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'7 :I. Y'

.

STE.L\J\1 NAVIGATION.

Stean\ lRa'Jígatíon

A
D

.

/I'S RELA TION TO THE COMMERCE OF
CANADA AND THE UNiTED
STATES.

BY

3amce (troíl,
MONTREAL.

AUTHOR OF "DUNDAS: A SKETCH OF CANADIAN HISTORY."

it
it
,'Uui\tnuio1\i\ nub "

ortroiti'

..

TORO
TO:
WILLIAM BRIGGS.

MONTREAL: THE MONTREAL NEWS COMPANY, LIMITED
i 898.

11

ENTERED according to Act of the Parliament of Canada, in the year one thousand
eight hundred and ninety-eight, by WILLIAM BRIGGS, at the Department of
Agriculture.

ttbís \t)o(unte

is ðeðicateð b)2 perntission to

1bís 1E
cellcnc\2 tbe JEarl of Bberbeen,
1k.tt., æ.c..m.æ., etc.,
Go\"ernor==General of <Ianaða
front 1893 to 1898,
a nobletnan wbo ,,,ill long be grntefull)2 retnetnbereð
as tbe benefactor anð frienð
of all classes of tbe contntunít)2, anð
wbo, witb bls Consort,

be (tountess of Bberðeen, 'JL'JL.1D.

will alwa)2s be associateð b)2 tbe
Canaðian people witb a perioð tn tbetr bistory of
great national prosperit)2,
tbeir joint efforts in furtbering loft12 iðeals
ba"ing ðone tnucb to
að"ance tbe big best interests of tbe JDontínion.

o

0 - - 0
.
I

IN HONOUR OF THE ME N
f\\efp,lse .cou'dg

o,":>e e 'T t; t e. ðl)a
..1
- <) \
.$L .

'1 .<

-
;. '1'/4
'J --. -
$.f
" :-
I
'OyÂ'L VVILJ.JI Â M
v
.

The nrsl Vessel to Cross the Adi\ntic by
SteAm PoWer was whoflyconstructed in
Canada and navi

tedto 'En
'and in 1833.
The Pioneer ofT
ose Miehty rre
s of Ocean
SteAmers by which P
sseneeTs i\nd Merch
ndi$e
of aU Nations are now conveyed on every ser\
1hrouehoU1 theWorld.

OI\DE 1ft) 8'1'

THE PARLIAMENT OF CANADA. "UNE tS 15 1804.

OE'PARrt
E "'T :Jr' pu8..IC WOQRjii O"T..........

FACSIMILE OF THE MEMORIAL BRASS.

.. ROYAL WILLIA)l."

I
I
I

I

o

PREFACE.

W HEN the history of the nineteenth century
cOll1es to be 'Y'ritten, not the least interesting
chapter of it will be that which treats of the origin,
the developillent, and the triun1phs of Steall1 Navi-
gation-that ll1ighty cOlnbination of inventive genius
and mechanical force that has bridged the oceans and
brought the ends of the earth together.
During the past few years several important con-
tributions to this class of literature have issued froll1
the ll1etropolitan press. Three of these deserve special
ll1ention: (1) "The Atlantic Ferry; its Ships,
Ien,
and Working," by Arthur J.
Iaginnis, gold medallist
and Inember of the Institution of Naval Architects,
1892; (2) "Our Ocean Railways, or the Rise, Pro-
gress, and Developillent of Ocean Stealn Navigation,"
by A. Fraser-l\Iacdonald, 1893; (3)" The History
of North Atlantic Steam Navigation, ,vith Some
Account of Early Ships and Shirowners," by Henry
Fry, ex-President of DOlninion Board of Trade of
Canada and Lloyd's Agent at Quebec, 1896. Each of
these writers, in his own ,yay, has treated the subject
so thoroughly and satisfactorily, the author feels as

x

PREFACE.

though the wind had been taken out of his sails
sOlue\vhat, and it is not without hesitation that he
has yielded to the advice of friends in whose judg-
ment he has implicit confidence, and ventured to
follo\v in the "rake of such accomplished writers.
If I alll questioned as to motif I cannot better
justify the rash deed than by endorsing the sentiment
in Byron's apostrophe:

" And I have loved thee, Ocean! and my joy
Of youthful sports was on thy breast to be
Borne, like thy bubbles, onward; from a boy
I wantoned with thy breakers--they to me
'V ere a delight."

These pages are of a Illuch less pretentious char-
acter than the aboye-named books. They are but a
conlpilation of materials nlore or less intimately
connected \vith Stealn Navigation, gathered fro III
nlany sources, during nlany years, and now "roven
into homely narrative. They necessarily contain
nluch in common with these other writings on this
subject, but they are projected from a different stand-
point and eillbrace a \vider field, supplying informa-
tion not easily obtained, respecting the far-reaching
"raterways of Canada, her magnificent. ship canals,
and the vast stealll comnlerce of the Great Lakes.
So nUDlerous are the sources of information drawn
upon, it is impossible to make adequate acknowledg-
ment of them all. The agents of Atlantic lines of
stealllships .were particularly obliging in their replies
to inquiries Blade of them. \Vithout in any "yay

PREFACE.

Xl

n1aking then1 responsible for the use made of their
cOlnn1unications, upon these my relnarks on that
branch of the subject are chiefly based. Among other
publications I have consulted the" Transactions of the
Imperial Institute," London, and of the Literary and
Historical Society of Quebec; Governlnent reports
elnanating fron1 Ottawa and Washington; also many
palnphlets,lnagazine and ne,vspaper articles bearing
on the subject, not to speak of DIY capacious scrap-
book and SOlne ,vell-thuln bed note-books.
Additional authorities will be indicated as the
narrati ve proceeds. Besides these, grateful ackno"r-
ledgments for valuable assistance are due to Sir
Sandford Fleluing and Mr. George Johnson, F.S.S.,
of Otta\va; to 1\lessrs. Douglas Battersby, R. 'V.
Shepherd, and the late Captain TholIHtS Howard, of

lontreal; to 1\11'. Archibald Campbell, of Quebec;
Captain Clarke Hamilton, of Kingston; 1\1rs. Holden,
of Port Dover, Ont., and 1\11'. T.
I. Henderson, of
Victoria, B.C.; to n1elnbers of the Boards of Trade in
1\Iontreal,
linneapolis and Duluth; and to the follow-
ing clergymen: Rev. Dr. Bruce, of St. John, N.B.;
Rev. T. F. Fullerton, of Charlotteto,vn; P.E.I.; Rev.
James Bennett, of L'Orignal, Ont., and Rev. \Y. H. L.
Howard. of Fort 'Villialll, Onto
The illustrations have nearly all been n1ade for
this ,vork: the ,vood-cuts by Mr. J. H. Walker, and
the half-tones by the Standard Photo-Engraving
COlnpany,
lontreal.

J. C.

MONTREAL, Octoùer, 1898.

CONTENTS.

CHAPTER I.

PAGE

THE DAWN OF STEAM NAVIGATION

17

CHAPTER II.

EARLY YEARS OF STEA"\I NAVIGATIOY -

50

CHAPTER III.

THE CUNARD STEAMSHIP CO:\IPANY

71

CHAPTER IV.

NORTH ATLANTIC STEAMSHIP COMPA
IES

103

CHAPTER V.

STEA
I TO I
DIA Axn THE EAST -

142

CHAPTER VI.

STEAM IN THE BRITISH NAVY

166

CHAPTER VII.

THE ST. LA WREXCE ROUTE -

192

CHAPTER VIII.

RTEA1\I ON THE GREAT LAKES

244

CHAPTER IX.

STEAM CO:\IMERCE OF THE GREAT LAKES

268

CHAPTER X.

STEAM NAVIGATION IN AT...L THE PROVINCES OF THE DOMINION
AND IN K EWFOUNDLANU 307

ILLUSTRATIONS.

STEAM VESSELS.

AJ...BERTA
ATLA XTIC
AUGUSTA VICTORL\. -
BEAVER -
BRITA:\XIA -
CALEDOXIA -
CA:\ll'AXIA
CA
ADA -
CHARLOTTE Dr
DA::; -
CLEIOIO:\T -
COLrl\IBA
CO)IET
COROXA -
CRESrEXT
DrKE OF \YELLlXGTOX -
EMPIRE -
E11PRESS OF JAPA
-
GREAT BRITAIX
GREAT EASTER
-
HORXET -
JEA
IE DEAXS -
J OHS H. COLBY
KAISER \V. DER (jRossE
I.AKJ1
O
TARIO

L-\.J ESTIC
MAYITOU
:MILLER'S TWI
BOAT
l\hssISSII'I>I STEA;\lER
NELSOS -
NEW YORK-
NIAGARA

PAGE
- 285
- 105
- 133
- 3:15

- 146
78
- 2i6
32
42
38
35
- 329
- HH
- 167
- 2.;5
- Iß2
62
63
- 169
51
- 363
- 137
- 230
- 119
- 271
- :31
- 43
- 337
47
74

"'".)
I...

N ORMA
NIA -
NORTH-WEST -
OCEAXIC -
OHIO STEA.MER
P
\RIS -
PARTS DIXI
G-ROOl\[-
PARTS (Stern VÙJII') -
PARISL\N
PASSPORT
PEXXSYLY AXIA -
PILGRIM -
!)RIXCETOY -
PRI:::-CILLA
QrEBEG -
QrEEX CHARLOTTE
QL'ETTA -
REX OWN -
RHINE :-;TEA :\IER -
ROBERT GARRETT-
ROYAL "T IJ
LL\.J\I _
ST. LorIs

AYA
SAH -
SroTIA
SIRIPS

OVEREIC:N -
STANLEY -
TErTOXIC
V AND ALIA -
V IrTORIA A XD ALBERT -
W ALK-IN-THE-\VATER
\YU,LIA'I IV. -

PAGE
- 131
- 273
- 117
- 45
- 107
109
- 108
- 204
- 327
135
16
- 233
46
-311
- 2-19
- 150
- 172
39
- 49
8
- III
53

77
5H
- 317
- :
52
- 174
- 2.31
- 184
- 250
- 32.3

XIV

ILLUSTRATIO...VS.

PORTRAITS.

l' ARE
AIRD, CAPTAn
. - 215
ALLAN, SIR HCGH - 208
ALLAN, ANDREW - - 296
BeRNs, SIR GEOIWE - - 93
CAMPBELL, CAPTAIN - - 233
CUXARD, SIR SAl\IL'IU... 93
DeTToN, CAPTAIX - - 218
FLEl\IING, SIR SAND.FORD - 4
GRAHAM, CAPTAIN - - 211
HAMILTOX, RON. JOHX - - 3
1
LINDALL, CAPTAIN - 223

iACA ULA Y, CAPTAIN - 227
:MAC!VER, DAVID - !}3

l\!CMASTER, CAPTAIS
:McLENNAN, HUGH -
:MOUNTSTEPHEN, LORD -
NAPIER, ROBERT -
NAPIER, .MRS. -
OGILVIE, W. \V. -
RITCHIE, CAPTAIN
SHEPHERD, R. W.
SMITH, CAPTAI
\V. H.
STRATHCOSA, LORD -
TORRAXCE, JOHN -
\VYUE, CAPTAT
-

MISCELLANEOUS.

CAXAL LOCK, CA
ADIAX
CASAL LOCK, U. STATES
CUNARD TRACK CHART-
GRAIX ELEVATOR-
G REA T REPeBLIC, SHIP -

PAGB
- 264
- 278
90
- 289
- 26

PAGE
- 197
- 296
4
97
97
- 296
- 216
- 322
- 194
4
- 308
- 212

P,"OE
HORSE-BOAT - 29
)lAP GULF PORTS, ETC. - - 241
ROYAL'VILLIAM-l\IoDEL - 55
SHIP OF THE DESERT - 143
'YIND-BOAT - 70

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CH...
PTER I.

THE DA\VN OF STEAM NAVIGATIOY.

Ah! wha,t pleasant t,isio'its hæl.lnt '1ne
As I gaze "'pon the sea!
A II the old romantic legends,
All my dreams come back to m
.
-LONGFELLOW.

The up-to-date standard-Old-time sailing ships-The clipper
packet-ship-Dawn of steam navigat.ion-Denis Papin on the ·
Fulda-Bell's Comet - Fulton's Clermont - American river
steamers and ferry-boats.

T RA '
EL increases in faster ratio than do facili-
ties for inter-communication. The prophecy
surely is being fulfilled in these latter days, "l\lany
shall run to and fro, and knowledge shall be in-
creased." It is estimated that at least 750,000 per-
sons travel yearly between Europe and America:
99,223 cabin passengers and 252,350 steerage pas-
:-;engers landed at New York froln Europe in 1896.
The Cunard Line brought the largest nUInber of
cabin passengers, 17,999, from Liverpool, and the
North German Lloyd Line the largest nunlber of
Rteerage, namely, 38,034, from Bremen.

l
HISTORY OF STBAJI NA VIGATIO.1Y.

N ot\vithstanding the wonderful developlnent of
railway and steamship systelIls, n1eans of conveyance
during the SUlnnler months often fall short of the
demand. Passages by the lIlore popular lines of
steamships must be engaged months ahead; in lIlaIlY
cases the ships are uncomfortably cro\vded. At such
times sofas take the place of berths, and all the offi-
cers, rooms, frolH the coveted Ca.ptain's cabin to the
second and third stewards' bunks, are called into
requisition and held at a round pren1Ïum. On Satur-
day, the 8th of May, 1897, no less than 1,500 Haloon
passengers left N ew York for Liverpool on the great
ocean grey hounds. The travelling season is com par-
atively short, the competition is keen, and the enor-
mous expense of building, furnishing and running
up-to-date stean1ships renders it difficult to provide
the requisite accolnmodation on a paying basis. The
up-to-date stean1ship must be built of steel, to com-
bine light weight with strength. It n1ust have triple
or q uadru pIe expansion engines to econolIlize fuel.
It must be propelled by twin or triple scre\vs, as well
for the easier handling of the vessel as for safety in
case of a break-do\vn of machinery, and for attaining
the highest possible speed. Our ideal steamship must
be able to turn quite round in its own length, and to
go through the water at an average speed of at least
twenty knots an hour. To attain these results, ships
of a very large class are called for-nothing short of
fron1 eight to ten thousand tons burthen will come up
to the nlark. There are many h1agnificent. steam-
ships in the Korth Atlantic trade and else\vhere but

/)_1 W'
Y OF STEAJI
YA T7UA TIO
Y. 10

t-W:; yet fe,,? have in all respects reach ell the up-to-date
standar(l, and even those that are such this year, a
few" years hence are certain to be regarded as quite
behinel the tin1es. There is no valid reason to suppose
that the proc
ßs of de\Telopluent \yhich has been going
on during the last fifty years in this llirection is to Le
arrested at the clm;;e of the century". The indications,
so far as they can be interpreted, are all in the opposite
direction. The padllle-\yheel ocean Atealller reached
its zenith ,,?ith the launch of the 8('otia of the Cunard
Line in 1862.
hl' \1ntS the last of the race.
The \vooden stealllship, "copper-fastened and copper-
buttolnecl," etc., etc., is long since a thing- of the past.
The iron age, ,vhich succeeded the ,vooden, has been
changed to steel, an(l steel lnay change to sOlnething
else, and stealll to electricity. 'Vho knO\VH? 111'.
)!aginnis, ,vho is hilnself an engineer and an archi-
tect, speaks "Tith authority ,vhen he says that,
,. \Yhether the ill1lu'0\Telllents be in the ship or in
the lnachinery, gradual àlh-ances ,vill be lnade in the
near future." The' thirst of c()lupeting steall1ship
cOlllpanies for conquest on the high seas-at any cost
-anel the allll,ition uf ship-huilders to ilUp1'Oye upon
the latest ilnprOVell1ellts, ,,,ill not bü satisfied ,yith
present attu,illlllellt
, even if it can be provc(l to a
(lelllOJlstration that t.housaJl( Is of additional ho1'8e-
PO\\TOC and hun(lred
of a(l(litional tons of coal per
(lay ,,"ünld lJC 1'equire(l to increase to any appreci-
al.le extent the Ina.xilllUlll rate of speed that has
alrea<1y Leen reachc(l. In the 11leantiInc HOllIe idea
1nay he forllle(l of the possihle saving in the con-
2

20 llIsTORr OF STE
lJI .;.Y
l J
I(;
lT](LY.

SUlllption of fuel,,' hen it is Htatc<.1 that, hy a systeul
of induced draught, disco\
ered since the last t\\TO
Cunar(lers. "yere <.1esignclI, the nUlllber of lJ()iler

necessary to generate stea1l1 enough for :
O,OOO
indicated horse-power lnay be reduce(l.to little lllore
than one-half, ,,
hich, to put it briefly, 11lcans a
corresponding saving in space, "
eight and first cost.*
In fact, \vcll-inforllled Inarinp engineers llo not hesi-
tate tû express their opinion that the (lay is not far
distant ,,
hen ...\.tlantic grey hounds Inay be coursing
across the ocean at the rate of thirty knots an houri
bringing Queensto\vI1 and Sandy Hook "rithin
ninety-three hours of each other.
It is difficult to 1'01'111 a correct idea. frolll any verbal
or pictorial representation, of the elegance, the con-
venience and the c01l1fort attaching tJ tho " Express
Steanlship." 'Nothing &hort of a YOYll.g0 (1' voyages
in one of these floating palace::; ,,
oul(l suffiee to give
an adcf.Illate conception of their excellence. An(l yet,
,y hen all is said that can be said in praise of the
stean1ship, SOine of us "okl stagers" can look back, if
not 1\ T ith lingering regret, at loast with plea
sant recol-
lection, to the days of the packet-ship, and é\'en of the
sailing vessel of hUInlJler pretension
.
Sonle of the early en1Ïgrèuit ships ,yere certainly of
a ll1ean order, and llHtny en1Ígrants
uffer('(l cruel
hardships before they reached their destiuation. It
,yas not an unCOllunon thing for fì ye or Hix hun-
dred Inen, ',"Olllen antI children to be huddled together

it-" The Atlantic FelTY," p. r;."j.

lJA W...Y OF STEAJ[ ...Y-
l rlUA TIO
\
. 21

indiscrilninately in the holel of a Ye

el of frolll 250
to 300 tons. dnollJed to subsist on coarse
t fooel, and
liahle to be iUl1l1Ured beneath hatches for day1' or
\yeeks at a tÏ1ue) \\rithout Inedical atteuclance, olJliged
to cook their o\yn foocl anc.l scantily Hupplied \yith
,vater; and all this for eight or ten w'eek:; at a stretch!
In one of his autobiographic sketches the late
Bishop St.rachan says that he sailed froin Greenock in
the end of _\.ugust, 1799, "unJer convoy," and such
"'as then tht' \\7retche<.1 state of navigation, he did not
reach l
ingst()n, by "Tay of Ne\v lork anel l\lontreal,
till the 31st of Decen1ber. In a letter before 111e an
aged friend recites the story of his
1(lventurous
voyage frolll Li verpool to Quebec, S01l1e fifty years
ago. The ship ,vas a superannuatetl bluff- Lo"red Ea
t
Indialnan, 1 )ut counted good enough in those days to
carry fi ve hundrecl elnigrant::, across the stornlY
Atlantic. \Yhen ten (lays out they encountere<.l a
hurricane ,,-hich dro'-e the vessel out of her course.
Her thre(' nUlsts fell overboard. Thp cook's galley
anlI the lenl o ' boat the \yater casks ancl e,rcrythin o '
b' '...

(.lst' on deck, vanishecl in the gale. The huge hulk
roll ell like a log in the Bay of Bi...,cay for several dilYS,
th.. pa5sengers IHean\yhile Leing confined bct".cen
(leeks in horl'il)le confusion. A passing st<"(UUl'r to"Tccl
thmn back to PIYlIlouth, ,,-here Hix "recks "Tere spent
in refitting the HhipJ pach adult rccci,.ing ten shillillgH
and f'ixpencc per ,,'eck for IJP(tl'd and loelg-ing until
the repair..., "Tcn- cOlllpl(.t(.(1. ..:\fter ::-evell ,vcekH lIlore
of gl'l.at discoH1fort " ane 1 tyrannical trp:ttll H'llt on the
part of the c<<'Lptain," they finaJly reached (
nl'l )(\c in
107 clnvs al"t..r til'
t l'lllharkiIlO' at Li,.('r ] )()o1.
.) h

22 IJI.I.,,'TOHY UF STE
Ll[ ..LY
l rJfi
l TIO...Y.

ly O\\Tl) experience of ðailing ðhi ps, though fifty-

even years have elapsed, is still fresh in IHin(1 alHI
recalls SOine pleasant Inen10ries. l\Iy first voyage to
X e"T York ,yas frotH the Cly(le in a ne'" Alnerican ship,
cOllul1andc(1 by onc Captain Theobald, a typical X e"T
Englander, as Hne a l11a11 a:-:; onp could desire to nleet.
The voyage ,yas uneventful in the ordinary senHe of
the tel'ln, but one's first voyage in a sailing ship is an
event never to be forgotten. It \yas anticipated \yith
peculiar interest, anc.1 regarded '\vith far greater
ÏInportance than attaches to cro
sing the Atlantic
no,yadays. So far fron1 being 1110notonous, there
\vere incessant changes in
ea and sky, in the dress
of the ship, and the occupations and songs of the
sailors. Olle (lay the ship Illight be bo\vling along
beautifully, decked out in her royals anll sky-sails,
her stuc.1ding-sails and Rtay sails; next day, perhaps,
she lllight be HC1Hlding under reefed topsails before an
easterly gale, pooping seas that \\Tashed the quarter-
deck and bun bled like a ,vaterfall into the \yuist of
the ship. Occasionally, a "\vhite s(luaU" cOining up
,yould Inake things lively on tleck ,,'hile it laðted. If
b('caIBH.'<l in the right place ,ve caught cod-fish. For
the B10st part, ho,ve\Ter, the failliliar refrain uf " tacks
an(l shech;" ,voula be heard III any tin1es a (lay and
in the night ,yatches, as "TC tacked this ,yay and
that ,yay against "Testprly breezes, thankful if the log
sho\ved that ,ve had advanced on our course forty or
fifty 111iles in t\ycnty-four hourf'.
l\Iy secon(l voyagc ,ycf'tward in a sailing ship "Tas
() Iso a JllPlllOrablc Ollf'. The Scotch ca})taill of tIH'

/)_1 JV..V OF STB.Ll[
YA Vir/A TI0
Y. 2

guue 1
hip l
e'ì.t1u,h ire, in \" hich "'f' sailed froBl the
Tail of tht' Bank, otf Ureeuock, 011 JUIH--' lUth, 1844-,
\\Tas very unlike the Yallkee skipper of the prcyious
voya.ge. Captain:::; - \yas kind Hllel attelltiye to
his paH
cngers, lJut not at all popular \vith hik cre'\T.
A::; I \vatchecl hilll taking the sun, the first day out, he
said ." Y oun cr Illan vou are O'oin o ' to be SOUle ,yeekH
, b'.l b b
on board this ship, \yith nothing to do but to eat and
drink and sleep. SUppOSl' you take a fc\v le
sons
in navigation? Here is a srare (pla(lraut \vhich you
can use." I jUlllped at the uffer, anel very soon
n1astered at least the outlines of the business.
luch
,va
learned in these six \veeks-ho\v to finù tIt(' lati-
tude and longitude at sea; to asccrtain the precise
deviation of the chronolneter frolu (1-reen\vich tilue,
and of the cOlllpass frolH its true bearing: to lllcw.;ure
thé trend and velocity of ocean currents, and, failing
solar observations, hü\v to consult the fnoon alHl tIll"
stars. This \yas not only interesting; it \vas a fascin-
ating pastilne. T'IH' captain of a t\Yenty-knot ste
un-
ship has seldolll neell to "resolve a traver
e:" he
steers a straight course for his destination, i:Lnd can
usually estilllate \vithin a fe\y honrs, or e\'cn luillutes,
,,,hen he \vill reach it. It is quite different \yith the
Blaster of a sailing ve
sel; after contending \\rith
contrary \yinds and being elriven out. of his course for
\veeks at a tillIe, he nlust ofteu "Tack hi::; brains
before h? can locate his exact position on the chart.
To 1e enveloped in den
è fog in the Ileal' neigh bour-
hood of Sahlp I
lalHl for several days at a tiulü, as
happened to us on this voyag(', i:;; a very perplexing
p( )sition tu ùe in.

t 11Is1'OUY OF ST1Ll JI ...YA r7o
1 trl{)
'
.

For a slight ofil'nce Captain S- \\
oul<l send a luan
aloft to
cl'app nHtsts in a galp of ".in.!; for a grave)"
lllisùeuH:anour he \yünl( l clap hil11 in irons: had the
lash been pern1Ïtted, h
,yould probal)ly not have
hesitate( 1 to use it. .L\..
luight be supposed, things did
not go yery ,yell in the fo'castle. At length a clilnax
,vas reache( 1, ,yhen the starboar( 1 watch CttlHe aft one
(lay and lo(lged a cOlrlplaint. Getting little or nu
Fiatisfaction, they retired sullenly, ,,"ent belo'v. and
refuseù to \\
ork for a ,,?hole \\'eek. The ,yorking
of the ship then devolved on the first and spcond
lllates, the carpenter and the cook, \yith such of the
cabin passengers aR coul(l give thelll assistance. The
steerage passengers, siding ,vith the sailors, \\?oul<l not
touch a rope, and things e\?en \vent so far that one of
thell1 ,vas placed in confinelllent for insolence. SOlne
of us \vere rather glad of the opportunity thus afforded
of running up the rigging an.! creeping through the
lubbers' hole \vithout being" salted." \Yhen orders
,vere given to shorten I-mil or shake out a reef, \ve
"layout" on the yard in sailor fashion; but ho,,, Hluch
good ,ve did 0n such occasions ,,,ill never be kno\vn."
..A..t any rate, ,ye countc(l it fine fun, and it gave the
jiflSCO a touch of rOlllancc that w'e slept ,yith loa(led
piHtols under our pilio\vs. But the l11utiny ended
harn1lessly \y hen the pilot callle on hoar( 1. One lllay
cross the Atlalltie llo\v:lllays \vithont any kind of

* If my recollection seryes me aright, thcre were not more than
a dozen cahin paRsengel's, and the only one of thcm who ycntured
aloft. wit.h me wa.::; my now '
enerahle friend, Mr. Rohert "... Graham,
of thc Montreal 8tnr.

hA JV4V OF J,,'TfLLll
V
1 VIGA TIO
Y. 25

"adventure" like that to adorn a talc, even ,vithout
so lnuch as once speaking- to the captain.
Not everyone has the chance of seeing Jack in his
cita<l('l. I ,vas (leputed by the captain to intervie,v
the strikers anù. endeavour to pacify thein. Armed
\vith a copy of the shipping articles ,vhich the nlen
had all signed, and another forlni(lable doculnent
printed in ,,"ery large type, I ,vent do\vn into the
dingy cabin at the <linner hour. Such a place as it
\va
! I shall never forget it. It corresponù.ed in
luinutl' detail to Dana's description of hi
fo'castle
in C( 1\yo Years Before the !last." It ,vas devoid of
furniture. There ,vas not even a table to place their
food on. In the cC'utre of the floor stood a dirty-
looking ,yooden tuu containing a junk of boiled salt
beef: nèar it ,vas a pail full of Loiled rice and some
hard-tack. The Inen, about a dozen of theIn, sat each
nutll on his sea-che:st, using his jack-knife to cut and
carve ,vitli. There ,vere no plates. Ilnagine the rest.
The only grievanèe they \vould 111ention to 111e ,vas
that they IUHl been refused 1110lasses ,vith their rice

Their lIlind \vas Blade up to stay under hatches t.ill
the pilot carne ahoanl. They ,vould ,york for hitn,
but not for the captain; au(l they kept their \vord.
As I \vas about leaving, the spokeslnan of the party,
pointing to the llless on the lnid(lle of the floor, said
,yith a luok that conRtraiue<l pity, ,:
Iister, ho,v \vould
you like that for your o\\-n dinner (' He had the Lefit
of thú arguinent. It Illay be ad(led here that this
voyage to N (-\\v Y urk IURted forty-t\yO {lays, and the
last entry in IllY log is to the effect that ,ye lllade as

6 jIIS1
()Rj? OP S7'E
fJl S
-
I rÍf:
J 7'jO
'T.

good a passagt' aH any ::;hip front England, "beating
the COln1nV1f.8 packl't-
hip by t\"O ùaYR !"
The clipper" packet ship" \yas a va
t Ï111provelllent
011 the orainary sailing Hhip. It IUL<l just reached its
highest point of developlnellt ,,,hen the ocean stearn-

hip first nladt:' its appearance. It \Ya
to the upper

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"GREAT REP{-BLIC."

L
t of the Clipper Pas
n
er Packet.,;, 18fit.

strata of the travelling cOlllll1unity, sixty j?ears ago ,
the counterpart of the express stealner of to-day.
The packet-ship \vas built for fast sailing l ,,,ith very
fine lines, ,vas handHo111ély fitted up aJl(l furnished,
\VaR exceedingly \vell foull(l in eatables and drinkables,
anù carried a great Hpread of canvas. To see one of
these
hips under full sail \vas a sight to lJe reUlelu-

f)_l Jr...Y OF 81'1'.-'_' Jf .1YA rlOA TJO...Y.

