Moze trzeba by zaczac od pierwszych parowcow na Nilu.
LOTUS (1838) Deptford
55grt 37nrt t 83'2'' x 13'4''x2'2'' 30nhp
27.8.40 registered Lodon
P. & 0. Served on the Nile
ex- Dahlia, 1840 purchased from Mitchell, Newcastle renamed Lotus, Nile service,
4.1841 arrived Egypt towed part of way by ORIENTAL
Used for the Nile service between Cairo-Adeth
4.1847 taken over by Egyptian Government.
1849 & 1852 owner reported McGhie & Co.
LITTLE NILE (1839) Bristol
47grt 28nrt 90'3''x 13'7''x6.2''
63/81
registered London 86/42 5.4.42 for Thomas Waghorn
Employed in Egypt
1848 said to be sold to Pacha of Egypt
BOGHOS BEY (1841) Blackwall
7rt 49'0''x8'5''x4'8''
13/18
registered London 378/42 29.11.42 for Thomas Waghorn
Employed in Egypt
12.1855 registry closed. no trace
CAIRO (1841) Ditchburn & Mare, Blackwall
Iron 73 grt 44nrt 26t 90'3''x14'1''x2'0''
Engine by John Penn &Co., Greenwich 40nhp=15mph
On the Nile
P. & O. Nile service,
23.9.41 registered London
9.1841 sent out to d Egypt
Used for the Nile service between Cairo-Adeth
4.1847 taken over by Egyptian Government.
DELTA (20.8.1844) Miller Ravenhill & Co., Blacwall
Wood or Iron (?) 142rt 149'0''x19'5''x2'6''
Direct Acting 60nhp/120ihp
Employed in Egypt
P. & O.Nile service Cairo-Afteh
1846 taken over by Egyptian Government.
ATFEH (1842) John Penn & Co, Greenwich
Iron 40bm
2 engines Twin Screw 10nhp
P. & O. Egypt
1943 enteres service towing barges on the Mahmoudieh Canal
between Alexandria and th Nile
4. 1847 taken over by Egyptian Goverment
BOULAC (1850) Money Wigram , Blackwall
Iron 27g2rt 169'7''x21'2''x7'7''
Sgl Cyl
17.6.1850 registered P. & 0. Nile River service.
-> Egypt ???
14.9.1854 zostala zalozona Comüpanie Egyptiienne (holowanie na Nilu)
AvM
PS Dane prowizoryczne, kiedys uzupelnie.
Statki na Nilu
-
admiralcochrane
- Posty: 806
- Rejestracja: 2004-05-28, 15:45
chwilo nie mam nic wiecej, ale materialy reklamowe Cook'a sprzed wojny sa juz w drodze
Mysle, ze generalnie dla statkow handlowych na Nilu mozna wydzielic trzy okresy
I. Rzadowy (1838-1886) - statki naleza do kedywa, ale te pierwsze byly pod flaga brytyjska, skoro zarejstrowane w Londynie?
Compagnie Egyptienne - zapomnielismy (albo tylko ja), ze oprocz Brytyjczykow rowniez Francuzi mieli spore wpływy w Egipcie w latach 50-ych i 60-ych w czasach budowy Kanalu Sueskiego. Chyba jest niemal pewne ze stocznie w Marsylii czy La Seyne zbudowaly cos na Nil
Pod koniec lat 50-ych otwarcie pierwszej regularnej linii Kair-Aleksandria
II. Okres prywatny (1886-1947)
1)David Roliman (Robinson) - pierwsza koncesja, regularne połączenia
2) Thomas Cook & Son - od 1869
3) Anglo-American Nile Co. - od?
i zapewne cała rzesza drobnych armatorow- część zapewne da sięustalić
III. Okres nieodleglego (od W. Brytanii) Egiptu
ten mozemy narazie odpuscic
narazie wklejam jeszcze fotke z 1936 w Luksorze (zbiory Biblioteki Kongresu)
Mysle, ze generalnie dla statkow handlowych na Nilu mozna wydzielic trzy okresy
I. Rzadowy (1838-1886) - statki naleza do kedywa, ale te pierwsze byly pod flaga brytyjska, skoro zarejstrowane w Londynie?
