored where we now see the motor and turbine driven liners.
Capt. Robert Shewan in his book "The Great Days of Sail" reveals the cunning and perseverance shown by the Chinese tally clerks in Hongkong, in getting away with a package of cargo when a mate showed any carelessness in making his account of the goods delivered into lighters alongside.
These clerks, according to Capt. Shewan, were sent by the different lighterage companies and were usually a most polite and suave lot of fellows. Deceived by their bland and child-like smiles, one would have said "butter would not melt in their mouths". As a matter of fact, they were as artful as a wagon-load of monkeys and never failed to take advantage of the slightest omission or oversight on the part of the officer who might be taking tally for the ship. Many claims for shortages could never be traced and the ship had to pay.
Capt. Shewan cites two cases of "bare-faced attempted robbery" on the part of the tally clerks. The first was in 1868, while the Black Prince was discharging general cargo. The ship's agents, Messrs. Turner and Company, had employed a lighterage company to take delivery of their consignments. Amongst them was a parcel of the largest-sized Manchester bales, containing a peculiar brand of cotton yarn some fifty bales in all.
960
The next year, further screw steamers were added to the fleet, including the Rio de Janeiro, Para, Columbia and Peru.
The China, of 10,000 tons displacement, was built in 1890 end became the most popular steamer in the service and then followed the Kóres and Siberia of 18,000 tons dis- placement.
In 1915, the management of the Facific Mail disposed of all the trans-Pacific business. The reason given for this act was the restrictions placed on American shipping by the La Folette Seamen's Aot. The American-built steamers Korea Siberia, were sold to a Japanese company, d went into the ownership of the T.K.K. running under the nemes of Korea Maru and Siberia Maru. The China was bought by a Chinese company and ha since been broken up, while the Mongolia and Manchuria were
bought by the Atlantic Transport Company and transferred to the Atlantic trade,
MT John H. Rosseter of San Francisco re-organised the company however, by the purchase of three steamers built in Holland, and in 1916 recommenced the trans-Pacific run with the Columbia, Venezuela, and Fouador of 14,000 tons displacement each. In 1917, the Santa Cruz 12,000 tons, and the Coluss, 15,000 tons, were put on the San Francisco-Calcutta run.
The concern went finally out of business in 1925, when the various "President" boats became the leading American trans- Pacific liners. The old company deserves this record, however, as being one of the concerns which opened up the Colony's early steamship communications with the seven seas.
In these days when ocean grey-hounds of 20,000 tons displa ce- ment and more, come gliding through Lyeemoon Pass, tie up at the wharf in a matter of minutes, discharge their dergo and sail again on the same day, the work of the master, mates and crew is compara- tively easy.
I say "comparatively" advisedly, for strict supervision is still necessary, and consignees are as ready as ever to put forward heavy claims for short delivery. The humen element can now be relied upon to a greater extent then in the days when berquentine s and clipper ships anchored where we now see the motor and turbine driven liners.
Capt. Robert Shewan in his book "The Great Days of Sail" reveals the cunning end perseverance shown by the Chinese tally clerks in Hongkong, in getting away with a package of cargo when a mate showed any corelessness in making his account of the goods delivered into lighters alongside.
These clerks, according to Cept. Shewen, were sent by the different lighterage companies and were usually a most polite end suave lot of fellows. Deceived by their bland end child-like smiles, one would have said "butter would not melt in their mouths") As a matter of fact, they were as ertful as ́e waggon-load of monkeys and never failed to take advantage of the slightest omission or oversight on the part of the officer who might be tak- ing tally for the ship. Many claims for shorteges could never be treced and the ship had to pay.
Capt. Shewan oites two cases of "bare-faced attempted robbery" on the part of the tally clerks. The first was in 1868, while the Black Prince was discharging general cargo. The ship's agents, Messrs. Turner and Company, had employed a light erage company to take delivery of their consignments. Amongst them was a percel of the largest-sized Manchester bales, containing a peculiar brand of cotton yarn some fifty bales in all.
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