C)....
-',

bered-a rare sight; ilH1SIHuch as all the couditions of
"intI anù \vater necessary for the (lisplay of eVery
stitch of can\'as are seldolll 111et \yith in the Korth
Atlantic. They not unfrequently crossed in fourteen
or fifteen days. In "Tinter they lllight ùe three
nlonths on a single \Toyage, but their average \\Toulcl
be froB1 tw'enty-fhTe to thirty days.
There "'ere ulany separate lines of packet-ships
sailing at regular intervals frOIH London and Liver-
pool, antI frotH Halnburg anù Ha\Tre, to Ne\y York,
Boston, Philallelphin, ancl other Alnerican ports.
Aillong these ,vere the falnous Black Ball Line, the
\\1hite Star Line, the Old anel the N e,v Line of
Li verpool packets, etc. The
e\\T Line ,vas American,
and of it E. IC Collins, the proinoter of the Collins'
Line of stealners, \y
'S the N e\v 1-'- ork agent. The
ships ,vere nalned Shul
(,8pe(tre, S icldont
, 81u J t.Ù", n,
Ga1'Tic/. n , and so furth, hence this 'VfiS caneel the
"Dralnatic Line." It is refreshing to read one of
their a(lvertiseInents in tht-'
Iontreal Gt1
e.te, as old
:1S X oven} bel' 20th, 1838 :

"
"

" The<;e shiph are of the first-dass, upwal'ds of SOO tons }'m'-
then, built in the dty of
ew Yorh, with slH'h il1lprOYemellts as to
('omhine
'\'eat speed with unusual oomfort to pa.....s(mger!\.
E\ cry c..'tre has ùecn taken in the arrangement of t}wir aocmll-
modation. The priee of pa!-o
age heH('e is :=:ao, for whi('h o,mple
stores, induding wines, etc., wi11 },e IH'o\'ided; wIthout wines,
etc., $l
O. The
e ships \\ i11 he ('omman(led hy c'\l'erteneed mas-
ters, who wi11l1lake e\'cr.r exertion to
i\ e g"encral satista!'tion.
Le
ters charged at the rate ur 25 ('ents per sinKle sheet.
a't'C1' The ship
of this line will hereafter go armed, amI their
pef'uliar ('onstru!'tion gÏ\ t'!4 them se('urit,\' lIot possessed hyallY
uther hut n.'ssels of war."

E. K. ('()LLI

,
Jo:w \ ORK.
\\")1.
J.\S. BH()W

CO., Ll\ïml'ooI,.

:!8 ]II......'TOHY OF 81'g
Ll[
\

I J7(;_I1'10).....

The G?'cut llcpu"blic, one of the la
t of the clipper
p;teket-ship
, "Tas built in the Unite.! States in 1 t)54.
She \vas a four-Inaster of :3,400 tons, 305 feet long,
53 feet l)e
un, and 30 feet in depth. She n1ade the
run froln X c,v York to the Scilly Is1alH18 in thirteen
days.
he ended her sailing career as a, French
transport fihip, anll finally ,,'as degraded to a coal
hulk. The largest. sailing vessel afloat at the present
tilue is the five-uHlste(l steel ship La F,'a1lre, 1)uilt on
the Cly(le by D. & 'V. Henderson for French O'YJlers.
She is 6,100 tons burthen, 375 feet long', 4V feet \yide
and 33 t feet depth. Her fore nutÏlllllast is 1 GG feet
high. On her first trip from Cardiff to Rio Janeiro
she carriell ö,OOO tons of coal, and attained a f-ipeed of
t\velve an(l a half knots.

THE I)Aw
OF STEA
ISHJP N.AVIG.ATIO
.

Paddle-\\>heels for driving boats through the ,vater
\yere used long before stean1-engincs ,vere thought of.
They \vere ,vorked by hand and foot-po,ver ,,,ithout,
ho\vever, any advantage uver the old-fashioned oar.
The horse-boat, in a \>ariety of forBIs, has 1)ecn in use
for lllany years, and is not yet (Iuite obsolete. In its
earlier forIll t\VO horses, one 011 eaeh :-;ide of a decke(l
seo"T, ,vcre hitche(l to tirtnl.r bract'd upright posts at
,,'hieh they tugg('( 1 for all they \vere "Torth ,vithout
ever advancing lJeyond thcir noses, hut COIHlllunicat-
ing Illotion to the p
1/1ùle-\vheels hy the lllovable
platfonH OIl ,,, hich they troll. For larger l)oats four
or five horse
\Yere harne
se(l to horizontal hal's con-

DA JV
Y OF' S1'E_Lll
Y_I rlfi_1 rlO
Y.

2H

verging to\\?ards the centre, :1n(I lllU\-ed around the
deck in a circle, the pad( lIes recei \ iug their iin pulse
through a set of cog-wheels. The" latest iInprove-
H1ent" ,vas on the direct self-acting treadlllill principle,
the po\ver beIng regulated 1.y the ,,'eight of the horses
and the pitch of elevation given to the revoh'ing
platfonl1 on w'hich the unfortunate aniinals ,yere
perched. Xe,vcolllen's steaul-engine had he en in\'ente(l

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HOI{SE-BOAT AT IDIPY'S FERRY. OSSAI3RrC1\:. ONT.

aIHl use(l for other purposcs eighty years at lcast.
before it ,vas applie( 1 to the propelling of vesscls.
Thp llludern steal1l1.oat is nut an inventiun, but
rather the CIH ùodiulCllt of llUtny in vcntions anù
experin1ents,. extcnding oyer a long
cril's of ycars
hy tlifft'rent Blcn aIHl in aiffcl'ent conntrics.
One of the first actual ste
unl)oats of \\?hirh thcre
is authentic recur(l Haile(l do\\rn the River Fulda, in
Prussia, in the year 1707. It \\'as built, enginc( laud

30 IIISTONY OP Sl'EAJI ....Y..J rlf:A TI()
Y.

navigated by a clever Frenclullau, Deni
Papin,* ,vho
,vas born in 1 G4 7, \\rn..':) C( 1 ucated as a phy
ician, and
becalne assistant to the celebrated philosopher, Iluy-
gens, in ParisI "rhere he puLlished a slnall volUlne on
the Inechanical effects to be obtained by llleans of a
vacuunl. \Yhile this attracte(l the attention of 8ûvants,
it had little or no interest fur practical Ulen, and yet
in it lay the genn of the po\ver that ,vas to revolu-
tionize the ,vorld. lie ,vent to London ,vith letters
to the Royal Society
alHl ,vas el11ployed by that
society several years, during ,vhich he continued
his eXlJerilnentl'j on atInospheric pressure anfl the
VaCUUlll, and the po\ver of stealn. He ,vas next
appointed Professor of jlathC1l1atics in thc University
of
Iarl)urg, froul which he rPIllOVc(1 to Cassel. He
had seen the hor8e- boat in England, and the idea of
clnploying steaul to turn the paddles took strong hold
of hiln. He had a boat built and fitted "rith a st.ea1l1-
engine, in ,vhich he mnbarked \vith his fauIÏly an(l
all his helongingf;, \"ith a vie,,? to Ilia-king his experi-
ment known in Britain and exhibiting his stealuboat.
All ,vent \yell until he reached the junction of the
rivers Fullia und \r eser, \vhere the boatInen got up a
hue-and-cry that their craft ,vas entlangered l)y this
innovation. In vain Papin protested that he lnerely
,vanted to leave the country. On the plea tha.t their
rights of nayigating these \vaters had 1een infringed
upon, they rose up en 'inasse, seized the steamboat,
dragged out the lnachinery and snHL
heù it to atOJUs.

* "Deni
Papin," hy Henry C. Ewart, in SllIu[ay J[('t!lw:.illfJ,
1880, p. ;}16.

DA W.....Y OF ......T E
lJl ...Y...1 JTj(:
l TIO

.

31

Poor Papin foun(l his ,vay back to London a broken-
hearted Jnan, never to see the day ,vhen his great
discovery ,,,as to enrich the \yorh1.
Fifty years later another experiluent ,vas Inade by

)IILLER'S TWI:\ -BOAT oX LoCH J>ALS'\ì
TOX, 17&;.
From" Chamhcrs' Book of Days."

Patrick
liller, a hanker in EdillLurgh, aide(l by
lr.
Taylor, tutor in his fainily, all( 1 Alexander SYlning-
ton, a practical engineer. 1\1r. l\[iller had a boat built
an(l fittell \vith a ::;luall steanl-cngine, for his aU1USC-
lncnt, on l)all'",-intoll Loch, ]1u1l1friesshire. It .was H,
twin-boat, the l'ng:nle hcing place(l on one si(le, thp

3
IIISTOHY OF' 81' E_L11 ...y_t r10A TIO
Y.

hoiler on thp othpr, aud the prlll{lle-\\Thcel III the
centre. It ,Yí1S launched in October, 1788, and
attained a Hpeed of fhTp Hlile
an hour. The engine,
of one hor
e-po\\'er, is f)till to be seen in the Ander-
sonian
Iuseunl, in G]asgo\y. Encourage<Ì by his
cxpcril1lent, ßlr. )[iJIcr bought one of the boats used
on the Forth and Clyde Canal, and had a steanl-
engll10 éÙllstructed for it by the Carron Iron\vorks

SY)IIXGTOX'S "CIIAH.LOTTE DCKD.\S," 18f\:.
.

From" Our (lc'can Hail\\ay:s."

COlHpany, un(ler Syulington's supcrillteIlL1ence. Un
})eceInber 26th, 17K!J, this 8tealuboat to\ved a heavy
loa(l on the canal, at a specfl of seven n1Ïles an hour

but, strange to Ray, the experilnent \yas ùropped as
Roon as it 'was triel1.
III ] HOI the LOll(loll llC"THp
lperR contained the
announcüulCnt that an üxperilllCnt lUMl takell place OIl
the Tlut1Hl's, OIl July I st, for the purpose of propel-
ling a lallcll ha rg-e, or ot her craft, against the tide, 1J.Y

/J
t Jr....y OF STEAJl
y

T7u
1 TIO....Y".

33

IHeallS of a stealn-pugine uf a very silnplt' construc-
tion. "The 1l10lllent the engine \yas set tJ ,york the
bargp "TàS IJl'ought aLout, ans\vering her hel1n
{luickly, and she lllaùc ,yay against fi strong current,
at tl}(' rate uf t\yO anel a half nlilcs an hour." In 1802
a ne". vessel ,vas huilt expressly for steRln naviga-
tion, on the Forth ëLnd Clyde Canal, under 8Yln-
ington's supervision, the Clla1'[otle DunÛus, w'hich
,vas Ininutely inspected on the sanle day by Robert
Fulton, of N ('W Y ol:k, and Henry Bell, of Glasgo,v,
both of \yhOln took sketches of the Inachinery to
good purpo:;e. * This lJuat dre\\T a load of 8eventy

*)Ir. Symington's account of his interyiew with 1\11'. Fulton, RR
given in the "EJl(.yclopæl1ia Britannica," iR aR follows: "\Vhen
engaged in these experiments. I was called upon Ly .1\11'. Fulton,
who told me he was lately from North America, awl intelHled
returning thither in a fc,... months, lmt could not think of lea.ying
this country without first waiting upon me in expectation of seeipg
the hoat, aml procuring such information regarding it as I might
he' pleasc(l to cOll1mullicate. In cOlllplianee with his
carllc::;t rCliucst, I caui'f-'d the engine tire to he lightell up, and in a
short time thereafter put the steamhoat in motion, and carriell him
foul' milt's \\ est on the canal, returning to the point frolll which we
startell in OIlP hour allll twenty minutcR (heing at the rate of Rix
miles an hour), to the g}'eat :t-;tonishment of ),11'. Fulton anlI se\Teml
gentlemen, who at our outset chancell to conIc on hoard. During
the trip
1r. Fulton a
kell if I luul any ohjcction to his taking
notes regarding thc steam hoat, to which I made no objcction, as I
con:sidere(l the more puhlicity that was gÍ\Ten to any diseoyery
illte1Hlcll for the general go()(l, so much the hcltel'. In
consc(il1ence he pulle,l out a memorallllum hook, an(l, after putting
se\Terall'ointe(1 lpll'stil>llR re
pecting the general ('on:struetion awl
etrC(.t of the m<lchiJl(', whieh I answercd in a O most l'\. pli('it manner,
he jottcll tIm\ n pal.ti('ularly l'H'I'ythillg thl'n d(':-;('rihed, with hi:-;
0\\ It ohRenTalions upon the hoat ,luring the trip."

3-1

l/ISTONY OF STEAJI
\

1 JrIG
l TIO
Y.

tons, at a speed of three anc I a half nlÏles an hour,
against a strong gale of ,,-illcl U nc leI" ol'llinary
conditions I-ihe luatle six n1ÏleR an hour, but her ad-
111Ïtted success ,,,as cut short l)y the Canal Trust, \"ho
alleged that tha \yash of thE' Htealner \yould destroy
the elnbanklnent.

BELL'S c: Co.
IET." *

N oUling l110re \yas heard of the stean1boat III
Britain until 1812, \"hen Henry Bell surprised the
nati yes of Strathclyde Ly the follo\ying ad vertise-
Inent in the Greenock AdveJ,ti8el' :

STKDI P-\.S
_\GE Bo.\T,
., THE CO)IET."

Bi':T\n.:Jo:x UL \!-:HOW, GRt:F.XOCI\ AXil I h:U:XI"ß{'RGII ,
"oR P\

EXüi':RM 0XLY.

The !;uhl"eriher ha\'in
, at luueh exp
lIse. fitted up a halut-

ome yessel, tu pl
' upon the Hi\'er Clyde. hetween Glas
'ow ami
(;reenoek. to sail hy the power of wiml, air amI steam, he intends
that the \'e
sel shalll4:Ja\'e the Hl'oomielat\. on Tuesda\ s. Thurgrlays
amI Hatnrda
's, ahout mid-ùay, 01' at i;lwh hour t :ereafter as may
allswer from the
tate of the tide: amI to lea\'e Ureenoek on )Ion-
daY6, Wednesdays ami Ftidays, in tne morning-, to suit the tide,
The eleg-ance, <,omfort, safety ånd speed of this vessel requires
only to oe pro\'erl tD meet the approbation of the pnhlic: ami the
prop
'ictor is detenninc(1 to do e\'el".\'thillg" in his power to merit
puhlIc encouragement.
The tel"IllS are, for the present, fiJ.e(t at 4s, for the hest ('ahin.
amI
. for the sff'Ðnd ; hut heyond these rates nothing- i.. to he
aTtowed to scn'ants, or any other persoll emplo;\'erl ahout thc
\'essel.
The suhscriher ('ontinucs his estahlishIllent at HELE
SIH'RGH
R\THS, the same a.-; for yeal's l)ast, amI a \ es
el will be in rca(lillcs-;
to com ey pa:-<l,a:
ng-ers to the CUlllet from Greenoek to Helcnshur
h.
HF.':\HY Bt'LL.

HELß:(
B{,Rüll B.\TIIS, {jth A 119Wd, 18L!.

Bell's C01net \yas a (lUaillt-Iookillg craft, \yith a tall,
slender funnel, that
cI'Yed the douhle purpo
e of
lllast and chilnncy. Her length \"as 42 feet. breadth

* ., The f'tOI''y of Helew-:lml'gh," lSn-l-, p. n
:

n
l Jr
Y OP STE
Ll[
Y
l J?Ia
l TIO
\
. 35

11 feet, draught of ,yater:>} feet.
he ha(l originally
t\VO snlall paJdle-,vheels on each side ,vith four arrns
to e<.tch. The engine \Vë1H about three horse-po\ver,
and sëerns to have been th
joint pruduction of Bell
and the village blacksu1Ïth. The boiler ,vas ulade by
Da vid
apier, at a cost of .f52. 'rite engIne IS still

=-

--=:;:=::---- --

--
-
-=--
--
-=-
-
- - -
- ---
---

HELL'S" CO)IET," OFF DlT)mARTo
()
TIm CLYDE, 181
.

From" Chamhers' Hook of Days."

pre:ìer\?e( 1 in the patent office of the South I(ensing-
ton M USeUlll. The Cornel \;vas lengthenecl at Helens-
burgh, in 1818, to GO feet, ana received a ne"r engine
of six horse-po,ver, by llleans of ,vhich her speed ,,,as
increasea to six Illilos an hour. This engine \\ras
lllade by .fohn HulJertson, of Glasgo,,,.
The CÚIlf.,pf did not pay ab a, passenger boat on the
3

36 Il/STOItY OF STE
Ll[
Y
l 'T[(;
l TIO
Y.

Clyde, and \vas soon after her launch put on the route
to Fort 'Yillialll, alltl continued Oll that stonny route
till Deceluber l.
th, 1

O, ,,,hen Hhe "Tas "Tocked at
Craigni
h, on the ,y e
t Highland coast. f:;he had
left 0 ban that ulorning against the ad vice of her
captain, ,,,ho deeilled the boat unsen \vorthy and (Iuite
unfit to encounter the l,linding sno"T stonn, in the
nlidst of ,y hich she '''ent ashore. But Bell hail over-
rule(l. the captain. Fortunately there ,,,as no loss of
life. She ,vas replaced in tlle follo,ving year by a
larger and iIllproved style of yessel, called lJY the
saIne nalue and
ailed by the sanle lnaster, Robert
Bain, "Tho "Tas the fir
t to take a steaulcr through
the Crinan Canal, and the first to traverse the Cale-
donian Canal fronl sea tu t'ìea by steanl, in 1822. The
second Comet caIne into collision ,yith the stean1er
A
/r off Gourock in October, 1825, and sank ,vith
the loss of se
enty lives. 8he \\Tas raised, ho"Te,yer.
\vas rigged as a schooner, ren:uned the .A H ltC, and
sailed for Il1any years as a coaster.
1\11'. Be}) "'as l)orn in Liulithgo,v in l7(;7. The 80n
of a n1echanic, he ,vorked for SOUle tinle as a stone-
Inason, afte1',yanls as a carpenter,' and gained S0111e
experience in ship-building at Bo'ness under l\Ir.
Rennie. He 1'eInove::l to Helcnsburgh in 1 SOK, \y here
his ,,,ife kept thp Baths Inn "hile he ,vas experi-
Iucnting in Inechanical projects. He ,vas a HUHl of
energy and enterprise, but like nlost inventors was
ah,'aYH scant of cash. Tlad it not been for tlH
gen-
ero
ity of his friend;';, nnd an annuity of .flOO ,,,hich
he received froul the Clyde Trust, lIe "Toultl ha "e

D
l Jr....Y OF STE
l JI ....\

l riOA 1'IO....Y. 37

COlue to "yant in his 01.1 age. He seelHS to have hacl
steaul navigatiun on the brain as early as ] 786, and
had COIlll11Unicated his idea:-; on the :-;u Lject to HIO:-;t
of the cro"yned heads of Europe, as ,veIl as to the
President of the United 8tates, before he lnIilt the
Comet. 1\1r. Bell's Iueluory is perpetuated in an
obelisk erected by the city of Glasgo". corporation on
a picturesque pronlontory on the banks of the Clyde
at BO"Tling. "in ackno"yledgluent of a delJt ,,,hieh
it can never repay." There is also a hanLlsollle
granite obeli:-;k to his rnenlory on the esplanalle at
Helensl)urgh, the inscription on ,,,hieh teRtifies that
" Henry Bell ,vas the first in Great Britain "yho ,vas
succe:-;sful in practica]]y applying steaul pO\\Tcr for
_the purpose of navigatioH." The stone effigy of the
Ulan ë.ttljoinin
his grave in Ro\v clulrchyarLl was
placed there by his friend Robert Napier, "Those faBle
and fortune "yere largely the result of Bell's enter-
prise. 1\11'. Be]] (lied at his Inn in Helensl)urgh,
N ovculber l..lth, 1830.
Fifty years later ,vitnessell the full dcyelopillent
of 1\11'. Bell's ideal in the Culu./nlbf.l, then as no,y the
larg'est river stealner e\ er seen un thp Clyde, an(l the
swiftest. rrhe Cul10nbtt is built of Rteel, is 31li feet
long and 50 feet "yide.
he has t\\TO oscillating
cngilles of 220 horse-po,,'er, au(l attaiu
a speed of
t"'t'nty-two nlÍleH an hour. Her route is frolH Ulas-
go,y to .Arclrisha'Ïg an<l back, dally in HUlllllu'r. ,,-hen
H1H' carries f"l'Olll 2,000 to 3,000 persons through SOln

of the tiucst sCéncJ'Y in
cotlan<l. 8h(' is pl'()\-ide<l
,,'ith HteallL lllèlchinery ful'
tet'rillg aud \nt l'l'ing her

3R HISTONY OF STE
Ll[
Y
l rlflA TIO
Y.

into the piers, and \yith other lllodern appliances that
nlake her as halllly a
a steau1 yacht. She resel11bles
a little floating to\Yll, ,yith shops and post-office ,,
here
you can procure nloney orders and despatch telegrauls
And "yhat is tllf
Coluntb'.t after all but an enlarged
and perfected reproduction of Bell's Gouwt!
The reputation of the Clyde in respect of ocean
:stealnships and "ironclads" has becollle \yorlcl-\yide.
SOllIe of the best specilnens of Inarine architecture

;1/'/1,-

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"COLr
lBA," F..UHWS CLYDE }UYER STE.UlER, 1
7!'í.

are Clyde-l,uiIt. Her O\Yll river stealllcrs are the
finest and fieete
t in the United I\:.ingdolu. The
Thalllcs river stcaillers, though far inferior to the
Cly( Ie boats, ans"Ter their purpose hy con '
eyillg vast
nUlnber
of people short distèlnce
at a cheap rate.
The Yictoria Ste:ullboat Association, ,,'ith its fleet of
forty - fi '
e river steanlers, can carry 200,000 people
daily for a pcnny a 111Ïle. The Rhine stean1ers and
thosè plying on tho S,\TiHS lakcH are in keeping ,yith
the pictures(lue Rçenery through ,vhich they run,

n
l JV
V OF STH_l Jl ..Y_l Vlf/.l TIO.Y.. 3U

Painted in bright c01onrs, they pre
cllt a very attrac-
tive antI sllutrt appearance. They are kept scrupu-
lously clean and are atln1Ïral)ly lllanag-e(l. l\[allY of
the111 are large, \vith
aIoon cabins the \vhole length
of the yessel, over "Thich is the prolllenade deck
covered \vith gay R.\vnings. They run fast. The
captain sits ill state in his easy chair uIHIer a canopy

--
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., WILHEL)I KAISER" ox TIlE RHI.x
, l::iöu.

on tlH' hridge-sllluking his cigar. The chief ste\var(l,
next to tILe captain by far the B10St Ï1nportallt per-
sonage on board, llloves about all day long in full
evening dress-his Blain concern being tu kuo\v \v hat
\vine you \vill have for IUllch or dinner that he lnay
put it OIl ice fur you. The lulJle d'hute is the CrO\Vll-
ing e\-cnt of the day on hoard a Rhinl' steanler, i.e.,
fur the lltisguided lllajority of tourists to ".h()lu a

40 IIISTnr:r nF' STEA J[ .Y
' r1(/
j Ì'ln
'';-.

H\yell (hnner offers grealer attractionH than the nneHt
scenery illHtginable.
The :-)uccess of the first OUJJìet intluceeJ uthers to fol-
lo\\" the exalllp}e. The year 181
sa'y two other fHl1aU
stealllboats on the Clyde. X ext year the Jlr(,rjery,
built hy Denny of Dlllllbarton, luade a voyage to
Dublin and thence to the Thailles, ,vhere she plied
llet"
een Londun and
Iargate fur SOlne tilHe, to the
consternation of the Thailles ,vaterulen. In 1818
lJayiel Xapier of Ulasgo,v \yent into the business, ëtnel
eCjuipped a llUlnber of coasting steanlers ,vith illl-
proved.llHtchinery. ,A..t this tÍ1ne the Rob Roy, clailned
to b
the pioneer of sea-going Hteanlers, began to run
to Belfast, llut being- found too Sillall for the traffic
she "Tas put on the Dover and Cala,is route. In 18] 9
the .Àchniralty of the day had a steaulboat built for
to\ving Inen of-,var, called the Oúole!, 115 feet by 21
feet, ,vith two of Boulton
'Yatt's engines of 40 hor:-;e-
po,,,"er each. This vessel ,vas follo,ved by the Light-
ning, Echo, Ovnfiance, Ovlnnìúia and Dee-the latter
vessel having side-lever engines of 240 horse-po\ver,
,vith flue boilers carrying a pressure of six pounds
to the Hquare inch, ,vhich lleveloped a speetl of seven
knots an hour. In 1822 a large nunlber of steaul
vessels fitted ,vith cundenHing engilleH ,vere afloat.
The J((,lIte.
TVedt "Tas huilt in that year to ply bet,veen
Leith H.IHI Lonùon. The largest steanlcr at that tÎ1ne
,vas the United J{i'Hgdorn, huilt by Steele of Greenock,
1 ûO feet long by 26! feet ,vide, having engines of
200 horse-po\yer-as nluch au object of ,yonder in
those days for her" gigantic proportions" as ,vas the

])
t W
y OF STEAJf
YA JTJf:A 1'IO...Y. 41

G'J>eat Eflt3fern thirty yoars later. In 182;j there ,vere
168 steaul Yesseh
in Britain: in. 1 H:15 there ,vere
53R; in 1 S.,)5 there ,yore 2,:1 10, inc1 udi ng ,val' ves
els
afloat an(l building: in 18D,
the nUlnber of stearn
vessels built in the Unitell I(ingdoHl ,ntS 638, of \vhich
nUlnher DO pOl' cent. \Yen
l)uilt of steel. In 1897
the nUlll1,er of ste
uners over 100 tOllS in the United
J\.ingdoln, inclu( ling the colonies, ,vas cOluputecl to be
8,500, ,,,ith a Ilet tonnage of 6;500,000 tons.

TIlE CI CLER)[O
T."

Three YCíU.S before Bell's achieveinent on the Clyde,
a cle\Ter .A,luericnn, profiting by the experilnents of
SYIl1Ïngton, applied his inventive genius to perfecting
the application of steau1 as a nlotive po\"er for vessels,
and gained for hilnself the honour of
eing tho first to
Inake it availaLle for practical use on a paying basilì.
This ,vas Rol\ert Fulton, a native uf Pennsylvania,
horn in 1765, ,vho cOlnnlenced husiness as a portrait
painter and follo\vetl that profession for SOIne years
in France anù England. He invented a nUlnLer of
" notions," alIlon
thl' rest a Rubluarine torpedo-boat,
ill which he claill1(>cl that he could rmnain uIHIer ,vater
for all hour and a half at a tiIne; but failing to receive
the patronage of any naval authorities, he returned
to K e,v York, and, ,,,ith the aRsistance of 1\[1'. John
Livingstone, ha(l èL stealllhuat built and fitted \vith an
Engl

h engine by Boulton M \\" att, of Bi1'u1Ínghaul.
Tht' Ole r'nUJ IÛ (after Leing lengthenetl) \\Ta
133 feet
long, 18 feet beaIn, and 7
feet (leep. H
r w'heels

4
If/STONY OF S1'/
'
IJ/ X'AI J7r:
1 TIO_Y.

,vere uncovered, 1.5 feet in tlian1eter, \yith eight
buckets, 4< feet long, to each ,y heel, anù dipping 2
feet. Thl' cylinder ""as 24 inches in dÜulleter, \\Tith
4 feet stroke of piston. The boiler \vas of copper, 20
feet long, 7 feet \vide and
feet high.
The Clerntont nuttle her first voyage froIll X e\v
York to Albany, August 7th, 1807. Her speed \yab

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Fl"LTOX'S "CLER)IOXT" oX THE Hrn
()X, ISOï.

about fi\"c n1iles an hour. During the ,vinter of
1807 -8 she ,"US enlarged, her nalne being then changed
to 1{01
th RÍ1:(J}
. She continue,1 to ply successfully
on the J [ud8on as a passenger boat for a nUInLer of
years, her o,vnerR haying aC<luired the exclusive right
to navigate the \vaters of the
tate of
e\v York by
steam. The Gal" of ]{ept-une anù the Parogon, of
300 and 350 tons, respecti vcly, ".ere soon atlded to

1)_1 W
\
OF þ.....'Tg4L1I
y
1 1'1(/_1 TIOS..