Compagnie Egyptienne - zapomnielismy (albo tylko ja), ze oprocz Brytyjczykow rowniez Francuzi mieli spore wpływy w Egipcie w latach 50-ych i 60-ych w czasach budowy Kanalu Sueskiego. Chyba jest niemal pewne ze stocznie w Marsylii czy La Seyne zbudowaly cos na Nil
Pod koniec lat 50-ych otwarcie pierwszej regularnej linii Kair-Aleksandria
II. Okres prywatny (1886-1947)
1)David Roliman (Robinson) - pierwsza koncesja, regularne połączenia
2) Thomas Cook & Son - od 1869
3) Anglo-American Nile Co. - od?
i zapewne cała rzesza drobnych armatorow- część zapewne da sięustalić
III. Okres nieodleglego (od W. Brytanii) Egiptu
ten mozemy narazie odpuscic
narazie wklejam jeszcze fotke z 1936 w Luksorze (zbiory Biblioteki Kongresu)
-
admiralcochrane
- Posty: 806
- Rejestracja: 2004-05-28, 15:45
-
admiralcochrane
- Posty: 806
- Rejestracja: 2004-05-28, 15:45
Postal Forwarding Agents: The Overland Mail.
Following the enormous expansion of trade between the worlds of East and West as the
early nineteenth century conflagrations waned, Mohammed Ali was well aware that Egypt
stood centrally on the route from England to her vast possessions in the Indian sub-continent
and the Far East and Australia, and encouraged the establishment of an overland
route between Alexandria and Suez via Cairo, his capital. Not only was mail carried, of
course, but trade goods in particular, and, with the rise of knowledge of ancient Egypt
brought about by Napoleon’s servants, the initial flurry of tourism and travel to Egypt for
its own sake soon followed.
During the time of Mohammed Ali, several companies established flourishing agencies
handling transit of mail between East (particularly the Indian sub-continent, but also
Australia) and West (Europe in general) through Egypt – a system of forwarding agents
which became known loosely as "The Overland Mail." It is important to note that these
agents concentrated on the passage of mails through Egypt: none considered the
carriage of internal Egyptian postal material within his remit.
Samuel Briggs started his business life in Alexandria and Cairo, and established
himself as leader of the British merchants some time before 1805: his name is
mentioned in many of the archive records of the early part of the century. He became a
friend and agent of Mohammed Ali, and in 1808 opened a branch in Bombay, charged
with developing commerce between Egypt and India. Later he became agent in Egypt
for the Peninsular and Oriental Steam Navigation Company (P.&O.) of London and was
instrumental in inducing the Pasha to grant the concession to Thomas Waghorn for the
Overland Mail which was established in 1837. On signing that agreement with Waghorn,
the business was handed over in 1843 to the Egyptian Transit Company, founded by
Mohammed Ali. After its liquidation, in about 1847, the firm of Briggs & Co. carried on,
as forwarding agents in Alexandria.
Thomas Waghorn & Co.
Thomas Fletcher Waghorn was born at Chantham in Kent, on 20 February 1800. As a
young Royal Navy officer, he had gained useful experience of steam transport from
working on the vessels Diana and Enterprise, and became convinced that steam was the
sea motive power of the future. He yearned to develop a fast transit service to India and
the East via Suez and the Mediterranean. In and around 1829, Waghorn was involved
in much experimentation and testing of the Overland route versus the Cape route, and
even considered using a route via Syria and overland to the Persian Gulf. He was finally
allowed to establish his company, by permission of Mohammed Ali, to transport mail,
people and parcels through Egypt.
Following the enormous expansion of trade between the worlds of East and West as the
early nineteenth century conflagrations waned, Mohammed Ali was well aware that Egypt
stood centrally on the route from England to her vast possessions in the Indian sub-continent
and the Far East and Australia, and encouraged the establishment of an overland
route between Alexandria and Suez via Cairo, his capital. Not only was mail carried, of
course, but trade goods in particular, and, with the rise of knowledge of ancient Egypt
brought about by Napoleon’s servants, the initial flurry of tourism and travel to Egypt for
its own sake soon followed.
