“CONFOEDERATIO HELVETICA”

Transcription

SWITZERLAND
1854 - 1863
“CONFOEDERATIO HELVETICA”
PART III
OVERSEAS LETTER MAIL
IMPERFORATED SITTING HELVETIA
RICHARD SCHAEFER COLLECTION
The British Mail Service in the North Sea, English Channel and Celtic Sea
The London General Post Office (GPO) served as mail distribution center for mail destined to all destinations within
Great Britain. The GPO had established contracts with third party maritime mail service providers, which were
responsible for dispatch of mail to the insular destinations in the English Channel, North Sea and Celtic Sea
The Weymouth & Channel Island Steam Packet Company
The first mentions of a regular serviced packet route between France and the Channel Islands are dated from 1805.
Later organized as the Weymouth & Channel Island Steam Packet Company the first steam vessels to operate the
route were introduced in 1827. In 1857 the company was merged into the Great Western Railway conglomerate, which
controlled much of the transportation on the British land and waterways.
The Isle of Wight Steam Packet Company
Mail exchange was serviced through the Isle of Wight Royal Mail Steam Packet Company, which operated its first
steamer from Southampton in 1820. In 1826 the Isle of Wight Steam Packet Company was formed. The companies
served by paddle steamer ferry service Cowes, Isle of Wight and Southampton
David Hutchinson & Company (Hebrides Islands Steam Packet)
In 1851, Burns Brothers, G. and J. Burns of Glasgow passed their fleet of Hebridean vessels to their chief clerk, David
Hutchinson. The new company, David Hutcheson & Co. had three partners, David Hutcheson, Alexander Hutcheson
and David MacBrayne. The Company rapidly became the main carrier on the West Highland route operating from
Glasgow down the Firth of Clyde through the Crinan Canal to Oban and Forth William, and on through the Caledonian
Canal to Inverness. They added the mail run to Islay, Harris and North Uist from Skye and then the Outer Isles run from
Oban to Barra and South Uist.
United Kingdom: Channel Islands (13)
French Transit Treaty. Rate Period: 15.12.1854 to 1.9.1859
Thun to St. Helier, Jersey, September 1855. Single rate of 55 Rappen.
Carried from St. Malo on September 23 with the Weymouth & Channel Island Steam Packet Company
Arrival at St. Helier on September 27- addressed to Captain Walbankk Childers
Provenance: Harlan Stone, Herbert Brach and Steve Turchik
United Kingdom: Isle of Wight (12)
Bellinzona to Ryde, Isle of Wight. Single rate of 55 Rappen via France.
Carried by the Dover Royal Mail Packet Company Calais-Dover
By railroad London-Southampton and carried by Isle of Wight Royal Mail Steam Packet Company to Ryde
Provenance: Richard Schaefer and Daniel Ruiz
United Kingdom: Hebrides- Isle of Sky (13)
Dover
Versoix to Portree, Isle of Skye. Double rate of 110 Rappen, via France.
Carried by Dover Royal Mail Packet Company from Calais to Dover and by railway Dover-London-Edinburg-Glasgow Carried by steamer of David Hutcheson & Company Hebrides Packet from Glasgow via Oban to Portree
Provenance: Richard Schaefer and Daniel Ruiz The Holyhead and Kingston Packet
Following the building of new roads and the Menai Bridge by Thomas Telford in 1801, Holyhead became the port for
mail to be carried to Dublin, Ireland, and after 1818, to the new harbor at Howth, the harbor at Dublin being inaccessible
at low tides. Completion of a new deep-water jetty at Kingstown in 1827 saw the closure of Howth. In 1839, with the
opening of the London & Birmingham Railway, Liverpool became the main port for mail to be sent over the Irish Sea to
Kingstown. (Kingstown was originally called Dunleary until changed in honor of King George IV in 1827). It was always
the intention of the Post Office to return services to Holyhead. With the building of the Chester to Holyhead Railway in
1848 the service was transferred from Liverpool.
The Holyhead & Kingstown Packet service commenced in 1860 when a new contract was agreed and four vessels were
put into service, all named after the four Irish provinces - Connaught, Leinster, Munster, & Ulster.
United Kingdom: Ireland (10R)
reverse
H & K PACT
Holyhead-Kingston
Packet
Lausanne to Dunmanway, County Cork, January 1862. Triple rate of 180 Rappen plus 180 Rappen for Registration.
Carried by Dover Royal Mail Packet Company from Calais to Dover and South Eastern Railway to London
Arrival London 18 JAN 62 and by London-Crew-Chester railroad to Holyhead. Carried by Holyhead & Kingston Packet.
Arrival in Ireland backstamp Dublin 19 Jan 62 and local service to Dunmanway, County Cork
Provenance: Emerald (2003)
The Crimean War
Russia and Turkey were at war by October 1853 and on 30 November the Russian fleet emerged from Sebastopol and
devastated the Turkish at Sinope. England remained neutral, although with a mounting sense of anger, until 28 March
1854 when national feeling could be contained no longer. Mail from Switzerland related to the Crimean War is rare.
The Baltic Fleet
The allied British and French fleets imposed a blockade of the Russian coast in the Baltic Sea during the Crimean war
to hinder the Russian supply lines. A special post office notice, dated November 1854 was issued which resolved that
mail to the Baltic Fleet had to be sent via Danzig where mail was forwarded to the British Admiral Steamer Duke of
Wellington which was responsible for further dispatch to the troops.
The Black Sea Fleet
During September 1854 the allied forces advanced into the Crimean and on 9 September 1855 were able to capture
Sebastopol. The treatment of English mail to the British troops was directed to be sent under French transit via Marseille
in closed mailbags. Because there was no means of knowing the whereabouts of divisions, it was considered necessary
to send everything to Constantinople where a British post office had been opened in June.
Crimean War: The Baltic Fleet (13R)
German Postal Union Treaty. Rate Period: 15.10.1852 to 31.8.1868
Luzern to Baltic Fleet, Crimean War, August 1855. Single rate of 50 Rappen via Danzig.
Upon arrival at the Danzig post office (postmarked on the back) forwarded to the British Consul in Danzig
British Consul forwarded the letter to the Admiral Steamer Duke of Wellington for dispatch to Lieutenant Henry Rogers
Provenance: Hans Schild and Richard Schaefer
Recognized as one of the most important Destination mails from this Period
Crimean War: The Allied Camp in Corsica (13)
Lugano to Bastia, April 1856. Single rate of 40 Rappen plus 40 Rappen for Registration, via Marseille
Carried by Lake Steamer Waldstaettersee from Fluelen to Luzern and Compagnie Valery from Marseille to Bastia
Provenance: Walter Haemmerli
Corsica was used by the Allied forces as a troop and supply station during the Crimean war
Crimean War: Dalmatia (12)
German-Austrian Postal Union Treaty. Rate Period: 1.11.1852 to 31.8.1868
Bern to Castelnuovo, Dalmatia, January 1855. Single rate of 50 Rappen, via Austrian Lloyd from Trieste.
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Adressed to a Lieutenant of the 3 Austrian Batallion, protecting the Adriatic Coast against Turkish invasion
Crimean War: Black Sea
Geneva to Odessa, Ukraine, February 1856. Single rate of 90 Rappen, sent via Berlin
Sent via Prussia, since the regular route via Austria was still interrupted due to Crimean War
Provenance: Robert Fuerbeth
The treaty of Paris was signed on 30 March 1856 between Russia and an alliance of the Ottoman Empire, British Empire, the second
French Empire and the Kingdom of Sardinia. It made the Black Sea neutral territory, closing it to all warships, and prohibiting
fortifications and the presence of armaments on its shores. The treaty marked a severe setback to Russian influence in the region.
Norway (12)
The German Postal Union had provisions in place for mail dispatch to Norway for a land route through Helsingborg and
Svinesund in the winter and for direct sea conveyance between Denmark or Hamburg and the Norwegian ports of
Christiania (Oslo) and Christianesand during the rest of the year. A mail packet from Kiel to Christiania had been
running since 1847. When the summer route was open (15 April to 15 October), the exchange office was Sandosund
on the west coast of the fjord and was the principal transit post for all incoming and outbound mail.
The Danish Mail Steamer DS VIKEN in 1861
Unterseen to Horten and redirected to Christiania, August 1861. Single rate of 135 Rappen, via German Postal Union.
Manuscript marking via Hamburg & Kiel a vapore VIKEN
Treated through the Danish Ober Post Amt in Hamburg- backstamped KDOPA HAMBURG 8/8
Carried by the Danish postal steamer D.S. Viken on the route Hamburg-Kiel-Nyborg-Fredikshaven-Christiania
Kingdom of Denmark (12)
Lausanne to Copenhagen, June 1860. Single rate 115 Rappen, via German Postal Union.
Backstamp Hamburg 15 June and KDOPA (Koenigliches Danishes Ober Post Amt) 15 June where rated with 2 skilling
Carried by Royal Danish Mail Steamer to Copenhagen- arrival backstamp Kiobenhaven 16 June
Kingdom of Denmark (12)
Geneva to Copenhagen, October 1861. Single weight 75 Rappen, via German Postal Union.
Backstamp Hamburg 7 October and KDOPA (Koenigliches Danishes Ober Post Amt) 7 October
Carried by Royal Danish Mail Steamer to Copenhagen- arrival backstamp Kiobenhaven 8 October
Provenance: Peer Lorentzen
These are the only two franked letters to Denmark proper from the period leading up to 1863
Sweden (12R)
German-Austrian Postal Union Treaty. Rate Period: 17.7.1857 to 24.7.1865
Mail to Sweden was sent exclusively through German Transit- mostly relying on the Thurn and Taxis postal system
carrying mail to Hamburg. The Swedish post maintained a post office in Hamburg since 1620 when the first regular
postal service to Stockholm was established. The route included stops at: Schleswig-Aarosund-Odense-KorsuerRoskilde and across a narrow stretch of water from Elsinore to Helsingborg. It continued north through Jonkoping and
Norrkoping to Stockholm. The tedious journey, which required many changes of conveyance could be avoided during
the summer months when the North and Baltic Seas were free from ice and the entire trip was possible through the
maritime route via Kiel-Luebeck-Travemuende-Stralsund-Stettin servicing Copenhagen, Malmoe and Ystad. The
estimated transit time was reduced to five days by 1851.
Mail Packet en route to Stockholm, circa 1863
Lausanne to Stockholm, June 1863. Single rate of 115 Rappen, via Germany.
Sent through Baden railroad via Prussia to Hamburg- credit to Prussia 4 ½ silber-groschen (marked in blue)
Credit to the German-Austrian Postal Union 18 kreuzer (marked in red)
Provenance: Seebub (Silvain Wyler)
Mixed Franking Strubel-Sitting Helvetia only possible from 1 October 1862 to 31 July 1863
(Unique Combination and one of only two letters to Sweden)
Iberia: The Peninsular Route
An established packet service between England and Iberia can be traced back to 1689 when letter-bags were
dispatched from Falmouth to Coruna on the north-west coast of Spain. By 1835 most of the original sailing ships had
been replaced by steamers and advertisements for “A Peninsular Line of Steam Packets” soon began to appear. On 22
August 1837 an agreement was signed with the Peninsular Company and Gibraltar became the terminus for the weekly
run from Falmouth. The packet station changed from Falmouth to Southampton in September 1843. By 1845 the
Company’s ships were travelling monthly through the Mediterranean to Alexandria calling at Gibraltar. By January 1859,
because each of the four monthly dispatches for India touched at Gibraltar and transit improvements through France
provided overland mail routes, it became unnecessary for the Peninsular packets to continue the Iberian line. The last
outward packet left Southampton on 27 June 1862.
The Peninsular Packet en route to Gibraltar
Gibraltar (13R)
Aarau to Gibraltar, November 1860. Triple rate of 285 Rappen, via Bordeaux.
Sent by railway Basel-Paris-Bordeaux. Carried by Peninsular & Oriental Line via Cadiz to Gibraltar
Backstamped San Roque Cadiz Nov 14 1860 and arrival the same day Gibraltar NO14 60 (blue postmark on front)
Franking not possible (until 1.9.1864) therefore rated with 12 Real at Gibraltar for triple weight mail.