-13

the Fulton M Liying
tone Line. Both of these vesselH
,vere fitted \yith English engines. The jJar(l[jon con-
tinuetl to ply on the HudHOll for about ten YL
\rH,
earning a good deal of 1110ney for the o\vners. About
1820, \\yhile è1Hcen(ling thl' river,
he ran upon a rock
and LeC
ll11e a total "Teck. Other steau110ats ,,"'ere
built for ot.her "Tat(
rs, ana very ::;oull there ,vere
steëullers plying on all the nn, viga.ble ri verR of the

,'
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).I]SSISSIPPI STKnIno.\T ".J. )1. WHITE," 18ïS.

lTnite<l StateR a\'ailable for conunerce. )11'. Fulton
Inarried a daughter of )11'. LivingRtone. lIe died in
X e\V York in 181.5, at the height of his faIlle and
prosperity.
The contrast bet,veen Fulton's Clef'rnont, or Bell's
Cornet HIHI the Atlantic Liner coursing o\?er the sea at
raih\ray bpeed i:-) very Htriking, an<l scarcely less
reIl1al'kal)Ie the c0111pariHOll of the river Rte:ullboat
of to-clay \\'ith theHl
early expC'rill1C'nts. AIHl'rica

44 IIIS1'ONr OF S1'E41 JI
VA rU:41 TJO
Y.

has developed a type of stealll boat, or rather types of
stealllboats, peculiarly its O'Vll. The light-draught
l\Iississippi stealllers. bear little rescnll)hlnCe to the
Hudson River and Long Island Sound boats, \yhile
the .A.lnerican öte
lln ferry-boat is a thing certainly
not of beauty, but unique. l)ickclls in his A lnerican

otes speaks of the B-uTlin!Jto'J1, the crack steanler on
Lake Cluunplain in the early forties, as "a perfectly
exquisite achievelnellt of neatness, elegance and or(ler
-a niollel of graceful cUlnfort antI lJeautiful. con-
tri vance." But Dickens never Ra,,' the P ,'isc.illa.
She ,vas only launche<l in 1 Sn-1<, and is claiulC( 1 to be
" pre-elninently the ,,'orId's greatest inlaull stealucr-
the largest, finest and lllost elaborately furnishetl
stea1llboat of her class to be fountl any,vhere." Th

Priscilla is 440
feet long, 52l feet ,,"ide, or 05 feet
over the paùdle-boxes. The paddle-,vheels are of the
feathering type, 35 feet in dialneter and 14 feet
face. Her light draught is 12,
feet, and her spectl
easily 22 lniles an hour, though the ordinary service
of the line (loes not (lellland such fast running. Her
night's ,york is 181 Iniles, which she covers leisurcly
ill ten honrs. She cost
1,500,OOO. All the interior

* These cuts, copieJ from Stanton's" American Steam Vessels, 17
represent first cla
s :\Jississippi and Ohio light-draught, high-pres-
sure ri,-er steamer:,;. The J. ...11. White, of 1878, was deemed "a
crowning effort ill !'teamhoat ardlÏtecture in the "
est." She was
320 feet long and 91 feet in width, oyer the guards. Her saloons
were magnificently fUl'nishc(I, amI all her internal fittings of thè
most elahorate description. She ear ried ';,000 hales of eotton and
haft aecommodat ion for 350 cahill pas
cngers. Her cost "as
8:
OO,OOO. :-;he was totally destroyed hy fire in 1 SðG.

J)A JJ
V OP S7'NA J.11
"'
l rlf;
1 TIO
Y. 4;)

Jpcoration
are very elal)()rate ancl halHlsollle. In her
triple ro'v of stateroollls there is luxul'iou

leeping
accolnnluJation for 1 ,500 pa
sengel'
. J n the spacious
dining-l'OOlH 225 persons lllay be seated at one tilHe.
The grand saloon is a luagnificent spectacle, large alllI
lofty, superbly decorated and lighted l)y plectricity.
The PJ'i8cilla has cargo capacity for 800 tons of

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OHIO STE.UIBoAT "I1{oX 9l-EEX," l
K
.

freight. "Her lnachinery is not only a lllal'vel of
design an(] ,vorklnanship, lJut it fascinates all persons
interested ill lnechanical devices." It cúnsists of a
double inclined cOlnpound l'ngine, ,yith t,vo high-
pressure cylinders, each fifty-one inche
in diallleter,
and t,vo lo\\r pressure, each niHety-fi \'(' inches in
dialneter, all \yith a stroke of ele\Tcn feet. There are
tcn return tulnllar hoilcl'R of the Hcotch typc, éètch

46 T[[STOUt" OF STE:AJ[
y
t J"10
t TIn.,,\'.

fourteen feet in dialneter and fourteen feet long,
constructed for a \vorking pres
ure of 150 Ibs. to the
square inch. The indicated horse-power iF; S,:100. The
lnachinery is principally belo\y the Blain lleck, leaving

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" PHI
CILLA."

Fan RÏ\'cr amI Long" bland Sound Line, 1801.

all the space on and above this deck available for
general purpo
es.
This floating palace \ya,s built at Chester, l'>a., by the
Dela\vare Iron Shipbuilding and Engine 'Yorks (;001-
pany. She is built of steel. Her regiHtere<l tonnage is

j)
1 JV
Y OF STE
Llr
Y
l Vlr/-A TIO
Y. 47

5,398 tOllS. Although so vast in her proportions, the
Pl
i8cilla sitH on the ,vater as lightly and gracefuHy
as a s,van. Painted ,y hite as sno,y outside, as nearly
all .J..t\.nlerican river stealners are, she pre
ents a beauti-
ful, you ulight say a dazzling, appearance; and she is
only one of five nlagniticent stealners of the Fall

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"XEW YOIU\,."

The late
t Hud
on H.i\ er Dar
tcalllcr, lð!)Î.

River Linû, all sul)stalltially alike in dcsign and
e(plÏplncnt, running regularly all the year round
betw"een Fall Rivcr <tlHI N e\\r Y' ork, ,yith a perfection
of service that CHllllot hl' surpas"ied.
This cut, kinclly furnishccl by the O,ynerR, givt'
a
faithful represclltatioll of thl' l'xtl'rior of a very
beautiful HlHIsOll RiYPl" day :-;tt'<Llnhoat
ThQ J.)r(}
U

48 . iI/STORY Oli' ST8AJI ....YA V!GA T/O

.

Yvrl
is built. of steel, :{ 11 feet over all, breadth of
beanl -to feet, and ovpr the guards 74 feet; average
llraught of ,yater 6 fcct. She cOlnbines speed, luxuri-
ousness of furnishing and a lJeauty of finish in all
parts that has not been surpassel1 on vessels of this
class. She i:.; capable of running 24 n1iles an hour.
This l)oat and her consort, the Alba/ny, are clain1cd
to be the finest. clay passenger river stealners in the
,yorl(I. She is IlOt cr(J\vded w.ith 2,500 passengers,
of 'VhOlll 120 lllay sit dow'n togcther to an ex(}uisite
dinner in the richly decorated dining-room.
A distinct class of stealnboats peculiar to An1erica is
the ferry-boat. In one of its fornls it is to be found
fully lleveloped ill N e\V York harbour, and serves
to convey daily countless thousands of people "Those
businebs lies in N-c,y York City, but whose hOlTIeS are
on BrooklYll ITeights or C'lso,vhere on Long Island, or
the N c,v J erscy coast. The boats are very large and
very ugly, but do their ,york aJn1ÍraLly, being adapted
for the transport of w.heeled carriages of every
description as ,ye]} as for foot-pabsengers. One of
the sights of N e'v York \yorth soeing is a yisit to
the Fulton Ferry in thC' lllorning or in the evening,
,yhen the cro,yds are the greatest. The Ilobel'i
Ga.-rrelt, ,,,hich runs <10\Y11 the lJay to Staten Island,
carries f'rolll 4,000 to 5,000 pa.ssengers at a trip, ë.1ntl
is saiJ to be the hu'gest steaul-ferry passenger boat
in existence. She is o\Yllcd by the Staten Island
Hapid Transit Co., ((,11(1 COHt
22.>,UUO.
AuotlH'r typ
of ferry-boat is that ,,,hich, in :1(ldi-
tioll to carrying passengers, is Hpecially adapt,pd for

j)
t JV.Y OF STE
lJ[
Y
l J7f:
lTI()
'
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!!)

rttihYt-LY purpJ3es. The be.st SpJCilllen of this kind of
steaul boat iH probal)ly to be found on Lake Erie, where
a pair of boats. precisely alike, keep up regular COlll-
lllunication t\vice a day, sunllller and "Tinter, l)ct\veen
Coneant, Ohio, and Port Dover, Ontario. They are
nanted SIU'J/(/ J/!i(), 1st anll 2nd. TIley are each ;300 feet
long and 5:
feet in ,vi<.lth. On the Blain deck are four
raihyay tracks, sufficient for t,yenty-six loaded cars

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TE..UIB()AT, SEW YORK.

each containing 60,000 lhs. of coal. On thc upper deck
are ]U1u<lsollleIy titte(1 cabill
for 1,00U paHsengerK
The ferry is slxty-five rnile::; ,yide. SOlnetilncs it is
pretty rough Hailing', hut thPHe stealncrs never fail to
rnake the round trip in thirteen hours. They are
tittC'(1 ,,'ith COlllPOUI1(1 engines, Scotch boilers, an(1
t,,'in SCl'C\YH: the,-'- (Ira"," 12.\ feet of ,yater ,yhen
.1

]u:HIL'( I alH I run t,ych'c Illi]CH an hour; they are pro<lig-
iousl.r strong, aucl can plough their "ray through fields
of ice \\Tith 11larvcllOlls facility.

C1 I 1-\ 1)'T'EI
11.

EARLY YEAR
OF
TEAl\I NA \
IG-ATIOX.

The Arrommoda,tion--The Saca1llwh - Eufo"}û'ï.-:e-Rúyal William
-Lil'f'rpool-Siriu.-: aIlr} (irenf JVe.<;;ff)rn-(Ì1w'tt Britain and
GreaJ Ea::dern-The Brunels-The screw propeller.

T 'Y() years after the Cle1'?ìlont had connnenced to
ply on thc Hudson, and three years before
the Oontet had diðturLed the ,vaters of the Clyde,
the first stealnboat appeared on the St. L..-t\vrence.
The ACC01n1nvdation, Luilt hy the Hon. John l\lolson,
of Jlontreal, Inade her lnaiden trip to Quebec on
Xovclnber 3rd, 1809, carrying ten pasBengcrs, in
thirty-six hours' running tilne. In accordance ,vith
the usual custOlll, ,,,hich continued for 111any years,
she anchorell at night, so that the ,,'hole tilHe occu-
pied in the voyage ,YítS sixty-six hours. If
he
ascende( I the St. l\lary's current, Hhe ,vas to,ved up
by oxen. The length of this vessel "
as eighty-fivc
feet o,.er all, her llreadth sixteen feet, her enginp
,yas of six horse-po,ver, and her speed five lltileH an
hour. Thc Accom'iltodal ion ,yas built at the back
of the l\lolson's Bre"very, and ,vas lnunchetl broadside
on. Her engine ,vas nlade hy Boulton
\Vatt, of
Binning-halu, Englautl. The fare frolll Jlo11treal tù
Quebec by this vesHel ,vas f2 1 Os. ; çhilùreu, haJf

E_INLY YEAllS UF
TEA1JI
Y.A J7UATIO)"'r. 51

price; "ser\
ants \vith ùirth (sic), f:l 13s. 4d.; ,vith-
out bifrtl
, .il 5s." The Quebec lJle'ì'cu?'y, announcing
her arri \"aI, rcularkell: "She is ince

antly cro\yded
,yith yisitors. T'hiH stealuboat receives her Ì1npulse
frolll an open-spoked perpendicular ,vheel on each
sille, \"ithout any circular band or rilll. To the enù
of each double spoke is fixed a s<luare board ,vhich
enters the ,yater, and by the rotatory Inotion of the

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:-;," ljLYDE STEA)IBuAT.
From ")Iountain, 1\1001' and Loch," Londou l 11;!)4.

,vheels acts like a paddle. No \yiufl or tide can stop
her."
11he S(tvrtnnlth.-In the year 18tH thoro ,vaH built
in X e\V York, by .1\le
srs. Crocker aIlll Pickett, a full-
rig-ge(l Kailillg Khip of about :350 tons, DanIell the
Su'vunnah. She ,vas intended to be used aH it Railing
packet bet'Yeen N e\v York antI Havre, but before she
,yaK cOlnpleteù she \"as purchaHeù hy 'Villiaul Scar-
ùorough & Co., a shipping firtn in Savannah, ,,,ho
4

52 II/STORY OF STEA.i.1I
YA T7r;...lTIO
Y.

.
fitted her up \vith a stealn-engine of 90 horse-po\ver,
placed on deck, and a pair of paddle-\vheels enclosed
\yith canvas coverings, :50 constructed that they
could 1e folded up and taken on deck in stornlY
\veather, and that tedious operation :::Ieems to have
been gone through pretty frequently in the course
of her first voyages. Her Inaiden trip froln N e,v
York to Savannah occupied 8 days, 15 hours. She
left Savannah for Liverpool under steanl, l\lay 22nd,
1819, and arrived in the
Iersey, "\vith all sail :set,"
on June 20th, 11laking the run in t\venty-nine and a
half days. The \vhole time that the engine \vas at
work during the voyage is
aid to have been only
eighty hours. " She hove to off the bar, ,vaiting for
the tide to ri:-;e; at 5 p.nl. shipped her \vheels "-so the
record of the period runs-" furled her sailR and
stealned up the river, \vith Alnerican banners flying,
the docks being lined \vith thousands of people, ,,,ho
greeted her arrival ,vith cheers." From Liverpool,
the Savannah sailed up the Baltic to Stockholnl and
St. Petersburg. On her return voyage, on account of
storluy \veather, the engine ,vas scarcely used at all
until the pilut caIne aboard off Savannah, when the
sails ,vere furled, and \vith the flood-tide she stealneù
into port. After several voyages of a sin1Ïlar kind,
the 111achinery ,vas renloved and she plied for some
tilne as a sailing packet bet\veen N e,v York and
Sa vannah, and ,vas eventually \vreckell on Long
Island in 1822.
Shortly after this the British Government offered
a prize of f:lO,OOO to the party who should first Inake

EARLY YEARS OP STEAJI
Y
l T7GA TI()
Y. 53

a succe
:sful voyage by stealn po\ver to India. The
prize ,vas ,yon by Captain Johnston, w'ho sailed froIn
England on August l(jth, 1825, in the Enterp1"ise, of
5UO tons and 240 horse-po,ver,* and reached Calcutta
on the 7th of Decelnber. The distance run ,vas 13,700
n1Ïles, aIHI the tilue occupied 113 days, during ten of
\vhich the ship ,vas at anchor. She ran under steam

('..

THE" SA VAXXAII," ISI9.

sixty-four days and cOl1sulnecl 5HO chaldrons of coal,
the rest of the voyage being under sail.
Eight years follo,ved ,vithont any further atten1pts
in the direction of ocean stealn navigation. There
scen1ecl to be nothing in theHe costly experilllcllts that
would induce capitalists to invest their Illoncy ill
stean1ships. Bailing vessels haù crossed the Atlantic
in n1uch lesH than thirty days, an<l had InadC' thp

* "Our Ocean Rail ways," p. 69.

54 HIS TOR Y OF A
'TE
1JI ....yA J70A TIO....y.

voyage to India in less tilHe than the Enterprise
took to do it. It ,vould not pay! and had not
scientific men fintI practical engineers pronounced
the idea of transatlantic stealnships as Utopian and
utterly itnpracticable? " No vessel could be con-
structed," they saiù, "that could carry enough coal
to take her across the Atlantic by stean1 power
alone." 80n1e of these unbelievers lived to see the
day when large ocean stealners not only carry enough
coal to take them froln Liverpool to N e,v York, but
actually enough for the return voyage also.

THE "RoYAL 'VILLIAl\r."

The Sa1.xtnnuh anù Ente'ì'lJrise Wero ttlhllittedly
nothing U10ro than sailing ships \vith auxiliary stealn
po,yer. In the archives of the National 1\1 useUll1 at
'Yashillgton there is to be founù the full history and
log of the Savannah, ,vhich proves conclusively that
she ,yas not cntitlcll to be call ell the pioneer of trans-
atlantic stealll nayigation. That the honour belongs
to t.he Rvynl JV illia/n1, built at Quebec and engined
at 1\10ntreal, has been clearly proven. The evidence
in support of this clairn is elnbodied in a report of
the Secretary of State of Canada for the year ended
])eceullJer :Jlst
1
D4. FruBl this it appears that the
l-loyal JlTilli(on ,vas designed by 1\11'. J
llnes Goudie,
1\Iarine Architect of Quebec, and that she ,vas
launched frolH the shipyard of 1\lessrs. CanlpbeH
and Black at Cape Covc, Quebec, April 29th, 1831,
in presence of Lord Ayhner, the (Jovernor-General,

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56 HiSTORY ÒF Þ"'TEAJ[
VA J IGATI0
,t.

and a vast concourse of people, Lady Ayhner nallling
the vessel ,vith tho usual cerell10nies after the reigning
1I1onarch, \Villialn IV.
he ,vas to\yed to l\Iontreal,
,vhere her engines of 200 horse-po,ver \vere fitted by
1\1 essrs. Bennett and IIenderson. She stealned back
to Quebec in the beginning of August. She \yas built
for the Quebec and Halifax Steam
avigation COln-
pany, incorporated by .A..ct of Parlianlellt, March 31st,
1831. This cOlupany cOlnprised 235 persons \vhose
nan1es appear in the Act, ëtnlong theIl1 being the three
brothers, SaIl1uel, Henry and Joseph Cunard. San1uel,
the founder of the Cunard Line, ,vas a fre<luent visitor
at the Quebec shipyard, anù carefully noted do\vn all
the infornlation he could get fronl the builders.
This historic vessel ,vas registered No. 2 in the
port of Quebec. She \vas rigged as a three-ll1asted
schooner, of 363
1 tons burthen, ,vith t1 standing
bowsprit and square stern. Her length ,vas 160 feet;
breadth, taken above the Inain ,vales, -t4 feet; depth
of hold, 17 feet 9 inches
and width, bet,veen the
paddle-boxes, 28 feet. She cost about .f16,000. The
Royal Willian
, cOlnnlancled by Captain J. Jones,
R.N., sailed froIll Quebec for Halifax, August 24th,
1831, \vith t\venty cabin pàssengers, seventy steerage,
and a good freight. She arriyed on the 31st--six
and a half days froln Quebec. Several voyages \vere
made that year to I [alifax and the Gulf ports.
N ext year, o\ving to the prevalence of chulera, trade
,vas at a standstill, and there ,vas nothing for the
new steamship to do. She ,vas accordingly sold by
Sheriff' Gugy, at the church door, in the parish of

ËARLY r-EARS OF S7 1 EAJf J,YA VIGA TIO
Y. 57

Sorel, for .f:5,OOO. In April, 1833, she ,vas placed
under the cOl1unanù of Captain John :\Iacdougall, a
native of Uban: Scotland. During l\Iay she to,ved
vessels from Grosse Isle, and in June sailed for the
lo\ver ports, Halifax and Bo
ton, reaching the latter
place on the 17th-the first British stearneI' to enter
that port. On her return to Quebec, her o\vners
decided to send her to Lonùon to be sold. She sailed
August 5th, arrived at Pictou on the 8th, and sailed
thence on the 18th, ,vith seven passengers, a box of
stuffed birds, one Lox and one trunk, SOlue household
furniture, 254 chalch'ons of coal, and a crew' of thirty-
six 111en. The voyage to Co,ves, Isle of ,V ight, ,vas
Blade in nineteen and a half clays. She ,vas deeply
laden \vith her coal, had very rough w'eather, and had
to run with one engine for ten days. A short tinle
having been spent at Co,ves, painting the ship, etc.,
"she stearlled up to Gravesenù in fine style-the first
vessel to cross the Atlantic propelled l)y the rnoti '-e
po\ver of stearn alone."
The Royal 1Villian'ì \vas sold in Lonllon for
1:10,000, and \vas chartered to the Portuguese Govern-
rl1ent as a transport. In It)34 she ,vas sold to the
Spanish (
overrllnent, and naJned the Isavel Segundít,
and ,yhile in this scrvice \vas the first ,var-steanler
to fire a hostile shot. In 18:17 she ,vas sent to
Bordeaux, France, for repairs, but, her tilllbers being
badly decayed, her Juachinery \vas transferred to a
ne\V vessel of the saJue nalHC, ,vhile she herself
terrninated her Lrilliant career as a hulk.*

* Ruffi(.ient impol'talH'e was atta('he(l to thiH matter to cause tho
two Houses of Parliament, in Ottawa, to onler a hrass tahlct,

58 IIIs7'ORY OF ij'PEA.J.l[ NA VIGATIO
S".

Another stealller bearing the nallle Royal 1V ill'iam
\vas despatched frolll Liverpool to
e\v York, l)y the
Transatlantic Steanlship Company, in 183
. This \vas
a vessel of ö17 tonR, and 276 horse-pow-er-the fÌrHt to
luake the westwarll voyage frolll Liverpool, and the
first passenger steëtllier to cl'o:-;
the sea. .After H fe\v
voyages of aoubtfnl success, thiH Htealller 'was (legraded
into a coal-hulk, and a llluch larger antI faster ve:-;Kel
took her place. This \vas the Li'lt'eì'ZJOol-lnlÏlt
expressly for the Atlantic trade, \vith luxurious
fittings for seventy or eighty first-class paHsengers.
She \vas a fine ship, of 1,150 tons Lurthen, and 4üt;
horse-po"ver. She sailed fron1 Liverpool, October
20th, 1838, but had to put hack to Qneen
40\vn on
the 20th; sailing thence on N oveulber 6th, she reached
N ew York on the 2:3rd. After several voyages,
averaging seventeen days out and fifteen days hOlne,
she was sold to the Peninsular and Oriental COlllpany,
and was finally \vrecked oft' Cape Finisterre in 18-1<6.
In 1839 the late Sir Hugh JJlan and several other
Calla.dians llutde an [t(lventurous yoyage in the Li1)eì
-
pool. Sailing froll1 N e\y York, ])ecelnber 4th, they
had a succession of gales up to the 2
th, \vh(
n they
were scarcely hHJf-'
l[ty across the Atlantic. The chief

commemoratiye of the event, to Le placed in the corridor of the
Library of Parliament. The tablet, of which a fac-simile if; pre-
spnted in our frontispiece, was unyeilec1 with fitting cel'emon
' hy
HiR Excellency the Uoycrnor-ncnel'al, on the o('C'asioll of the open-
ing of the Colonial Conferenec, ,June :!Sth, um.!.- ridf': "The
Journals of the Colonial Conference" (App( mlix) ; "Journal of the
House of COllnllons," IS!).!; "Tl'all
a(.tioll!': of the Hoyal Rociet.y of
Cana(la. "

EA RL Y YEA RS ()F sTEA},[
YA T7GA TI()
Y. 59

engineer then réporteJ that unle
s things luended
they \vould run :-:hort of coal. The chief ste\\Tard at
thè sanle titHe expréðsed grave doubts as to his
pro\Tisions holding onto A con
ultation having been
held, it ,vas resolved to change their course for the
Azores. They reached Fayal just as the last sho\Tclful
of coal ,vas thro'VIl on the fires. Four days ,vere
spent on the Island, during ,yhich tilHe the pn

engers

TlIt<: ":-;IHICS," 18:
:-'.

.were treated to a round of festi vities. On arrn"tng
at Liverpool, they learned that the ship had been
gi\Tell up as lost-not having Leen heard of since Rhe
saile(l frolH N ew- York thirty-nine Jays before.

TilE "SlIUGS" AND "GIlEAT \VESTER
."

The (lep:trtnre of thpse stea111shipH frolll Eng-lan(l to
Alnerica in IH:JR lllarks nn ilHportallt epoch in the
hi:-:tory uf st.ealll navigation, inaslHuch as the prac-

60 I-IIRTOR1
OF RTEAJf ...YA trIGA TIO...Y.

ticability of e
tablishing a regular transatlantic
stealll ser\Tice \vas no\v for the first tilHe to be clearly
delnonstrated. As the Si1'Üls llutde only one round
voyage, there is little to be said al)out her beyonù
adluiring the pluck of her o\vners. She \vas a snutll
ve
Hel of about 700 tons and 320 horse-power, built
at Leith for the St. George Stealn-packet Company,
and had plied successfully for SOlne tilne bet",'een
London and Corle She ,vas chartered by the then
ne\vly fonned "British and Alnerican Stean1 N aviga-
tion COlnpany," of ,vhich the faluous ship-builder,
Laird, of Birkenhead, was the leading spirit. The
Sirius ,yas despatched fron1 London for N e,v York,
via Cork, ,yhence she Railed on April 4th, ,vith ninety-
four passengers. She arrived in Ne,v York on the
22nd, after tt successful voyage of seventeen clear
days, being cOllunanded by Lieut. Roberts, R.N., ,vho
,vas after\vards lost at sea ,vith the ill-fated 88.
President, in 18-11. The return voyage was luadC' in
about the san1e nUlnber of days as the out\vard trip.
The G I'eat 1Veste1'n, designed and huilt by
lr.
\Villiarll Patterson at Bristol, for the Great \Vestern
Steanu
hip Company, sailed from Bristol, April
th,
1838, in cOll1nutlltl of Lieut. Jallles Hoskin, R.X., and
reached N e,v York on the 23rd, lnaking the run in
fifteen days \vith a conHuHlption of 6."5.> tons of coal
and realizing an average speed of a little over eight
knots an hour. She returned to Bristol in sOlue,vhat
less than fifteen days. A fine Hhip she ,vas, of 1,340
tons and 4-t0 horse-power, 212 feet long, and :i5
feet
beanl. Her best run bet,yeen N C\v York and Bristol

ËA RL};' rEA ns OF SliEA
[ .L\T.A J7GA TIO
Y. el

,,-ras nutde in 12
day
,* a reluarkable record for
that tilHe.
\.Jtogether she 'Ya
aJn1Ïtted to be a
distinct succe

. She ,va
sold in Ib47 for .f25,OOO,
after \vhich she bailed regularly for ten years to the
,\\T est In( lies. In the lueantÏ1ne the o\vners of the
Si1
iltS had built a n1uch larger boat, the B}'itish
Queen, \vhich luade her InaiJen voyage froln Ports-
nlouth in 183D. After luaking a nUlnber of voyages
to K e,v York this fine ship ,,-as sold to the Belgians
in 1841, chiefly o,ving to the collapse of the COlllpal1Y
occasioned by the loss of a sister-ship, the P1'esidern t,
\vhich sailed froBl N e,v Yark, l\Iarch 11th of that
year, and ,vas neyer after,vards heard of.

THE "GREAT BRITAIN" AXD "GREAT EASTERN."

The Great B}'ítain, designed by BruneI, ancl built
at Bristol by
Ir. Patterson, ,vas the first iron steaul-
ship of large din1ensions.
he ,vas yery large for her
tÜne, being 322 feet long, 48 feet ,vide, and 31
, feet
deep; her tonnage ,vaf' 3,270 tOllS, and her engines
1,500 horse-po,ver. As original1y rigged she had six
lnasts; she had a six-bladed screw'-propeller, 15
feet
in diauleter, ,vhich nlade 18 revolutions per luinute,
giving her a Inaxinlulll speed of twreh'e knots an honr.
A very hand:iolIlC nloclel, of prodigious strength, and
a finl' sea-boat ,vas thc G}'ccd B1'itain. She COln-
Inenced plying to N c,v York, July 26th, 1845, and "Tas
a pronounced success. On thc 2:2ntl of SeptenlLer,
1840, on her outward voyage, she \\Tas straulled on the

* Others
ay lO
days.

6
II/STORr OF STEAJI
YA r7UA 1'IO
Y.

Irish coast, anù bec
uIl
ùeeply en1 bedded In the
salld
of Dundrtull Bay, \\T here she lay all ,vinter,
exposed to violent stonns; but she ,vithstood the
strain, ,yas rai
ed frolH her watery grave, ,vas refitted
alHl placed on the Australian route, "There she
ailed
successfully untiI18
2, ,vhen her llutchinery ,vas taken
out an,l she c10Hed her reInarkaLle career as a fuH-

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THE" GREAT BIUT.AIX," 1
4ií.

rigged sailing shipi ,,,hen nearly fifty years 01<1! and
""as finally u
ed as a coal-hulk at the Falkland
Islan<ls, ,vhere her relllains are still to be seen.
The Grea.t E(.lstern.-The British GO\T('rnulent
having in lR.)

t(hTertiHc<l for tellflers to carry the
JuaiIs to India and A,ustralia, a nUllllJer uf ,yealthy
anl.1 :-3cientific IHen forlnecl thelllsehTcs into a cOlllpany
called the Eastern Stealll N a,\Tign tion Conlpany, "Tith

E.l RL Y YE
l R
OP ST E.Ll1

.1 rTIG
1 T IO....y. 63

a capital of f:l,200,OOO, and sent in a tender, but it
,vas not acceptecl.* The cornpany, ho,vever, re
olved
to Luilù a fleet of steaIllers, of 'v hich the G'{'ectl
E'astern ,vas to be the first. 1\11'. BruneI, "Tho had
designed the GJ'eat BJ'itcti11, ,vas selected as the
architect, and
lr. Scott Russell, as the builder of
the pioneer ship. The proposal suited 1\11'. BruneI's

----

-==:Ê-

-=-=--

THE" GREAT EASTER
," 1857.

sanguIne tell1peranlent, ànd he recon1111endecl the
lJuil(ling of a Inollster iron stealHship, that shoul(1
eclipse all previous efforts in lllarine architecture, a
vessel that should rU11, Hay, to Ceyloll at an average
speed of fifteen kllots, ana carry coal enough to take
her out and hOl11e again. Froln Ceylon f\lnaller boats
,vould continue the service to India and Australia.
The elnbollinlent of 1\1 r. BruneI's rnagnificcnt concep-

* Fry's" History of Steam N avigatioll," p. 182.

