Steam Requirements of Anglo South American commerce anterior to 1850.—How supplied then.—Inadequacy of Means to the General End, and to Lancastrian Ends in particular.—Subsequent Supply.—Liverpool still left out.—Chartered Liberty to help itself, and the consequences thereof.—Paddle Pioneer of the Ocean Fleet to the Plate.—Dates and Distances in a new Line.—What may be done by putting on the Screw for Three Months.—Fifteen Thousand Miles of Steaming, with the Author’s Notes thereon, and Suggestions for the same being continued by other people.—Epilogue apologetic.

Until 1850, the Eastern coast of South America, including the extensive and flourishing empire of Brazil, and the boundless regions watered by the La Plata and its tributaries, were entirely without European steam navigation. The old process of sailing-ships, and a monthly sailing-packet from Falmouth, conveying mails, were the only medium of communication. In that year, the Royal Mail Company entered upon the service they had undertaken with government, to run a monthly steamer from Southampton to Rio Janeiro, and a branch steamer to the River Plate. The vessels placed on the station were drafted from their West India fleet; and, although not possessed of extraordinary steaming or sailing qualities, they performed the voyage with regularity, and in a space of time which reduced to one half that ordinarily occupied by the sailing-craft. The consequence was an augmentation of traffic, both of goods and passengers, such as few persons contemplated, and the line proved speedily unequal to the task of dealing with either to the extent required. Moreover, it was found that one very important feature in the case, a direct traffic with the River Plate, was quite unprovided for, and no provision whatever made by which goods and merchandize could be forwarded thither, the branch steamer from Rio Janeiro only taking passengers. But, even had mercantile necessities in this direction been supplied, there was a strong feeling that Liverpool, as the emporium of British trade with South America, ought to possess a steam-line of its own, and that goods and passengers should not be compelled to find their way to Southampton. The great manufacturing districts which have Liverpool for their seaport supply at least seven-eighths of the entire trade to South America,[1] and it seemed an anomaly that no direct steam communication should exist between them. Accordingly, in 1851, parties connected with the district, having organized a company, went before the Board of Trade for a royal charter, alleging, as a reason for such concession, the importance of our interests in the quarter named, the necessity of more frequent intercourse since steam had been established, and that once a month was not sufficient for wants so extensive and pressing. These arguments, backed, as they were, by memorials from Liverpool, Manchester, and other places, had weight with Her Majesty’s Government, and a charter of incorporation was obtained. The directors immediately proceeded to contract for the building of suitable steamers; but delay, caused by unusual pressure of work, somewhat retarded intended operations.[2]

On the 27th of August, 1853, the company’s first, or pioneer, steamer intended for the River Plate station, sailed from Liverpool, and was followed on the 24th of September by the ocean steamer, Brazileira, Captain Daniel Green, who had long commanded clipper vessels in the Brazil trade. As secretary to the company, and possessing a local knowledge of Brazil, it was thought desirable that the author should proceed in the Argentina, for the purpose of seeing that proper arrangements were made at the ports of call for their vessels, and to obtain from foreign governments the facilities and assistance requisite to carry on a steam company of this magnitude with any success. The voyage was accomplished in a little more than three months, the writer having returned to Liverpool, by the Brazileira, on the 5th of November, during which time he had gone over nearly 15,000 miles of distance (including a trip up the Parana), spent a fortnight at Rio Janeiro, and three weeks in the River Plate, besides calling at all the stations both ways, namely, outwards—Lisbon, Madeira, St. Vincent, Pernambuco, and Bahia; and, homewards—Bahia, Pernambuco, St. Vincent, and Lisbon, which latter is to be the track of the regular ocean line, subject to modifications, &c.