The Aegean Peninsula
Mail deliveries to Greece, especially to destinations beyond Piraeus, were always chancy for the greatest hindrance to
development was want of good roads. Railways were non-existent until a short stretch was built between Piraeus and
Athens. Greece was endowed with the usual routes through the Mediterranean. The Marseille route was serviced by
French steamers and from January 1853 on as well by the P&O packet, which began its new contract to Alexandria and
deputed an Admiralty packet to collect mail for Greece at Malta. However the French Messageries service was
advertised offering lower transit rates and increased frequency with weekly dispatches. By the end of 1855, after which
the French packet service underwent a major reorganization, letters for Piraeus posted in Switzerland on Thursday
evening would catch the boat from Marseille on Saturday and arrive in Piraeus the following Friday. A fortnightly service
existed to Syra. The French packets continued to be recommended for all correspondence to Greece during the sixties
and until 1870. The Trieste route was serviced by steamers of the Austrian Lloyd that offered dispatch from Trieste on
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the 1 , 8 and 24 of each month. The estimated time for the journey was 20 days. The two available routes (Marseille
and Trieste) were augmented by a third from 1 May 1862. The port of Ancona, on the east coast of Italy, was now used
for dispatch by the Austrian steamers for Piraeus. It was made up once a week on Monday mornings travelled through
France and by the T.P.O. on the Susa-Turin railway reaching Ancona for embarkation on Thursday. As soon as it
became practical to use the extended railway, completed in May 1865, Ancona was replaced by Brindisi.
Greece (11R)
Bern to Athens, August 1862. Double rate of 160 Rappen, via Marseille.
Carried by the French Messageries Imperiales- Ligne Levant from Marseille to Syra
Trans-shipment at Syra and by local feeder service to Piraeus-Athens.
(Documented on page 578 of Sitting Helvetia Imperforated- Urs Hermann and EDITION D’OR page 55)
Greece (11R)
Bern to Athens, December 1860. Single rate of 100 Rappen, via Marseille.
Carried by the French Messageries Imperiales- Ligne Levant
Trans-shipment at Syra and by local feeder service to Piraeus-Athens. Arrival Athens 21 December 1860
Provenance: Thomas Marti and Gerhard Oeschger
Greece (11RR)
Bern to Athens, March 1863. Double rate 160 Rappen- insufficient pre-payment (AFFR.INSUF)
Carried by the French Messageries Imperiales- Ligne Levant from Marseille to Syra
Trans-shipment at Syra and by local feeder service to Piraeus. Arrival at Athens 21 MAPT 63 (Julian Calendar)
Rated in Athens as un-franked and subject to 206 lepta- collected with Greek “Large Hermes Head” stamps
Provenance: Dr. Wolfgang Bauer, Berlin
Arrival was on 21 Mapt (Martius) since Greece followed the Greek Orthodox Julian calendar, which was 12 days slower.
Greece (11)
Austrian Transit Treaty. Rate Period: 1.1.1853 to 30.11.1866
Bern to Athens, Greece, January 1856. Single rate of 105 Rappen, sent via Trieste.
Transmitted in the overland mail via Vienna to Trieste- Manuscript backstamp: 6 Kreuzer to Austria
Carried by the Austrian Lloyd from Trieste to Athens- Manuscript backstamp to 9 Kreuzer to the Austrian Lloyd.
Provenance; Richard Schaefer and Daniel Ruiz
Arrival was on 21 Mapt (Martius) since Greece followed the Greek Orthodox Julian calendar, which was 12 days slower.
The Ionian Islands
These are a chain of islands, most of which lie off the west coast of Greece. The largest are Corfu, Cephalonia, Zante
and Cerigo, and others include Santa Maura, Paxos and Ithaca. Britain occupied the islands in 1809. In the general
redistribution of European territory in 1815 their were given their own constitution, but the United Kingdom received the
right to control the ports and to maintain a garrison. The inhabitants could muster little enthusiasm for their alien visitors,
constantly demonstrating their preference for affiliation with Greece, but despite the high cost of maintaining troops,
their retention was considered crucial to stability in the eastern Mediterranean. This was especially so after the gift of
the Greek throne to the German Prince Otto of Bavaria in 1832. Only after he was deposed and replaced by a prince of
Denmark in 1863 was it considered safe to relinquish control.
There was little to attract European correspondence to a group of beautiful but totally undeveloped islands save for the
existence of the garrison, and for that reason if no other the destination was generously endowed with available routes.
There were five available routes, however the French route via Marseille by French Packet via Malta and the Austrian
route via Trieste by steamers of the Austrian Lloyd were the preferred choices. The Austrian route offered dispatch
three times a month with an estimated time of thirteen to sixteen days. The French route was less frequent but transit
time was between twelve and fifteen days.
The Austrian Lloyd, departure from Trieste
Ionian Islands: Corfu (13)
Austrian Postal Treaty. Rate Period: 14.1.1853 to 27.11.1866
Luzern to Corfu, Ionian Islands, July 1863. Single rate of 90 Rappen, via Trieste.
Baden Railroad backstamp E.B. Curs V 19 July 1863- Baden-Vienna-Trieste.
Carried by the Austrian Lloyd from Trieste- backstamp Trieste 25-7
Credit to the Austrian-German Postal Union 9 Kreuzer and the Austrian Lloyd 9 Kreuzer for maritime service
Marked on the reverse with the red postmark CORFU 27 LUG upon arrival
The Ottoman Empire
We must now consider a large part of the eastern Mediterranean divided into the Ottoman Empire in Europe including:
Constantinople
Bosnia
Candia (Crete)
Herzegovina
Moldavia
Montenegro
Macedonia
Danubian Principalities
Servia
Thrace
The Dobrudja
Albania
Eastern Rumelia
Cyprus
Bulgaria
Various Greek Islands
Mesopotamia
and the Ottoman Empire in Asia comprising:
Anatolia (Turkey)
Syria
Hejaz
Palestine
Asir
Yemen
Contemporary maps show this region, together with a huge expanse of the north coast of Africa, colored in a single
shade and labeled “The Ottoman Empire” but this is deceptively simple. The Swiss Post Office Directory for 1849
covers it in only four entries: Constantinople, Turkey, Egypt and Syria, and although in later editions Turkey has been
divided into Turkey in Europe and Turkey in Asia , the very economy with which this subject is treated emphasizes the
extremely limited postal communication. From 1855, however, the directories begin to include a bewildering number of
destinations related to changes in political administration, the establishment of French and Austrian Post Offices, the
forging of railway links and the itineraries of competing shipping lines.
Ottoman Empire in Europe: Constantinople (8R)
Nettstal to Constantinople, October 1859. Triple rate of 285 Rappen, via Marseille.
Carried by the French Messageries Imperiales- Ligne du Levant sent via Messina, Piraeus, Dardanelles
On arrival marked CONSTANTINOPLE TURKEY 5 NOV 59 on the reverse
The Post Offices in the Turkish Empire (Source: The Stamp Atlas)
Routes to Constantinople and Turkey in Europe
As capital of the Ottoman Empire, Constantinople (now Istanbul) derived its name from Constantine the Great in 330
A.D. Since then, until the disintegration of the Empire itself, it occupied a position of increasing prominence as a
gateway through which passed vast quantities of merchandise. The caravans, laden with silks, spices and opium,
arrived in the city after tedious journeys to be greeted by merchants anxious to arrange shipment through the
Mediterranean to the rich markets of the West. It was not surprising, therefore, that agents of commercial concerns all
over Europe were well established by the time France and Austria concluded a Treaty of Commerce with Turkey in
1832, after which there was a noticeable surge of shipping activity between Marseille, Trieste and the Bosporus. The
two principal routes for mail conveyance were either via Marseille or via Trieste:
Early Routes to Constantinople
It is known that the first Austrian couriers began travelling backwards and forwards between Vienna and
Constantinople as early as 1700. The usual route lay through Semlin, a frontier post and disinfection point for westbound mail from the Levant, Belgrade, Nis, St.Sophia, Philippopel and Adrianople. Passage seldom took less than three
weeks. In 1748, the year in which an Austrian Consular Post Office was established in Constantinople, it was reported
that nearly 10,000 letters were carried, and extra couriers were employed. The first steamship of the Austrian Lloyd
sailed on her maiden voyage to Constantinople on 16 May 1837 making the old overland route obsolete.
The French began to compete early in the nineteenth century with the establishment of a regular postal service
between Paris and Constantinople in 1812. The route at that time lay through Geneva, over the Simplon Pass to Milan
and on to Trieste, Novi, Sarajevo and Kustendil, joining the Austrian road at Philippopel. A subsidiary branched south to
Salonica. The overland route was replaced by French packets of the Messageries Nationales (changed name in 1853 to
Compagnie des Messageries Imperiales) from 1837 onwards and the service from Marseille to Constantinople with
calls at Leghorn (Livorno), Civita Vecchia, Naples, Malta, Syra, Smyrna and Dardanelles was offered to the Swiss in
May of that year. On arrival mail was treated through the French post office, established in Constantinople since 1812.
Ottoman Empire in Europe: Constantinople (8)
Austrian-German Treaty. Rate Period: 25.11.1859 to 17.11.1866
Buetschwyl to Constantinople, April 1860. Single rate of 100 Rappen, via Trieste.
Via Feldkirch-Vienna to Trieste and Austrian Lloyd from Trieste via Malta to Constantinople
Marked upon arrival on the reverse with CONSTANTINOPLE 27-4 by the Austrian post office
Provenance: Dr. Ralph Soderberg
Ottoman Empire in Europe: Constantinople (8)
Austrian-German Treaty. Rate Period: 14.1.1853 to 24.11.1859
Zurich to Constantinople, November 1858. Double rate of 210 Rappen, via Trieste.
Manuscript marking Echantillons sans Valeur (commercial sample without value)- single weight progression 1 Loth
Carried by Austrian Lloyd from Trieste via Malta to Constantinople
Asia Minor: Smyrna
The chief city in Asia Minor and one of the Seven Churches of Asia mentioned in the Revelation of St. John, Smyrna
was a thriving community of considerable size and import. Correspondents had the choice of three main routes:
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Via France and by the old land route to Constantinople
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Via France and by the British Admiralty packet to Malta
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Via France to Marseille and by French packet
The third was most likely to appeal, for the port was among those in the itinerary of the early French steam service and
by 1843, when Britain and France negotiated their new postal convention, the French Office had been established for
some years. Exchange of mails took place between the French Office at Smyrna and the British at Malta. The volume of
French and British mail was considerable, for Smyrna maintained a large export trade in oriental silk and carpets.
Off the coast of Smyrna
Ottoman Empire in Europe: Smyrna (13)
Geneva to Smyrna, November 1858. Single rate of 100 Rappen, via Marseille.
Sent by railway- mobile post office marking Suisse Amb. Marseille F (Ligne F)
Carried by the French Messageries Imperiales- Ligne Levant via Malta to Smyrna
Anatolian and Black Sea Ports
For some time before 1840 Brouse on the Sea of Marmara and Sinope, Samsoun and Trebizond on the Black Sea cost
of Turkey received visits from ships belonging to the Danube Steam Navigation Company but it relinquished its claim to
the route in 1845. Austrian Lloyd took over the business that proved to be of dubious profitability. The French offered no
competition until July 1857 when it ventured along the coast and Post Offices were opened in five towns: Ineboli,
Kerassunde, Samsoun, Sinope and Trebizond. As far as mail from Switzerland was concerned, the whole area was
treated as part of Turkey until after the Crimean War when the authorities advertised the new French line. All the ports
were small and had limited export potential to invite mercantile interest. They had no attraction for tourists whatsoever.
Admiralty Steamship Company
In as far as Turkey itself was concerned it does not seem to have troubled very much about its own postal interests but
rather relied on the foreign postal agencies, established throughout the Empire. There was a tendency to laissez faire
and to leave the matter to anyone or any power that was interested sufficiently to do the work in place of the Turkish
Government. In 1859 the domestic mails service was contracted to a company run by Italian interest, known as the
Admiralty Steamship Company. The private concern operated a small fleet of auxiliary branch line packets that
connected Constantinople with other parts of the Empire, particularly along the coast of Marmara and the Black Sea.
Ottoman Empire: Admiralty Steamship Company (13R)
French Transit. Rate Period: 15.12.1854 to 30.6.1862
Anchor P.P.
Admiralty Steamship Co.
Winterthur to Bursa (Brousse), April 1861. Triple rate of 285 Rappen, via Marseille. Carried by Messageries Imperiales- Ligne Levant to Constantinople- arrival backstamp by the French PO- 4 MAI 61
Feeder service by Admiralty Steamship Company from Constantinople to BrousseMarked with the private steamship marking P.P. (with anchor) indicative of payment of ship fee of 2 piaster
Provenance: Richard Schaefer, Daniel Ruiz and Pilatus
Ottoman Empire in Asia: Bursa (12)
Austrian Treaty. Rate Period: 14.1.1853 to 24.11.1859
Horgen to Bursa (Brousse), December 1856. Single rate of 105 Rappen, via Trieste.
Manuscript marking per Constantinople- carried by Austrian Lloyd Steamship Company from Trieste to Constantinople
Brousse was not a port-of-call, therefore carried by auxiliary line from Constantinople to Brousse
Ottoman Empire in Asia: Bursa (12)
Winterthur to Bursa (Brousse), May 1861. Double rate of 190 Rappen, via Marseille.