64 [i[STORY 01" STEA111
Y
l V[UA 1110
V.

tion \vas the Gl'cat EftstCl'n, skilfully ,vrought out,
but destined to prove a gigantic failure. .
This extraordintu'y ship ,vaç; cOlnlnencpd at
lilhvall
on the Thames, in l\lay, 1834, and ,vas cOlnpleted in
1857, at a cost of nearly i;.:>,000,000. 'Yhen reaùy
for launching, her estiluated ,veight ,vas SOlne 12,000
tons. As no such load had ever before slid do\vn the
,vays of a shipyard, every precaution and. appliance
that skill could suggest ,vere Lrought into requisition.
She ,vas to Le hauled do,vn, broadside on, by an
elaborate arrangeluent of chains and stationary
engines; but ,vhen the critical 11l0111ent arrived the
ponderous llUtmlnoth ,yould not budge, and it cost
sOlnething like
600,000 and constant ]abour for three
1110nths before she reached her destined elenlent.
The Great })(tstern ,vas 692 feet long, 83 feet in
,vidth, and 58
feet deep. She ,vas reckoned. at
22,500 tons 1 Hlrthen. Her four engines ,vere collec-
tively of 11,000 indicated horse-po,ver. She ,vas
fitted up in graJud style to accoluUlodate 4,800 pas-
sengers.
1\s a troop-ship she could carry cOlufortably
an arlny of 10,000 Inen in addition to her o\vn cre,v
of 400. She w'as provided ,vith hoth paddle-,vheels
and a scre,v-propeller. The ,vheel
,yere fifty feet
in dialneter, lllaking t\\Telve revolutions per n1Ïnute ;
the four-bladed scre,v ,vas t,venty-four feet in
diameter, adapted for forty-five re\rolutiol1s per
lninute. Her estiluatccl speed ,vas fifteen knots, but
her best averao'e never exceeded t\velve knots. Her
ð
first voyage froln Southalnpton to N e\\T York ,vas
made in 10 days and 21 hours; the highest speed by

E
lRLY YEARS OF J:)TB
lJ[
YA Vla
l TI(LY. 65

the log ,vas fourteen an(l a half knots, and the
greatest day's run three hundred and thirty-three
knots. Her arrival in N e,v York, June 27th, It;öO,
created a great sensa tion. Fort Han1ilton sal u ted
her ,vith a discharge of fourteen guns-the first
instance of a Inerchant yessel being thus honoured in
An1erica.
he returned home via Halifax, Inaking
the run thence to
Iilford Haven in 10 days an(l 4
hours. In :\Iay, l
t) 1, she Inade another voyage to
N e\v York, carrying one hunLÌred passengers, but
,vith no ilnprovelnent in her speed. On her return
to Liverpool she ,vas chartered by the British Gov-
ernment to bring out troops to Canada. She arrived
at Quebec, July Gth, 1861, \vith 2,528 soldiers and
forty civilians, antltluring her stJay there ,vas visited
by large cro,vds of people. Leaving Quebec, August
6th, she reached Liverpool on the 15th. A couple
more voyages to N e,v York, and her career as a
passenger ship ,vas ended. She hatl been singularly
unfortunate. Her firBt cOllunander, Captain IItu'rison,
,vas dro\vned in the Solent by the upsetting of a
slnall boat. On her trial trip, by the hursting of a
steam jacket, six of her cre,v "
ere killed and the
ship ,vas badly tlalnagcd. She had broken her
rudder in n1id-occan, and lay for days a helpless
lnass in the trough of the Sea during a gale of ,vincI,
rolling frightfully. \Y orse than all, she had got on
the rocks entering N e,v York harbour, ,yith serious
chunage to her hull. The BlOlllelltous (luestion arose,
'Vhat ,vas to be done ,vith her?
This leviathan of the deep 'vas tinally fitted up as

66 IID,'TORY OF STEAJI ....Y
l rIO
l TIO....y.

a "caLle ship," and for a short tilne llid good ser\Tice
in that line, In 1865 she had laid the second
Atlantic cable to ,vithin a fe,v hundred n1Ïles of
K e,vfounllland, ,vhen it snapped and llisappeared in
1,950 fathon1s of water. N ext year the GTeat
Eat3tern not only ,vas the n1eans of laying a ne,v
cable successfulJy, but ,vas the Ineans of picking up
the lost one-a ren1arkable feat of sealllanship and
electrical skill. After laying several other cables the
big ship ,vas tied up, never to go again. She ,vas
eventually sold for Æ16,000 and broken up, a son1e-
,vhat tragic ending for such a triulnph ùf engineering
skill. But ,vho can tell ho,v Hluch the successful
" liner" of to-day o\\-res to the failure of the GTeat
ELtsteT?l? She calHt> out ahead of tinIe, anll ,yhen
the intricate art of luanaging successfully the details
of an ocean stealllship had yet to be learned.
IsalnLard I(illgdoin BruneI, born at Port
'nllouth in
1806, ,vas the son of Sir
lark I. BruneI, a French
engineer, who attainell celebrity as the architect of
the Thalnes Tunnel, an(l other Ï1nportant ,yorks, in
,vhich he ,vas assisted by his
on, ,yho also became
falnous as the Engilleer-in-Chief of the (treat
'Vestern Railroad, in the construction of \vhich he
w lopted the broad gauge (7 feet), ag'ainst the rmnun-
strances of Stephenson fill(l other raihvay authorities,
and ,vhich \vas eventuaHy change(l to 'what has
becoille the national gauge (4 feet, 8
inches), at
enormous expense. JUl'. BruneI died in 1 b5D. ] t ,vas
his misfortune to have landed on this planet about
fifty years too soon.

EARLY YEARS OJ? 8TEAJI ....\

1 VIGATIO
Y. 67

THE SCRE'V-PnOPELLER.

)Iost people fail to finll llluch reselublance, if
any at all, bet\veen that cOlnparatively
nHLll-
looking t\VO or three-bladed thing that drives the
t;te
tlllship through the water at the rate of t,venty
n1iles an hour, and ,vhat is coulIllonly known as a
scre\v; but the discrepancy is ettsy of explanation.
Archilnedes, \vho is credited ,vith the invention of
thl' ::;cre\V as a luechallical lever, little drealned of
the uses to ,vhich it ,nts to be turned t,yO thousand
years later. He is Baid to have {-'lnployed the scrc,v
in launching a large ship, pushing it into the ,vater
a
is no\y done by hydraulic appliances. By changing
his fulcruill and lllaking the scre\v a part of the
ship, the nlollern engineer has only reversed the
lnolle of applying propelling po\ver; the principle is
the $UlJe. The effect prolluced by the bcrew in pro-
pelling a 8hip "Till Le 1 )est unllerstood by supposing
an ordiuary scre\V of large JÏ1uensions to be rcyolving
rapidly in a trough full of ,yater. It \\Tould then send
the ,vater (",\Tay froul it \\Tith great force; but as
action and reaction arc cqual it ,voultl })e itself, at the
RalHè tilHe, urgetl in thc opposite direction \vith cx-
actly the salUC (legree of for<.:è. If ,ve suppost' it,
theil, to Le fixe(l in a ship, the ship ,vill 1)e pushed
forward with the saille force that is .exerted by the
HCre\\' in pushing Lack against the "Tater. 1 f the
scr(-'\v is lllade to re\'ol ve in the opposite direction, the
converse of this takes plate, an(l the ship is pu:shed
back\vards by the reaction of the scre,y. * The idea

*Encyclopedia Dl'itallllica, 8th Eel., Vol. xx, p. 6.37.
5

68 HISTORY OF STEAJI ....YA J7G
lrpIO
;r.

has long occupied the attention of inventive genius.
A
far back as 1746, at leaHt, the capabilities of the
screw aH a Inotiye po\ver for ship
have been teHted
by experilnent.s. In 1770 James 'Yatt, \yho had so
llluch to do ,vith perfecting the steanl-engine, sug-
gested the use of scre\v-propellers. In 1815 Treve-
thick took out a patent for one. \V oodcroft did the
saIne in 182G; but it \yas not until ten years later
that its utility ,vas successfully delnonstrated.
In 1836 Captain John Ericsson, a S\vede, then
residing in London, and
Ir. T. P. Sn1Ïth, of the saIne
place, alnlo
t sill1uIt.aneou
ly hatl each slnall boats
built for tho purpose of testing the scre,v. Ericsson's
boat, 113.111e(1 the F/
ancis B. O,qclen, ,vas 4.'5 feet long
ana 8 feet Lealn, and ,va:s fitted w"ith t,yO :screw-
propellers attached to the saIne shaft. The first
experilnent lnalle on the Thames ,vas successful
beyond all expectation, for he to\vcd the Adn1Ïralty
barge, ,vith a nUlnber of their Lordships on hoard,
fronl SOlner
et House to Black\\Tall and back, at the
rate of ten n1ÏleH an hour. SnÚth's boat ,vas equally
successful, the iUlllleùiate result being the forlnation
of a joint
tock cOlllpany, calle(l the Scre\y
hip
Propeller COlnpany, ,vha bought out
lr. Sn1Ïth's
patent and proceeded to Luild the A'1"chirnedes, a
vessel of 237 tons, and 80 horse-po,ver. Sn1Ïth ' s
original propeller "Tas a genuine scre,v, \vith t,,,"o
,vhole turns of the thread, Blade to revolve rapidly
under ,vater in the dea<l-,vood of the vessel's run. In
the meantiule, about 18:38,
Ir. J alnes Lo\ve obtained
a patent for an important 1110dification of the elon-

EARLY YEARS OF STEAJI ..I.VA J7fiATIO....V. 69

gated screw-propeller. This consisted in luaking use
of curved blades, each a portion of a curve 1 ,vhich,
if continued, ,vould form a complete screw. The
"pitch of the scre\v " being the \vhole length along
the spindle shaft of one complete turn of the scre,v, if
fully developed, it ,vas found that by reducing the
pitch to a Hegulent of the scre,v and increasing the
<lialueter, the propeller could Le reduced to rnore
convenient dÏInenslons.
The I-\uccess of the.A 1'chi1nedes at length induced the
Achniralty to lllake trial of the scre,v in the Royal
Navy. The first Rattler ,vas Luilt in l
.J.l, and fittecl
\yith a scre\v-propeller. In 1842 the l T nited States
Governlnent u1ade a sin1Ïlar exporÏ1llcnt ,vith the
PJ'i11cetvn, ancl in the folJo\\Ting year the French Gov-
el'lllllont Luilt the scre\v w'arship, POínone. * · In each
case the verdict ,vas favoul'ttble to the introduction
of tho scre,v in preference to the paddle-,vheel. The
I-\econd Rattle1', of 880 tonR au(l 496 horse-po\ver, ,vas
IJuilt and fittt'cl ''lith a screw'-propeller, and attained a
speed of !J 1 knots on her trial trip, Septeluber 5th,
It)tj I. That settled the question in so far as the
Royal Navy ,vas concernell. In the lllercantile
llHtrine the G}'cat Britain 'VttS the first ship of large
(lilllCllsions in \vhich the Hcre,v \vas aclopted. For
lllany years there cOlltinued to be a strong prejudice
against it, though it ,vas de:stille(l eventually to
entirely supersede the pa( Idle on the ocean.
In ur<ler to prevent the SCl'e\v "racing," ,,,hich
often occurs in heavy ,veather, to the discon1Íort of

*" Our Ocean Railways, JJ p. 75.

70 HISTORY OF STEAJI ..YA VIGATIO-,,-Y.

passengers and the annoyance of engineers, a systenl
of raising and lo\vering the propeller has been tried
SOU1è\yhat extensively in the navy an<l also in the
lllercalltile ser\Tice, but it has been practically aban-
doned since the t\vin F;cre\YR have COllle into general
Utie, by \\rhich the difficulty alluded to has been
largely overCOlllC.

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A :\[YTHICAL WI:XD.BOAT, FHO)1 AN OLD EX<;RA VIXG (lb05).

Clll
PTEI
Ill.

THE CrNARD LINE AND ITS FuUNDERS.

T HIS ,yell-kno\vn line takeR its n:lITIe frolll 8alHuel
Cunard (after\vardH Sir
allluel), a native of
Halifax, Xo\"a Scotia, \",ho had for SOllIe tinle Leen
cOIHluctillg the nHtillService bet\veen Halifax, Eoston

Ke\vfoundlan<l and Bernluda, and ,vho had long been
r0volving in his lllÍIu1 the idea of establishing a
regular line of ocean lnail stealners, but could not fin<l
the necessary financial backing in his native country.
l)roceeding to Britain, 1\f r. Cunard fortunately fell in
,,'it.h Robert Napier, the faulous Cly(le ship-builder
and engineer, \vho entered heartily into his proposals
all<l introduced hiul to George Burns (after\vanls
ir
George), one of the forenlost IHen in shipping cirrles
at that t.ilHe, and a l1Htll of large Ulcans. Through hilll
ßlr. Cunar(l Wf1S intro<lucc<l to ])avid )[acI,"er, of
Liverpool, ,vho ,vas of n, kindred spirit. The result
before long ""as a partnership of these three ,vith a
sub:-;cribed capital of J':270,OOO Hterling, :11H1 the obtain-
i ng of a contract \vith the British Uo\"enul1ent for
Heven years to institute and lnaintain a :-,teaBl
t'ryice

72 IIIS1'ORY OF S1'EA.JI ..I.YA J"JGA TIO
y..

froln Li verpool to I-falifax and Boston, t\"ice a l110nth
during eight n10nth
of the year and once a lllonth in
"Tinter, for an annual subsidy of .f:60,OOO. Subse-
quent stipulations nlade by the Alhniralty \vere
accoIllpanied Ly an increase of the subsidy to 1.:80,000.
At the end of seven years the contract \VH,R rene"
ed,
but for a "\\"'eekly ::5ervice in sunlIller, and t\vice a
l110nth in "Tinter. Saturday then becanle the regular

. t I

IH:
: i.

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. .

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.. nIUTA
NL\," FlWH (It<' TIlE CCX.\J{U Ll
E, 1
40.

day of sailing froIl1 Liverpool, and K e\v ì'r ork \vas
adoptell as one of the Alnerican tern1Ïni. In 1848,
'when it ,vas founù that a \veckly ::5ervice \yas re(p1Ïred,
the subsi(ly \yas increased to .f15G,OOO per annUll1.
In 1860, to facilitate the despatch of the llH1Ïls, the
boats began to call at Qnecnstown hoth going out and
returning hOIne, as they still continue to do. In
January, 18G8, a ne\v Inail cuntract came into opera-
tion, under \v hich the Cunard Line received .f:70,OOO

TJlE CU...YARD STEAJ[::jIIIP COJIP.A....Yr. 73

a year for a direct w'eekly service to N e\v York. In
the folIo-wing year Halifax "Tas left out of the pro-
gramnle, although a separ
te branch line continued to
run to Boston as it still does.
The original nall1e of the cOInpany ,vas" The British
and Xorth Aluerican Royal l\lail Stean1-Packet Con1-
pany," but it soon took the less cun1brous title of
"The Cunard Steamship COll1pany, LiInited." The
Cunard Line conlmenced its service frolu Liverpool
to Korth America on the anni versary of Alnerican
Independence, the 4th of July, 1840, superseding as
luail-carrierR the ten-gun sailing brigs of earlier
days. *
The first fleet consistell of four side-,v heel steanlers,
each 207 feet long, 34
feet beam and 22! feet deep.
Their ,yooden hulls ,vere constructed by four different
buihlerR on the Clyde-the .AcadiaJ by John \Vood,
the lJritannia by Robert Duncan & Co.; the Cale-
donia by Charles \Y ood, and the Oolu1nbia Ly Robert
Steele. All four ,vere built after the saIne 11loùel,
closely reselllbling that of the GI)'eat 1Vesle1"11. They
"Tere all Rupplied \yith engines of the side-lever type,
by Robert Napier & Sons, 40:3 horse-po,ver, non1Ïunl,
\"ith cylinders of 72
inches dialueter and 82 incheR

* For at least a hundred and fifty yearH the Post Office Depart-
ment had maintaine(l a fleet of armed mail" packets." They had
stations at Hoyer, Harwich, Holyhea(l, )Jilfortl, Yarmouth aud
l
'almouth, the last-named heing the head(luarters of the fleet.
Huring the time of the American war, 1812-15, no fewer than
thirty-two sanguinary Lattlcs were fought with _\merican prinl-
teers hy the Falmouth packets, which, in a majority of instances,
suecessfully resisted their assailants.

74 HISTORr OF STEA11f ..LYA rlr:ATlO....Y.

stroke. They burned about forty-four tons

-- -
---
---
--

=-- --=-
-----=- - --
-=-

TIm "
IAUAIL\.I" AS A TJ{AX
I'()l{T IX l
;ï!í.

Halifax. So great ,,",'as the enthusiaSlll in Boston, it
is
aid that
l r. Cunarù, 'v ho had COIHè out in the
B}'ítctnnía, receiyed eighteen Inlll(lred invitntions to
dinner during the first t,venty-four hours of his stay
in the city! Froln that time until no,,," the
ervice
has been Inaintained \yith nuu',?clJous regularity, and
the line has an unrivalled reputation for safety.

THE CU
Y.ARD STEAJISEIIJ> COJ[PA
YY.

-
I;)

During all the:se intervpning years the ships of the
Cunard Line have crossed and recrossed the Htonny
Atlantic ,vithout the loss of a single life. In the
early days of the service, the Unicurrn, fornlf>rly of
the Glasgo\v and Liverpool Line, plied bet\veen Quebec
and Pictou, X.S., in connee:tion ,vith the Atlantic
steêuners, and is said to have 1 )een the first trans-
atlantic stean1er to reach Boston, on June 2nd, 1840.
The Unicorn ,vas COl1llnanded by Captain 'Yalter
Douglas-a great favourite ,vith his passengers-and
the boat ,vas a very tine one indeed.
The second contract, calling for ,veekly sailings,
necessitated a larger flpct of stealllers. To Iueet thiH
deJnand four ne,v Rhips ,vere built, and took their
placeH un the line in 1 K4
, J1êunely, the ....1 ?ì1Æ1'ica,
}l iaga/J'a, Cal1arlÇt au( 1 E
oY)p(l. Each of these ,vas
251 feet long, of 1,800 tons burthen ëlnd 75U hors('-
po,vcr. Tht.y hacl an average Hpeccl of 10
kllOtH an
hour. Ancl so, froIll tilllP to tiJne, as thc exigencies ùf
tra(le all(l the ]}(\e(l for enlarge(l passenger accolll1l1o(la-
tinll <leuuLnc1c(l, fresh a(hlitions ,yere nlade to the fleet,
each succec(lillg ship surpassing its predecesson::; ill
size, e(p1Ïplllent aUll Hpee(l. The l
t'J'sia, built in 1856,
,vas th(\ first of the iron boats: the Scutict, in 18ô2,
\\Tas the last of the pa(l(llt'-\vhecl stpê.llners. They
,yere hoth ycry tine ships of 3,200 and 3,871 tOllS.
respectively, accounted the l,est SpeCi))lCn
of lnarillo
architecture then afloat. The China, launche(l in
18G2, ,Yfi.S the first Cunard sin<r]e-Hcre,v steêLl11 er.
n
Rhe \\TaH follo\\Te(l, in lS67, by the llu8fáa, the queen
of ocean stcall1el'H in her day. Pas:-,ing a llUlnhel' of

76 JIIS'l'ORY OF 8'l'EAJf
YA VIGA TIO
Y.

intervening ships, ,ye COlne, in 1881, to the Serl'Ùt, the
first of the line built of steel--a Inagniticent vessel,
515 feet long, 7,392 tons, 9,900 horse-po,ver, and
attaining a speed of 16.7 knots.
In the U1eantÏ1ne inlportant changes had been
transpiring in the constitution of the Cunard COln-
pany and its environrnent. The original shareholtlers
had been by degrees bought out by the founders, so
that the ,vhole concern ,vas vested in the three fan1Ï-
lies of Cunard, Burns, and l\lacI vel'. Sir SanuIcl
attended to the business in London, 1\11'. Burn
in
Glasgow', and
Ir. MacIver in Liverpool, and never
,vas any busines
better lnanaged than by these Inen
and their successors. In 1878 it ,vas deelned expedient
to consolidate the interests of the partners by the
forluation of a joint stock COlnpany ,vith a capital of
f:2,OOO,000 Rterling. The three fan1ilies interested in
the concern took up .f1,200,OOO in paid-up shares
No shares, ho,vever, ,vere offered to the puLlic until
1

0, ,vhen a prospectus ,vas issued, setting forth the
necessity for additional stean1ships of the Illost iln-
proved type, involving a large outlay of llloney. The
shares ,vere readily bought up and llleasures ,v ere
taken to increase the efficiency of the fleet, w"hich
had 1èCOine at length Ï111perati ve owing to the keen
cOll1petition of rival lines. This ,vas inevitable.
rrhe Illanifest success of the Cunard COlnpany could
not long continue ,vithout exciting cOin petition, and
this follo\ve<Í in due course froin a variety of
quarters: nor 'YfiS it to be expectecl that they should
easily hold the suprcuHLCY of the sea against all

THE CU.LYARD STEA11fSlIIP CO.JIr
l
YY.

1-'"
, ,

ne\Y-comers. They had, ill fact, to contend vigorously
for their laurels, and at Huccessi ve intervals had to
retire into the second rank, but their detenllination
to regain antI hold, at 'v hate vel' cost, the charnpion-
ship has been ,yell illustrated in the ne,ver ships of
the line. The U rnbrÙ.t ana Etrnria, steel ships
launched in 1884, having cost nearly t,YO n1Ïllions
of dollars each, ,,,ere a deci(led advance upon any

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stealnen; then afloat. They are 500 feet long, ;)7
feet 3 inches ,viae, and 40 feet in (Iepth; they are of
8,127 tons, 14,;'500 horse-po\ver and are e(iual to a
speed of ] 9
knuts an hour. They ha YO iUllple
aCCOllll11oaation for 5.')0 first-class passengers and 800
steerage. Each of theln hfts Inade the run frolll
(
ueensto'Yn to Ne\v York (2,782 knots) in less than
six (lays. In nine consecutive \yoyages the Et1"tLria
(in 1885) llutilltained an average Hpeoll of 18 knots.

78 II]STORr OF STEA.JI ,..YA r70A TIO-,,-Y.

Her fastest voyage: ho,yever, fronl Queensto,vn to
N e\y York, ,vas 111ade in August, 1897, ,vhen she 'Yas
thirteen years 0Id-nau1ely, 5 days, 21 hours and 10
lllinutes actual til11e, the average speed during the
voyage being about 20 knots.
It helps one to understand the enOr1110US cost of
such vessels ,yhen it is stated that the
ingle scre,y-
propeller. ,veighs aLont thirty-nin
tons and co
ts
$2;'),000! Splendid as ,vas the record of these crack
Cunarders, they ,yere surpassed by ships of the 'Vhite
Star and Inlnan Lines. SOlnething had to be done.
An order ,vas given to the Fairfield Ship-building and
Engineering COlllpany on the Clyde to build t\VO steel
t\vin-scre\v
xpress stealllships that should surpass
all previous efforts. The result \yas tht' ()a1n}Jtlnin
and L1.tcania, launche<l at Go\yan in Septeln bel', 1892,
and February, 1893, respectively. These fo;ister ships
are Hplendid speeilnens of Inarine architecture. They
are each G20 feet long, 65l feet be:un, and 43 ft'et in
depth. Their gross tonnage is 12,930 tOllS; their
t,vin scre,vs are driven Ly triple expansion engines
of 30,000 indicated horse-po,ve1". :Each enginf' has
five cyJin(lers and three cranks. The ]o,v-pressure
cylintIers have the enOrIllOUS dianleter of 8 feet 2
inches; the t\VO high-pressure cyJil}(lers arc 37 inches
in dialnetC'r, autI the internwùiate arc 79 inchcs, \yith
a stroke of
feet 9 inches. They are arrangeJ
tanJenl faHhion, ,yith a high-pressure cylinder over a
low'-pressure cylinder, one at each end, and the inter-
Inc(1iate in the centre. At eighty re\
olutionR (their
norlHal speed) thi
CnOrJllOUS \ycight is Hloved aLont

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T HE CU
YARD STEA JlðllI P CUJI PA
\'--Y. ,79

2,000 feet per lninute. The crank shaft is t,venty-
six inches in dialneter, and each of the three inter-
changeable parts weighs t,venty-seven tons. The
propeller shaft i
t\venty-four inches in dialneter,
fitted in lengths of twenty-four feet, each length
having t,yO bearings. The bossing out of the stern,
as in the Teläonic and .A[aJe8lic, perlnits the scre,vs
to ,york ,vithout any exterior overhanging bracket,
as in other scre,v stean1ers. rrhe central boss of
the propeller is lllade of steel; the three lllades,
\vcighing eight tons each, are of nu\,nganese bronze.
A ne\v feature in the lnachillery is \vhat is called an
"eillergency gO\Ternor," \vhich, in case of the shaft
l,rcaking, or the Hcre,v racillg froln any other cause
beyond a certain speed, is desiglle< 1 to act auto-
Inatically on the reversing gear an( 1 stop the engines.
These gigantic engines are Htarted antI rever:-;etl Ly
steanl. Their height frç)lll the 1>:lse to the top ùf the
cyliuùers is no less than forty-seven feet. There are
t,vel ve large boilers, \vith four furnaces at each end,
anù luade to stan(l a pressure of 163 11,8. to the Htluare
inch. The t,yO funnels are each t\\renty feet in
<liëunetel',
u}(l rise to a height of 130 feet above the
floor of the ship. The ru(l(ler is one large plate of
steel, 22 x 11
feet in area and 1
inches thick.
\Vith the steering gear it \vcighs forty-five tons!
()n her Illaiden voyage froln
e\v York to Liver-
pool the O(onp(tni((; eclipsed all previous records,
llul-king the run to Queellsto,vn, by the long route
(2,H9G knots), in 5 days, 17 hours, 27 nlÌnutes. Her
fastest eastern passage has been 5 days, 9 hours 1 18

80 HISTORY OF ST1LL1I ..,YA VIG
l TIO
V.

lninutes, and \yest\vard, 5 (lays, 9 hours, 6 nlinutes.
She has run 548 knots in t\yellty-four hours, and
nu1Ïntained an average speed of 21.82 knots an hour
throughout an entire voyage.
\V onderful as the performanc88 of the Ca1npftnia
ha\"e been, they are surpassed by her sister ship. The
Lucanict 111acle the \vestern voyage, from Queensto\vn
to N e\v York, arriving October 27th, 1894, in 5 days,
7 hours, 28 nlinutes, the fastest voyage bet\veen these
points yet Blade. Her daily runs on that occasion
,yere, 529, 5:34, .533
5i9, 544, gO-total knots, 2,779.
Her fastest east\vard voyage (up to July, 18H7) has
1een 5 day
, 8 hours, 38 In in utes ; her best average
speed throughout a voyage \va
22.1 knots an hour,
and her highest day's running is 560 knots. The
arri val and departu re of these steall1CrS at the Li ver-
pool landing-stage has COlne to be anticipated \vith
ahnost as l11uch exactitucle as that of our best regu-

latecl raihvays. The nutils \vhich they carry fron1
N e\v York on
aturday 1110rning are usually deli vered
in Liverpool on the follo\ving Fritlay afternoon, and
letters fron1 London are delivered in l\lontreal in
I')even days. By ftrrangCluent w'ith the Adn1Ïralty,
and in cOllsi(leration of an annual subvention of
.f19,000, the Lucania and CarnlJCtnia are held at the
disposal of thE' Governluent ,vhenever their services
may be required as anned cruisers. Other ships of
this line are also at the disposal of the Achniralty
,vithout any specified Rubsidy.
Changes and ÍlnprOyell1ents of very great il11pOr-
tance to the travelling comll1unity have taken place

TIlE CUS"ARD STEAJISIIIP COJIPA,.'yy. 81

,vithin the last fe,v years, not only in regard to the
ocean steanl
hips, but also in regard to facilities for
elnbarkntion and landing, and this very largely o\ying
to the lively COIn petition of Southalupton and the
inducenients ,yhich it has to offer as a shipping port.
The dredgiug of the bar at the 1110uth of the
Iersey,
so as to adnlÏt of sea-going vessels entering the port
at any state of the tide, is not the len,t;t Ï1nportant of
the changeH referred to. Until (Iuite recently ocean
steall1erS had frequently to corne to anchor Hix or
eight n1ile
froni the nlûuth of the river, and ,vait
outside for hours till the tide ,voul( 1 ri
e. That
obstruction has been renloved, and no\v the largest
steêtll18rS can cross the bar at ahnost any
tate of the
tide. But that is not all. The tedious and discoll1-
fortalJle 11lethod of l,eing conveyed froll} ship to shore
in a "tender" has also been done a ,yay ,vith. The
,yonder is that it ,vas subn1Ïtted' to so long. The
ocean stealllship 011 her arrival at Liverpool i
no\v
brought alongside the landing-stage, and instead of
ùeing oLliged to drive in a cab or olllIlibus acro:::;s the
city a Illile or l110re to the raihvay station for London
or e1se\vhere, thl' raihyay an,l the station have COllle
clown to the ,vater's edge, and you pass at once frolli
the ship to the raihvay train, and illllllediately pro-
ceed on your journey. Passpngers for N e\v York
111ay lea ve Em
ton Station, London, at noon by a
special train of t1te LOIH 1011 and North \Ye:-;tern Rail-
,yay, and find thenu;el ves on the landing-stage at
Li\Terpool at 4.l.j p.lll., the rUll of over two hundred
11liles being Inade, perhaps, ,vithout a stoppage-