Thus, it will be seen, from this brief recapitulation of dates and distances, that in the space of two months a merchant can visit his Brazil establishment, and another, under three months, can look after his River Plate affairs, often saving himself much anxiety and loss of time. The manufacturer can, without great trouble, make himself practically acquainted with the markets he wishes to trade to; the botanist and naturalist can quickly be transported to the virgin ground of Paraguay, or, now that the Brazilian government have placed contract steamers on the greatest of all great rivers, may ascend the Amazon, with like certainty of reward as novel and varied, and depend on a prompt return of his newly acquired specimens. Whilst, which is equally important, the natives of those countries have an opportunity of visiting Europe, and forming, by personal contact, those relations of amity and good will which tend so much to soften prejudices, and bring about a right understanding on all points mutually advantageous. Hence the ramifications of such enterprises as steam are most interesting in their results to mankind; and, if once the tide of emigration begins to set in fairly towards that immense agricultural field watered by the rivers of South America, there is no foreseeing the extension of wealth and prosperity that must assuredly follow; for population is the sole requirement to fit these limitless and teeming regions to work out the destiny which it is impossible to doubt that Providence, in the fulness of time, has designed for that portion of the earth, where the majesty and the luxuriance of nature invite the presence of man through highways at once the mightiest and most facile in the world.

A desire to place these objects forcibly before the public is the origin of this work. Though conscious of its imperfections and short-comings, the writer would guard against the imputation of impertinence in offering it as the result merely of the experience derived from the rapid run out and home indicated in the remarks just preceding. He is no book-maker; though he ventures to hope that his book will, in some degree, fill a vacuum left by certain recent accomplished professors of that branch of the fine arts in this department of travellers’ information for the untravelled public. The several topics discussed in the ensuing pages have been the subject-matter of his earnest consideration for many years. Long resident in South America, and familiar with its commercial necessities, his attention had naturally been directed to all the mercantile points embraced in the old circle of communication with Europe; while the circumstances of his position, in connection with a new enterprise, enabled him to contemplate matters in a somewhat novel light; and he was peculiarly fortunate in deriving his knowledge of the recent interesting diplomatic and commercial incidents in the Upper Parana and the Paraguay on the spot, and from the most competent sources. Assiduously availing of these and all others of a like kind whenever they presented themselves,—which was not unfrequently—he has, wherever practicable, rendered the expression of his own remarks subordinate to the main design of bringing together whatever data should serve to make his volume useful as an exposition, at one view, of the present condition, primarily, of the East Coast and the Amazon and Platine interior, and, incidentally, of South America generally—an object embraced in no other single publication of this class. He is well aware that a complete embodiment of such a design would tax powers far higher and opportunities more varied than his. But he will be content, if, in succeeding a little, he should be the means of stimulating others to achieve a great deal more in a like direction.

Though necessarily containing little that is new, the resumÉ of discoveries, prefixed to the opening chapter, is offered as likely to be serviceable in recalling to the elder reader some of the more salient facts he already knows, but which are necessary to be repeated: and in suggesting to the younger student of South American history,—than which it is hardly possible to name any more exciting, delightful, or instructive,—those sources that will render him easily cognizant of what has been written on the several branches of the subject up to the present date. A similar justification, it is hoped, will serve for the seeming surplusage of the remarks under the head of Lisbon, Madeira, and the Verds; though it will be found that the chapters devoted to those well-known places contain a good deal of fresh information calculated to be acceptable too all calling at the several ports.

Often observing the inconvenience experienced by South Americans coming to England, and by Englishmen proceeding to South America, from unacquaintance with the names and residences of the respective diplomatic and consular agents in both countries, the author has been at some pains to collect the necessary information on this head; and, as regards the antecedents of the English officials, has relied upon that very useful manual, the ‘Foreign Office List for 1854,’ by Mr. F. W. H. Cavendish, PrÉcis Writer to the Earl of Clarendon. The large map of South America has been expressly prepared for this volume, chiefly with a view to exhibit the river navigation affected by the late treaties, and will be found, I have every reason to believe, much the most correct that has yet been published of the whole continent; for, generally speaking, maps of South America, or of any portion of it, are ludicrously inaccurate. The map of the growingly important settlement of the Falkland Islands has likewise been adapted from the most recent surveys, and is calculated to prove of benefit to captains making the homeward Australian voyage by Cape Horn.

Claughton, Birkenhead,
March 30, 1854.