Carried by Messageries Imperiales- Ligne Levant, departing Marseille on 24 May 1861
Arrival at the French post office in Constantinople on 1 June 1861- by feeder service from Constantinople to Brousse
Provenance: CHIANGIR (Harry Schaefer) and Seebub (Silvain Wyler)
Syria: Beirut
Beyrout (Beirut) was by far the most significant port on the Syrian coastline. Mail was generally sent via Marseille and
Malta by either British or French packet to Alexandria. It appears that there was a sailing boat service from Alexandria
during the period between 1840 and 1845, and an arrangement was made with the firm of Hall Brothers for monthly trip
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by the steamship Emmetze beginning on 21 February 1846. A permanent contract was signed on 9 May 1848 for a
monthly service calling at Jaffa on outward and return journeys. Ships which joined Emmetze are named as Gloria,
th
Grand Turk, L’Halo, Levant, Ann and Novelty. On 16 November 1845 the French opened a Post Office in Beyrout,
prolonging their Egyptian packet line from Alexandria in order to serve it. Under the reorganization of the French packet
service in the Eastern Mediterranean in July 1852 several ports along the Syrian coast were covered and ships began
calling at Jaffa, Tripoli, Latakia and Alexandretta besides Beirut, on the route to Constantinople from Alexandria and
vice versa. There was now no need for the British contract packet between Alexandria and Beyrout and it was
withdrawn in September 1852. An Austrian Lloyd agency was established in 1845 but it was not used as extensively as
the French service, except when the latter was interrupted, as during the war of 1870.
The city suffered greatly from the horrendous massacre which occurred throughout the whole of Syria during 1860 and,
in November 27,000 were said to be in danger of starving. The French made much of landing and expeditionary force to
quell the riots and arranged for extra postal facilities to accommodate their army, but by 1861 the situation had calmed
and services returned to normal.
Ottoman Empire in Asia: Beyrout (13R)
Zurich to Beyrout, Syria, April 1861. Triple rate of 285 Rappen, sent via Marseille.
Carried by Messageries Imperiales (Ligne de Syrie) from Marseille via Alexandria to Beyrout.
Syria: Aleppo
Aleppo is located in the north of Syria on the trade route to the East. Probably its position and the fact that travelers
were constantly passing through contributed to it having an unbelievably unlucky history. The population was frequently
devastated by attacks of plague (60,000 were said to have perished in 1797) and cholera raged in 1832. The town was
hit by earthquakes in 1822 and again in 1830. Massacres were not unusual. In 1850, for instance, the Muslims attacked
the Christians burning three churches to the ground, plundering five others and slaying thousands. The loss of property
amounted to about a million pounds, a stupendous figure for those days.
Mail was dropped by either the French steamers of the
Messageries Imperiales (Ligne de Syrie) or by ships of the
Austrian Lloyd at Alexandretta. Further dispatch to Aleppo was by
private forwarding agents (the most prominent Ch. Belfante) on the
caravan route to Aleppo. The Austrian Lloyd established an
agency in 1855 followed in 1857 by a French post office.
The Mail Route Alexandretta-Aleppo
Ottoman Empire in Asia: Aleppo (12)
Austrian Transit Treaty. Rate Period: 14.1.1853 to 24.11.1859
Glarus to Aleppo, Syria, March 1858. Single rate of 90 Rappen, sent via Trieste and Alexandria.
Manuscript marking via Trieste and fco Alessandria- indicative of prepayment until Alexandria
Carried by the Austrian Lloyd from Trieste (backstamp Trieste 31-3) to Alexandria.
Mail dispatch from Alexandria by auxiliary line to Alexandretta and overland mail caravan to Aleppo
Ottoman Empire in Asia: Aleppo (12)
Winterthur to Aleppo, Syria, December 1858. Single rate of 105 Rappen, sent via Marseille and Smyrna.
Carried by Messageries Imperial from Marseille-Constantinople-Smyrna to Alexandretta
Addressed to the forwarding agent Belfante in Alexandretta who delivered the letter to Aleppo
Palestine
The principal destinations for Palestine were Damascus, Jaffa and Jerusalem. Early mail was carried by private
merchant vessels and ships of the British Admiralty. The Austrian Lloyd began service in the mid 1840 while the French
Messageries Imperiales followed in 1852 by expanding its Alexandria route to Jaffa. A merchant caravan from Jaffa to
Jerusalem carried as well mail to and from the French port exchange agency at Jaffa. Mail to Damascus had to be sent
to an agent in Beyrout for further conveyance.
Alexandria, 1860
Ottoman Empire in Asia: Jaffa (13R)
Basel to Jaffa, Palestine, November 1861. Triple rate of 285 Rappen, sent via Marseille.
Carried by the Messageries Imperiales- Ligne d”Egypt to Alexandria- marked 17 NOV 61 ALEXANDRIE on reverse
In Alexandria picked up by the Ligne de Syrie and carried to Jaffa
Provenance: Richard Schaefer, Daniel Ruiz and Pilatus
Ottoman Empire in Asia: Jerusalem (12R)
Basel to Jerusalem, Palestine, October 1858. Single rate of 15 Rappen for Printed Matter, sent via Marseille, Jaffa
Carried by Messageries Imperiales- Ligne de Syrie from Marseille to Jaffa
Carried by posta mültesimi agents from Jaffa by overland caravan mail route to Jerusalem
Ottoman Empire in Asia: Jerusalem (12R)
Basel to Jerusalem, Palestine, December 1860. Single rate of 120 Rappen, sent via Marseille and Alexandria.
Carried by Messageries Imperiales- Ligne de Egypt to Alexandria- marked on reverse ALEXANDRIE 18 DEC 60
In Alexandria picked up by the Ligne de Syrie and carried to Jaffa and by overland merchant caravan to Jerusalem
Kingdom of Persia
Persia (present day Iran) was an independent Kingdom where absolute rule gave place to a constitutional government
in 1906. Persia only issued their own postage stamps in 1868. Known for their swift courier posts in the ancient Persian
empire- the country was slow to establish a modern postal organization. The first foreign postal administration to
establish a presence in Persia was India in 1857. The Swiss rate tables only mentioned Persia for the first time on 10
February 1857. Before that the general French transit rates for non-listed destinations were applicable. Mail could not
be sent directly to Persia but had to go through forwarding agents located in Trapezunt (Trebisonde) on the Anatolian
coast of the Black Sea. This only changed in 1875 when Persia joined the Universal Postal Union (UPU).
Postal Station between Trebizond and Tauris (Tabriz), Persia, circa 1863
Kingdom of Persia (13R)
Zofingen to Tauris, Kingdom of Persia, September 1862. Single rate of 90 Rappen, sent via Marseille and Trapezunt
Carried by steamer PHASE of the Messageries Imperiales- Ligne Levant to ConstantinopleArrival at the French Post Office in Constantinople October 11 and by auxiliary branch line to Trebizond
Carried by overland mail caravan from Trebizond to Tauris (Tabriz)
Provenance: Pilatus and Seebub (Silvain Wyler)
The Alexandria-Cairo Overland Mail Route
The Franco-Swiss postal treaties stipulated that mail that mail to Egyptian inland destinations had to be treated
differently than the coastal destinations. While mail to Alexandria could be fully franked to destination (PD) mail to Cairo
and inland towns could only be prepaid to port of arrival, Alexandria (PP) being subject to forced franking
(Zwangsfrankatur). The first foreign post office in Cairo was established by England in 1859 followed by France.
Mail conveyance from Alexandria was
by overland merchant caravan route
and
subject
to
additional
fees,
accessed by the French post office or
by the Egyptian run Posta Europea.
The Egyptian Overland Mail Route
Ottoman Empire in Africa: Cairo (13R)
Basel to Cairo, Egypt, February 1860. Single rate of 95 Rappen, send via Marseille and Alexandria
Sent un-franked- manuscript marking Zwangsfrankatur (Forced Franking) and returned to be franked 15 February 1860
Carried by the Messageries Imperiales- Ligne d”Egypt to Alexandria- arrival on reverse 27 FEVR 60
Overland mail dispatch by merchant caravan mail route Alexandria to Cairo
Provenance: Michael Sacher
Ottoman Empire in Africa: Alexandria (12R)
Neuchatel to Alexandria, Egypt, January 1861. Single rate of 95 Rappen, sent via Marseille.
Carried by the French Messageries Imperiales- Ligne d”Egypt to the French Post Office in Alexandria
Arrival postmark ALEXANDRIE 27 JANV 62 EGYPTE on the reverse
Ottoman Empire in Africa: Alexandria (12R)
Geneva to Alexandria, Egypt, May 1863. Double rate of 180 Rappen, sent via Marseille.
Dispatch by forwarding agent Auguste Snell Commissions & Transport, Geneva.
Carried by the Messageries Imperiales- Ligne d”Egypt to Alexandria- arrival backstamp Alexandria 3 Juin 1863.
Provenance: Daniel Ruiz
Africa
During period of 1848 to 1863 mail communication between Europe and the African continent was still very much in its
infancy. Africa was in the process of colonization, visited by missionaries, explores and merchants. As such mail service
was infrequent and not very reliable.
North Africa
Prior to 1854 the North African coast was serviced through infrequent French naval packets of the Etat Marine sailing
from Toulon to Algiers. In April 1854 the Compagnie de Messageries Imperiales assumed control of the North Africa
mail packet with five ships on a weekly schedule. There were four main routes from Marseille to North Africa. The
westernmost to Oran ran between Spain and the Balearic Islands. The most important service was to Algiers. Further
east a line ran to Stora, the port of Philippeville. Coastal auxiliary lines connected the port cities of Tangier, Oran,
Mostaganem, Bonne and Tunis. Since the routes to North Africa were comparatively short and the ships smaller, onboard post offices were not employed, last-minute and ship-board mail was collected in moveable boxes.
French North Africa
On the pretext of a slight to their consul, the French invaded and captured Algiers in 1830. The conquest of Algeria by
the French Foreign Legion was long and resulted in considerable bloodshed. A combination of violence and disease
epidemics caused the indigenous Algerian population to decline by nearly one-third from 1830 to 1872. The whole
Mediterranean region of Algeria became a French overseas territory (Department 92) on December 9, 1848. It remained
until the conclusion of the Algerian War of Independence (1954-1962) when it became part of the liberated Algeria.
French North Africa: Algeria (12)
French Transit Treat. Rate Period: 14.9.1854 to 14.8.1859
Morges to Setif, Colonies Suisse, Algeria, October 1854. Single rate of 35 Rappen, via Marseille
Carried by Messageries Imperiales to Algiers and merchant caravan to Setif
Provenance: Henri Grand and Richard Schaefer
Compagnie Genevoise des Colonies, Setif
The Compagnie Genevoise des Colonies was a Swiss colonization society established in 1854 in Geneva by two
businessmen- Comte de Beauregard Francis and Charles Louis Sautter. On 26 August 1853 Napoleon III awarded
them a land grant of 20,000 hectares in Algeria as a gift of gratitude for their early support in his election. In return they
had to make a commitment to assist in the development of housing and farming in Algeria. The first representative of
the Compagnie Genevoise des Colonies in Algeria was a young Swiss man- Henri Dunant who arrived in Setif in 1854.
He realized soon that he needed to obtain water rights to be able to establish a prospering settlement. He took he plea
directly to Napoleon III who was engaged in the Italian Unification Wars in Northern Italy at the time. This visit had a
lasting impact on the young Dunant- some years later he left the Swiss Colony in Setif to establish a new organizationknown as the Red Cross.
Maison des Villages Suisse pres de Setif, circa 1855
-Sketch from the Compagnie Genevoise des Colonies
for the housing development in Setif
Compagnie Genevoise des Colonies, Setif
French Transit Treat. Rate Period: 14.9.1854 to 14.8.1859
Morges to Setif, Colonies Suisse, Algeria, October 1855. Single rate of 35 Rappen, via Marseille
Carried by Messageries Imperiales to Algiers and merchant caravan to Setif
Provenance: Henri Grand and Richard Schaefer
French Foreign Legion: Chasseurs d’Afrique
French Transit Treaty: 15.8.1859 to 30.9.1865
Chur to Alger- Chasseurs d’Afrique, August 1861. Single rate of 40 Rappen, Paid to Destination (PD)
Messageries Imperiales from Marseille to Algiers and French Field Post to the Chasseurs d’Afrique
The Chasseurs d’Afrique (Hunters of Africa), were a light cavalry corps in the French Foreign Legion of the Armee
d”Afrique. First raised in the 1830’s from regular French cavalry posted to Algeria, they were recruited from either
French volunteers, foreign mercenaries or recruits from the indigenous people of North Africa. Their light blue uniform,
together with their brutal tactics in conquering North Africa earned them the nickname Blue Butchers.