82 HISTOUY 0[1' STE
Lll ...Y
l VIGA TIO...Y.

looking for their luggage, as Englishmen are accus-
tonled to do, and astonished to learn that, by S0111e
occul t systelll of h,andling, and, nlost strange of all,
,vithout a "tip," it is already on board the ship

Each of these shipH is designed to carry six hundred
first-class and over one thou
and second and third-
class passengers. The accolnnlodn,tion provided for
theln are of the B10st elaborate description. No
expenbè has been spared in the internal fittings of
the ships. Everything that science and skill and
refined taste could suggest ha
been brought into
relllÚsition. A Blore facile pen than ours describes
the puLlic rOOl11S, as ,ye call theIn, as follo\vs, in terlns
by nu Ineans too appreciative: "The dining saloon is
a vast, lofty apartInent near the l1Úùùle of the ship,
one hUl1(lred feet long, sixty-t\VO feet broad, and ten
fel't high, capable of seating at tlinner 4
30 passengers
in their re\Tol \Ting annchairs. The tlecorations are
highly artistic. The ceiling is pauelle(l in ,vhite antI
goJd, the sides in Spanish JlHthogany, and the uphol-
stering is in a dark, rich red, figured frieze vel vet,
\vith curtains to IHatch. There are nooks and corners
,vhere slnall parties llHty (line in cOlnplete scclusion.
Tht' forty si(le-lights are of unusual size. Fresh air
is adll1Ïtted by patent vcntilators in the roughest
,,"'eather. For lighting', as ,veIl as ventilation, there
is an opening in the ceiling in the centre of the rOOUl,
24 x 16 feet, surmounte(1 by a dCHne of stained glass
reaching a height of thirty-three feet above the floor.
The drawing-rooll1 is a splcndid apartnlent, 60 x 30
feet. The ,valls are ornalnented ,vith satin ,vood

TIIE CU.....V.ARD /:iTEAJISHIP CO...
IPA.....VY. 83

richly carved. The furniture is upholstered in rich
vel vets and brocades. In the cosy fireplace there is
a brass grate and a hearth laid ,,
ith Persian tiles.
The ceiling is in pine, decorated in light tones, old
ivory prevailing, ,vith not too much gilding. A Grand
piano and an American organ are also provided. The
library, 29 x 24 feet, is very ornate. It is suitably
furnished with writing tables and writing materials,
and a handsome book-case filled '\vith a choice selec-
tion of books The sIIloking-rooln, 40 x 32 feet, is
dec
rated in the Scottish baronial sty Ie. The 'v hole
tone of the roon] is suggestive of OtiU'ìJ1 CUYit digni-
tette. The ordinary stateroOll1S are lofty and well
ventilated, \vith cunning (leyices for the saving of
rOJIll and rnaking things look pleasant and cOlufort-
aùle. Then there are suites of rOOHlS elaborately
furnished ,vith tables and bedsteads and Lath-rooms,
and every conceivable luxury of that sort, for those
\vho are able and ,villing to pay for them." The
accolnmodatioll for second-class passengers is in keep-
ing with that for the first. These, too, have their
elegant dining- roonl, and dra \ving- r00I11, al1( I slIloking-
1'00111. E\Ten the thir(l-class can rejoice ,vith their
neighbours in " the cOIn forts ùf silloke."
One of these ships, ,,,hen carrying her full cOlnple-
llH.'nt of passengers, ,viII start on her voyage }>I'O-
visione(l SOloe\vhat on this scale: 20,000 ILs. of fresh
beef, 1,000 lbs. of corned beef, 10,000 Ibs. of nluttoll,
] ,400 lLs. of lalnl), 500 ILs. of veal, 500 Ibs. of pork,
:3,5001Ls. ùf fresh fish, 1,000 fo,vls--J.OO chickens, 250
ducks and geese, 100 turkeys, 30 tons of potatoes, 30
6

84 HISTORY OF STEAltI
SA VIGATIO...Y.

hanlpers of vegetables, 18,000 eggs, 6,000 Ibs. of ham,
3,000 IL
. of butter, etc., etc.; 13,650 bottles of ale and
porter, 6,650 bottles of mineral ,vaters, 1,600 bottles
of wines and spirits, are frequently consulned on a
single voyage.
The various vessels of the Cunard fleet bet,veen
them carryon an average 110,000 pas
ellgers per
annum, besides 600,000 tons of 111erchandise and 50,-
000 carcases of dead Ineat in refrigerators, over a
distance of one lllÎllion lllÎles anllually. The Ca'ln-
pania and Lucania, o,ying to the large space occu-
pied by their Inachinery, only carry about 1,600 tons
of freight each.
The order and discipline on board a Cunar(lliner
is that of a Inan-of-,var. The vessels have been huilt
under a special survey, and combine in their construc-
tion the best kno,vn appliance
, in cases of fire,
collision, or any other Il1arille contingency, for the
safety of the ship and its living freight. The ,vater-
tight bulkheads are sixteen in nUluber, and ,vill
enable the ship to float ,vith any t\VO or even three of
the conlpartinents filled \vith ,vater. The life-boat
equipment and service is aUlp]e and thoroughly or-
ganized. In short, everything is Inade subservient to
safety.
Sonle idea of the cost of running vessels of this
size and speed Inay be forined ,vhen it is stated that
the daily average consunlption of coal is nearly four
hundred tons, but w"hen urged to utmost speed it
would be nearer five hundred tons. The crew, all
told, nUIuber about 424, of \Vh0111 195 qr
required to

THE CU4VARD STEA.JISHIP CD.JIPA...YY. 85

attend to the engines and hoi1ers alone. In the sail-
ing departInent, fronl the captain to the lamplighter,
about sixty-five; in the ste,varcl's department, includ-
ing 8 ste,vardesses, about 120, and in the cook's
department, about 45. These 42..t persons nlust be
paid and fed at a cost of froll1 S12,000 to :;$15,000 a
month. Each of the ships Inust have cost over
83,000,000, the intereHt upon ,vhich, at four per cent.,
is
120,000 per annUlfl
add th.e enorn10US cost of
provisioning the ship for perhap
six hundred cal,in
passengers, ,,, ho, for the IUO,;t part, expect to fare
1Hor<> IStnnptuously every day they a.re on hoard than
they do at hOI11e; and one thousand interlnediate and
steerage passengers, ,vho Blust live like fighting-cocks;
then estÏ1nate, if you can, the cost of insurances,
agencies, a(lvertising, port charges, pilotage; ,vrite
off a reasonable percentage for 'Veal' an<l tear; these
put together represent an aIlloullt so forluidable as to
leave a very slender Inargin for profits. ...<\t the lalit
n nnual meeting of the shareholders a di viden<l of 2}
per cent. for the year 1897 ,vas declared, which ,vas
cOB
idere( 1 a good sho,ving.
Since 1840 the Cunard Conlpany haye elnployed
no less than fifty-six first-clas:s pas
enger stealllships
in the Atlantic service alone. The entire fleet at
present consists of thirty-three ships, ,vith a total
tOl'lnage of 124,124, and 15:1,732 horse-po\ver, and
Illaintains regular cOllununication frolH Liverpool to
Now York, Boston, France and ahnost every country
in the )fe(literranean. Excepting son1e of the ships
acquired by purchase, all the others ,yere built to order

86 HISTORY OF STEAM NA VIGATIO...Y.

on the Clyde. In all these fifty-eight years the Cunarù
Conlpany has only lost three ships. Through the
rnistake of her pilot, the Col'Urnbia, one of the first
Atlantic fleet, ran ashore during a fog near Cape
Sable, N.S., in July, 1843, and became a total ,vreck,
but her mails and passengers were safely landed. In
] 872 the T1
ipoli, of the l\lediterranean Line, ,vas
,yrecked on the Tuskar Rocks in St. George's Channel,
half-,vay bet,veen Cprk and Dublin, but no lives ,vere
lost. In 1886 the cOBlpany met ,vith its severest loss
by the sinking of the nlagnificent stealnship Oregon,
recently purchased froill the Guion Conlpany. Early
in the nlorning of the 4th of l\larch she ,vas run into
hy an unknown sailing vessel ,vhen about fifty n1Ïles
froBl N e,v York, and such ,vere the injuries she sus-
tained she gra(lualJy filJed w'ith water and ,vent to
the bottonl, not, ho\vever, before the \vhole ship's
cOlnpany, nUlllbering 995 souls \vere safely transferred
to the }'lÛd(t of the X orth Gerrnan Lloyd Line, ,y hich
fortunately carne up to the scene of the disaster in the
nick of tinle. Her bulkheads shoul(l have sayed her
froIn going under, and ,,,"ould have done so, 1ut for
SOBle unexplained obstruction to the closing of a
,vater-tight door. As it \VaR, the hulkheads kept her
afloat long enough to save the lives of all on board.
Aillong the faluous captains ill thp forties ,vere
C. H. E. Judkins, ,Tallles Stone, 'Villialn Harrison,
Ed. G. Lott, Theodore Cook, Captain l\foodie, anJ
Jarnes (afterw'ards Sir Jalnes) Anderson ,,,ho COlll-
rnanded the lj'reat E'a gtern on some of her cahle-
laying expeditions. Captain Harrison ,vas the first

THE CUYARD STEAJISHIP COltIPAYY. 87

con1mander of the Great Eastern, and ,vas dro\vneù
in the Solent ,,,hen going ashore from his ship in a
dingy. Captain Judkins ,vas horn at Chester in
1811; he entered the Cunard service in 1840 as chief
officer of the SSe Acadia: ,vas appointed commander
of the Britctnnia that same year, and ,vas succes-
sively master of the Ii ibernia, Canada, Pe1'sia and
Scotia. He lived to be Connnodore of the fleet and
retired frolH the sea in 1871, after having Inade 1110re
than five hundred voyages across the Atlantic ,vith-
out any serious accident, and being able t.o say that
the Cunard C01npany at that date had lost neither a
life nor a letter. Captain Judkins died in 1876. lIe
,vas a typical British sailor. He could be exceedingly
gracious, and \vhen the lnood struck hÏ1n he could be
gruff. I re1ueln bel' rnaking a voyage ,vith hÏ1n on the
Hibernia in 1 R43, on "T hich occasion he ran across froll)
Halifax to Liverpool unller a cloud of canvas, ,yith
studding sails set lo,v and aloft lllOst of the tilne,a dense
fog all the way, but he picked up his pilot off Cape
Clear, just ,vhere he expected to find hiln, and ,,,ent
snoring up the Channel, gro'" ling like a bear at the
captain of a I)uhlin steaIller \\Tho ,youhl not get out of
his ,vay, and ,,,hOl11 in his wTath he threatened to send
to "T)ayie Jones' locker." The voyage ,vas Inad
in
nino days and a half, I think, ,,,hich ,,,as accounted
a llutrvellous run in those days. Captain Lott ,vas
one of the nlost genial of Inen and very popular.
He, too, ,vas banqueted on the con1pletion of his five
hllllJ.redth trip. It has heen said of hinl that his
good nature ,vas occasionally ruffled ,vhen liberties,

88 HISTORY OJ? STEAJI ...VA J7GATIO
T.

unconsciously or otherwise, ,yore taken \vith his
nan1e; al'i, for exanlple, ,vhen a \vorthy 111inister offici-
ating on board took for his text, cc Reluelnber Lot's
wife "; and again, \vhen a ro
gh sailor cOlnplained in
his hearing that his pork \vas "as salt as Lot's wife."
Sailors, as a rule, are not given to talk shop, and
are quick to resent idle talk in others. The story is
told of Captain Theodore Cook that one day \y hen
taking his noon observation, a cloud interrupted his
vision. Just then a passenger cOIning along said ,vith
a patronizing air, "Captain Cook, 1'n1 afraid that
cloud prevented you from Inaking your observation."
" Yes, sir," replied the potentate of the sea, cc but it
did not prevent you 111
king yours.".
At the time of the "Tì.ent Difficulty," as it \vas
called, in 1861, the A ustl'alasian and the Persia of
the Cunard Line ,vere chartered by the British
Government to bring out troops to Canada. On the
4th of DeceIuber orders \vere received to prepare the
A 1tstralasinn with all speed for this service; her
fittings 'v ere cOInpleted on the 10th, she took
in her coal on the 11 th, and sailed on the 13th
\vith the GOth Rifles. On the 5th of the saIne
Inonth sin1ilar orders \vere received for the Persia,
\vhich sailed on the 16th \vith 1,180 troops, consisting
of l
t Battalion of the 16th RegÍInent anù a detach-
Il1ent of sapper
. Captain Cook, of the ....1 ustralasian,
having encountered luuch ice in the entrance to the
Gulf of St. La\vrence, had to turn Lack, and took his

* Sir John Burns in Gooll Jronl.s for 1887, p. 261.

PRE CU...VARD STEAJfSIIIP COJIPA...YY. 89

ship to Halifax and thence to St. John,
e'v Bruns-
wick, w'here he landed his contingent. Judkins, on
the other hand, brought the
e1'8ia right up to Bic
and landed his 111en, but, the ice threatening to keep
hinl there, he quickly bolted for the open sea, leaving
his boats behind him!
Of the more recent conllnanders, Captain 'V. H. P.
Haines, late of the Campania and COIl11110dore of the
Cunard fleet, Hlay be instanced as a good specimen. A
born sailor he may be called, inasmuch as he is a
native of Plymouth, 'v hose father and grandfather
before hinl followed the sea and ","ho hiIl1self has been
sailing for nearly fifty years and counts 592 voyages
across the Atlantic. Captain Haines has ahvays been
as noted for caution as for skill. I t is said of him
that ",vhatever tenlptation there Illight be to make a
fast passage, he ,vould never neglect to take sound-
ings, nor rely on any patent apparatus, ,vithout
repeatedly fortifying its results by stopping hi
Hhip
to get up and down casts w'ith the ordinary lead."
To guard against the risks of collision ,vith other
vessels, the Cunard steanlers follo,v prescribed routes
laid out for them, by ,vhich the ships, both outw'ard
and hOll1e\yard bound, are kept at a respectable dis-
tance. In estinlating the runs of the .A,tlantic liners
fro III Liverpool to Ne\v York alHI return, Daunt's
Rock, off Qucensto,yn, and the Sandy Hook light-
ship, t,venty-six knots froin N e,v ,?' ork, are regarded
fiR the points of departure and arrÏ\Tfil; but as Daunt's
Rock is about 244 knots fro In Liverpool, it follo,ys
that, to complete the voyage, a full half day's run

3
.....
ü

....
Õ
--r.

E-4
o

ü

THE CUJ.V...1RD STE
lJf8HIP COJIPA....Vy. 91

lnust be added to the record as usually announced.
It is also to be remelnbered that the day at sea is
longer or shorter according to the speed of the ship.
On a t,venty-knot vessel going east the average
length of day is àbout 23 hours and 10 n1Ïnutes;
going ,vestw"ard it is about 24 hours and 50 111Ïnutes.
The difference of tillle bet,veen Green,yich and X e\v
York is about five hours.
The " express stearners," as the fast ships are no,v
called, of the Cunard Line at prc:-)cnt are the Ca/Jn-
pania, L
(;cania, Etr1.t1'ia and U1nbria. These four
constitute the ,veekly luail service, sailing every
Saturday frOln Liverpool and New Y <?rk. The
A urania, Se'J't'ia and other vessels perforlll a fort-
nightly
ervice frolll the saIne ports, sailing on
Tuesdays. Five stealllers are eillployed in n1aintain-
ing a ,veekly service between Li vcrpool and Boston,
and a10ut a dozen l110re are re(ll1Ïred for the service
bet,veen Liverpool, France and th8 l\Iediterranean.
The story of the Cunard COlllpa-ny ,you]d be inCOIn-
plete ,vithout at least a brief reference to its three
founders. .ì\Ie
srs. Cunarll, Burn
and
IacI ver, and :\11'.
Napier, the engineer, ,vho ,vas so closely iùentifieLl
\vith thell1.
The late Sir S
t1nuel Cunarù ,vas a son of Abralutlu
Cunard, a lnerchant in Philadelphia, and a Quaker,
\\' ho:-;e ancestors haa conle to Alnerica frolll \\T ales in
the
eventeenth century, and ,yho renlovetl to Halifax,
N ova Scotia. There Sir Saluuel \vas born, N oveluber
21st, 1787. His parents ,vere not in aftluent circulu-
stances; indeed he has been heard to tell that, \y hen

THE CU
-rARD 8TEAM8JIIP COMPANY. 93

a boy, he often \vent about the streets \vith a basket
on his arrn selling herbs that \yere gro\vn in his
Inother's garùen, to earn "an honest penny." In
course of tinIe, however, he becanle a prosperous
lllerchant and the o\vner of \vhaling-ships that sailed
fronl Halifax to the Pacific Oceau. How he canle to
identify hirnself \vith the Atlantic Inail service has
already Leen luentioned, and little else relnains to be
said about hiIn. He \vas small of stature, but a luan
of rare intelligence; a keen observer of men and
things, and \vho had the faculty, largely developed,
of influencing other Inen. In private life he \yas one
of the most gentle and lovable of n1en. He Inarried,
in 1815, a daughter of 1\11'. \V. Duffus, of Halifax, by
\vhom he had nine children. On l\Iarch 9th, 18.59,
lIeI' l\lajesty, on the recolnmendation of Lord
Pahnerston, Blade him a Baronet, in recognition of
his Rervices to the reahll and to other countries in
prolnoting the rneans of intercomnulnication. He
,vas elected a Fello\v of the Royal Geographical
Society in 184G. He died in London, April 28th,
It)63, leaving, it is said, a fortune of !350,OOO. II is
ti tle and his interest in the business ,yere inherited
1y his eldest
on, Sir Echvard Cunard, at ,vhose
(l('cease, in lRG9, the reins of adll1Ïnistration fell into
the hands of his 1rother \Villiaul, \v ho luarried a
(laughter of the late cele1rated Judge Haliburton, of
N ova Scotia, and ,vho no\v represents the conlpany
in London.
Sir George Burns ,vas, in In any respects, a relnark-
able nlan. He 'YfiS born in the I-Ioly Land, a nalne

94 HISTORY OF STEAlII ....VA VIGA TIO....V.

popularly given to a "land" of houses in Glasgo,v,
in which five nlinisters resided, one of thelll being his
father, the Rev. John Burns, D.D., of the old Barony
parish, ,vho nlinistered in that place for seventy-tv.ro
years, and who died at the patriarchal age of ninety-
six. George ,vas born in 1795. He cOlllluenced busi-
ness in Glasgow ,vith his brother Janles, under the
firtl1 of G. & J. Burns & Co., a nall1e that has ever since
been falnous in shipping circles. They began stealll
navigation to Liverpool and Belfast over seventy
years since, and gradually built up a large antI
lucrative business.
Iany years ago 1\11'. Burns
retired and took up his residence at 'V elny
s Bay, on
the estuary of the Clyde, ,vhere he spent the evening
of his days, and ,vas frequently seen sitting alnong
his rhododendrons and laurels, ,vatching his stealllers
as they coursed up an(l do,yn the Firth. He 'vas
createrl a Baronet in his old age, l\lay 24th, 1889.
He died on the 2nd of June in the follo,vilJg year,
being succeeded hy his son, Sir J Ohll Burns, of Castle
\y eluyss, ,,
ho is chairnu1n of the Board of I)irectorH
of the Cunard Stealllship COlupany. Sir John's
elevation to the peerage, at the tilHe of Her
I

jesty's
Dialnond Jubilee, ,vhen he assulued the Halnc of
Lord Illverc1y.Ie, ,vas regarded as a ,vell-lnerited
honour by his coulltryu1en, and in
hi pping circles
generally.
Although he was a son of the ,;, Father of the
Church of Scotland," Sir George early in life con-
tracted a liking for the liturgical service of the
Church of England, and eventually becanle an

THE CUJ\rA HD STEA.LJISHIP COMPAJ.rTY. 95

Episcopalian. "Sir George Burns, Bart.: His TÏInes
and Friends, by E(hvin Hodder; Hodder and
Stoughton, London," is the title of an adnlirable
biography in \vhich is to be found a fine portraiture
of a luan "diligent in business, fervent in spirit,
serving the Lord." As a business Inan he is described
as "honourable in the nlinutest particulars, accurate
in all his dealings, faithful to every trust, tenacious
of every prolnise, disdaining to take the least ad van-
tage of the \yeakness or incapacity of any nlan."
There is also lnnch infonnation in this vÜlullle,
bearing on the history of the Cunard Line, that is
valuable and interesting, and of ,yhich \ve have freely
availed ourselves in cOll1piling these pages.
David
Iacl vel', a ScotcJl1nan, as his nalne iUlplies,
had liveel a gooù lllany years in Liyerpool before his
connection \"ith the Cunard CenllpallY, and had
aC(luired a great deal of valuable experience in
shipping affairH. His first intercourse with Burns
\yas soule,vhat singular in the light of their future
alliance. It ,vas as the agent of an opposition line of
steèullers, plying Let,,'ccn Liverpo I and Glasgo\",
that th
ir friendship began. A l\lanchester finn had
started all opposition line, but they 'vere no Buttch
for G. and .T. Burus, \"ho eventually bought theul out,
anel Kecul'ed a Ulol1opuly of the trade, except the snlall
steal11er E1dpTpl'i8C, for ,,'hicIt David l\lacl \Ter ,vas
agent, allcl \vhich the SttluE' firIH cleverly bought also.
X at to be unte lonc, 'lacl vcr succeeded ill orgallizillg'
the "N c\" City of Gla
go'Y SteaIll- Packet Cüulpany,"
of \yhich he lJCCalUe the Liverpool agent. Determined,

96 HISTORY OF STEAJI ....YA J"IGA 'l'IO....Y.

if possible, to drive his rivals frolil the seas, it is said
that he used to sail in the vessels hiJnself, urging his
officers to increased speed. But it ,va.s of no use; t.he
new cOlnpany ,vere soon glad to accept offers for
alualgaluation, a.nd froln that tilne l\IacI vel" and
Burns 1ec:une fast friends. 1\J r.
1 acI vel' had first-rate
executi ve ability, and as 1l10St of the ,yorking details
devol ved upon him, he had a controlling influence in
the Cunard Line ,vhile he lived. The \vell-known
firnl of D. & C. l\lacI vel" were the lllallagers of the
line at Liverpool, froln its forluation until the year
1883, 'v hen they resigned, a Board of Directors
aHHluning the entire control of affairs. David .:\Iac-
lver. ho\vever, ha(l dieù in 184':>, 'when the Liverpool
agency fell into the hands of his brother and partner,
Charles l \",hose a11e supervision continued for thirty-
fi \Te years.
Rubert Napier ,va
born ilt DUlnbarton in 179l.
After serving his apprenticeship as n1ilhvrig-ht and
snlith, he went to Edinburgh, ,vhere he wrought at
his tratle for SOllJe tilue, earning ten shillings a ,veek.
Inspired by the old Scotch 1110ttO, "He that tholes
overcolnes," he stuck to it. Later, he entered the
service of Robert Stephenson, the celebrated engineer,
a.nd lllade his 111ark as a lnechanical genius. At
t,yenty-four years of age he cOlIlIllenced business on
his own account: in Glasgo\v, \vhere he gradually
huilt up the large engineering and ship-building
business subsequently carried on under the nalue of
Robert Napier Òli Sons. The "Lancefield \Vorks"
and his Govan shipyards attained world-wi<1e celeL-

THE CU
YARD STEAi1JSHIP CO..JIP.-LYY. 97

rity. lIe constructed the lnachinery for the SSe
Bl''Ít'Ísh Queen, and for the first four Cunard steè.UllerS,
and for lllany others in later years. He also received
large orders for \varshi ps and transports frolH the
British A<hniralty and fronl foreign governrllents.
He built se\"eral large ironc1ads for th(
Royal Navy.
He lnade the engines for the great three-decker, Dnlæ
of 1Vellington-all but the .last of the "\yooden

...
to"

"

.

"

ROBERT NAPIER AND )IHS. KAPlER.

,valls." He built and ellgined the falnous Cunarders
Persia ana Scot-ia.

Ir. Napier erected a princely nlansion on the
Gareloch, nan1ed Shandoll House, ,y here his declining
years ,vere spcnt in retirelnent, but in the exercise of
unLoulllled hospitality, as the ,vriter can testify frOlH
his perHonal experience. 8han<10n House caIne to be

98 HISTORY OF STEAJf ....YA VIGA 1'IO..<cV.

like a Dluseum containing a rare collection of pictures
and antiquities fronl almoRt all parts of the world.
Alnong his curios none \vas Inore highly prized than
his lllother's spinning-wheel, and the painting that
he valued the most was the portrait of his wife
plying the same old-fashioned spinning-wheel, with
,vhich she had been familiar from girlhood. Does it
not seem like the "irony of fate," and a lllelancholy
cOlllnlentary on the transitory nature of everything
nlundane, that this lnarvellous accunlulation of articles
of virtu ,vas, shortly after 1\11'. Napier's death, sold by
p.ublic auction to the highest bitlùer, and that his
palatial residence passed into the hands of a hydro-
pathic conlpany ?
I--Iaving said so llluch about the Cunard Line, there
is no need to d\yell at silnilar length upon any of the
other transatlantic lines of stearners. The history of
the Cunard Line is the history of Atlantic steam
navigation. It conl111enced at' a titne ,vhen steanl
po\ver had only heen used as an auxiliary to sails,
but ,,,,hen that order of affairs ,vas soon to be reversed.
The intervening years have \vitllessed the transition
froln ,yooden ships to iron, an(l fronl iron to steel;
frOln the paddle-\vheel to the single scre\v-propeller,
and then to the t\vill-scro\v; froIn the simple side-
le\Ter engines to the cUlnpound, and froln the COIll-
pound to the triple and (lua(lruple expansion engines
of the present tilHe. These successive changes,
COllllllon to all the other iruportant lines of ocean
steamers, have resulted in greatly increased speed
'with economy of fuel. But no oue at all conversant

THE CUYARD STEAJISHIP COJIPAYY. 99

\vith the subject supposes that the lilnit in either of
these directions has been reached. Her
Iajesty's
torpedo boats can easily reel off th
ir thirty knots an
hour; \vhy not an express stealner?
The cOlnpetition for the supremacy of the sea in
these latitudes has been both keen and costly, but
greatly to the benefit of the travelling cOlnn1unity;
and it has all along been conducted in an excellent
spirit. Circumstances have frequently arisen when
it n1ight have been easy to take aù vantage of a rival,
but 'v hen it resulted in acts of chi,yalry. Sir John
Burns has 111entioned one instance out of Inany such
that have transpired: On a certain occasion the
Cunard stealuer Alps ,vas seized in N e,v York for an
allegeù infraction of the Custon1s laws on the part of
SOIne of the cre\v, and before she could be released,
security had to be given to the extent of f:30,OOO
sterling; ,vhen, "who should COine for,varù and stand
security for the Cunard COlnpany but the great firm
of Brown, Shipley & Co., the agents of the Collins
Line! " ..A..nother case in point is connected ,vith the
foundering of the Cunard SSe Oregon. 'Vhen the
,vhole of the passengers and cre\v, to the number of
nearly a thousand, haa been taken off the sinking
shi p, and landeù in N e\v York by the North Gennan
Lloyd SSe Fulda, the question having been asked
\vhat cOinpensation ,va
delllan(led, the courteous
reply ,vas speedily received: "] Iighly gratified at
having been instrumental in saving :-iO Inany lives.
No c1ailll ! JJ *

* Fry's "Histor)," p. 240.