During the time of Mohammed Ali, several companies established flourishing agencies
handling transit of mail between East (particularly the Indian sub-continent, but also
Australia) and West (Europe in general) through Egypt – a system of forwarding agents
which became known loosely as "The Overland Mail." It is important to note that these
agents concentrated on the passage of mails through Egypt: none considered the
carriage of internal Egyptian postal material within his remit.
Samuel Briggs started his business life in Alexandria and Cairo, and established
himself as leader of the British merchants some time before 1805: his name is
mentioned in many of the archive records of the early part of the century. He became a
friend and agent of Mohammed Ali, and in 1808 opened a branch in Bombay, charged
with developing commerce between Egypt and India. Later he became agent in Egypt
for the Peninsular and Oriental Steam Navigation Company (P.&O.) of London and was
instrumental in inducing the Pasha to grant the concession to Thomas Waghorn for the
Overland Mail which was established in 1837. On signing that agreement with Waghorn,
the business was handed over in 1843 to the Egyptian Transit Company, founded by
Mohammed Ali. After its liquidation, in about 1847, the firm of Briggs & Co. carried on,
as forwarding agents in Alexandria.
Thomas Waghorn & Co.
Thomas Fletcher Waghorn was born at Chantham in Kent, on 20 February 1800. As a
young Royal Navy officer, he had gained useful experience of steam transport from
working on the vessels Diana and Enterprise, and became convinced that steam was the
sea motive power of the future. He yearned to develop a fast transit service to India and
the East via Suez and the Mediterranean. In and around 1829, Waghorn was involved
in much experimentation and testing of the Overland route versus the Cape route, and
even considered using a route via Syria and overland to the Persian Gulf. He was finally
allowed to establish his company, by permission of Mohammed Ali, to transport mail,
people and parcels through Egypt.
STEAM NAVIGATION ON THE NILE.
THE following extract of a letter received a few
days since from Cairo will interest most of our
readers
The Nile, that hoary patriarch of rivers, is,
like many others, gradually donning the new
Nizam of Watt, Fulton, and Bell, and travellers,
instead of day after day listlessly waiting the feeble
breeze with oar and sail, and striking the balance
between the pleasures of hope and the miseries of
tedium, will soon, through the agency of steam,
make as light an affair of a voyage to Upper Egypt
as a trip on the Rhine or the Rhone. The Lower
Nile is well known, the Roseita or Balbitine
branch being, ill the greater part of its length, the
usual channel of communication between Alexan-
dria and Cairo. It is navigated from Cairo to
Atfeh, at the extremity of the Canal of Alexan-
dria, all the year through, twice a month, by small
steamers, for the transit service, and intermedi-
ately for local travellers. The steamers of the
Pasha and his family frequently ascend and descend
the Darnietta or Buralic branch; but there is no
regular passenger service, as on the Rosetta
branch.
The Upper Nile, from Cairo to the Nubian
frontier, is free from obstacles to steam navigation,
and was ascended by steam when the Pasha made
his celebrated trip to Senaar. Ibrahirn Pasha,
with the enterprise which belongs to his character,
on a subsequent ascent, passed the first cataract in
a small steamer, and ascended as far as Korosko,
the point at which a portion of the Senaar caravans
begin to cut off the great bend of the Nile above
Dongola; since that time no attempt has been
made to pass the cataracts with steam.
Still, nearly 700 miles of uninterrupted navi-
gation, with as few sinuosities as any other river
on the globe, connecting the Mediterranean Sea
with that noble group of countries which the
ancients called Ethiopia, and which now go under
the names of Dongola, Senaar, Cordofan, & c.,
entitle the Nile to be considered a natural canal of
the first importance, and the establishment of a
regular ste. m service during the winter months,
which should unite not only facilities for Euro-
pean travellers visiting Egypt and Nubia, but give
a certain impulse to the commerce and civilization
of those distant regions, is a subject frequently
mooted by the more advanced and intelligent
natives of the country.
The first European party that ascended the
Nile was that of Col. Barnett and some other con-
suls two years ago; the second was that of the
Duke de Montpensier, a few months aQo; the
third was that of Sir James Emerson Tennent.