French Foreign Legion: Regiment Voltigeurs
French Transit Treaty: 14.9.1854 to 14.8.1859
Aarau to Philippeville- Regiment Etrangere, Compagnie Voltigeurs, September 1858. Single rate of 35 Rappen.
Carried by the French Messageries Imperiales from Marseille to Stora, the port of arrival for Philippeville
Marked upon arrival on the reverse with PHILIPPEVILLE 12 SEPT 56
The Regiment Voltigeurs was a special unit within the French light infantry, first formed by Napoleon Bonaparte. The
regiment was made up off men vigorous and light but of the smaller size. The warrant officers and soldiers who will be
allowed there will not be able to have more than 1 meter 598 centimeter, the officers more than 1 meter 622 centimeters.
The Voltigeurs were deployed for immediate impact making them the most feared of the French foreign legion regiments.
The Barbary Coast: Morocco
Morocco finds its origins dating back to the Berber Kingdom of Mauritania. Morocco and the entire Barbary Coast
th
despite its organized piracy, attracted European consuls in the 16 century, but its decayed Muslim sultanate remained
th
medieval well into the 19 century. The port city of Tangier remained independent until 1956 when it joined Morocco.
Prior to that it was under Ottoman, French and British influence but was always able to maintain its independency. Both
the French and British posts maintained foreign postal agencies in Tangier from 1854 on which passed mail via Oran
connecting with the Messageries Imperiales to Marseille and Continental Europe.
Messageries Imperiales en route to Oran, 1861
North Africa: Morocco (13)
Chaux-de Fonds to Tanger, Morocco, July 1861. Single rate of 95 Rappen, via Marseille
Paid to Destination PD- manuscript marking par Marseille. Border exchange Morteau 31 July 61
Carried by the French Messageries Imperiales from Marseille- arrival backstamp 1 August 1861
On the Spain-Balearic route to Oran- arrival backstamp 9 August and by coastal auxiliary line from Oran to Tangier
Provenance: Rudolf Zabel
French West Africa
Since the 18th century, Portuguese, British and French traders had established small stations on the West African
coast, called Rivières du Sud by the French. By the 1820, British suppression of the slave trade and Portuguese
imperial decline saw these posts abandoned, with British and French traders moving in. In the 1850’s the French
colonial governor of Senegal, Louis Faidherbe, formalized the colonial structure of the West African coast under the
official name Rivers du Sud. By 1859 it included the entire coast from to the Island of Goree to the border of British
Sierra Leone.
Goree was an important west-African
slave transport center off the coast of Senegal.
Slaves were shipped to the French, Spanish,
Dutch and Portugese colonies. Today it is home
to the Maison des Esclaves (House of Slaves) a
memorial to the Atlantic slave trade.
Slave trade at Goree Island
French West Africa: Goree (Senegal) (13)
Geneva to Goree, Senegal, November 1862. Single rate of 90 Rappen, via Bordeaux
Sent via Bordeaux and carried by steamer of the African Steamship Company from Liverpool to Goree
Provenance: Richard Schaefer
In 1852 the British government appointed the newly established African Steamship Company with a Royal Charter to
assist with the emerging colonization of the West African coast and to carry a monthly mail packet from Liverpool.
East Africa: Mauritius
th
Mauritius was first settled in the 17 century by Dutch explorers. After French rule the island became British in 1810 as
a Crown Colony. The first English post office was established at Port Louis in 1811. By 1848 fast schooners were
operating for mail dispatch via Ceylon. During the next decade mail was carried on different Peninsular & Orient
Steamship Company schedules via the Cape, via Aden or via Ceylon or with ships of the Compagnie Messageries
Imperiales to Alexandria, connecting with the Australian packet mail.
Arrival of the British PacketPort Louis, circa 1859
Mauritius (12)
Luzern to Mauritius, August 1859. Double rate of 190 Rappen, via Marseille- foreign postage not recognized
Manuscript marking affranch forcee 1.90 (forced franking Fr. 1.90). Returned to Luzern for payment (August 15)
French Transit Treaty. Rate Period: 1 January 1857 to 30 June 1862
Manuscript marking via Marseille- Paid to Port PP (Paid to Destination not possible- PD annulled)
Marseille-Malta-Alexandria with Compagnie des Messageries Imperiales- overland by caravan route to Suez
Carried by Australian and European Royal Mail Company on the Australian route to Port Louis
Postmarked G.P.O. MAURITIUS SP 15 1859 by the British Post Office in Port Louis
Marked Affranch Forcee 1.90
(forced franking 190 Rappen) Australasia
Australasia includes Australia, New Zealand and the Pacific Islands, it was the last continent to be discovered and
explored. In 1519 Magellan first crossed the Pacific and even in the 19
th
century the region was not fully mapped.
th
During the 19 century the western powers began to create the spheres of influence, which were to form the basis of
their colonial empires in the Pacific.
In 1770 captain Cook discovered the south-east side of Australia and claimed it for Great Britain, naming the territory
New South Wales. In 1793 the colonization expanded- by 1813 Tasmania and Queensland were settled, in 1829
Western Australia and in 1836 South Australia. Through the Australian colonies government act of 1850, New South
Wales, Victoria, Tasmania and South Australia became virtually independent. In 1851 vast gold deposits were
discovered, which resulted in a tremendous increase of economic activities, growth of population and the need for better
postal communications with the rest of the world.
Australia
Most European mail was sent through England, initially via Cape of Good Hope or Cape Horn. From 1844 to 1849 the
Toulmin brothers from England introduced a regular service to Sydney, via Cape of Good Hope. The ships were
however old and slow so that the British Admiralty did not renew the contract and replaced it with the Australian Mail
Steam Navigation Company.
With the establishment of the overland mail
route from Alexandria to Suez, the long and
hazardous trip around the Cape was no longer
required. By 1845 the P & O Line was
beginning to operate in the Far East and in
1852 a service was introduced from Singapore
to Sydney via Batavia, King George's Sound
(near
Albany),
Adelaide,
Melbourne
and
Sydney. This two-monthly service operated for
three years when in 1855 the line was
eliminated since the ships were re-deployed
for the Crimean War. When a new contract
was offered to P&O in 1856, the terms were
rejected and the British post office awarded
the service to the European and Australian
Royal Mail Company.
Australian Colonization 1850 to 1913
By 1858 the European and Australian Royal Mail Company had to declare bankruptcy and the British post office offered
the contract again to the Peninsular and Orient line, which assumed service by March 1859.
Australia: New South Wales (12)
Bern to Sydney, New South Wales, February 1857. Single rate of 135 Rappen, sent via Southampton
Carried from Southampton with Peninsular & Oriental Line to Alexandria- overland to Suez
P&O service via Point de Galle-Singapore-Batavia-King George’s Sound. Arrival in Sydney on May 19, 1857
Provenance: Dr. Ralph Soderberg and Richard Schaefer
Australia: New South Wales (12)
Bern to Syndey, New South Wales, March 1855. Single rate of 135 Rappen, sent via Southampton
Carried with European and Australian Royal Mail Company from Suez via Adelaide-Melbourne to Sydney
Rated in Syndey with 1d- representing the British colonial postage- arrival on reverse SYDNEY 29 JUNE 55
Australia: Victoria (12)
Neuchatel to Yering, Victoria, December 1857. Single weight of 100 Rappen, sent via Marseille and Suez
Carried by Australian and European Royal Mail Company via Port Louis and King George’s Sound.
Carried by Cobb & Co. stagecoach service from Melbourne to Yering
Australia: Victoria (12)
Motiers-Travers to Yering, Victoria, September 1858. Single rate of 95 Rappen, sent via Marseille and Suez
Carried by Australian and European Royal Mail Company via Port Louis and King George’s Sound.
Carried by Cobb & Co. stagecoach service from Melbourne to Yering
Addressed to the Swiss Immigrant wine-makers Samuel de Pury and Paul de Castella
In 1837, brothers William, Donald and James Ryrie, set out from New South Wales driving 250 head of stock, settling in the Yarra
Valley at Yering. They also brought wines with them, and when visitors came to the property, they were treated to wine labeled
“Chateau Yering”. In the 1850’s, the property was acquired by two immigrant families from Neuchatel, Castella and de Pury.
Australian Gold Rush
The gold rush in Victoria and New South Wales did for Australia what the ‘49er California rush did for the United States.
Both dramatically announced to the world the tremendous wealth of these frontiers. Life on the Gold fields was Spartan
with perhaps one in a thousand becoming wealthy as a result of digging the yellow metal. Many of the lucky ones spent
their fortune foolishly. They lived a nomadic life by participating in new rushed that erupted and in most cases the gold
they won from the gravels of quartz reefs barely covered their tucker and expenses. Nevertheless the excitement and
lustful lure of making a big strike kept their anticipation at a high level. Gold was first discovered in November 1851 at
Castelmaine, Victoria. Soon the search expanded and in 1852 Gold was discovered in nearby Bendigo. Word spread
quickly and immigrants from all over the world started to travel to the Australian gold fields.
Based of emigrant records at the Cantonal Library in Ticino it can be established that several families from the Italian
speaking Canton of Ticino left for the Australian Gold Fields in 1851. As word spread of their apparent success it
caused a general exodus in 1855 when 1073 Ticinesi left for Australia. The records document that by 1856 already an
astonishing 1661 individuals had left the small Canton of Ticino looking for the riches of the Gold Fields and a better life.
Australian Gold Rush: Bendigo Camp (12)
In the late spring of 185 gold was discovered in the Bendigo Creek and the rush to Bendigo began. Chinese people, in
particular were attracted to the Bendigo goldfields in great numbers, establishing a large Chinatown on a bountiful gold
run to the north west of the city. The Post Office opened on 1 July 1852 as Bendigo Creek. It was the first Victorian post
office to open in a gold mining settlement. It was renamed Sandhurst in 1854 and Bendigo in 1891.
Sandhurst (Bendigo) Post Office, in 1861
Sandhurst-Victoria
3 JY 62
Brusio to Bendigo (Sandhurst), Victoria Gold Fields, October 1861. Single rate of 95 Rappen, sent via Marseille
Sent via Marseille with the Messageries Imperiales to Alexandria. Paid to Port PP
Carried by Peninsular & Oriental Line steamer CEYLON to Melbourne- backstamp Melbourne 14 December 61
Upon arrival marked on the reverse Sandhurst, Victoria 16 December 1861
The letter remained unclaimed- marked ADVERTISED AND UNCLAIMED at Sandhurst and returned 3 January 1862
Provenance: Gerhard Oeschger
Australian Gold Rush: Bendigo Camp (12)
Locarno to Bendigo, Vicoria Gold Fields, October 1857. Double rate of 190 Rappen, sent via Southampton
Sent via Basel, Calais, Southampton to Melbourne with European and Australian Royal Mail CompanyArrival marking Victoria Ship Letter 8 January 1858 and delivery to Bendigo
Australian Gold Rush: Jim Crow Camp (12)
Tessiner Strahlenstempel
CEVIO
Cevio-Locarno to Jim Crow Gold Fields, February 1860. Single rate of 190 Rappen, via Southampton
Sent via Southampton to Alexandria- overland by caravan route to Suez.
By Peninsular & Oriental Line via Port Louis, Mauritius to King George’s Sound-Adelaide-Melbourne
Backstamped Melbourne APR 13 and by stagecoach Cobb & Co from Melbourne to Jim Crow gold fields.
Australian Gold Rush: Ballarat Camp (12)
Poschiavo to Ballarat, Victoria Gold Fields, February 1860. Single rate of 95 Rappen, sent via Marseille
Marseille to Alexandria with Messageries Imperiales. Overland by caravan route to Suez
Carried by Peninsular & Oriental Line- Changed Route: Via Suez-Aden-Mauritius (instead of Suez-Ceylon)
Arrival postmark Melbourne 6 May 1860. Delivery by Australian post office from Melbourne to Ballarat
Route Change: After the tender of 180,000 English pounds was accepted for the Australian mail service, P&O decided to divert the main line from Suez-‐Ceylon to Suez-‐Aden-‐Mauritius and onward to King George’s Sound. The new route started on 12 March 1859. P&O found this change unprofitable. The route was discontinued on 30 June 1860 and the P&O Steamship Company resumed its call at Point de Galle. Australian Gold Rush: Ballarat Camp (12)
Poschiavo to Ballarat, Victoria Gold Fields, May 1863. Single rate of 90 Rappen, sent via Marseille
Sent with Messageries Imperiales from Marseille to Alexandria- overland by caravan route to Suez
Carried by Peninsular & Oriental Line from Suez to Galle and auxiliary line via King’s George Sound to Melbourne
New P&O contract: 16 April 1861. Monthly service with half of the subsidies to be paid by the Colonies.