7

100 HISTORY OF STEAJf NA VIGA TIO
V.

The Fairfield Ship-building and Engineering COIll-
pany is one of the IlIOst fanIous of the nlany erninent
ship-building firlHS in Britain. The yards at Govan
on the Clyde occupy an area of sixty acres of ground,
and elllploy fronl ö,OOO to 7,000 nleu. The shops are
fitted with Inachinery of the IllOst approved descrip-
tion, in which every requisite of nlarine architecture
has a place, "There Inassive plates of steel and iron
are clipped, shaped and pierced ,vith rivet holes as if
they ,vere only sheets of ,vax or paper. Hel
e have
been built Inany of the record-breaking ocean grey-
hounds, as ,yell as arnlour-plated cruisers for the
Royal Navy. The .A l'izona, the Alaslí:a and the
Or'egon were built here, and ""ere accounted luarveh;;
in their day. The Untbria and b"lru1'1ia, the Cant-
pania and the Luc(tnia have secured for Fairfield
a world-,,yide reputation. Ships for
ir Donald
Currie's Castle Line, for the Orient and the Hanl-
burg - A Inerican lines, not to speak of the I sle of
l\Ian stealners, the s,yi ftest coasting steanlérs of the
(lay, have been built at Go V ë.tll. Under the nalnc of
Randolph, Elder
COlnpany the firln ,vas founded,
or rather reconstructed, by the late 1\11'. J uhn Elder,
a Ulan of conSUllHuate ability in his professi(ìn, \y ho
died in 1t)6D at the early age of forty-five years.
The conlpoulld engine, by ,yhich steaul is uu'tde to
do double duty, is one of the 1110st iUlportant of recent
inlprovenlents in nlarine engineering, being the means
of largely increasing the 1110ti ve po,ver and decreasing
the consunlption of fuel. The successful application
of this systenl to ocean steanl navigation is usually

rpHE CU
YARD STEAltISHIP C0.11IPA...VY. 101

attributed to 1\11'. .John Ehler, of the above-Iulllled
firn1, \vho introc1uced it in
Ollle of the steanlers of the
Pacific Stealn Navigation COlnpany as early as 1856..
But it did not con1e into general use until S0111e years
later. The Admiralty, recognizing the in1portance
claillleJ for the discovery, regol ved to test its value,
in 1863, by sending three ships of sÏ1nilar size on a
voyage froln PlYll10uth to l\ladeira, two of then1
being fitted \vith the ordinary engines of the day,
and the third, the Constance, \yith Elder's conlpound
engine. The result placed the
uperiority of the
cOlupound engine beyond fluestion, and led up to the
triple and quadruple expansion engine \vhich has
revolutionized the ship- building and shipping in-
terests; hence the enornlOUS cargoes carried by ships
of the Pennsylvania type, ,vith a 11l0Jerate conslunp-
tion of fuel and the lo\vering of ocean freight rates.
Beforé taking leave of the Cunard Line, it lnay not
be out of place to lnention that an elnployee of that
line has the distinction of having crossed the Atlantic
IHorc frequently than any other IHan. One is apt to
think of his O\VIl voyages-thirty-five or forty-as
a tolerably fair sho,ving, but that is as nothing COJll-
pared \vith other landslnen. On one occasion the
,vriter sat next to a fine old French gentlellutn frOIH
(
uebec ,vho ,vas then Illaking his hundredth voyage;
he ,vas an octogenarian.
ome years la
er a l\[ontreal
Inerchant, nearly a (luarter of a century younger, in-
fOrIllC(1111e that he had crossed the ocean one hundred

*.Thc invention is claimed for Canada in Chapter
., uwler
the heading of "New R1'Un8\\ ick."

102 HISTORY OF STEAltf .1YA VIGATION.

and eighty titHes! Taking his years into account,
surely he Inust be entitled to \year the blue ribbon.
As to sailors, an English ne\Yspaper recently offered
a prize of .f 1 0 to the n1an \Y ho could proye that he
had crossed the Atlantic oftenest. The prize \vas
awarded to Captain Brooks, of Alaska, ,vho had
lnade se\
en hunrlred trips. In the 111eantirne, hovt-
ever, it transpired that the distinction \vas due to
another "old salt," \v hose record far outran that of
Captain Brooks, but \yho
e nloJesty prevented him
fron1 applying for the prize. The real chan1 pion is
George Paynter, ,veIl kno\yn throughout England and
,Aluerica as " the 01(1 1'la11 of the Sea," \vho recently
completed his eight hundred and fou1>th voyage
across the Atlantic. Paynter iH the ufficer in charge
of the ,vines and licluors on board the SS. Et1
1J.lria.
He is one of the n10st remarkable men afloat to-day.
He has been forty-eight years at sea, of w-hich forty-
five have been spent continuously in the service of
the Cunarel COtnpany, and in all that titHe he has
never encountered either a ship\vreck or a cyclone.
He is llO\Y seventy-five years old, hale and hearty as
ever, and this he attributes to his hasing givE'll up
srnoking and drinking thirty-one years ago, not
having once indulged in either frot11 that time until
no\y.

CHAP1'El{ IV.

NORTH ATLANTIC STEAMSHIP CO:\IPA
IES\

THE COI
LINS LINE.

T HE earlie
t forlnidalJle rival to the Cunard Line
'Yas the falllous Collins Line, founded in N e,v
York in 1848, and which derived its nallle fron1 .:\11'.
E. K. Collins, its chief prollloter, ,vho had previously
been largely interested in :sailing ships, and more
particularly in the Hplendid line of N e,v \-r ork and
Li verpool packets, popularly kllo,vn as the Dramatic
I.Jine. The Collins Line started ,vith a fair ,vind, so
to speak. It ,vas launched by a ,veal thy cOlupany,
an1Ïd an outburst of national applause, and 'vas
liberally lJucked by the Federal Goverrlluent, ,vith
an ill-concealed detern1Ïnation to dri ve the CunarderH
frOln the :sea
. But the illusion w'as destined to be
soon dispelled, for, as Charles 1IacI vel' put it in "Tit-
iug to 1\11'. Cunard, " The Collins Line are lJegiuuing
to find that breaking our ,yindo,vs ,vith sovereigns,
though very fine fun, is too costly to keep up." J)is-
asters ensued. In ten years the losses had become
stupendous, and the enterprise cuhninated in a total
collapse.

10-1 HISTORY OF STEAlt] ..NA VIGATIO
Y.

The Line began ,vith a fleet of four n1agnificent
,vouden paddle-,vhcel
teanl
hips, the Atlantic, A I)"ctic,
Baltic and Pacific, each 282 feet in length, and of
2,G80 tons burthen. They ,vere built by 'v. H.
Bro\vn, of N ew York, and C01l1bined in their con-
struction and Inachinery the then latcst iUlprove-
lnents. The pa

enger accorllll1odation ,,-as far
superior to that of the Cunard stealner
of the
period. Each of theul cost t;700,000, an aUlou.nt
so far exceec ling the original estilnatc that the
Uovernlnent had to lllake the COlllpany au advêtnce.
The credit of the country being in a sense at stake l
provision ,vas nlade for a liberal subsidy. $19,250
per annurn had been the original SUln specifie<]. for
a service of t\yeuty round voyages, but that ,vas
found to be totally inndequate, and the Governlnent
eventually agreed to increase the sub
idy to
33,000
per \T, oyage or $t:)58,000 per annUIll for only t\venty-
six voyages, ,y hich ,vas rnore than Jou ble 'v hat had
l,eeu paid to the' Cunard COIHpany for a like service.
The Collins Line, ho,vever, prollli,:;etl greater speetl
than their rivals, and that counts for n1uch in
popular estilnatiou. .
The Line soon caUle into favour, ana its success
Hcelllcd to be assured. The first voyage ,v
s COIll-
Inenced froln Ne\v York by the Allttntic, April 27th,
1849. The Arctic fullo,veù, Inaking- the easbvard
voyage in 9 days, 13 hours and 30 n1inutes; and the
\vest\yard, in 9 days aud 13 hours frolll Li verpool.
Th u
they had broken all previous records for spct'd
\vhich, added to their luxurious appointments, caused

....YOR1 t JI ATLA....YTIC STEALI'dSHIP COJIPA....YIES. 105

thell1 to 10 loyally patronized by the AUlericans. For
a tÏIne they carried 50 per cent. Inore passengers froln
Liverpool to N e\v York than their opponents. The
last addition to the fleet ,vas the.A driatic, in 1857. by
far the finest and fastest ve
sel afloat at that tiule.
She ,vas built by Steers, at N e\v York: was 355 feet

THE" ATLANTIC." OF THE COLLINS LINE, 1849.

long, and 50 feet broad; her gross tonnage being
3,670. ITer lll:lchillery, \vhich ,vas constructed at
the Novelty 1ron- \V orks, i.': e,v York, consisted of t,vo
osC'illating cylinflers, each 100 inches in dialneter,
wurking up to 3;(;00 in(licatetl horse-pu\ver, \vith a
stealll pressure of 20 lbs. to the square inch. Her
paddles were 40 feet in llialueter, and, at seventeen

106 HISTORY ÚP t;TEAlII ..Ñ
1 VIG
l TIO...V.

revolutions per luinute, gave her a speed of thirteen
knots on a daily consulnption of eighty-five to ninety
tons of coal.
Owing to financial eln barraSslllents, resulting froIn
losses by shipwreck, the company soon after broke
up, and the richly-endo,ved fast line, that ,yas to
drive the Cunarders off the ocean, itself can1e to
grief. The Ad'f'iatic \\?as laid up after n1aking a fe,v
fine yoyages, and finally came to an ignolnillious
end as a coal-hulk in \Yest Africa. In SepteInber,
1854, the A rclic col1ided ,,,,ith a snlall stealller, the
Vesta, off Cape Race, in a dense fog, and sank, ,vith
the loss of 323 lives. Captain Luce ,vent do\\;rn ,vith
his ship, hut rose again to the surface, ,vas picked
up by one of the boats and landed in safety. A nlong
those ,vho ,vere dro\\?ned ,yere the ,vife, the only son,
and a daughter of
Ir. Collins, and luany other pro-
luinent Aluericans. The lu

of the Pacific, ,vhich
follo\ved t,vo years later, proved the death-knell of
the Cullins Line. She sailed froll1 Li yerpool on
June 2üth, 1856, in cOlllInalld of Captain Eldridge,
\\Tith forty-five passengers and a crew of 141, and
,vas never after,vards heard of. Thè Atlantic anù
Baltic were sold and converted into sailing :-)hips.

lr. E. !(. Collins ,vas a native of
lassachusetts,
"There he \vas born in 1802. \Yhen a youth he ,vent
to sea as supercargo. 80n1e years later he joineù his
father in the general shipping business, and event-
ually becalne head of the N e\v York finn, celebrated
for its magnificent line of sailing packets. He died
in 1878.

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NORTH ATL
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llt[SIIIr CO
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1

IES. 107

THE 1

IA
AXD 1NTERNATIO
AL LINE.
This famous Line took its nalne from 'Villialn
1Ull1an, a partner in the firlll of Richardson Bros.,
Liverpool, in connection with ,vholn he founded this
stealllship service in 1850, under the title of the
Liverpool, ::N e\v York and Philadelphia StealllHhip
COlnpany. The line began ,vith only two steamers-
the City of Glasgow and City of A[anchestel
-both
scre\v steaIl1ships, built by l\Iessrs. Tod and jlcGregor,
of Glasgo\v. These Loats having proveù successful
and profitable, and especially popular ,vith en1igrants,
their shipping port was changed fron1 Philadelphia to
N e\y York in 1857. In the Ineantilne a nUlllLer of
high -class stealners had been ac1Lled to the fleet, each
iluproving upon its predecessor, until the line becalJle
fatuous for speed and cOlnfort. The City of Bl'U8sels,
launchell in 1
G9, \\Tas the first on the Atlantic to
reduce the voyage to less than eight days. This fine
ship came to grief through collision \vith another
vessel off the lllouth of the
[ersey during a ùense
fog, January 7th, 188:3. The 1nlllan Line rnet \vith a
nlullher of other heavy losses. The City of Glasgow,
\vith 480 persons on board, anù the City of Boston
both ùisappeared lllysteriuuf.ily in Inid-ocean; the
City of Afont'real \vas Lurne(l at sea, but all hands were
saved; the City of lV(lshington and City of Philadel-
phia ,vere ,vreckeJ on the coast of Nova Scotia; the
first City of Þl e1.V YOl'l
anù the City of Chicago became
total \\Tecks on the 1r:8h coast, the one on Daunt's
Rock near Queensto\vn, the other ou the Old Head of
Kinsale in the same neighbourhood.

108 if/STORY OP Sl'EA,JI ....y
t rlGA TIO:S'.

The City of Berlin, which canle out in 1875, proved
a great success, but later additions, cuhninating in
the ne,v City oj New Y01
1.; anll City of Pari:3, gaine{l
this line for a time undisputed S11 prelnacy. These
t\vin-scre\y ships, built by J. & G. Thomson, of
Glasgow., are over 500 feet in length, rated at 10,500
tons, and 18,000 indicated horse-po\yer, and have
d.eveloped a high rate of speed. The Paris, as
he is
nu\y called, Blade her luaiden trip in
Iay, 188D,
in 5 days, 22 hours, 50 u1Ïnutes. Her fastest \vest-
,yard trip was ulade in October, 1892, viz., 5 days,
14 hours, 24 lllinutes-the fastest ever nlade up to
that time. The JYew Yorlc for some tilne held the
record for the fastest voyage froul Southalnpton
to Sandy Hook, IHalle in Septenlber, l89-1-6 days,
7 hours, 14 nlinutes. Both ships have lllet \\?ith Inis-
ha ps: the N e1V }7' o'ì
ll', going east, had on
of her
engines disabled, but cOHlpleted the yoyage \vith the
other, actually running 3H2 knots ill one day \\Tith
only one engine at \n)rk. The Pa1'>is had. a much
n10re alarn1Îng accident. The breaking of one of her
lnain shafts set the engine a-racing, and before it
could be stoppE'd a rent \vas luade in the ship's hull,
the longitudinal bulkhead separating the engine-
1'001118 'Yas broken anù Loth engine-roolns \vere
floodell. The other bulk head
, ho\vever, di(l their
duty and kept her afloat uutil a passing stealller
to\\Ted her into Queensto,vn, \v here the \vater ,vas
pl.unped out HJHI she proceeded to Liverpool unas-
si
ted. Her escape froll1 destruction \vas Inarvellous:
að it \vas, the dau1åge to the
hip and Inachinery ,vaS

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-rORTH A TLA...YTIC HTEA
ISHIP CO.JIPA...Y1ES. 109

enorlllÛus. On another occasion the
àIne ship's
rudder bec
ulle disabled in nlÍd-ocean, 'Lut by Ineans
of her t,vin scre,vs she ,va
kept on her course and
brought safely to port. Since then she has litnped
across the Atlantic ,vith one engine, owing to a broken
shaft.
The IUlnan Line ,vas the first to introduce the tw'in-
scre\v in the .Atlantic service. It ,vas also the first
to place the con1Íorts and conveniences of steaul
navigation ,vithin the reach of einigrant steerage
passengers, and by. so doing luade a distinct ad vance
in the cause of lnunanity. In 1856-57 they carried
no less than 85 000 enligrants.
The Ininan Line passed fronl its founders in 1
75,.
and Lecaine a private lÏ111itetl COl11pany, which, in
1
8G, entered into negotiations ,vith the Aluerican
International
avigation COlllpany, Letter kno,vn as
the Red Star Line. At that tÏ1ne the fleet consisted
of the O'ity of Be1
lin, Oity of ohestel', Oity of Ohicago,
Oit!} of Richrlt.101ul and City of .JJ[onl1
eaL The lre
v
Yorl-ìt and Paris hoisted the .American ßan- in 189:3,
. 0
'Lut the change Conse(lucnt on their ne\V registra.tion
and their re-christening Blade no change in the name
of the COlllpany.
In 1
v2 the cOlnpany secured a contract for carry-
ing the 1T niteJ States luails, ,veekly, froin X C\\T York
to
outhalnpton, in consideration of a sul)sidy,
arlluunting to aùout ':;750,000 a year. SoutlUllupton
,vas preferred to Liverpool aH being nl uch nearer
Lundon and as having exceptionally good harbour
facilities. The f3ea voyage, ho\vever, is aLout 200

110 HISTORY OF STEAJI
YA VIGA TIO
V.

n1iles longer than fron1 N cw York to Qucensto\vn.
In ternlS of their contract, t\VO rnagnificent t\vin-
scre\v stealners have recently been added to the fleet,
-the St. Louis and St. Paul, built on the Dela,vare
by 1\lessrs. Crall1p and Sons, of Philadelphia. They are
claill1ed to be the ell1bodiInent of the finest All1erican
skill and \vorklnanship. Over 6,000 tons of steel
'vere used in the construction of the hull of each
ship; their length over all is 554 feet, breadth 63
feet, depth 42 feet; their gross tonnage is 11,000
tons and their engines are of 20,000 horse-po\ver.
They are designed to carry 320 first-class, 200 second,
and 800 steerage pa::;sengers, and the arrangements
for each cla
s are unsurpassed. The nlain saloon is
110 feet long by 50 feet ,yide, ,yith seats for all her
cabin passengers at oue sitting. I t is handsolnely
decorated and finished in \vhite Inahogany, and is \vell
lighted froln the sides and a lufty dUBIo oyerhead.
The dra,ving-roolll is ill \vhite and gold and luxur-
iously furnislLed. The stateroolDs are roolüy, ,veIl
yentilateJ and fitted up ,vith eve
'y convenience
necessary to cOlnfort; there are also suites of roonlS,
cOlnprising bedroolu, bath-roon1 and sitting-roonl, all
elegantly furnished. These ships can carry enough
coal, cargo heing excluded, to cross the Atlantic and
return at their highest speed: and at the ordinary
cruiser's speed of 10 to 12 knots, they can steaIIl for
66 days \yithout recoaling a distance of 19,000 knots.
Although these fiue ships have already suffered
several vexatious accidents, none of theln have Leen
attended \vith serious results. They have not yet

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112 HISTORY OF STEAltl .,Y.
t J7GA TIO
"'.

taken the laurels from the Ca?npctnia and Lucanict,
and are not likely to do so, but they have lllade very
good time on the Atlantic. The St. Louis made the
voyage fronl N e'v York to Southalnpton in August,
1895, in 6 days, 13 hours, 12 n1Ïnutes. The St. PU/LÛ*
lllade the run from Southalnpton to Sandy Hook, in
August, lS96, in 6 days, 57 Ininutes. Their estiluated
speed in ordinary ,yeather is 21 knots an hour.
The entire Inlllan fleet consists of twenty-two
ships-all of a high class. They retained the grace-
ful overhanging bo,v and ship-shape bo\vsprit \vith
its belongings to the last, but the ne\v steanlers of
the Alnerican Line confornl in this respect to the
prevailing fashion of the straight stelll, first intro-
duced by the Collins Line as being econonlÍcal of
space and every \vay handier in port. The use of
sails in full-po,vered stcaillships has been gradually
declining for years, and they ,yill soon be a thing of
the past. Heavy lllasts and yarJ-anns seriously inter-
fere ,vith the motion of a t\venty' knot steaulship, an<l
except in the case of a breakdo\vn of Inachinery are
selJoIIl of any u
e, and that contingency has becn
reduced to a luinimuln by the introduction of the
t,vin-screw.

THE RED STAR L1XE,
originally o,vned by a Belgian cOlllpany, is no,v
incorporated \vith the American and International
Navigation Conlpany, and nlaintaills a 'weekly service

* The St. Paul, St. Louis, Pari.r: and Nf'I(" York have all been
taken oyer by the United Rtates Government and fitted up as
arme(] cruisers, the names of the last two being changed to
Jico"f(l'nl and Yalf:'.

....YORTH ATLA...VTIC STE...LßISIIIP COJ[PA...YIES. 113

betw'een .N e\V York and Ant\verp and a fortnightly
line from Philatlelphia to Ant\verp. The fleet
consists of nine stealn
hips of froBl 3,000 to 7,000
tons each-the largest being the Frieslan(l, built by
TholIlsons, Gla
go\v, and rated at fifteen knots' speeù.

THE ANCHOR LINE.

Thi
\vas the first successful line of steamers rUll-
ning frolll Glasgow' to N e\v York, established by

Iessrs. Handysi(le and Henderson, of Glasgow', in 1856,
though it \vas not until l863 that this hranch of their
business assume( 1 lnuch Ï1nportance. Since then the
trade has developed rapidly, giving elnploynlent to a
\veekly Jine of steanlers, and in sunnner t\vice a \veek.
The ships have large carrying capacity, frolH 3,000 to
5,000 tons an(1 up\vards, \vith good accoflllnodation
for passengers at very lnoderate rates. Alnong these
are the FL
1'nessi((.1 ana Belg?
avia, of over five thou-
sand tons; the lJevonia, A nchoria, Bolivia, and Cir-
cctsslct, up\vards of four thou
and tons each, not to
speak of the City of Rome, a host ill herself. This is
one of the handsomest ship
afloat, and of large diInen-
sions, being 54G feet long bet\veen perpendiculars,
and 600 feet over all; her \vidth is 52 feet
inches,
an(1 her displacelllent at 2.5 feet draft of \vater, 13,500
tons. She is driven by three sets of inverted talHlenl
engines of 10,000 horse-po\ver; her single sere,," is
24 feet diailleter, and the scre\v shaft 25 inches. She
has aillple accomlnodation for 270 cabin passengers
anù 1,500 steerage: \vas built in 1881 for the Inlnan

114 HISTORY OF 8TEA
f ....yA VIGA TIOÞl'.

Line at Barrow"-in-Furness, Lancashire, \vhere all the
above-na1l1ed ships \vere also built, but as she did not
COBle up to the requif;ite speed she \yas left in the
builders' hands, and ,vas taken over by the Anchor
Line. She is not a slo\v ship, having made 18t knots
on her trial trip, and has crossed the Atlantic in
6 days, 20 hours, 35 11linutes. Fronl "That,ever cause,
outsiders look upon her as a sort of " \vhite elephant,"
unable to cOlnpete successfully with the lnore thorough-
paced ocean grey hounds. The entire Anchor Line
fleet consists of SOlne thirty - five stealners. The
cOlnpany has had its o\vn share of losses by ship-
\vreck, and more than its share of lives lost. One of
the nlost appalling n1arine disasters \vas the sinking
of the Eutopia of this line in the Bay of Gibraltar, in
1891, fronl collision \vith a nlan-of-\var lying at
anchor, resulting in the loss of 526 lives.

THE NATIONAL
TEAl\I NAVIGATIO
COMPANY.
Although the National Line has not entered into
cOIn petition \vith the" greyhounds," it is deserving of
notice. It has Leen in existence since 1863, and hag
o\vne<l SOHle fine ships, and at least one of high speed
-the A'1ne1'ica, built on the Clyde in ] 883-a ship of
5,500 tons and 7,250 horse-po\ver. She broke the
record in June, 1884, nlaking the run hOlne frolll

e\v York in G days, 14 hours, 18 rrlÎnutes.. She \vas
soon after sold to the Italian GovernUlent for a trans-
port. The ships of this line \vere al110ng the first to
have COlllpound engines, and the first to have refriger-
* }1'ry's "History," p. 19:3.

...YOIl'PH .A TLA."V'J'/C STEAJ/SIII P COJ/ P
L..YIES. 11;-)

at.ors for the reception of dead Bleat, anf! àU)Ong- the
firHt to carry large shiplnents of live cattle. Years
ago they brought out l110re en1Ïgrants than any
other line, but they seetH to haye gone out of that
business no\v, and the ships are run as freighters to
London. Four of the company's ships have been lost
-one lies subulerg-ed near Sàndy Hook, one foundered
off Cape Finisterre, one \vas burned at sea, and the
fourth, the EJ'in, disappeared \yithout anything hav-
ing been heard of her. The present fleet consists of
eight ships, ranging from 3,750 to 5,300 tons.

THE GUIOX LIXE.

As \v hen a tueteor shoots ath \vart the skies, emit-
ting a blaze of light, and quickly disappears, so \vas
it \vith the Guion Line at the zenith of its brief and
brilliant career. It began in a tnoclest way in 1866,
its prolnoters 1eing 1\1 essrs. \Y illialTIs and Guion, of

e\v Y ork-\vith a branch firtn in Liverpool-these
1eing the o\vners of the falnous Black Ball Line of
ships, built especially for carrying en1Ìgrants. They
had steamers built for then1selves \",ith luarvellous
rapidity, beginning \vith the J.l1Ltlthatto.J
of 3,000
tons-an iron screw' stealner built on the Tyne. In
1
72 there \yas added to the then existing fleet of
eight po\verful ships, each ha Villg accollHuodation for
1,000 steerage passengers, a pair of larger vessels, the
lllunto/ìlu and Dakuta. X either of thenl, ho\vever,
proved to 1e "record- 1reakers," and 10th of thenl
"Tere eventually \vrecked on the \r elsh coast, near
8

116 HISTORY OF STEAAI ....\...A rICA TIO....Y.

the saIne place, in 1877 and 1880 respectively. The
next additions to the fleet were the celebrated
Arizona and Alas/"a, that for a time took the shine
out of everything else afloat. These marvellous ships
,vere built by John Elder & Co., of Glasgo,v. The
fonner was over 5,000 tons and the latter nearly
7,000. Their engines, respectiyely 6,000 and 10,000
horse-pow'er, are said to have been the finest ever
constructed up to that time; their speed was then
accounted quite phenonlenal-seventeen and eighteen
knots an hour-reducing the tiine from Queenstown to
N ew York to 6 days, 21 hourtJ, 40 Ininutes. That ,vas
in 18
3. The last ship built for the Guion Line ,vas
still larger and faster than these. The Oregon was
500 feet long, of 7,375 tons, and 13,300 horse-power.
In 1883 she still further reùuced the record to 6 days,
10 hours, 10 minutes. Soon after this the COll1pany
becanle involved in financial difficultie
. (( Record-
breaking" had not proved to be a paying business.
The Oregon passed into the hands of the Cunard
COinpany, and "Tent to the bottonl of the sea as
alreaùy stated; the .Alas/.:a and A'1"izo'na have lain
rusting at their 11loorings in the Gareloch for years
past.

THE WHITE STAR LIXE.

The Oceanic Stealn X avigation Company, Limited
-better known as the White Star Line-collunenceJ
in 1869, and now occupies a position in the front rank
of the great steamship enterprises of the world. It
originated "rith
Ir. Thomas Henry ISIl1ay, of Liver-

YORTII A TL
1:Ç1'IC STEAJ18IIJP COJIJ>
LYI t;s. 117

pool, ,vho had previously been Inanager of the \Vhite
Star Line of sailing clipper ships in the Australian
trade. ' In 1870
lr. \Villiam IUlrie, of the late firIn
of Ilurie, Tonllinson S:i Co., bec
uue aRsociated with

Ir. TS111ay in the Inanagement, ,vhen the firm took
its present n
une, ISlnay, Inu'ie & Co. ::\lr. Ismay
retired from the firm in 1891, after forty years of
active business life, but is still chairman of the \\
hite

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TAn LlXE, Ibil.

Star Line. Having the financial support of a nUlnber
of influential shipping luen, plans that had been long
lllaturing took effect in 18G9, ,vhen negotiations \vere
entered into with 1\lessrs. Harland and \V o 1ft: of
Belfast, to buila a fleet of stealIlships ","'hich should
COlnbine the latest iU1provelnents, the best possible
accolIunoùation for passengers l with a speed that
would assure fa
t an(l regular voyages. Ho,v well
those conùitions have been secured all ,vho have
travelled by the White Star Line can testify.

118 HISTORY OF STEAJf ....VA l''1GA TIO
Y.

The first ship of this line to appear in the
Iersey
,vas the Oceanic, in February, 1871. It ,vas at oncp
seen by her graceful lines that she was "a clipper."
Her n1achinery ,vas the best kno\vn up to that tÜne.
A ne\y feature ,vas that the luain f;aloon and passen-
gel's' berths ,yere placed as near nlidships as possible,
anù
eparate revolving chairs ,,,,ere introduced in the
dining-- roon1 (a great boon to passengers); a n umber
of other innovations served to attract the notice of
the travelling conununity, \vhile achnirable nlanage-
n1ent on shipboard and ashore inspired confidence in
the line.
The original fleet consisted of six ships - the
Oceanic, Baltic, Atlantic, Repltblic, Celtic and
Acl1-'iatic-all about the san1e size, close upon 4,000
tons each. In 1874 and 1
75, t,vo reularkable ves-
sels, as then accounted, \vere aùded to the fleet-the
Britannic and Germanic-by the san1e builders, váth
engines from l\Iaudslay, Son & Field. These boats
are 468 feet long, of 5,000 tons and 5,000 horse-po\ver.
They easily made sixteen knots an hour, burning
only 110 tonR of coal per day, and \vere in every
,yay so satisfactory they became very popular. No
higher compliment can be paid then1 than the state-
nlent made in 1894 that" they had now been running
regularly for t,venty years, gi \
ing complete satisfac-
tion to the o\vners and to the public, having still the
same engines and boilers \yith \yhich they started.".

* The Gerrnanic has since been o\yerhauled and has now a set of
triple expansion engines, making her a seventeen-knot boat. In
J1ÙY, 189.3, she crossed from Queenstown to New York in 6 days,
23 hours, 45 minutei;.

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.J.YORTH ArpLA
VTIC S1'EAJISHIP COJIPA)tlES. 119

In those t,venty years these t\VO ships carried 100,ÔOO
cabin and 260,000 steerage passengers.
In the 111eantÏIne the ne,,,," Cunard stealners, U1nb1'ia
and Etruria, had outrun the \Vhite Star clippers.
Again an order 'vas given to Harland &.- \V olff for a
pair of larger, finer anù faster boats than they had
yet built. The magnificent t,vin screw' Hteel ships,
Teutonic anù 111 ajestic, filleù the bill. The Teutonic
,vas launched in January, 1889. On the 7th of
August she left Liverpool on her nu1Íden voyage to
N e\v York, having in the lneantime taken part in the
naval revie\v at Spithead, ,,,,"here she ,vas inspected
and adlnired by the Gernlan En1 peror and H. R. H.
the Prince of \Vales. She crossed from Queensto,vn
to Sandy Hook in 6 days, 14 hours, 20 minutes, then
the quickest nlaiden passage on record. The M(/jestic
,vas launched in June, 1889, and made her first voy-
age to :N ew York in April follo,ving l lo,vering the
recorù to 6 days, 10 hours, 30 rninutes.
These fine ships are each 582 feet in length over
all, 57 feet 8 inches in ,viùth, and 39 feet moulded
depth. Their gross tonnage is 10,000 tons, all to a
fraction. They are t,vin-scre,v ships, each having
twro sets of triple cylinders, 4:3 inches, 68 inches, and
110 inches àiall1eter, respectively, together working
up t.o 18,000 hurse-po\ver. The scre,v-propellers are
19 feet 6 inches diaillcter, and so fitted that they
overlap 5 feet 6 inches, the starboard propeller being
six feet astern of the other. They have each t\velve
<louble
ended and four single-ended boilers, containing
in all seventy-six furnaces. The steall1 pressure is

120 HISTORY OF STEAJI ,
YA VIGA1'IO

{.