From reference to notes made during this last voy-
age and the logbook of the steamer, I have put
together the following brief observations
The period of inundation makes a great differ-
ence in facilities for steam navigation. Calcula-
tions have been made that at a high inundation the
volume of the Nile is 32 times greater than when
at the lowest point of summer. The navigable
season is, therefore, from August to April. The
Duke de Montpensier having made the voyage to
Assonan in July, the three steamers which carried
him and his suite frequently got aground. The
same danger besets vessels, in a minor degree, in
September, when the inundation is at the highest,
for then, from the overflow of waters and the width
of the stream, the usual landmarks disappear and
pilotage is difficult, the Nile seeming in many
places a lake. The most favorable season is the
winter, after the waters have subsided into their
natural channel, hut before the cessation of the
Abyssinian rains and the commencement of the
heats of summer have reduced the river to the low
point. Our voyage having been made in the latter
days of October, the inundation was still high. In
summer the current averages two miles and a half
per hour, but our captain estimated the current at
this period as varying from three miles and a quar-
ter to three miles and three quarters per hour.
The distance from Cairo to Assonan, the last
town in Upper Egypt previous to crossing the
Nubian frontier, is 545 miles. This we performed
in Ibrahim Pashas No. 1 steamer. She is of
great length, but draws only 2 feet 6 inches water,
and carries engines of 24-horse power.
We ascended at a rate of somewhat less than
5 knots an hour, and descended at the rate of
between 10 and 11. The voyage, including three
days at Thebes, a trip to Philoc, and other stoppa-
ges, took 15 days, and the depots of coal were at
Beni Sonef, Minieh, Siout, Gheneh, and Esneh.
A canal, a railway connecting the Red Sea
with the Mediterranean, and the barrage (if the
Nile, have been in turns announced as about to be
undertaken in Egypt. The last-mentioned project
has been most spoken of since my arrival here;
but whoever knows the dilatory habits and change-
able ideas of all Oriental governments will give no
credit to the realization of any of these projects
until they he well advanced. We will not attempt
a discussion of the projects of inter-maritime com-
munication until after a personal inspection of the
localities, but it is generally admitted that as soon
as this great question be settled, the regulation of
the first cataract, or a short canal and tunnel,
which would enable steam navigation to penetrate
to Upper Nubia, would be a most popular project.
All engineers agree in opinion that the second cat-
aract is impassable for steamers, except at an enor-
mous unremunerating cost; but there can be no
doubt that an entrepot established at Wady Hulfa,
which is the highest point of navigation on this
side of the second cataract, would have the imme-
diate effect of calling out the resources of New
Dongola, which is one of the finest countries on
the Nile; and, since the total abolition of the
slave trade is impossible, if Wady Ilulfah were
made the point of rendezvous of the caravans from
Darfour, the long, painful, and often deadly jour-
ney to Siout by the western desert might be
avoided, and a large portion of the suffering of the
journey much alleviated. This short cut would
make the steam-navigable portion of the river to be
nearly 1000 miles in length. It is calculated that
for the first yemir or two the line would not pay its
own expenses, but once given an impetus, and
there is no saying where it might stop.
Bells Messenger.
THE following extract of a letter received a few
days since from Cairo will interest most of our
readers
The Nile, that hoary patriarch of rivers, is,
like many others, gradually donning the new
Nizam of Watt, Fulton, and Bell, and travellers,
instead of day after day listlessly waiting the feeble
breeze with oar and sail, and striking the balance
between the pleasures of hope and the miseries of
tedium, will soon, through the agency of steam,
make as light an affair of a voyage to Upper Egypt
as a trip on the Rhine or the Rhone. The Lower
Nile is well known, the Roseita or Balbitine
branch being, ill the greater part of its length, the
usual channel of communication between Alexan-
dria and Cairo. It is navigated from Cairo to
Atfeh, at the extremity of the Canal of Alexan-
dria, all the year through, twice a month, by small
steamers, for the transit service, and intermedi-
ately for local travellers. The steamers of the
Pasha and his family frequently ascend and descend
the Darnietta or Buralic branch; but there is no
regular passenger service, as on the Rosetta
branch.
The Upper Nile, from Cairo to the Nubian
frontier, is free from obstacles to steam navigation,
and was ascended by steam when the Pasha made
his celebrated trip to Senaar. Ibrahirn Pasha,
with the enterprise which belongs to his character,
on a subsequent ascent, passed the first cataract in
a small steamer, and ascended as far as Korosko,
the point at which a portion of the Senaar caravans
begin to cut off the great bend of the Nile above
Dongola; since that time no attempt has been
made to pass the cataracts with steam.