Arrival postmark Melbourne 14 July 1863 and Ballarat 16 July 1863
British North America
In 1791 Canada, which had been under British rule since 1763, was divided into the two Provinces of Upper Canada
(Ontario) and Lower Canada (Quebec). The former had been settled by the United Empire Loyalists, British who had
moved north rather than live under the American republic, whilst the principal inhabitants of the latter were fiercely
reactionary French. The two provinces were not on friendly terms and currents of discontent flowed just below the
surface. In 1837 there were minor rebellions in both provinces. As a result the British Government advocated planned
settlement and a representative government in a united Canada. The two provinces were re-united in February 1840
and, from 1849 until the formation of the Dominion in 1867, they were known as Canada West and Canada East.
Canada to 1873
Canada East (13)
Vevey to Quebec, Canada East, August 1858. Single rate of 115 Rappen, via Liverpool
Carried from Liverpool with the Allan Line steamer Anglo Saxon on the summer route to Quebec
Marked on reverse upon arrival Quebec 22 August 1858 and rated with the 1 d British colonial postage
The Montreal Ocean Steamship Company (Allan Line) received a Canadian mail contract in 1855 with a fortnightly
service between Liverpool and Quebec starting on 23 April 1856. The contract was renewed in the beginning of 1859
and the service was increased to weekly during the summer season. Time and mileage was saved on the Canadian
end by disembarkation at Riviere du Loup and the use of the connecting railway to Quebec.
United States
The first postal convention between the United States and Switzerland did not go into effect until 1 April 1868. Before
1840, mail between the two countries was exchanged by sailing ships from Europe, primarily the United Kingdom and
France. The captain of the vessel carrying the letter was obliged to turn it into the post office at the port of arrival. After
this date most mail was carried via the United Kingdom by contract mail steamships, first by British and later by
American steamships. Some mail was exchanged through Bremen and Prussia after their postal conventions went into
effect. Most mail to the United States, however, went via the British open mail and was exchanged through existing
conventions between the United Kingdom and France and between France and the Swiss cantons, later unified into
Switzerland. In the absence of a convention between the United States and Switzerland, mail could not be fully prepaid
and postage was always collected at destination.
Immigrant Ships, departure at Liverpool for
Quebec, New York, Boston, circa 1852
British Packet: Collins Line
Basel to New York, April 1856. Triple rate of 390 Rappen, via England
Carried by Collins Line to Boston and rated with 42 cents British open mail rate and 10 cents domestic delivery
Provenance: John F. Seybold and Walter Haemmerli
Rate Overview for Switzerland-United States (in Rappen)
The principal rate periods can be divided into five chapters: Period I: up to 14 December 1854; Period II: 15 December
1854 to 31 December 1856; Period III: 1 January 1857 to 30 April 1857; Rate Period IV: 1 May 1857 to 30 June 1862
and Rate Period V: 1 July 1862 to 31 July 1863:
Period Routing
I
Swiss Postal Zone
Mark
Paid to
I
II
III
IV
130
135
145
150
PD
Arrival Port
60
65
70
80
PP
Arrival Port
American Steamer
60
65
70
80
PP
Embarkation Port
British Packet
130
135
PD
Arrival Port
British Packet
From British Port
French Vessel
From French Port
II
From British Port
French Vessel
PP in 1856
60
65
PP
Arrival Port
60
65
PP
Embarkation Port
95
PP
Arrival Port
65
PP
Arrival Port
65
PP
Embarkation Port
95
PP
Arrival Port
115
PD
Destination
90
PP
Arrival Port
110
PD
Destination
From French Port
American Steamer
From Le Havre, or Liverpool
III
British Packet
From British Port
French Vessel
From French Port
American Steamer
From Le Havre or Liverpool
IV
British Open Mails
British Packet
From British Port
French Treaty Mail
All vessels of any flag from any port
V
British Open Mails
British Packet
From British Port
French Treaty Mail
All vessels of any flag from any port
British and American Steamship via the United Kingdom or France
In June 1840, British steamships of the British & North American Royal Mail Steam Packet Company (Cunard Line)
started carrying mail for the British government. They operated between Liverpool and Boston with a call en route at
Halifax, Nova Scotia. By January 1848, New York was added as a second western terminus, with voyages alternating
between Boston and New York. After September 1850, the calls to New York did not stop at Halifax each way. These
steamships carried not only mail for the United Kingdom but as well French transit mails, including the Swiss mails.
American steamships began to carry mail for the U.S. government across the Atlantic in June 1847. The American
steamship rate, which had to be prepaid, was established by Congress in 1845 for letters going to ports in England or
France. Maritime sea conveyance was available from the Ocean Line from Southampton (1847-1857), Collins Line from
Liverpool (1850-1858) and the Havre Line from Southampton (1850-1860). On 25 November 1849, a postal convention
was signed at Paris between France and Switzerland. The convention went into effect on 1 July 1850 and established
rates between the two countries and to destinations beyond, such as the United States. Dispatch was either via the
commercial vessels from the French ports or via the government packets from the United Kingdom. The rate
progression was based on a simple letter of 7 ½ grams with additional rate for each 7/ ½ grams. Prepayment was
required for letters from Switzerland by both routes. The payments covered all transit fees to the U.S. port of arrival,
leaving the U.S. portion of the open mail rate due. The Swiss post office paid the French post office 50 centimes for
each simple letter via the United Kingdom. Letters carried by American steamships directly from Havre were treated as
other vessels via the French port, subject only to postage to French port. Letters by American steamships via the United
Kingdom were treated the same as those carried by British steamships.
Basel to New York, January 1855. Double rate of 260 Rappen, sent via England
Carried by Collins Line to Boston- rated with 5 cents due for ship fee and domestic postage
Provenance: FIP Grand Prix Collection DESTINATIONS
Crimean War: Interrupted Trans-Atlantic Mail Service
With the outbreak of the Crimean War and the subsequent involvement of England, the British Admiralty took advantage
of a law, which permitted the requisitioning of private commerce vessels to war ships. The British authorities moved
swiftly and notified the principal ship owners and shipping lines that they would require to lease their vessels for troop
transport to and from the war zone. The British North American Royal Mail Steam Packet Company (Cunard), the
predominant steam ship company for transatlantic mail service at the time, was one of the which committed 11 of their
16 ships to the British crown. Initially, the consequences were not fully apparent but Cunard realized quickly that due to
the lack of vessels the fulfillment of the trans-Atlantic mail service was not only handicapped but virtually impossible to
run. This in turn led to the emergence of new shipping lines, particularly American. In order for Cunard to maintain a
certain level of service, the decision was taken to alter the schedule and stop sailing to New York.
During the period from 18 November 1854 to 9 January 1856 there was no British service to New York, all ships sailed
to Boston. The American owned Ocean Steam Navigation Company became one of the main beneficiaries, carrying
through its two ships the Washington and the Hermann, mail between New York and Bremen, calling at Southampton.
British Packet: Interrupted Mail Service
Period: 18.11.1854 to 9.1.1856
St. Gallen to Louisville, Kentucky, November 1855. Quadruple rate of 540 Rappen, sent via England
Paid to Destination(PD)- however upon arrival British ships were deployed to the CrimeanRoute changed to American Packet, which did not recognize Payment to Destination
Rated in New York with four time the 21 cents open letter rate- marked with 84 cents due
French or American Steamship via France
In the late 1840’s, the French were interested in competing with the British for transatlantic mail service to the United
States. On 25 April 1847, the French government announced a ten-year contract made with the firm of Herout & de
Handel for a mail service by steamship from Havre directly to New York. The line was officially known as the
Compagnie Generale des Paquebots Transatlantique. In lieu of a subsidy, the government loaned the company four
small steamships from the French navy, which were to carry only mail from the postal administration. However the ships
were slow and unsuitable for the North Atlantic and was suspended in January 1848.
Havre Line steamer Humboldt, circa 1851
On 5 October 1850, the New York & Havre Line steamship Franklin departed New York carrying the first mail for the
U.S. government directly to France stopping off Cowes, Isle of Wight, for British mail. Soon a monthly service operated
between New York and Havre, which lasted for seventeen years, interrupted only during the American Civil War. Mail to
and from the United States had to be paid the prevailing American packet letter rates. Letters to the United States
usually will show the circular datestamp of the Bureau Maritime in Havre. Mail was subject to the PP marking, indicative
of payment to port (Le Havre) only, leaving the French or American packet rate to be collected in the United States.
American Packet: Collins Line
Vevey to Georgetown, South Carolina, February 1859. Double rate of 230 Rappen, sent via England
Marked upon arrival New York 24 February Am. Packet and rated with the British open mail rate 42 cents
The U.S. postal service was responsible for dispatch from New York to South Carolina by coastal feeder service
Private Merchant Vessel
Charleston, South Carolina, 1856
Versoix to Charleston, South Carolina, September 1856. Sextuple printed matter rate, sent via France
Bureau Maritime Le Havre placed the printed matter on 10 September 1856 on a private merchant vessel
Entered the mails at Charleston, where rated with 12 cents due
Only recorded printed matter to the United States
Bremen Convention Mail
The first postal arrangement between the United States and the free Hanseatic city of Bremen was concluded in 1847.
There was as well a provision for mail from Switzerland sent via German transit to Bremen for dispatch to the United
States. The first mail voyage of the Ocean Line to Bremerhaven was in June 1847. The United States and Bremen
agreed to additional articles on 4 August 1853, which significantly modified the 1847 postal arrangement by reducing
the international rate. The new Bremen convention went into effect on 15 August 1853. Mail was carried from
Switzerland by the Thurn and Taxis post to Bremerhaven. The rates were as follows:
st
nd
Date
1 Rayon
(up to 10 miles)
2 Rayon
(over 10 miles)
02.02.1854
30.07.1854
26.11.1859
01.04.1860
95
130
95
95
105
140
105
95
Arrival of the Bremen packet, circa 1861
Bremen Packet
Thurn and Taxis Postal Treaty. Rate Period: 26.11.1859 to 15.7.1867
Bern to Camden, Mississippi, Confederate States of America, March 1861. Single rate of 95 Rappen, sent via Aachen
4 ½ sgr credit to Prussia for transit and 16 kr internationa rate- carried by North German Lloyd, steamer New York
from Bremerhave to New York- arrival 2 April New York Bremen Packet Paid- by US mail to Camden
Mississippi seceded from the United States on 9 January 1861 and became one of the original member states of the Confederacy on
4 February 1861. The United States postal system continued in use until 31 May 1861.
Only recorded correspondence from Switzerland to the Confederate States
Prussian Convention Mail
The first postal convention between the United States and Prussia was agreed to in late 1852 and published in the New
York Times on 26 October 1852. The U.S. - Prussian postal convention remained in effect until 1868 when it was
replaced by a new convention between the U.S. and the North German Union. Mail carried under the Prussian packet
was referred to as Prussian Closed Mail because mail was put at the Aachen post office in closed mail bags and sent
via Belgium to the United Kingdom where the bag was put on a contract mail steamer. Upon arrival the closed mail bag
was processed the port exchange office where the mail was charged as per convention rate tables.
The NEW YORK TIMES- 26 October 1852
Announcement of the Postal Convention between
the United States and Prussia
As per Prussian Postal Convention the rate from Switzerland to the United
States under the Prussian Closed Mail packet via Aachen was set at 35 cents.
Prussian Closed Mail Packet (12)
Prussia Transit Treat. Rate Period: 30.7.1854 to 25.11.1859
Dottikon to New York, November 1855. Single rate of 65 Rappen, via Prussian Closed mail
Sent via Aachen where put in closed mail bag, via Belgium, London, Liverpool to New York
Carried by Havre Line, steamer S.S. Argo- arrival in New York 5 December
Rated with 35 cents for incoming Swiss mail sent under the Prussian convention
Provenance: John F. Seybold, Emmenegger and Pilatus
Prussian Closed Mail Packet
Prussia Transit Treat. Rate Period: 30.7.1854 to 25.11.1859
Departure of the Prussian Closed Mail Packet, circa 1858
Chateux d’Oex to New York, September 1858. Single rate of 185 Rappen, sent via Prussian Closed mail
Initial manuscript marking via Frankfurt and prepaid with 140 Rappen- 6 September
Routing changed with new manuscript marking Malle Prussienne requiring an additional 45 Rappen- 9 September
Transit to Aachen- credit 25 cents to the United States and put in closed mail bag
Arrival New York 29 September and assessed with 30 cents: 5 cents domestic rate and 25 cents sea-transit
Rated for collection on the back with 35 Kreuzer for incoming mail from Switzerland under the Prussian Convention
Only two correspondences recorded from Switzerland carried by Prussian Closed mail
French Convention Mail
On March 2, 1857 a new postal treaty between the United States and France was signed, effective as of 1 April 1857
(for Switzerland as of 1 May 1857). The treaty unified the rates with equal rates in force for British, French and
American ships sailing from Le Havre, Southampton or Liverpool. Introduced were as well optional franking or payment
to destination. The Swiss postal administration issued a post office notice on 14 April 1857, informing the postal
agencies that the new rates were to take effect as of 1 May 1857. This one month delay meant that England, France
and the United States treated letters to and from Switzerland according to the new postal treaty of 1 April 1857, whereas
Switzerland still treated them in accord of the old treaty.