] 80 pounds to the square inch. The piston stroke is
five feet, and the average revolutions seventy-eight
per minute. About four thousand tons of coal are
consulued on the round voyage. Not only do these
ships cOlubine in their construction and equipInent all
that is best in lnodern improvelnents, but SOine of the
most valuable of these iIl1prOVeUlents originated with
their builders, and have been largely imitated by
others.
The \vhole service, food and attendance included,
is unexceptionable. There is alnple accolnnlodation
for about 300 saloon, 170 interll1ediate and 1,000
steerage passengers. As to speed, they" n1ust have
s,vift steeds that follo\v" thenl. The Teutonic has
n1ade the ,vestern voyage in 5 days, 16 hours, 31
lninutes. The Majestic has done it in .3 days, 17
hours, 56 nlÏnutes. In ordinary cirCulnstances the
passenger \vho eIl1barks at Quecnsto,vn n1ay safely
calculate that six days ,viII land hinl in X e'v York
by either of these ships. They are not quite so fast
as the Lucania, but to gain the difference, say, of ten
hours in crossing the Atlantic, the Cunarder requires
an enormous increase of driving po\ver-no less than
12,000 horse-power over and above that of the other.
The Teutonic and .J.1/ajestic are under contract \vith
the British Governll1ent to be uHed as arlned cruisers
whenever their services lllay be required, the COll1-
pany recèiving an annual sunl of .-f14,659 1 Os. as fL
retainer. * Each of these steanlcrs has accOllllnoda-
tion for one thousand cavalry and their horses, or for

* Fry's" History," p. 180.

....YORTH A TLA...YTIC STEAJISHIP CO.JIPA....YIES. 121

2,000 infantry. They could easily reach Halifax
froln Queensto\vn in five days, Cape To\yn in twelve
and a half, and BOlnbay, via the canal, in fourteen
days froln Portslnouth. They could even stealn to
Bombay, via the Cape, 10,7;33 knots, in t\venty-three
days ,vithout stopping to coal.
The ,rhite Star fleet at present consists of nineteen
ocean steamers, ranging- in size from 3,
07 to 10,000
tons and up\varJs. Five of these stealners are
employed in the Atlantic ,veekly lnail service, three
keep up a lnonthly line to New Zealand, four ply
n10nthly fro In San Francisco to Japan and China, the
ren1ainder are cargo boats of large carrying capacity,
A nUlnber of vessels built for this company haye been
sold to other lines and are still running. The Ocertnic,
pioneer ship of the line, aft
r a fe,v years in the
Atlantic service, ,vas transferred to the cOInpany's
trans-Pacific line. On her sixty-second voyage in
October, 1889, she crossed froln Y okohan1a to San
Francisco in 13 days, 14 hours, 4 minutes, the fastest
voyage then on record across the Pacific. Ha ving
completed t\venty-five years of successful ,york she
wa
sold and broken up in 1896. But the nalne is to
l)e perpetuated by the n1agnificent new steamer now'
building at Belfast, ,yhich in point of size and speed
iH designed to surpass any vessel at present afloat.
The ne,v Oceanic is longer than the Great Eastern.
Only t,vo ships of this line have been lost. The
A tluntic ,,,,as ,vrecked on the coast of Nova Scotia,
April 1 st, 1873. She had left the l\Iersey on l\larch
20th, with 32 saloon, G15 steerage passengers, and a

l

-'-

HISTORY OF STEAJI ..'vA VIC:
l TIO....y.

cre\v of 143-790 in all-of \\ThOln about 560 perished,
including all the ,vomen and children. \Yhat lnade
the disaster even 1110re deplorable, it was not satis-
factorilyaccounted for. The 1110rning was dark and
boisterous, but not particularly foggy. Captain
'Yillianls haù lnistaken his rèckoning, and \yas rush-
ing his ship incautiously too near the land.* The
N aronic ,vas a tine ne\v cargo ship of (j,594 tons.
She left Liyerpool, February 1] th, 189;
, hound for
New York; but she neyer arrived there. 1\yo of
her boats were picke<l up on l\Iarch 4th, but no clue
,vas ever found to the lnysterious disappearance of
the ship.

Thomas H. Isn1aYI recently retired from business,
has all along been recognized as the manager-in-chief
and moving spirit of the \Yhite Star Line, and a ruan
of exceptional gifts antI graces. Conspicuous alike
by his enterprise and culture, .1\11'. ISlnay has given
proof of true greatness in declining honours that \vere
easily within his reach. He rnight have been chair-
Ulan of the London anù 1\ orth 'Yestern Railway

* A missionary of the Church of England, who ministered to a
few poor fishermen at Terence Bay, at the imminent risk of his
life put off to the wreck in a small boat and succeeded in saving
the life of the first officer of the ship after all hope of further rescue
harl heen ahandollerl, amI when e"en the hardy fishermen forbade
the rash attempt. :\1 r. Ancient had formerly been attached to the
British nay)', and during this heart-relllling scene acted the part of
a hero in his efforts to saye life aud to relie\'e the sufferings of the
sun-ivors. Captain 'Yilliams was seyerely censured, and had his
certificate su
peJ1(Ied for two :veal"
.

....YOR1 1 H ATL....L..YTIC :;1TEA
ISHIP CO
IPA
YIES. 123

Company-the greatest raihvay cOInpany in the
,vodd-but he ,vould not. Several tilnes he lnight
haye been returned to Parlialuent, but he declined.
Hi8 name was confidently n1entioned in connection
,,,ith the DiaInond Jubilee honours. Sir Tholnas
ISIllay ,vould have sounded ,veIl, but he begged to be
excused, choosing to relnain plain Thomas ISlnay, of
Liverpool, ,vhere his beneficent character is kno\vn
and appreciated at its full value. The saIne nlay be
said of the genial ex-captain of the Jfajestic, and
cOlnlnodore of the fleet, Captain Par8ell, in ,,,hose
personality ,vere COIU bined the culture of a gentle-
In an and all the qualifications of a good sailor.
Captain Calneron, of thp Teutonic, has been in the
service of the 'Vhite Star COlnpany nearly thirty
years, having comrnenced hi8 career in the sailing
ships. He is one of the nlost popular corlllnanders
on the route.

Iessrs. Harland and 'V olff, of Belfast, the builders
of all the steanlers of the 'Yhite Star Line, are one of
the largest ship-building firms in the ,vorld. They
employ between seven thou
and and eight thousand
men in their establisillnent. Sir Edw.ard J. Harland,
late head of the firm, ,vas a Y orkshirenlan by birth.
He served an apprenticeship to engineering at K e,v-
castle, and studied the art of ship- Luilding in the
dra,ying office of l\le88r8. J. & G. r-fholnson, Olasgo,y.
He ,vas a Ulan of noble presence, fine ability, and
great enterprise. He had been Chairlnan of the
Harbour Board, l\layor of Belfast, High Sheriff of

124 HISTORY OF STEAJ.1f ...VA VIGA TIO
V.

County Do\vn, a Justice of the Peace. and a member
of Parliament. He was Inade a Baronet by the
Queen, in 188.5 1 on the occasion of the yisit of the
Prince and Princess of \Vales to Belfast. Sir Ed \vard
died at his home, Glenfarne Hall, County Leitrin1,
Deceillber 23rd, 1895, aged sixty-four years.

The rates of passage by the Cunard, the \Vhite
Star and the Arnerican Line are nearly identical I and,
all things considered, they are not unreasonable.
The yare chea per than the fares by the sailing
packets of sixty years ago. The ordinary rates for
first-class passengers, in sumrner, vary fro In
7 5 to
8150, according to the location of the stateroonl, and
the number of berths in it; froill
40 to S50 for the
second -class cabin, and from 820 to
27 in the steer-
age. The winter rates are son1e'what less, say, from
P-75 to $150 in the stealners Lucania and Cu?npania,
and froin t'60 to
150 in other fast boats. \Vhen the
rush of travel is in full s\ving, say, froin l\lay to
October, rooms lllUSt be secured months in ad vance.
Tickets nlay then be held at a fictitious value, and
tho:-;e \vho "rill have special accornmodation (suites
of r00I11S, etc., etc.) 111USt pay for it. A fellow-passen-
ger w'ith n1e, in one of the New York liners, not
long since paid-so, at least, I was credibly inforlned
-$3,000 for the single voyage for hinlself, his "rife,
two daughters, and two servants. The difference
bet\veen an outsidf' and an inside stateroom, in the
busy season, may be $135 and upwards. At such
tiulCS a roonl to yourself is a luxury that n1eans
money.

YORTH ATLA

TIC sTBAJli:)HIP COMPA
YIBS. 125

"That about ocean steamers racing? The question
,vas raised in the British House of Commons a fe,y
years ago. and elicited the answ'er that there is no
law in the statute book forbidding it. Are not these
ocean greyhounds built and subsidized ,vith a special
vie\v to speed? Other things being equal, the fastest
boat dra,ys IllOSt passengers. A competing ship Inay
be in sight or out of sight; it Inakes little difference.
There is a race going on all the same, and the palnl is
a ,yarded to the one that lands the IHails in London or

e,y York, as the case Inay be, in the fewest nUlnber
of hours and n1Ïnutes. Probably ninety-nine out of
every hundred passengers on board the .!Ilajestic on a
certain day in l\lay, 189 J., if placed in the \vitness-
box, ,vould s\vear that on that day an exciting race
took place on the high seas, ,vhich ended in the SS.
Paris outrunning the At ajestic, and dashing across her
bows in dangerous proxinlity! It Vlas an optical
delusion. Both ships. no doubt, \yere doing their
level best l and had they continued their respective
courses niuch longer, there is no saying \v hat might
have happened, but, at the proper tiTne, Captain
Parsell ble\v off" steaIn, slo\ved his ship, put his hehn
down, and crossed the stern of the PariK It \vas
beautifully done.

And ho\\? about these so-called life-boats, hanging
in the davits, so prettily painted, so neatly encased
in canvas, and so firnl1y secured in their places?
That they are useful sOllletimes, the ,vriter kno,ys
fronl personal observation. On a recent voyage

126 HISTORY 01' STEAIII NA VIGATIO...V.

from Liverpool to N e,y York 'we ran into a dense fog
off the Banks of N e,yfoundland. The stealll \vhistle
gave forth its dolorous sounlls all hours of the night,
but the ship rushed on at her accustollled pace. At
4.20 a.lll. 1110st of us ,vere a\vakened out of our
slunlbers by a violent shaking of the vessel. Had
\ye been near land 'Y"e n1Ïght have fancied that the
ship \yas gr::tting along a pebbly bOttOIU, but th::tt
could not be. Presently the engine stopped, and a
loud roar of stealll froln the funnels brought 1l10st of
the passengers on deck. It \vas a ra\v, dall1p morn-
ing, about daybreak, ,vith fog as thick as burgoo all
around. You couldn't, see half the length of the
ship. Eyerything on deck appeared to be at sixes
and sevens. 'Vhere the after-boats had ùeen ropes
and tackles \vere swinging to the roll of the ship;
orders ,vere being gi ven froIn the bridge in peremptory
tones, a few sailors were hurrying here and there,
yelling out their ready "Aye, aye, sir!" Do\vn goes
another boat. Three or four had already left the
ship and disappeared in the n1Ïst. \Vhat is it all
about? " Oh! we have run do\vn a fishing schooner
and smashed it to sn1Ïthereens." Listen! voices of
men in distress are heard; they shout louder and
louder, and are ans\vered, call for call, by the stealn
\vhistle. The ship had overshot the scene of the
disaster, but ,vas brought back to the spot by the
instant reversal of her twin-scre\vs-it ,vas that that
shook the ship as if it \vould have shaken her to
pieces. The lJoats caine in sight one by one, each to
be greeted with a hearty cheer. Seven of the eight

YORTH ATLA)'
TIC RTEAJ.lfSHIP COJ[PA,..YIES. 127

fisherlllcn have been rCHcucrl! One hatlleft the spar
to which he had been clinging, thinking to s,vÏ1n for
the ship, but he quickly ,vent under and was seen no
111 ore. The longboat caIne first \vith t,vo of the
suryivors; the life-boat came last l str3,nge to say,
full of water. She had struck a piece of ,vreckage
and stove in her bow', but the men sat up to their
'Yaist
in ,yater-every sea \\Tashing over them-and
plied their oars as Inerrily as though nothing had
happened. They brought t\VO of the fishermen, one
of \v hOln ,vas too ,veak to grasp the rope laùder
hanging over the ship's side, and "Tas hoisted up by a
cord passed round his body, a pitiful object. Reaching
the deck they took hin1 up tenderly and carried him
Lelo\v-to die in a few' rninutes. The reinaining six,
son1e of thell1 badly bruised, \vere well cared for. A
subscription on their behalf, added to the proceeds of
a concert in the second cabin, realized about Æ380
sterling, w'hich ,vould coyer the loss of their vessel
and its cargo. The 'v hole tÏIne occupied in the
rescue ,vas one hour and three-quarters. It ,vas
cleverly done: and the ship sailed on.
A fine inHtance of coolness and sound judgment in
a sudden en1ergency has been related of Captain
E. R. l\IcKinstry, Lieut. R.X.R., of the
S. Ger1ììanic,
,vhich collided ,vith the stealner Ca1nbrae enterinO"
o
the )lersey in a dense fog. The Gerrmanic had cut
deeply into the broad
ide of the other ship, and filled
the opening she had nlade like a \vedge. Had the
order been given to rever
e the engine the result
\\Tould have been disastrous, for the damaged ship

128 IIISTORY OF fSTEAltI ....YA f7GATIO....Y.

Inust have filled aIlll sank iUllnediately, but \vith rare
presence of Inind the engines of the GerTnanic \vere
kept moving slo\vly ahead, effectually preventing the
rush of water until every soul on board ,vas rescued.
Captain l\IcK.instry is a young man to have reached
the top of his profession, and has already given many
proofs of his gal]antry and pluck. On several occa-
sions he has risked his life to save that of others,
notably during the naval revie\v at Spithead, in 1887,
when he jumped froln the deck of the Teutonic to
rescue a drowning sailor. Another instance of fine
seamanship occurred recently on board the City of
Rome, Atlantic liner, which had a narrow escape froIn
destruction by fire on her voyage to N e\v York w'ith
a large number of passengers on board. The coolness
find skill of Captain Young on that occasion Jnerited
the highest praise. lVIr. \Y onham, of
Iontreal, one
of the passengers, after descrIbing the steps taken to
sulJllue the flames, and to provide for the safety of
the passengers and crew, concluded his narrative by
saying, "1'111 like the Alnerican who carne to l\Iont-
real to enjoy a toboggan slide. He would not have
Inissed the experience for a thousand dollars, but he
wouldn't go through it again for ten thousand."

Leaving out of the count innuJnerable "tramps,"
there are many lines of stealllships besides those
already mentioned, keeping up regular sailings be-
tween Britain and United States ports. The \Vilson
Line, of Hull) has a fleet of about eighty steamers
trading to all parts of the world, with weekly services

ORTII
lTLA
X'TIC STEAJISHIP COJIP...L,VIES. 129

froln Hull and London to N e\\T Y ork l fin(l fortnightly
froln N e\vcastle and Ant,verp. They also have a
fortnightly service fronl Hull to Boston. The State
Line, now incorporated \vith the Allan Line, has a
,veekly service from Glasgo\v to N e\v York. The
State of lYebrasl.:a and State of California are large
and fine ships \vith excellent accommodation for
passengers at lo,y rates. The Atlantic Transport
Line, \yith its fine fleet of tVlin-scre\v steamers, con-
nects X e,v York, Philadelphia anù Baltilnore ,vith
London every w'eek. The North Ålnerican Transport
Cornpany has also a nUlnerous fleet plying bet,veen
Norfolk, Va., and 1\e\v York to Liverpool, Glasgow,
Leith, Rotterdaln and Halnburg. The Arro,v Line
runs fro In
ew York to Leith; the
ranhanset Line,
to Bristol and S,vansea froln N ew York. The Hill
Line plies bet,veen Lonllon and N e\v York, and the
Lord Line bet,veen Baltilnore and Belfast. The
Chesapeake and Ohio Stearuship Company sail their
ships frolll N e\vport
e,vs and N ew York to London
ánd Liverpool. The Blue Flag Line has regular com-
..I!lunication \vith Baltimore and Glasgow, Liverpool,
Du blin, Belfast and Rotterdam. The LaIn port and
Holt Line plies bet,veen New Y ork
Liverpool and
)Ianchester; the Bristol City Line \veekly bet,veen
N e,v York and Bristol, ,vhile another line nlakes its
tenuinus at A'Tonrnouth. Barber
Co.'s ste:uners
run regularly from Ne\v York to Leith, and froIn
Norfolk, Va., and Ne\vport Ne,vs to Liverpool and
Antwerp. rrhe United States Shipping COll1pëU1Y
send their ships frolli Norfolk to Glasgo,v, Liverpool,
l\Ianchester, Leith ana Hanl burg.

130 HIRTORJ OF STEAltf JtA rJaA TIO...Y.

EesideR these there are lllany lines of stealllships
leaving X ew' York at reguhtr intervals for Berllluda,
\Yest Indies, Trinidad, N e"r ()rleans, South Alnerican
ports, l\lexico, Central Alnerica and San Francisco, via
the Isthmus of Panarna.

CO
TINENT AL LINES.

The great volume of en1Ïgration from the continent
of Europe, and especially frolll Gerlnany, has developed
a correspondingly large steanlship passenger traffic.
France and Germany have, for many years, vied with
each other as well as "Tith the British shipping COln-
panies, in providing accommodation suitable to the
demand. The result is several fleets of magnificent
steamships little inferior in speed and luxurious
appointments to the British and Alllerican lines.

THE HAMBeRG-AMERICAN PACKET CO.:\iPANY,
established in 1847, is the oldest of the German lines,
and has now attained large dimensions. It began
\vith a snlall capital and a fleet of three sailing ships.
The ayerage of their westward voyages froln Hanl-
1urg to N ew York ,vas al)out forty days, and east-
,yard about thirty days; and they were accounted
an10ng the fast ships of their day. In 1867 the COln-
pany o\vned a fleet of ten large transatlantic steamers,
several
maller craft, a considerable aU10unt of real
estate and a cOllullodious dry-dock. In 1872 the fleet
had increased to twenty-five stealners, and a regular
,veeldy service ,vas maintained between Halnburg and

...YORTH ATLANTIC STEA.JfSHIP COJfPA
YIES. 131

:N e\v York. The operations of the conlpany at this
tilue also extendea to the \Yest In<.lies, South AlnericR
and )[exico: l)ut 1888 w'as the (tnnu.
rni1'ctbilis in
the con1pany's history, for it was then that a ne\v
departurp ,vas lnade, by the construction of t\vin-
scre,y steanlers destineù to rival in speed anù elegance
thp finest :-;teaInships afloat. In 1895 the cOlnpany

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o,vne(I a fleet of seventy ocean stealners antI fifty-one
river stealllers, having a cOIobined tonnage of 339,161
tons. AInong its :-;tealllerH there are no lesR than
eighteen t\vin-scrc\v pasgenger ships, all employed in
the X e\v York
ervice. The four express boats of the
line at present are the FÜrst Bisrna?'Ch', .l.Yorn"an11ia,
Augusta J r ictol'Ùt and Colu;;rl-bia, all t,vin-scre\v ships
of froll1 7,57H tons and 13,000 horse-po\ver, to 8,87-t
9

132 HISTORY OF STEAM
""A YIr:ATIO
T.

tons an<l IG,OOO horse-po\yer.* Tw'o of these w'ere
built at Stettin, Prussia, one at Birkenhead, and
one, the lYo1'11nannia, by John Elder & Co., on the
Clyde. They ha\-e also a fleet of five large t\yin-
screw' stealners, especially adapted for live stock an<l
fresh n1eat. In ten years, fronl 1881 to ISH 1, the
Halnburg-Alnerican Line conveyed 525,900 passengers
to N ew York, which was 50 per cent. more than
either the Cunard or \Vhite Star Lines during the
saIne period. The capit:1l of the COl1lpany is about

7,OOO,000, and its affairs are
aid to be exceedingly
\vell nULuaged. It has paddled its o\vn canoe ,vithout
State aid from the cOlnmencelnent, the only addition
to its freight and passenger revenues being a Inoderate
cornpenB&tion froni the Alnerican Government for
carrying the Inails fron1 N e,y York to H an} burg.
The anlount received for that Rervice in ISDG ,vas
$30,030.7.5, being at the rate of about 4
cents per
pound for letters and post cards, and 4
cents per
pound for other postal Inatter.t The conlpany is
said to ha \
e in its employnlent a pennanent staff of
six thousand eluployees.
The A 1.t[/Lltsta Victor itx-, on her nrðt voyage, nlade
the fastest nlaiden trip then on record bet\vcen
Southalnpton aUlI 1\ e\y Y ork-7 days, 2 hours,
30 luinutes. She has since lllade the run in 6 days,
19 hours, 19 n1inutes. The ....yu1
mannia has done it in

* This was 'written before the Hispano-American war began:
since then Reyeral of th.ese vessels have been employed by the
"Cniteel States Uo\-ermuent with a change of nomenclature.

t "U. S. A. Report on Nayigation for 1896," p. 104.

YORl'H _lTLA
Y'TIC STEAMSHIP COJlPA-,-YIES. 133

() (lay:.;, 10 hours, 4.j lllinutes, and the FÜ1'1St B'ism(t'rcl"
in a fe,y u1inutes' less tinle. The 1{ or1nanni(l, built in
l
DO, ,vas at that time claÏ1üed to 1e one of the finest
stealllships afloat. She is 520 feet long and 59 feet
,viJe. On her trial trip she sho\"e(l a speed of
tw'enty-one knots. In adtlition to her luain triple
expansion engines, she Blakes use, of fifty-six auxil-
iary ones, and is proville( 1 ,vith a deck boiler, by

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,yhich stearn is secure(l for her pUlnps in case of the
lnain Loilers being renderetl useless Ly sneh an acci-
tlent as l'efell the ])ur.is a fe,y years ago. lIeI' pa
-
senger accolnulo(lation is un:-;urpassed. The lllusic
rÜOlH is describctl as a "lHarvel of eleo.ance." The
h
decorations throughout arp by the best European
arti s ts.
The line has not been exenlpt frolH luarine flis-
asters and lo

of lives. The A 'nsf1'1ia ,vas burned

134 HISTORY OF STEAJI .LYA VIGA TIO.LY.

in 1858, ,vhen only sixty-seven \vere saved of the
,vhole ship's cOlnpany of 538. By the \vreck of the
Schiller on the Scilly Islands, in 1875, 331 persons
perished. In 1883 the C Í'rr"bl'ia ,vas sunk off the
coast of Holland, \yith the loss of 389 persons. The
Normannia, on a recent trip, nalTo\vly escaped col-
lision with a huge iceberg, but thanks to her good
" look-out" and her t\vin scre\vs, she sheered off froln
the to,yering monarch just in tÎ1ne.
This cOlnpany has recently adtled to its fleet one
of the largest freight-carrying stealners afloat. The
Pennsylvania, built and engined by Harland & 'Y olff:
Belfast, has a carrying capacity of 21,762 tons, w"ith
accommodation for 200 first-class and 1,500 steerage
passengers. Her length is 585 feet; breadth, 62 feet;
draught of ,vater ,vhen fully loaded, 30 feet. She has
t,vo balanced quadruple expansion engines, ,vith five
boilers, and carries a ,yorking pressure of 210 pounds
of stealn. Her three-bladed tw'in screv{s, each ,veigh-
ing 9! tons, luake 76 revolutions per 111inute, develop-
ing a speed of fifteen knots an hour. The Penn-
sylvania left New York on her first voyage 'with
a cargo of 18,500 tons lueasuren1ent, said to be the
largest cargo ever taken out of N ew' York in one
ship, if not the greatest that any ship in any part
of the ,,,,,orld has ever carried.

THE NORTH GERMAN LLOYD CO)lPANY.
This company, founded in 1857, has its headquarters
at Bremen, and is also a very large concern, o\vning å
fleet of eighty steamships, with a total tonnage of over

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136 HISTORY OF STEA},[ NA VIGATIO:
{.

225,000 and 200,000 indicated horse-po\ver. Al110ng
these are a n Ulll bel' of very fine express steamers,
mostly Clyde-built and fitted up \vith all the latest
improvements in lllachinery and decoration. The
]{(tiser lVilhelrn II., the Havel, Spree, Lahn, Trave
and
ulda are all well-kno\yn and favourite ships on
the Atlantic route. Besilles nutintaining a ,veekly
service bet\veell Southall1ptoll and N e\v York, this
company has a regular line running direct frolll
New York to Genoa, Naples, Alexandria and other
l\Iedi terranean ports, and also lines running to Irtdia,
China, Japan and Australia. A sad disaster ,vas that
,vhich overtook the Elbe of this line in January, 1895,
"Then she was struck amidships by a trading steamer,
the Cr(tlhie, and sank in a fe\v minute:s, .with the los:s
of 332 lives, only t\venty-se\"'"en of the ,vhole ship's
cOlnpany being saved. In Decen1ber l 1896, the Sulie?",
of this line, \y hile on her voyage from Bremen to
Buenos Ayres, foundered off the coast of Spain, \v hen
every soul on board perished, nUlubering about three
hundred persons.
Eight gigantic stealnships are being added to the
already nUlnerous fleet. SOll1e of these have already
been launched at Stettin, Gerlnany. The largest of
these leviathans is the ]{aiser Wilhelrn der G}
OðSe,
,vhich arrived in Ne\y York on Septelnber 26th, 1897,
having lnade her lnaiden voyage frorn Southalupton
in 5 days, 22 hours, 43 Ininutes, the fastest on record.
Her average spee(l \vas over t\venty-one knots au
hour, and her daily runs as follows: 20
, 531, 495,
512, 554, 564, 186; the total distance run \vas 3,050

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YORTH _lTLA....YTIU STEAJISHIP UOJIPA
YIES. 137

knot
.
ot only has the biggest
hip beaten the
Southampton record, but on her lnaiden trip she
has lllade the fa
test single day's run. This she did
on the nautical day ending at noon on the 2()th, \vhen
she re8led off .j64 knots. At titnes she developed
t,yenty-t,yO knots. Her coal consulllption, ho\vever,.
\vas hea,?y, 1eing nearly five hundred tons a day.
She \yas couunanded by Captain H. Engle bart. Her
return voyage to Plyulouth ,vas macle in 5 days, 15
hours, 10 Ininutes; her average speed \vas about 21.40
knots, and her daily runs \vere 3ü7, 50
, 500, .j07,
5 L 0, .519, 55; total, 2,962 knots. *
The ]{ctiser de t. G /'088e is (i49 feet in length. 66 feet
in ,vidth, and 42 feet in depth. She is rated at
14,000 tons burthen and 30,000 horse-po\ver. She has
quadruple expansion engines, working at a steam
pressure of 2] 3 lbs., and turning her mammoth
t\vin scre\vs at the rate of seventy-seven revolutions
per lninute, and is other\vise conspicuous by her four
funnels. Even the Pennsylvall.ia is thro\vn into the
shade by this ne'V-COlller. She is designed to carry
20,000 tons of cargo, and fronl 1,500 to 2,300 passen-
gers. She is the largest steamship afloat at the
present tÜne, having larger carrying capacity than
the faluous Great Eastern; but her suprelnacy ,viII
be short-lived, for the ne\v OC(Jltnic, of the \Yhite
Star Linè, is still larger, and nuty prove faster. To

* Last .L\pril the great KcÛs(,' Rurpas
ed her previous record,
making the voyage from
ew York t.o
onthaUlptoll (i
.06.j knots)
in 5 days, 17 hours, 8 minutes, showing an averag('
peed of 22.35
knots per hour.

138 HISTORY OF ;JTEAJ..11 .
\"A T"IOA1 ' 1U5".

load this great ship entirely ,,,,ith wheat ,vould
require the produce of a field of 40,000 acres, at
sixteen bushels to the acre; and to supply her full
cOlnplelnent of pa

engers ,vould depupulate a goud-
sized to\vn. The 1{(ti/3e1
is essentially a ne'v type of
ocean stealnship-a Inagnificellt experiInent, ,yhich
,vill be ,vatched \\yith great interest in Hhipping
circles every\vhere, anù one that is not unlikely to
set the fashion for ships of the next decade.