Still, nearly 700 miles of uninterrupted navi-
gation, with as few sinuosities as any other river
on the globe, connecting the Mediterranean Sea
with that noble group of countries which the
ancients called Ethiopia, and which now go under
the names of Dongola, Senaar, Cordofan, & c.,
entitle the Nile to be considered a natural canal of
the first importance, and the establishment of a
regular ste. m service during the winter months,
which should unite not only facilities for Euro-
pean travellers visiting Egypt and Nubia, but give
a certain impulse to the commerce and civilization
of those distant regions, is a subject frequently
mooted by the more advanced and intelligent
natives of the country.
The first European party that ascended the
Nile was that of Col. Barnett and some other con-
suls two years ago; the second was that of the
Duke de Montpensier, a few months aQo; the
third was that of Sir James Emerson Tennent.
From reference to notes made during this last voy-
age and the logbook of the steamer, I have put
together the following brief observations
The period of inundation makes a great differ-
ence in facilities for steam navigation. Calcula-
tions have been made that at a high inundation the
volume of the Nile is 32 times greater than when
at the lowest point of summer. The navigable
season is, therefore, from August to April. The
Duke de Montpensier having made the voyage to
Assonan in July, the three steamers which carried
him and his suite frequently got aground. The
same danger besets vessels, in a minor degree, in
September, when the inundation is at the highest,
for then, from the overflow of waters and the width
of the stream, the usual landmarks disappear and
pilotage is difficult, the Nile seeming in many
places a lake. The most favorable season is the
winter, after the waters have subsided into their
natural channel, hut before the cessation of the
Abyssinian rains and the commencement of the
heats of summer have reduced the river to the low
point. Our voyage having been made in the latter
days of October, the inundation was still high. In
summer the current averages two miles and a half
per hour, but our captain estimated the current at
this period as varying from three miles and a quar-
ter to three miles and three quarters per hour.
The distance from Cairo to Assonan, the last
town in Upper Egypt previous to crossing the
Nubian frontier, is 545 miles. This we performed
in Ibrahim Pashas No. 1 steamer. She is of
great length, but draws only 2 feet 6 inches water,
and carries engines of 24-horse power.
We ascended at a rate of somewhat less than
5 knots an hour, and descended at the rate of
between 10 and 11. The voyage, including three
days at Thebes, a trip to Philoc, and other stoppa-
ges, took 15 days, and the depots of coal were at
Beni Sonef, Minieh, Siout, Gheneh, and Esneh.
A canal, a railway connecting the Red Sea
with the Mediterranean, and the barrage (if the
Nile, have been in turns announced as about to be
undertaken in Egypt. The last-mentioned project
has been most spoken of since my arrival here;
but whoever knows the dilatory habits and change-
able ideas of all Oriental governments will give no
credit to the realization of any of these projects
until they he well advanced. We will not attempt
a discussion of the projects of inter-maritime com-
munication until after a personal inspection of the
localities, but it is generally admitted that as soon
as this great question be settled, the regulation of
the first cataract, or a short canal and tunnel,
which would enable steam navigation to penetrate
to Upper Nubia, would be a most popular project.
All engineers agree in opinion that the second cat-
aract is impassable for steamers, except at an enor-
mous unremunerating cost; but there can be no
doubt that an entrepot established at Wady Hulfa,
which is the highest point of navigation on this
side of the second cataract, would have the imme-
diate effect of calling out the resources of New
Dongola, which is one of the finest countries on
the Nile; and, since the total abolition of the
slave trade is impossible, if Wady Ilulfah were
made the point of rendezvous of the caravans from
Darfour, the long, painful, and often deadly jour-
ney to Siout by the western desert might be
avoided, and a large portion of the suffering of the
journey much alleviated. This short cut would
make the steam-navigable portion of the river to be
nearly 1000 miles in length. It is calculated that
for the first yemir or two the line would not pay its
own expenses, but once given an impetus, and
there is no saying where it might stop.
Bells Messenger.