Calais, circa 1858
American Packet: Collins Line
Bern to Cincinnati, Ohio, May 1863. Triple rate of 330 Rappen, via England
Intended for Cunard steamer China- however already departed and placed on Collins steamer
Rated with 27 cents credit to the United States (9 cts per weight)- unique mixed franking
American Packet: Inman Line
Aarau to New York, November 1862. Double rate of 190 Rappen, sent via Calais and Liverpool
Rated for collection with 21 cents British open mail rate by the New York port exchange office- unique mixed franking
Provenance: Strubel Peter
Canadian Packets via Quebec, British North America
The Montreal Ocean Steamship Company, otherwise known as the Allen Line, began carrying US correspondences
from Liverpool to Portland on the winter route to Canada during November 1858. At the end of the following November
mails were embarked and landed at Queenstown but in May 1860 the management decided that, in order to withstand
competition from Cunard, it would make use of the shorter route round Ireland’s northern coast and Moville
(Londonderry) was therefore substituted for Queenstown. The exchange office of Glasgow was created to cater for mail
carried by Canadian packets for the exchange offices of Portland, Chicago, Detroit, Boston and New York.
On the American seashore, mail arrived and was treated at Quebec, British North America at the exchange office at
Riviere du Loup on the St. Lawrence River. From there the mail bags were carried by railroad l to Portland, Maine where
they were opened and marked with the relevant exchange cancel for incoming trans-Atlantic mail. For the purpose of
the postal treaties, the Canadian packets were treated as British packet mail, since Canada was a British colony.
Montreal Ocean Steamship Company (13R)
French Transit Treaty. Rate Period:1.7.1862 to 30.6.1875
Fribourg to Rochester, New York, December 1862. Triple rate of 270 Rappen, sent via England via Canada
Paid to Port PP. Carried by Canadian Allen Line steamship Hibernian to Quebec- by train to Portland, Maine
Manuscript (pencil) marking 3 (cents)- for paid letters carried by British steamship (as per postal Convention Canadian
steamships were considered British- even though under contract with the United States to carry American mail).
Handstamp Portland 6 January 1863 and by railway to Rochester, New York
The Hibernian arrived at Quebec on December 12, but put off the mail for the Portland, Maine exchange office at River du
Loup on the St. Lawrence River. The mail bags were carried by rail to Portland, where they were opened and marked with
the datestamp of the Portland exchange office, confirming that the international rate of 42 cents (triple weight) was paid.
Only recorded correspondence from Switzerland carried by Canadian packet
United States: The Western Expansion
The Anglo population of the United States in 1830 was concentrated east of the Mississippi River. Saint Louis, Missouri
was the primary departure point for the venturesome few who explored and traded in the vast area to the west. In the
Northwest, mountain men were employed in the fur trade, trapping beaver for their pelts, and in the Spanish areas of
the Southwest, traders were active on the Santa Fe Trail. In California the few Anglos present were involved in the hide
and tallow trade. In 1830 government mail service was virtually non-existent west of the Mississippi River. What little
mail there was to and from the area was handled “by favor” of individuals who traveled along the various trails.
The Western Expansion 1847-1861
Transcontinental Water Routes
The most important government mail contract route connecting California and the East was for the route, via the
Isthmus of Panama, between San Francisco and New York. This route carried the majority of government mail during
the period between 1849 and the July 1, 1861 commencement of daily overland mail on the central route. In addition to
the contract mails carried on the via Panama route, some transcontinental private express companies used their own, or
the same contract steamers to carry their agents, often accompanied by express mail bags, over the same route.
There were three segments to the route. The United States Mail Steamship Company (USMSC) held the contract for
mail on the Atlantic side with service from New York to Chagres commencing on October 1, 1848. With the opening of
nearby Aspinwall the port was changed in March 1852. The Pacific Mail Steamship Company (PMSS) held the contract
for mail on the Pacific Ocean. Their service on the Pacific commenced with January 17, 1849 arrival of PMSS steamer
California at San Francisco with mail from Panama City. The third section was the seventy mile trail across the Isthmus
of Panama connected the two ocean mail routes. Original service was provided by the PMSS but on January 1, 1852
the transit contract was given to the Panama Railroad Company. The railway was completed in January 1855.
United States Mail Steam Ship Company
The United States Mail Steamship Company was formed in 1848 to assume the contract to carry the U. S. mails from
New York, with stops in New Orleans and Havana, to the Isthmus of Panama for delivery in California.
Route of the USMSC to Aspinwall
- connecting on the Pacific side with the PSNC
Couvet to San Francisco, May 1859. Double rate of 190 Rappen, sent via French steamer
The Le Havre Bureau Maritime placed the letter on the Le Havre steamer Fulton via Southampton to New York
Rated in New York on 14 June with 30 cents, international double rate and placed on USMSC steamer Star of the West
From Aspinwall across the Isthmus of Panama- placed on PMSS steamer Golden Age to San Francisco, arrival 15 July
Cornelius Vanderbilt
The great shipping magnate of New York, Commodore Cornelius Vanderbilt, had been granted a contract by the
Nicaraguan government to survey and build a cross-isthmus canal. Although such work never started he now controlled
the overland route across Nicaragua and decided to challenge the two steamship monopolies through his newly formed
Vanderbilt Independent Line. In an internal coup during spring of 1853 the assets of the Independent Line were sold
against his wishes to the newly formed Nicaragua Steamship Company. However Vanderbilt promptly organized a new
steamship company, the Independent Opposition Line and moved its operation to the Panama route. On September 20
1853 the Vanderbilt steamer Uncle Sam arrived in San Francisco followed in May 1854 by the Yankee Blade. His
personal yacht, the North Star, was converted into a steamer for the Panama to New York route. By September 1854 he
sold his assets again at a huge profit- the Uncle Sam to the US Mail Line and the Yankee Blade and the North Star to
the Nicaraguan Steamship Company. By January 1856 he was back in business- acquiring all assets of the Nicaragua
Steamship Company, running the line from New York to Aspinwall.
Couvet to San Francisco, August 1859. Double rate of 190 Rappen, sent via French steamer
The Le Havre Bureau Maritime placed the letter on the Le Havre steamer Arago via Southampton to New York
Rated in New York on 14 June with 30 cents, international double rate and placed on Vanderbilt steamer Northern Light
From Aspinwall across the Isthmus of Panama- placed on PMSS steamer Cortes to San Francisco, arrival 15 July
SS Northern Light 1857 Belonged to Vanderbilt, but in September 1857 she went onto the New York to Aspinwall
service for the U.S. Mail Steamship Company until December, 1857 when she went back to Vanderbilt's service.
California: Vanderbilt
Langnau to San Francisco, August 1860. Double rate of 230 Rappen, sent via North German Lloyd SS New York
Southampton-New York and by Vanderbilt SS North Star to Aspinwall. Panama-San Francisco by PMSS SS Uncle Sam
SS North Star 1854-1855 Formerly used as private yacht by Cornelius Vanderbilt and used on his New York to Aspinwall
service she performed same service for the USMSC from September 1854 until January 1855 when returned to Vanderbilt.
California: Vanderbilt
Geneva to San Francisco, November 1860. Triple rate of 345 Rappen, sent via Inman Line SS City of Baltimore
Liverpool-New York and by Vanderbilt SS Northern Light to Aspinwall. Panama-San Francisco PMSS SS Golden Age
Transcontinental Overland Routes
The development of overland routes connecting the Atlantic states with the emerging west was slow. Individual
operators where discouraged by the continued Indian depredations and the eventual military dispatches were spotty at
best. This only changed when the Overland Mail Company, started to operate a regular mail contract service over the
central overland route (former Pony Express route) on 1 July 1861. It became the new default route for mail dispatch
from the East to the West and back, virtually eliminating the Panama route. The central overland route was superseded
by the completion of the transcontinental railroad on 10 May 1869.
The Overland Mail Company, San Francisco, 1861
Salt Lake City Route
Mail service between Salt Lake City and the East was largely unsatisfactory during the period before the
commencement of the daily overland mail on July 1, 1861. In 1850 a four year contract was awarded to Samuel
Woodson for a monthly service from Independence, Missouri to Salt Lake City. The service commenced on July 1, 1850
and was to continue until June 30, 1854. In July of 1851, Woodson subcontracted with Fearamorz Little to carry the mail
on the Salt Lake City and Fort Laramie section. The mail service proved poor to nonexistent.
The Salt Lake City Route (source: Richard Frajola)
In 1854 a new contract was awarded to W.M.F. Magraw for a route between Salt Lake City and Independence. The
contract specified monthly mail service at $14,400 annual compensation. Following Indian depredations on the route the
compensation was increased. Hiram Kimball was awarded a contract for a monthly service on route #8,911 between
Salt Lake City and St. Joseph, Missouri on October 16, 1856. In October 1857, after Kimball's failure, the service was
let to S.B. Mills at $32,000 per annum. The contract was re-let and awarded to J.M. Hockaday at $190,000 per annum
for a weekly service commencing May 1858. On April 14, 1859 service was reduced to twice-monthly and payment
reduced. In May 1859 the Jones, Russell and Company purchased the contract. On March 12, 1861 the central
overland route between California and Missouri was unified and a contract with the Overland Mail Company signed with
daily mail service to commence July 1, 1861.
Indian Depredations on the Salt Lake Route
In 1854 a new contract was awarded to W.M.F. Magraw for a route between Salt Lake City and Independence. As a
result of Indian depredations on the route, the monthly westbound dispatches from Independence for November and
December 1855 and January, February, and March 1856 were held at Plane Bridge near Independence Rock until the
April dispatch picked up the sacks and delivered them six months letter in Salt Lake City on May 10, 1856.
The W.M.F. Magraw stage coach
- under attack by Indians, fall 1855
Cover below was with this delayed mail that went westbound, past Ft. Laramie, to Salt Lake City
and then eastbound to destination:
Nebraska Territory: Salt Lake Route
Lugano to Fort Laramie, Nebraska Territory, October 1855. Double rate of 270 Rappen, via Collins SS Pacific
New York exchange with Due 5 Cents rate and overland on Central Route via Independence, Missouri
Carried past Fort Laramie by error. 1 June 1856 Salt Lake City Missent & Forwarded eastbound to Fort Laramie
Overland Mail Company (OMC)
The Overland Mail Company (OMC) began operating over the Central Route (former Pony Express route) 1 July 1861
with mail departures from Placerville, California and Saint Joseph, Missouri. The OMC divided the operational control of
the route with the Central Overland & Pikes Peak Express (COC&PP) handling mails east of Salt Lake City and Wells
Fargo and Company handling mails west of Salt Lake City. Ben Holladay purchased the COC&PP on 21 March 1862
and renamed it the Overland Stage Company. Numerous route changes were made due Indian depredations in the
following years. In 1866 Ben Holladay sold the Overland Stage Company to Wells, Fargo, leaving them in charge of the
entire route.
California Overland Mail Company
- departure from San Francisco, circa 1861
California: Overland Mail- OMC
Schaffhausen to San Francisco, October 1861. Single rate of 130 Rappen, sent via HAPAG steamer Teutonia
Southampton-New York, arrival 25 October. Rated with 15 cents, international rate to San Francisco.
Placed on stage coach of the Overland Mail Company route New York-St.Louis-Salt Lake City-San Francisco
Provenance: Walter Wegst and Richard Schaefer
Utah Territory: Overland Mail
April
St. Imier to Provo City, Utah Territory, April 1862. Single rate of 90 Rappen, via France.
Carried by North German Lloyd steamer Bremen, departing Southampton April 16- arrival New York April 29
Rated with 15 cents international rate- 9 cents credit to France. The US 3 cents stamp was not recognized.
29 April on Overland Mail Company stage coach, route: New York-Atchison-Salt Lake City-Provo, arrival 30 June
Provenance: Bellelay (Henri Grand) and Richard Schaefer
Utah Territory: Overland Mail
Zurich to Provo City, Utah Territory, May 1863. Single rate of 110 Rappen, via France by British Service
Carried by Cunard steamer Asia, departing Liverpool May 16- arrival Boston May 27
Rated with 15 cents international rate by the Boston port exchange office- 9 cents credit to France.