-
admiralcochrane
- Posty: 806
- Rejestracja: 2004-05-28, 15:45
Samuda brothers , Poplar, London zbudowaly
Stratki dla ekspedycji Rzadu Egispkiego do Jeziora Nyaza dowodzonej przez Sir Samuel Baker
[table]
[mrow] Yard No.[col] Name [col] Year[col] Type[col] OM Tons[col] Remarks
[row] B48 [col] BORDEIN[col] 1869 [col] Paddle Steel[col] 108
[row] B49[col] SAFIEH[col]1869 [col] Paddle Steel[col] 38
[row] B50 [col] SHIBIN[col]1869 [col] Paddle Steel[col] 251
[row] B51[col] KHEDIVE[col]1869 [col] Paddle Steel[col]10
[row] B52 [col] ISMALIEH[col]1869 [col] Paddle Steel[col]10
[row] ? [col] NYANZA[col] 1869 [col] Screw Iron (?)[col] 38
[/table]
W 1886 roku Samuda zdudowala na rzeke Nil
3 statki po 83grt srubowe zelazne 100nKM
1 statek ? grt 130nKM
AvM
Stratki dla ekspedycji Rzadu Egispkiego do Jeziora Nyaza dowodzonej przez Sir Samuel Baker
[table]
[mrow] Yard No.[col] Name [col] Year[col] Type[col] OM Tons[col] Remarks
[row] B48 [col] BORDEIN[col] 1869 [col] Paddle Steel[col] 108
[row] B49[col] SAFIEH[col]1869 [col] Paddle Steel[col] 38
[row] B50 [col] SHIBIN[col]1869 [col] Paddle Steel[col] 251
[row] B51[col] KHEDIVE[col]1869 [col] Paddle Steel[col]10
[row] B52 [col] ISMALIEH[col]1869 [col] Paddle Steel[col]10
[row] ? [col] NYANZA[col] 1869 [col] Screw Iron (?)[col] 38
[/table]
W 1886 roku Samuda zdudowala na rzeke Nil
3 statki po 83grt srubowe zelazne 100nKM
1 statek ? grt 130nKM
AvM
-
Gość
Wyglada ze Anglo-American zmienila wlasciciela.
Hamburg & Anglo-Americam Nile Company formerly known as the Anglo-American Nile Steamer & Hotel Co. Season 1911 - 1912
Orig.-Broschur, 8°, 79 S. Programme of pleasure trips on the Nil. Mit 1 faltbaren Fahrplan der Hamburg sowie zahlr. s/w Abb. und Plänen der Dampfer.
Hamburg & Anglo-Americam Nile Company formerly known as the Anglo-American Nile Steamer & Hotel Co. Season 1911 - 1912
Orig.-Broschur, 8°, 79 S. Programme of pleasure trips on the Nil. Mit 1 faltbaren Fahrplan der Hamburg sowie zahlr. s/w Abb. und Plänen der Dampfer.
-
admiralcochrane
- Posty: 806
- Rejestracja: 2004-05-28, 15:45
Lista Ditchburn & MAre podaje ze LOTUS i CAIRO
byly jednastkami blizniaczymi zbud dla P& P w 1841 r. dla
sluzby na Nilu 95,5bm tons 100'0'' x 14'0''x8'0'' (glebokosc)
(W liscie sa tez statki zaprojektowane przez Ditchburna)
Ponadto 2 statki zbudowane dal Waghorn'a
1841 INFANT PRINCE 19,5bm ton 50'x9' - srubowy zelazny
1841 "Luggage Boat" 31,5bm tons 55x11x3,5' - srubowy zelazny
- ten ostatni to moze byc BOGHOS BEY
AvM
byly jednastkami blizniaczymi zbud dla P& P w 1841 r. dla
sluzby na Nilu 95,5bm tons 100'0'' x 14'0''x8'0'' (glebokosc)
(W liscie sa tez statki zaprojektowane przez Ditchburna)
Ponadto 2 statki zbudowane dal Waghorn'a
1841 INFANT PRINCE 19,5bm ton 50'x9' - srubowy zelazny
1841 "Luggage Boat" 31,5bm tons 55x11x3,5' - srubowy zelazny
- ten ostatni to moze byc BOGHOS BEY
AvM