27 May on Overland Mail Company stage coach, route: Boston-Atchison-Salt Lake City-Provo
Provenance: Harlan Stone
These are the only two recorded correspondences from Switzerland to Utah Territory
The West Indies and Central America
Mail service from Switzerland to the West Indies and Central America was treated under the French transit treaties and
exchanged via England with ships of the British Royal Mail Steamship Company (RMSP). The region included:
British West Indies:
Antigua, Barbuda, Bahamas, Barbados, Dominica, Grenada, Jamaica, Saint Kitts, Nevis, Santa
Lucia, St. Vincent, Trinidad and Tobago, Montserrat, Tortola, Turks Islands and Guyana
British Honduras: Belize
Mosquito Territory
Danish West Indies: St. Thomas and St. Croix
Costa Rica
Guatemala
French West Indies: Guadeloupe, Martinique
Hispaniola: Haiti and St. Domingo
Mexico
Dutch West Indies: St.Eustatius, St.Martin
Dominican Republic
Venezuela
Spanish West Indies: Cuba, Puerto Rico
A French government subsidized mail packet line, the Cie Generale Transatlantique started a service to Mexico in 1862,
calling at Santiago. Only in 1865 the line was extended to include other Caribbean destinations.
British West Indies Packet
(Main and Feeder Routes)
Early West Indies Packet Service
The first packet service to the West Indies was in 1702 using chartered ships designed, built and operated by Edmund
Dummer, Surveyor of the Navy. The British post office granted him a contract to perform a monthly round trip from
Falmouth to Jamaica, which had been taken from the Spanish and colonized in 1655, and Barbados, Antigua,
Montserrat, Nevis and St. Kitts, all settled in the early years of the seventeenth century. The contract did not last long for
the country was at war and the Caribbean infested with French privateers. An attempt was made to revive the packets
in 1745 but financial considerations rendered them short-lived. A third attempt was made in 1755 and, apart from a
short suspension, the line now became a regular service and survived during the next eight-five years. During the
eighteen-thirties it became apparent that the Admiralty coffin brigs were slow, cramped and uncomfortable and on
arrival in the West Indies the mails were transferred into steamers which had been converted from old ten-gunners. As
there was no special accommodation the mails were often stuffed into any space that happened to be available, chain
lockers, cabin bunks or under the saloon table.
Royal Mail Steam Packet
James MacQueen was the editor of the Glasgow Courier. He had worked in his youth in Grenada as the manager of a
sugar plantation. During that time and in subsequent years he made repeated visits to all of the West Indian colonies
and consequently was an acknowledged authority on the area. In 1837 he submitted detailed proposals to the
Government for a steamship service between Great Britain and the Caribbean in place of the current Admiralty packets.
In early spring of 1839 MacQueen enlisted the support of a group of London merchants and planters, known as the
West Indian Committee to found a steamship company to operate the packet service for the Caribbean. The Royal Mail
Steam Packet Company was formed in July, the Post Office gave the scheme serious consideration during August and
the company received a Royal Charter in September. MacQueen was appointed Superintendent of Affairs.
The contract called for twice-monthly sailings to Barbados and from thence along the northern periphery of the islands
to Cuba, whilst seven steamers and three sailing vessels connected at predetermined ports to carry the mails to all part
of the Caribbean. In the meantime the British Post Office embarked on a complete reconstruction of its mail
arrangements in the Caribbean. Over fifty ports had to be visited, many of which were foreign and had previously been
served only by Private Ships, and at these places it was necessary to appoint Packet Agents. Normally the first choice
was the local British Consul. In September 1843, the Admiralty conceded to Southampton becoming the British packet
terminus, being put two hours from London by train, the mails were dispatched from there on the 2
nd
th
and 17 of each
month. Falmouth, three days distant from London and without a railway continued to be used for the Admiralty run Brazil
packet.
A new contract, scheduled to last for eleven years from 1 January 1851, covered not only the established
service to the West Indies but also another monthly service to Brazil and the River Plate (see chapter South America).
Royal Mail Steam Packet
- coaling at St. Thomas, circa 1855
St. Thomas, the Caribbean headquarters of the RMSP, now became the first port of call for the mainline packets before
they continued to Santa Marta and Chagres (see as well under chapter Panama Crossing), Madeira, Fayal and
Bermuda were omitted from the Atlantic route and all West Indian destinations were served, directly or indirectly, from
St. Thomas. In February 1852 amendments were made to the schedule to reflect the capabilities of new ships coming
into service. The time out to St. Thomas was reduced from seventeen days to fifteen and the mainline packet now
called at Carthagena as well as Santa Marta before continuing to Chagres and Greytown (San Juan de Nicaragua). In
1858, because the company wished to expand its fleet but was loath to invest so near the end of a contract, the Post
Office granted an extension of a further two years until December 1863.
British West Indies: Santa Lucia (13)
Mendrisio to Castries, Santa Lucia, December 1854. Single rate of 150 Rappen- full franking mandatory (PD)
Carried by Royal Mail Steam Packet- to St. Thomas and auxiliary branch line to Santa Lucia
London 20 December 1854- arrival backstamp St. Lucia 20 January 1855
(Manuscript marking 150 (rappen) on the back-indicative of postage. Stamps were washed off and later replaced
Hispaniola: Baptist Missionary Society
Haiti was able to free itself from French rule in 1804 when the French West India Company was forced the cede control
to a local military government. Soon after the revolution, all foreign priests in the Haitian Catholic Church fled and Rome
cut off all relations. Haiti only re-established relations with the Vatican in 1860 and power over the church in Haiti
transferred once again to Europe. Several British missionary societies started to establish a presence on the island
during this time- one of the first was the Baptist Mission with a presence in Jacmel- on the Southern part of Haiti.
The Baptist Mission, Jacmel, Haiti, circa 1863
Hispaniola: Haiti (13)
Lausanne to Jacmel, Haiti, January 1863. Single rate of 60 Rappen- paid to England
Paid to London only: Baptist Mission House- where forwarded by private missionary mail service
Carried by English merchant ship- departing London 16 December 1862- arrival in Jacmel, Haiti on 22 January 1863
Earliest recorded correspondence from Switzerland to Hispaniola
Spanish West Indies: Cuba (12)
Zurich to Havana, Cuba, April 1855. Double rate of 270 Rappen, sent via England
Carried by Royal Mail Steam Packet- left London May 2 1855- Paid to Destination (PD)
Rate for collection with 2 real for Spanish Colonial mail and NE- indicative of steamship mail from Norte Europa
First recorded franked correspondence from Switzerland to Cuba
Spanish West Indies: Cuba (12)
Zurich to Havana, Cuba, March 1857. Double rate of 190 Rappen, sent via England
Carried by Royal Mail Steam Packet- left London 11 March 1857- Paid to Port (PP)
Rate for collection with 2 real for Spanish Colonial mail and NE- indicative of steamship mail from Norte Europa
Spanish West Indies: Puerto Rico (12)
Morges to Humacao, Habitatioon Suisse, Puerto Rico, May 1858. Single rate of 95 Rappen- paid to destination (PD)
Carried by Royal Mail Steam Packet- Left London 13 May1858- arrival in Puerto Rico recue le 7 June 1858
Rated for collection in Puerto Rico with 3 ½ real ship fee and domestic delivery fee- arrival postmark on reverse
Spanish West Indies: Puerto Rico (12)
Morges to Humacao, Habitation Suisse, Puerto Rico, March 1858. Double rate of 190 Rappen- paid to Destination (PD)
Initially sent un-franked- returned to sender with manuscript marking affranchissement obligatoire
By Royal Mail Steam Packet- left London 3 April- arrival in Puerto Rico 6 May 1858, rates with 3 ½ real ship fee
Venezuela
Venezuela was serviced as part of the West Indies postal route through the Royal Mail Steam Packet Company. In
1842 the main RMSP depot and coaling station was moved from Barbados to St. Thomas. A feeder service of the
RMSP serviced the Venezuela calling at Porto Cabello and a Guayra. The French established a service in 1865 through
the Compagnie General Transatlantique.
Royal Mail Steam Packet on the West Indies route, circa 1856
Venezuela (12)
Langnau to Caracas, Venezuela, March 1856. Single rate of 135 Rappen, sent via Southampton
Manuscript marking Par steamer voie d”Angleterre and Franco
Paid to Port PP- carried by Royal Mail Steam Packet via Southampton to St. Thomas
Carried from St. Thomas to La Guayra by RMSP auxiliary line- rated for collection 2 real on arrival at Caracas
Provenance: Dr. Ralph Soderberg
Mexico
Mail to Mexico was sent exclusively through the West Indies route of the Royal Mail Steam Packet Company from
Southampton. The French only started a regular packet in 1862 with the establishment of the Compagnie Generale
Transatlantique. Port of arrival was always Vera Cruz, which was considered one of the most important commercial
ports in the Caribbean Sea. On rarer occasions mail was carried by the French or British naval ships or by private
merchant clippers. Overland dispatch was from Vera Cruz by mail stage coaches connecting with the Pacific Ocean.
Royal Mail Steam Packet- arrival of the West Indian Mail Packet, circa 1851
Mexico: Vera Cruz (12)
Basel to Vera Cruz, Mexico, November 1854. Single rate of 130 Rappen, sent via Southampton
Carried by Royal Mail Steam Packet- sent via St. Thomas in the Caribbean mail packet- transit time 22 days
Mexico: Mexico City (11)
Buehler to Mexico City, November 1858. Single rate of 95 Rappen, paid to port (PP)- Vera Cruz
Carried by Royal Mail Steam Packet to Vera Cruz and overland stage coach to Mexico City, rated with 2 reals
Buehler to Mexico City, Mexico, March 1860. Single rate of 95 Rappen, via England
Mail to Mexico could not be prepaid to Destination, only payment to port (Vera Cruz) was possible, rated with 2 Reals
Mexico: French Naval Ship L’Olivier, Vera Cruz (13)
French Naval Ship L’Olivier
- off the coast of Vera Cruz, circa 1859
Leopold Fournier, enlisted in the
French Navy in 1858 and was
deployed to the Gulf of Mexico
in 1859 where he was stationed
on the naval ship L’OLIVIER.
Following a successful blockade
of Mexico in the Pastry War of
1838, the French naval forces
continued to maintain a strategic
naval Brigade off the coast of
Mexico to control the flaring
tensions
which
ultimately
resulted in the Franco-Mexican
War of 1862-67.
Manuscript Endorsement
a bord de l’Olivier
Geneva to Vera Cruz, French Naval Ship L’Olivier, March 1859. Single rate of 135 Rappen, via England
Addressed to Leopold Fournier, aspirant de marine a board de l”OlivierPaid to Port PP- Manuscript marking via Southampton- carried by Royal Mail Steam Packet via St.Thomas
Chaux-de Fonds to Mexico City, November 1856. Single rate of 60 Rappen, paid to port (PP)- Southampton
Carried by private merchant vessel to Vera Cruz- rated with 2 reals at Vera Cruz for domestic delivery to Mexico City
Mexico: Puebla (13)
Neuchatel to Puebla, Mexico, July 1859. Double rate of 270 Rappen, via England
Carried by Royal Mail Steam Packet Southampton to Vera Cruz and overland coach to Puebla- rated with 2 Reals
Provenance: Gerhard Oeschger
Mexico: Sonora (13)
The coastal region of Sonora was home to early
missionaries, which lived alongside the local Yaqui
Indians. By 1703 the Jesuit missionary Juan
Salvatierra first founded the mission of San Jose de
Guaymas. In 1769 the town of Guaymas was
founded. During the 1850’s the port was attacked by
the French on two occasions- first in 1854 by Gaston
Rousset Bourbon, a pirate and in 1865 a fleet of
French ships took the port and occupied it until
September 1866.
The route of the Pacific Mail Steamship Company dominated mail transport until circa 1860Acapulco, Manzanillo and Mazatlan where the only ports of call along the Mexican coast. Guayamas
was serviced by a local auxiliary service.
Geneva to Guaymas, Sonora, Mexico, March 1858. Single rate of 95 Rappen, sent via Southampton
RMS West Indies Packet, steamer PARANA from Southampton to St. Thomas
Feeder service by RMS steamer SOLENT from St. Thomas to Vera Cruz and Aspinwall, Isthmus of Panama crossing
Carried by Pacific Mail Steamship Company from Panama to Mazatlan, on the California route
By local mail carriers from Mazatlan to Guaymas- the PMSC did not service Guaymas
Rated for collection with 2 real for the domestic delivery and sea conveyance on the Pacific route
Only recorded correspondence from Switzerland to Sonora-Sea of Cortez
South America: Northern and Pacific Coasts
During the age of emerging trade the west-coast of South America was among the most distant places to be reached for
the European colonial powers. The arduous journey around Cape Horn at the tip of South America and then north
meant nine to twelve months of dangerous sailing. However the importance of natural resources, such as the silver from
Peru, made the region an important hub for the Spanish empire and made it a target for the expanding British and
French colonial interests, which patrolled the coast through a naval fleet.
Pacific Steam Navigation Company
The birth of the Pacific Steamship Navigation Company (PSNC) closely paralleled that of the Royal Mail Steam Packet
(RMSP). It was the brainchild of William Wheelwright, the American consul in Valparaiso, who had run sailing ships on
the Pacific Coast and foresaw the advantages of a steamship line from Panama designed to connect with others from
Europe and the United States. The new company was granted a charter in February 1840. Two wooden paddle
steamers of 700 tons, Chile and Peru, were built at a Thames yard and, on completion sailed separately to Rio de
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Janeiro. On August 30 1840 they set out for Valparaiso via the Straits of Magellan. At first no contract was awarded
but there was an informal arrangement with the Post Office. In August 1845 a contract finally arrived and a monthly
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service was introduced in conjunction with the London mails of 17 (RMSP). The contract was extended in 1852 and
service was doubled with packets scheduled to leave Panama on the 9
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and 2th of each month and to arrive at
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Valparaiso on the 27 and 12 . Other contracts were negotiated in 1858 and 1864. The PSN also held mail agreements
with Chile, Bolivia, Peru, Ecuador and New Granada (Colombia).
Panama Crossing
In 1845 the Royal Mail Steam Packet (RMSP) sent out Captain Liot to survey the Isthmus of Panama and devise a
route over which the mails could be carried. The itinerary decided upon took them by canoe up the shallow Chagres
River, meandering through swamps, as far as Cruces. There they were transferred to pack-mules to cover the higher
land to Panama. In 1847 a convention was concluded with the Republic of New Granada, which allowed the transit of
closed mails under the supervision of British messengers. In 1849 the New Granada government granted rights of
transit for ninety-nine years to a new American venture, the Panama Railroad Company, for a link between Panama and
Limon Bay. Work on the railway started immediately and proceeded so swiftly that part of it was opened to traffic the
following year. But then lack of funds and technical difficulties caused a halt. The project was saved by a loan of $
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125,000 from RMSP. The last rail was laid on January 27 1855. By January 27 1855 the Panama Railway was ready
to connect Chagres with Panama and offer an efficient link between the Atlantic and Pacific Coasts.
Pacific Coast of South America: Peru (12)
Chaux-de Fonds to Lima, Peru, January 1856. Single rate of 190 Rappen, via Royal Mail Steam Packet
West Indies Route: Southampton-St.Thomas-Chagres, across Isthmus to Panama City and PSNC to Lima
Earliest franked correspondence from Switzerland to Peru
Pacific Coast of South America: Peru (12)
Chaux-de Fonds to Lima, Peru. April 1857. Single rate of 135 Rappen, via Royal Mail Steam Packet
West Indies Route: Southampton-St.Thomas-Chagres, across Isthmus to Panama City and PSNC to Lima
Pacific Coast of South America: Chile (13)
Geneva to Valparaiso, Chile, September 1854. Single rate of 190 Rappen, via England and Panama
Carried by Royal Mail Steam Packet Southampton to Chagres-Isthmus crossing by mule and canoe to Panama
By Pacific Steamship Navigation Company to Valparaiso- marked on the reverse received 27 Nov 54
Earliest recorded franked correspondence to Chile- only letter carried by mule route
Aarau to Valparaiso, Chile, August 1857. Double rate of 270 Rappen, sent via England and Panama
Carried by RMSP to Chagres- Panama crossing by Railroad to Panama City and by PSNC to Valparaiso
Chile charged 25 centavos: 20 centavos for letters from ½ oz to 1 oz and 5 centavos overseas rate
Aarau to Valparaiso, Chile, May 1857. Single rate of 135 Rappen, sent via England and Panama
Carried by RMSP to Chagres- Panama crossing by Railroad to Panama City and by PSNC to Valparaiso
Chile charged 25 centavos: 20 centavos for letters from ½ oz to 1 oz and 5 centavos overseas rate
Brugg to Valparaiso, Chile, February 1858. Triple rate of 405 Rappen, sent via London and Panama
Carried by Royal Mail Steam Packet from Southampton to Chagres and across Isthmus to Panama City
Carried by Pacific Steamship Navigation Company to Valparaiso- rated for collection with 25 centavos due to P.S.N.C
Brazil
Coincident with the RMSP steam service, Great Britain entered into negotiations with Brazil for a new postal agreement
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which was finally signed on 12 January 1853. Previously postage had been very high. “The sum of 540 reis for each
ounce weight of letters conveyed by H.M. packets to the ports of Brazil is paid to this country by the Brazilian Post
Office under a very old treaty in aid of the expense incurred by Great Britain in maintaining the packet service”. This
amount was collected from the recipient. The consuls at Pernambuco and Bahia reported that 660 reis for half an ounce
was also charged “for inward conveyance by land or sea to any part of the Empire, and 300 reis per quarter ounce
thereafter”. There was a provisional agreement signed in March 1851 under which the two countries undertook to lower
their postage rates in proportion. Brazil lowered its rate to 1s and consequently felt aggrieved when Brazil fixed a rate of
st
440 reis. It was therefore corrected to 240 reis by the convention which came into effect on 1 April 1853 and the
amount paid to help maintain the service, previously cut to 452 reis per ounce, was fixed at 200 reis. Exchange offices
arranged were London, Southampton, Liverpool and Rio de Janeiro, Bahia, Pernambuco and Rio Grande do Sul.
Scheduled to last for four years, the convention was continually extended until 1875 when a new treaty lowered the rate.
Kingdom of Brazil: Rio de Janeiro (11)
St. Gallen to Rio de Janeiro, October 1861. Quadruple rate of 460 Rappen, sent with RMSP
Manuscript marking per steamer via Southampton and 4 (indicative of weight class)
Carried by Royal Mail Steam Packet- from Southampton via Pernambucco-Bahia to Rio de Janeiro
Provenance: Silvaplana and Seebub (Silvain Wyler)
Highest recorded franked correspondence to Rio de Janeiro
Messageries Imperiales: Ligne du Brazil
The French government issued on 17 June 1857 a new global contract, which called for the establishment of an
transatlantic mail packet. The Minister of Finance divided the service into three routes: New York, Mexico and Brazil.
But it was not until 1860, with the advent of the Brazil-France Convention, that the French 'Messageries Impériales',
succeed in establishing a commercially viable route to Brazil. Known as the “Ligne du Brazil” the ships left from
Bordeaux and followed the same route as their British counterparts.
The BEARN was put in service by the Ligne du Brazil in 1860- advertised as the fastest and most reliable ship on the
Brazil route its days were rather short: 5 years later in 1865 the Bearn was lost off the Brazilian coast at Pointe Hanos
Kingdom of Brazil: Bahia (11)
Aarau to Bahia, Kingdom of Brazil, September 1861. Quadruple rate of 460 Rappen, sent via Messageries
Carried by the French Messageries Imperiales- Ligne du Brazil steamship BEARN
Provenance: Bellelay (Henri Grand)
Kingdom of Brazil: Rio de Janeiro (11)
Aarau to Bahia, Kingdom of Brazil, October 1861. Triple weight of 285 Rappen, sent with RMSP
Intended to be sent under French Packet but prepaid as British Packet- by Royal Mail Steam Packet (Brazil Route)
Provenance: Bellelay (Henri Grand)
Kingdom of Brazil: Bahia (12)
Winterthur to Bahia, July 1855. Triple rate of 405 Rappen, sent with RMSP
Carried by Royal Mail Steam Packet (RMSP) from Southampton via Spain-Portugal to Pernambucco and Bahia
The inward conveyance by land or sea to any part of the empire was set at 240 reis
Manuscript marking 480 (reis)- Brazil had a different weigh progression scale (ounces vs grams) therefore 2
nd
weight
Kingdom of Brazil: Pernambuco (12)
Zurich to Pernambuco, Kingdom of Brazil, April 1863. Single rate of 110 Rappen, sent via Bordeaux
Carried by the French Messageries Imperiales- Ligne du Brazil from Bordeaux via Madeira to Pernambuco
Kingdom of Brazil: Pernambuco (12)
Winterthur to Pernambuco, Kingdom of Brazil, June 1863. Double rate of 220 Rappen, sent via Bordeaux
Carried by the French Messageries Imperiales- Ligne du Brazil from Bordeaux via Madeira to Pernambucco
Mixed Franking Strubel-Sitting Helvetia only possible from 1 October 1862 to 31 July 1863- unique combinations to South America
The River Plate
The River Plate included Uruguay and Argentina. Argentina never negotiated any formal treaties with Britain or France
but allowed their postal agents to operate in Buenos Aires since 1853. Argentina applied the conventions executed
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between Uruguay and England on 28 November 1853 and Uruguay and France (effective with the commencement of
the River Plate service of the Messageries Imperiales in May 1860). All mail from Switzerland to the River Plate was
exclusively sent with the RMSP service until the emergence of the Messageries Packet, making them the default route.
River Plate Branch Packet
The extension of the early South Atlantic Lines down the coast to the River Plate States of Argentina and Uruguay were
deemed to be too expensive and the estuary of the River Plate was so shallow that the regular mail steamers were not
able to approach the coast. The Royal Mail Steam Packet (RMSP) established a feeder service from Rio de Janeiro
connecting with Buenos Aires and Montevideo. The SS ESK, a 232 tons screw steamer, was the first to carry contract
mails for the RMSP. When the French Messageries Imperiales established its Brazil Packet in 1860 it followed the
same pattern, operating what was known as “Ligne K” from Rio de Janeiro to the River Plate states.
River Plate: Argentine Republic (12)
Zurich to Buenos Ayres, Argentine Republic, February 1862. Quadruple weight of 380 Rappen, sent via Bordeaux
Messageries Imperiales (Ligne du Brazil) to Rio de Janeiro and auxiliary packet (Ligne K) to Buenos Ayres
Provenanve: FIP Grand Prix Collection Destinations
River Plate: Uruguay (11)
Chiasso to Salto Oriental, Uruguay, October 1861. Single rate of 95 Rappen, sent via Southampton by RMSP
Carried by Lake Steam Packet (backstamp: Schiffsbureau Luzern) via Lake Lucerne.
PD replaced with PP- prepayment only possible to Port. Carried by Royal Mail Steam Packet to Rio de Janeiro.
By auxiliary branch line of the RMSP from Rio de Janeiro to Montevideo- arrival 15 December 1861
River Plate: Uruguay (11)
Basel to Montevideo, May 1862. Single rate of 95 Rappen, sent via Southampton with RMSP
By Royal Mail Steam Packet to Rio de Janeiro and auxiliary branch line of RMSP from Rio de Janeiro to Montevideo
Provenance: Seebub (SIlvain Wyler)
River Plate: State of Buenos Ayres (12)
Hochdorf to Buenos Aires, Buenos Aires State, July 1860. Single rate of 95 Rappen, paid to port (PP)
RMSP from Southampton via Pernambucco-Bahia to Rio de Janeiro and auxiliary branch line to Buenos Ayres
From 11 September 1852 to 17 September 1861, Buenos Aires formed its own State
River Plate: Colonia San Carlos (13R)
The Swiss Colonization Society Beck & Herzog was founded in 1855 in Basel. The company offered emigrant packages
to Argentina and the United States including the transatlantic voyage, land, infrastructure and start up capital, which was
partially funded by foreign governmental subsidies. In return the immigrants had to agree to build a brick or frame house
with at least 2 rooms and had to repay the company within 3 years. In January 1856 120 emigrants from the Cantons of
Valais, Aargau, Bern, Zurich and Geneva together with some Germans from the Rhine province and Bavaria as well as
some French from the Savoy and Jura regions left for Argentina. They were greeted upon arrival by the local director of
Beck & Herzog, Aaron Castellanos who was responsible for the settlement process in the Santa Fe region where the
first such colony, Colonia San Carlos Colony of St. Charles) was founded. Subsequent settlements of Beck & Herzog
included Tell City in Indiana.
Martigny to Colonie St. Charles, Santa Fe, Argentina, June 1860. Quadruple rate of 380 Rappen, via England
Carried by Royal Mail Steam Packet via Pernambucco-Bahia to Rio de Janeiro
By auxiliary feeder service of the River Plate Packet via Montevideo to Buenos Aires and overland to Santa Fe
Provenance: Spalentor and Seebub (Silvain Wyler)
Only recorded correspondence from Switzerland to the Colonia San Carlos, Santa Fe

“CONFOEDERATIO HELVETICA”

Transcription

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