THE COMPAGNIE GENÉRALE TRANSATLANTIQUE,

cOllllllonly kno\vn as the French Line, entered the
lists of competition in 1862, and has developed into
a first-class lnarine service. The early ships uf this
cOlnpany ,vere iron paddle-,,-'-heel Htealners, ,vhich
,vere built by Scott & COlnpany, of Greenock, but,
o"ring tu the prohibitory duty iUlposed on foreign-
built vessels, it ,vas found to be In ore advantageous
to have theln built in France, the Blore
o as the
GO\Ternlllent had introduced the systelll of giving
large cc construction bounties." This French COlll-
pa.ny has now a lnagnificent fleet, cOlnpnslng
up\vards of sixty stealnships. The Atlantic service
elnploys six very fine express stearners, La Touraine,
La Bourgogne,* La- B1
etagne, La Cha1np f .tgne, L(

* THE "BOURGOGX,E" DISASTgR.-
'Hnce the sinking of the
Eutopia in Gibraltar Bay in 1891, 110
uch marine (1isaster has
occurreJ as that which recently hefell the Ss. BOIll'!/o!/IU:-.a
t ragerly in some respects the most appalling that has ever hecn
recordc(l. This yessel of 7,795 tons -one of the finest úf the
French line of steamers-
ailed from New York for Havre on the

Y01tTH _1'l.'LA
YTIG STEA.JlSHIP GO.JlPA
\
IES. 139

Gascogne, La N ol'mandie, all of then1 built III
France except the last nalned, which was built at
Barrow-in-Furness, in 18
2. The TUU1'(âne ,va

built at the cOlnpany's building yard, at St. .N azaire,
in 1890. She i
a steel t\vin-scre'v ship of 10,000
tons net, and 14,000 horse-po\ver. Her length i

520 feet, breadth 5U feet, and Jepth 34
. feet. She
has triple expansion engines, and is clas
ed as a
nineteen-knot boat. She has lllade the voyage froln
Havre to Sandy Hook (in July, 1892) in (j days, 17
hours, 30 minutes, the fastest on record bet\veen
these ports, the average speed being 19.63 knot
,

2nd of July, 189S, with a ship's company, including passengers
and crew, of 726 souls. Early on the morning of the 4th, when
ahout sixty miles south of t;ahle Island, during a dense fog, and
while running at the rate of some eighteen knots an hour, she
came into collision with the British sailing ship Cromrtrfy",lÛrp, of
1,554 tons, and in a yery short time foundered, carrying down
with her about 520 persons. Had it not heen for her collision bulk-
head the Cromarty.o.;hire must have sunk, too. As it was, she was
hadly damaged, but hove to all day in the hope of picking up
survivors. In the meantime the Allan SSe Gl'ecian came up to
the scene of the disaster, the rescued passengers were taken on
hoard, amI the disahled ship was towed into Halifax harhour. The
survivors were the purser of the steamship, three engineers, thirty
of the crew, and 170 passengers-204 in all. Of the seventy-two
ladies in the first cabin only one was saved. Captain Deloncle,
eommamier of the BOlfrfjoYlle, was a lieutenant in the navy, amI a
knight of the Legion of Hunour, having undcr him a compctent
staff of officers who appear to have dOllf-' what they could to
a\'e
the lives of otlwrs. All of them went down with their ship into
the sailor's grave. The loss of life wa::s appalling, hut e\Tell more
heartrenùing were the accounts gi ven of the barharous conduct of
some uf the steerage passengers and sailor
in the terrible struggle
for self-pre!ðervation.

140 HISTORY OF 1::JTEA.111 ..NA VIGA TIO
S".

and the best day's run, 501 knots. The company's
capital is said to 1e
8,000,OOO, and its credit is
good. The line is largely subsidized by the French
Governlnent, and receives cOlnpensation fronl the
United States for carrying the luails fronl K e\v York
to Havre, the an10unt thus received in 1
96 being
832.806.86. Until the loss of tlH
Bouì'gogHe, the
lnost serious disaster that had overtaken the line \yas
the \vreck of the Ville tie HcoJ1'e, in Novell1ber, 1
73,
frolll collision \vith an iron sailing ship, the Lochearn,
,vhich involved the loss of 22G lives, eighty-seven
being rescued. Besides the .American business, \v hich
is very large, the company has extensive trade con-
nections \vith the :\Iediterraneall and the 'Vest Indies.

THE NETHERLANDS LINE,

officially styled the "N eclerlandsch-.Àlnerikaansche
Stoolllvart )laatschappig," of Rotterdanl, has a fleet
of thirteen steamers, 1l10st of theln fronl the ship-
yard of Harland & "'I' olff, Belfast, and ranging froln
:3,000 to 4,000 tons each. They are very fine boats
of their class, and have attracteù a fair share of the
passenger traffic betw.een N e\v York and Amsterdalll
and Rotterdaln, sailing alternately for these ports
every \veek, calling at Boulogne-sur-Inere. They
carry the United States lnails, ,vhich ùo not seeHt to
be very \vcighty, as the pay only
unoulltcd to
Slü5.ü3 in It5DG. The latest addition to the fleet is
the Spa (trndam, forlnerly of the 'Vhite Star Line
(the Arabic), a fifteen-knot ship, of 4,368 tons and

....YORTH .ATLA
""TIC STEA1.1ISHIP CO.JIPA
YIES. 141

:
,ooo horse-pO"w'er. The cOlnpany, which conunenced
this business in 1
72, has a capital of
1,680,OOO.

THE THI
GV ALLA LrxE,
dating frolll 1879, is a Danish enterprise, ,,,,ith a
regular service bet\veen Copenhagen and N ew. York,
consisting of five ships, the largest of \vhich is the
A 111e1'il
a, of ;3,8ü7 tons, fOl'lnerly the Celtic, pur-
clutsed frolH the White Star Line in 189=1 This line
caIne into notoriety in 1889 through the foundering
of one of their ve
sels, the Dan1ìutrl.:, in Iniù-ocean.
She had on boarù 73.> souls. On April .1th she \vas
sighted by the British steamship
fið80U1'i, Captain
Halllilton l\lurrell. On April 6th, though a heavy
sea ,vas running, by an act of heroislll almost un-
paralleled, Captain
Iurrell thre\v SOllle of his cargo
overboard, and in four and a half hours saved every
soul by lneans of boats and lines, lanùing BOHle at St.
l\lichael's, Azores, and the rest at Philadelphia. The
gallant rescue ,vas suitab]y acknow-ledged by public
testinlonials frolll Britain and Alllcrica to the captain,
his officers and cre\v.*

* Fry's" History," p. 3UR

(
l L..\ l)T\ E l-
\T.

STEAl\I T() IKDIA AND THE EAI:-\T.

D URING the earlier years of COl1unerce \yith
India, the route froln Britain ,vas by the l\Iedi-
terranean, the Black Sea, and the Caspian, through
Persia, reaching India at its northern extremity.
The sea route, via the Cape of Good Hope, ,vas dis-
coyered by the Portuguese in 1497, and continued
to be the great high,yay of COUllnerce to the East
until our o,vn tiIHes. Although circuitous, the Cape
route 'vas infinitely preferable to that of inland seas
and deserts infested by hostile tribes, to say nothing
of the adyantage of reaching destinations ,yithout
transhipnlent.
The iluportance of India as a field of British enter-
prise began \vith the incorporation of the East
India Company in the year 1600. Fronl a sInall
trading company it gradually becalne a vast aggres-
sive n10nopoly, \vith a large standing army at its
back, aUf 1 a llU1l1erOUS fleet of ships that served the
double purpose of carrying Inerchandise and fighting
the French, or any other covetous eneIny. In 1811,
when the cOlllpany had reached the zenith of its

STEAM TO l
Yl)lA _L,YD TIlE EAST. 143

pow'er, it o,vned sixty-seven ships, each arrned ,,'ith
froln 30 to 38 guns: thirty-one I:;hips of front 20 to
2
guns, and fifty-t\vO ships of fron1 10 to 19 guns.
The sea route to Calcutta ,vas over 13,000 n1Ïles,
and not unfrequently a ,vhole year "'"as occupied in
lnaking the round trip. In the days of clipper ships,
ho\vever, the single voyage ,vas sOlnetinles aCCOlll-
plished inside of one hundred days.
Lieutenant Tholnas 'Yaghorn, R.N., an English

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naval officer, applied to the British Governn1ent for
assistancp. in carrying out a project he had conceived
of upening cOIlllnunication by steam bet,veen Britain
and her great East Indian Elnpire. The result of
his labours ,vas the opening up of the overland lnail
route, as it was calle(l, consisting at first of a stealll
service froln )[arseilles to Alexandria, thence by
calnel and Xile stealner to Ca.iro, a caravan across the
desert to Suez
and stearners viuj the Red
ea to
Bon1bay and Calcutta. The next improveluent \\Tas

1-14 HISTORY OF STEA
I ...YA VIGA TIO....Y.

the substitution of a raihvay for "The Ship of the
Desert," in 1858, antl the transmission of the English
nlails to Brindisi instead of l\larseilles, and finally, the
COl1struction of the Suez Canal by Ferdinand Lesseps,
the French engineer, at a cost of sixty lnillion dollars.
The canal is ninety-nine n1Ïles long ,yith a ,yidth of
327 feet for 77 n1Ï]es and 196 feet for the rernaining
22 Iniles; the depth ,vas originaHy t,venty-six feet
throughout, but the canal is undergoing progressive
enlargelnent and deepening. The British Government
in 1875 acquired by purchase shares in the enterprise
to the value of f:4,OOO,000 sterling. By a convention
signed in 18
8, the canal ,vas exenl pted from block-
a<le, and vessels of all nations, whether arnled or not,
111ay pass through it in peace or in war.* The North
German Lloyd :::;8. F{r'ede1
iclc the Gi'eat, of 10,500
tons register, ,vhich passed through the canal à fe\v
lnonths ago en 1'oute for Australia, is the largest
vessel that has passed through it. The canal ,,"as
first opened for traffic in 1869.
By the overland route the distance from London
to Bonlbay has been reduced to 5,221 n1Ïles, and to
Calcutta, 6,471 111Ïles. The contract tilne for the
tranfnnission of nlails is 16! and 18
days respectively.
Sir Douglas Fox, engineer of the raihvay fronl Acre to
DalnaSCU'ì, speaking of the proposal to extend that
road to the lllouth of the PenÜan Gulf, prophesied
that in a few years the journey froln Charing Cross
to India ,vill Le covered in eight days! It ,viII be

* "'Yhitaker's Almanack," 1897, p. 54:
.

S'l'EA.JI TO I
YDIA A
Yn THE EART. 145

accon1plished in about the saIne length of tinIe, via
Russia, \vhen th(' great trans-SiLerian railw'ay is
completed. \Vhen that is accolllplished, the actual
running tilne of an excursion around the ,yorld
Inay possibly be reduced to thirty days or even less.

J n preceding pages reference has been almost ex-
clusively Inade to the deyelopluent of steanl naviga-
tion on the North ..Atlantic; a brief allusion lllust no,y
Le Ina<Ìe to the effects produced on the conunerce of
other parts of the ,vorll! by the introduction of steanl
po,ver. 1'he Atlantic steaulf'rs \vere probably the
first to bridge the ocean; they are, perhaps, the n1o
t
nUlllerous to-day; certainly they include SOTne of the
largest and nlost lnagnificent specilnens of nlarine
architecture in existence, but they are only a ,ving of
the ,vorld's fleet of stealllships. There are other
great lines of ocean stealuers perforn1Ïng services of
equal illlportanct' else\vhere, though with their his-
tory anù their" records" ,ve are less fanÜliar. An
excellent sUlnn1aJ,'Y of the lines of cOllllnunicatiun
\vith India, and the East generally, is given ill
"\Vhitaker's A,hnarÜtcks" for l
!)G ane} 1897, under
the caption of " Our Ocean .:\Iail." )11'. )lacdonald, in
" ()ur Ocean Raihyays," devotes a couple of chapters
to an interesting Hurvey of this branch of our Rul,ject.

THE PEKINSFLAH AXD ORIEXTAL CO:
IPANY,
COl1l1110nly kno,vll as the "P. k 0." Co., iR the second
oldest stealn-packet conlpany ill existence. It had its
origin in a sl11all stealllship undertaking, start('( 1 ill

14-6 HISTORY OF STEA
I ..vA VIGA TIO
Y.

18:
6 under the nalne of the "Peninsular COlnpany,"
to trade bet,\\Teen Falnlouth and Lisbon. Their first
vessel \yas the TVilliarn Fu./wcett, a paddle-steaDIer of
206 tons, built in 1829. The first stealner despatched
for India by this conlpany was the Hindostan of
1,800 tons and 250 horse-po\ver, about the year 1842.
Froln that time until now the history of the conlpallY
has been a continuou
record of progress and pr08-

::...,. .

P. &, o. STE.-UISIIIP "CALEDOXTA.

perity. They no\v carry the lnails not only to India,
but to China and Australia, having in their service a
Jnagnificent fleet of over sixty steamers, ranging fronl
2,.500 tons to 7,560 tons, and aggregating sonle 220,000
tons. The SS. Caledonia is at present the largest
and fastest ves
;el employed in the Indian trade, and
has succeeded in landing her lnails in Bonl bay \"ithin
12! days of their despatch froln London. Their
contract tiTne for the delivery of luails in Shanghai is

.STEAJI TO L,Y])IA A...YD THE EAST. 147

37
days, and 35
days to l\lelbourne, Australia.
Over
35,000,000 have been expended on the fleet of
the P. & O. Company in the laHt t\venty years, and
they are now building several stealners of 8,000 tons
for the Inail Rervice. Anlong the larger boats of the
fleet at present are the .d 'J'cadict, 6,670 tons; A 1tstra-
lia, 6,901; IJi1nalaya, 6,898; Uceanel1, 6,ß70, and
the Victo'j"icf." 6,527 tons. During the Crilllean ,val',
and at the tilne of the Indian Inutiny, this con1pany
rendered Ï1nportant services to the Government in
the rapid conveyance of troops and stores. The
regularity \vith "rhich the nlail service has 1een
conducted is renlarkable \vhen the length of the
routes is considered. It is seldom that the mails are
even an hour late in being delivered. The ships
cOlnbine all the latest inlprovelnents in their construc-
tion, lllachinery and internal fittings.
The P. & O. stealuers leave London every Saturday
for India, and fortnightly for Australia and China.
The first-class orùinary fare to BOlnbay,
Iadras, or
Calcutta by this line is .f55 sterling; second-class,
frolH .f:j5 to .f37 1 Os. To Adelaide,
lel1)ourne or
Syùney, A ustralia, first-class, .:E60 to .t:70; second-
class, !35 to .f40. Tu China anù Japan, first-class,
.f:7
1 Os. ; second-class, 1:42. The rates for special
accolllllloJation are, of course, considerably higher.

The Orient Stealn Navigation Conlpany ,vas fonned
in 1877 by t\VO ,vell-kno,vn shipping finns-Anderson,
Anderson Òli Co. anù F. Green & Co. The first steaJllcr
to leave London under the flag of the Orient Line
!O

.

148 HISTORY OF STEAjI N A VIGA TIO)..T".

,-vas the Garonne, acquired by purchase, and follo\ved
by the Chi1nborazo, L1.tsitania and Cuzco. T\vo of
these are no"T used on exclusively pleasure cruising
voyages in the
Iediterranean and else\yhere, \"hile a
nUlllber of large and po\verful ships have been built
for the mail line. The Orient, built by Robert Napier
& Sons, Glasgo\v, in l879, ,vas the largest steamer
constructed on the Clyde up to that tilne. She "
as
400 feet long, 5,365 tons register, and with engines of
6,000 indicated horse-po'\Ter. Her speeù 'vas seven-
teen knots on her trial trip. The latest additions to
the fleet are the Ophir, 6,057 tons; Orizaba, 6,077;
Oroya, 6,057, and the Ornt/LL
, 6,031 tons. The Ophir
is 482 feet long, 53 feet beam, and 37 feet moulded
depth. She is fitted with triple expansion engines
and t,vin scre'Ys
and all the other lllodern ilnprove-
ments \vhich go to Inake up a "floating palace." The
COlHpany receives a subsidy frOln the Illlperial
Governlnent of .f85,000 sterling per annunl for carry-
ing the In ails, which are despatched fortnightly froll1
London calling at Plyn10uth, Gibraltar, Naples, Port
Said, Suez, Colombo, Albany, Adelaide, l\lelbourne,
and Sydney, Australia.

The British Inùia Stealn Navigation Conlpany
dates froin 1855, when the East India COlnpany first
took steps to establish a Inail service between Cal-
cutta and Burnlah. In 1862 the naine \"as changed
fronl the Calcutta and Burmah Stealn
avigation
Cornpany to that \vhich it now bears. Since then
the business has greatly increased, and it now boasts

STEAM TO I).tDIA A)tD THE EAST. 149

of having In ore steall1erS than any COll1pany trading
to the East. Its fleet consists of lOG vessels \vith a
total tonnage of about 270,000. They are nearly
all called by Eastern nalnes, such as the Golconda,
6,036 tons: jlatiana, 5,000 tons; Oldda, 5,283 tons;
o aLla, 5,272 tons, and ObrCt, 5,456 tons. The distance
annually travelled by ships of this line counts up to
5,000,000 n1Ïles. The sailings are about fortnightly
from London to CololnLo, l\Iadras and Calcutta. The
fares to l\Iadras and Calcutta are froln .f47 10s. to
.-t52 10s., accorùing to accollllnodation. The first
ste
uners of the line-the Cape of Good Hope and the
Baltic-\vere despat.ched to India via the Cape. The
India of this line is said to have 1een the first
stealller to pass through the Suez Canal. In 1872 a
contract \yas entered into \vith the East India COlll-
pany for a lllonthly sf\rvice frolll Aden to Zanzibar.
Then a coast line \vas established froll1 Bombay to
Calcutta, calling at eighteen interu1ediate ports, with
a branch line rUIlllÏng up the Persian Gulf. In 1880
arrangelnents \yere Inade \vith the Government of
QueenslalHI for a Inail service that soon developed
into a large trade. ..At the breaking out of the
111utiny in 1
57, a detachillent of the 35th Regilnent
was Lrought up frolll Ceylon to Calcutta by one of
the ships of this line nlost opportunely. Again, in
18U3, thirteen steaulCrs of this fleet \vere taken up
by the Governlnent in connection \vith the Abys-
sinian expéJition.
8011)e years ago the Q uettct, of this line, on her
vOj'Tage froln Queensland, struck a rock in Torrpf!

150 HISTORY OF STEAJ[ NA VIfi-A TIO....Y.

Straits and sank in a fe\v nlinutes ,vith the loss of
133 lives. Anlong the Burvivors ,vas a plucky young
lady, a )Iiss Lacy, ","ho, after having spent t\velve
hours upon a raft, attempted to sw'iIn ashore, and
kept afloat in the ,vater for t\venty-four hours ,vith-
out a life-belt or support of any kind, until she \yas
picked up by a boat frolH a passing steamer.
The Clan Line, established in 1878, has a fleet of

THE" QrETTA" GOIKG 'C'NDER, 18\)0.

SOUle thirty-five ship:..;, aU rejoicing in the prefix of
" Clan" to their nanles. They are cOlllparati vely
srnall vessels, the largest of them being the Clan
Gl'ant, 3,.")-!<.j tOllS; Clan lJ[clcA 'ì,thur, 3,934; Clan
lJlaclnto8h, 3,98."); Clan 1J[acPhe1:son, 3,921, and
Clan lJIatheson, 3,H 17 tons They run frolll Glasgo\v
and Liverpool to BOlllbay; frOIl1 the Sfilne ports to
Cololnbo, l\ladras and Calcutta; abo to Cape Colony
find Natal, Delagoa Bay, Beira anù l\lauritius. The
saloon fare by this line from Liverpool to l\Iadras or
Calcutta is f:45; second class, iSO.

,,,TE
Ll[ TO I....yDIA _LVD THE EAST. 151

The Bibby Line has long been falnous on the
l\letliterrallean. It is no,v the direct route to Burlnah,
and controls a large share of the trade \vith Ceylon
and southern India. It enlploys five of Harland
& \V oIfr's first-class stealllships-the Staffordshire,
Sh/i'op81âre and CIU!8hire, t"rin,screw shipH of 6,000
tons; and the Lancashil'e and Y01'kshire of 4,260
tons each. This line is the recognized route for
officers returning frolH India at the expiry of fur-
lough. The sailings are frolli Liverpool to Egypt,
Cololnbo, southern India and Rangoon. Only fÌrst-
class passengers are carried. Fare to Rangoon, i50.
The Shaw, Savill & Albion Conlpany, fonned sonle
thirteen years ago, luu; been very successfuL It has
five fast lnail stealncrs-the A raw a, 5,026 tons;
Doric, 4,786; Ionic, 4,753; l'ain.ui, 5,0:11, and the
Gothic, 7,7;30. Besides these they haye a large nUlll-
bel' of cargo stealners and sailing ships. The Gothic
is said to be the largest Rteauiship eniployed in
the Australian trade, and the .A 1'awa the fastest,
having InaJe the rUB froln Plynlouth to Ne\v
Zealand in 38 days, 30 n1Ïnutes; and fron1 N e\v
Zealand to PlYlnouth in 35 days: 3 hours, 40 lllinutes
-the fastest on record.
The Union Steanmhip COlnpanyof Ne\v Zealanll
ad vertibe
to take paHsengerH frolli Auckland to
England, 'cia San Francisco, in thirty-one days!
Saloon fare, i66; steerage, 1.:32 II s. 7 d.
The Auchor Linc has b,ro ser\'ices to India: (1)
frolll Liverpool to BOluhay and l{urrachee; (2) froIn
Liverpool to Calcutta. The sailings in each case are

.

152 HISTORY OF 8TEAlt[
"'
j rlfiATIO...Y.

about once a fortnight. Though chiefly athtpted for
freight, they carry a considerable nUlllber of passen-
gers at lo,v rates,
è1Y, to BOlIl bay or Calcutta, first-
class, j:..t;j, and second-clnsl3, 1:30. The City Line has
also t,yO distinct services, the sanle as the Anchor
Line, to BOIll bay and Kurrachee an( 1 to Calcutta. The
fares are the saine. This line has a fleet of fourteen
stealners, anlong the largest of \vhich are the City of
Bombay, 4,548 tons; Cit,lJ of Vienna, 4,672 tons;
City of OxfoJ'd, 4,019 tons; City of Calcutta, 3,906
tons.
The Hall Line, from Liverpool to Kurrachee and to
BOlllbay, calling at 1Iarseilles, sails about once in three
,veeks. The ships are all about four thousand tons.
The fare froln Liverpool to BOInbay is, for first-class,
1:47 10s., ana for second-class, 1::30. The Henderson
Line has sailings froln Liverpool to Rangoon every
three ,veeks, ,vith accolnmoLlation for second-class
passengers. The
e\v Zealand Shipping COlnpany
has a fine fleet of steaIllers, fronl four thousand to
six thousand tons, sailing once in three ,veeks froln
London to N e,v Zealand ports, Tasluania and
Australia. Fare to Auckland, 1:68, and to )Ielbourne
or Sydney, .f72. The North GerInan Lloyd Line has
a Inonthly service froln Southalnpton to China and
Japan, anù also to Australia. Holt's Line has sailings
once a fortnight to China, Japan anf} Australia from
Li verpool.
There are various other line') of stealuers in the
Eastern trade, but the above-nanled are the most
inIportant, unless ,ve include the Jlessage'l'ies Ma'ì
i-

STEA.JI TO L.VDIA ...IND THE E.JST. 153

ti'ì11Æ and the Rubattino Lines, both of \v hich are
formidable competitors for the freight and passenger
traffic. The former is a French line, \v hich has been
in existence since 1852, and has attained a high rank.
The fleet numbers about sixty vessels, Inany of them
very large, handsolnely fitted and fast. They are noted
for their elaborate cuisi11Æ, 'v hich attracts a certain
class of travellers, and though their rates are SOlne-
what higher than the other first-class lines, they have
long been very popular. The line to India has sail-
ings from l\larseilles and Trieste once a fortnight.
The
Iessageries Company receives a very large sub-
sidy from the French Government. The Ville de la
Ciotat, built for the Australian trade, is a nlagnificent
ship of 6,500 tons and 7,000 horse-po,ver. The
Rubattino is an Italian line, which has a numerous
fleet of steamers, chiefly adapted for the
Iediter-
ranean trade; but they have also a nUlnber of large
vessels sailing at regular intervals froln Genoa and
Naples to Bombay.

The Eastern trade is enormous. The total exports
from and to India, Ceylon, the Straits, Labuan and
Hong Kong anlounted in 1889 to
1,031,000,000.
The exports and ilnports to and fronl Australia
alnounted in the saIne year to nearly $526,000,000.*
The net tonnage \vhich passed through the Suez
Canal in 1894 was 8,039,105 tons.

* "Our Ocean Railways," p. 119.

154: JIISTORY OJ? STEAJ/ ...YA rIGA TIO
Y.

STEAMSHIP LI
ES TO AFRICA.
The African Steaulship COlnpany is one of the
oldest and largest shipping concerns in the African
trade. It originated in ] 832 as a private expedition
by )IacGregor Laird, of Li verpoo!. for the purpose of
exploring the Niger River. In 1852 the company
received its charter, and agreed to perfonll a lllonthly
Inail and passenger service to \Vest Africa in consid-
eration of an annual suùsidy of .fHO,OOO. The pioneer
ships \vere the F01
erunne{r', Faith, Ho{)e and Charity.
Year after year nUlnerous fine vessels \vere added to
the fleet, anlong \yhich are the Leopoldville, 3,500
tons; Assa,ye, 4,296 tons; Moha1J';"
, 5,658 tons, and
the
1[obile, 5,780 ton
. In l
!)l this cOlnpany amal-
gamated \vith the Elder, Delupster Conlpany of
Liyerpool, and no\y have regular ser\Tices fro III
Li verpool to
outh - \Vest Africa; froin Hanl burg
and Rotterdaul to \Vest and South- \Yest Africa;
and frolll Ant\yerp to South- 'Yest Africa.
The Union SteaIllship COinpany \vas first forlned
in IK53, \vith a fleet of five sl1lall collier steamers.
In 185 1 7 H contract was obtained for a nlail service to
the Cape for five years at .f30,000 a year. The
service proved so satisfactory that the contract \vas
renewed and extended. The Union Line no\v carries
the EngJish mail to the Cape and Natal, and also
froIlI Hamburg, Rotterdanl, Ant\verp and Southamp-
ton to Cape To\yn, Port Elizabeth, East London and
Natal, making calls at
ladeira and Teneriffe. The
Scot, built for this cOlllpany by the Dennys of DUlll-

S'PEA,J/ 'PO L.YlJIA ...,L..YD THE EAST. 155

harton, is a fine Hhip of 6,850 tons, and has Inade
the shortest voyage on record frolu 80uthanlpton to
Cape To\yn, viz., 14 days, 11 hours. 'The N 01"lnan:
of 7,537 tons, one of Harland & \Y oltf's steel t\vin-
screw ship
, is the largest ves
el elnployed in the
South African trade. The Guelph, Greek, G((;ul and
Goth are also t\vin-scre\v ship
, close upon 5,000 tons
each.
'The Castle Line. founded by Sir I)onald Currie in
lS72, has attainetl a front rank in shipping circles.
Since 187G this line has carried the Royal mails
bet\veen Englan(l and South Africa. The fleet nUln-
1ers SOllle fourteen or fifteen po\verful stealners, of
froln 3,600 to .'5,636 tons, such as the Tnntallon
Oastle, Dunotta1
Onsile, Ruslin Oastle, Do'une Oastle,
etc. 'The voyage to the Cape of Good Hope, \vhich
used to occupy froll1 thirty to thirty-four days, is
no\v accolllplished by the Castle l..ine in half that
tÏ1ne. Until recently this cOlllpany enjoyed an en-
viable illUllunity fronl lllarine disasters, not having
lost a single life through Inishap of any kind; but
one dark antl hazy night in June, 1896, one of the
best- kno\vn ships of the line-the Dru'rn'rnond Castle
-\vhile attenlpting to
ail through the perilous
channel betw:een the Island of U shant and the luain-
land, struck a sunken rock,
Jnd almost Ï1nmediately
\vent to piCCCH, only three perHOnf, out of a ship's
cOlllpany of 250 having survived to tell the tale.

'The BritiHh and African Stealn K a vigation Conl-
pany, established in 1
G8, conveys pa
sèngers aud

156 HISTORY OF STEA...11 lVA VIGA PION.

n1ails fronl Liverpool to the ,vest coast of Africa. It
has a fleet of t'\venty-four stealners, and n1aintains
seven distinct services. It is under the nlanagelnent
of Elder, Delnpster & Co. The ships are from 2,000
to 3,000 tons register, and derive their naines from
the rivers and ports which they frequent, e.g., the
Balcana, Batanga, Loanda, Borna, Galaba1
, etc.

The Natal Line, from London to Natal, Delagoa
Bay, and other East African ports, was founded by
:Thlessrs. Ballard, King & Co. in 1879. They enlploy
a fleet of ten steamers, ranging from 1,600 to 2,750
tons-larger vessels being unable to cross the bar at
NataL They have also a colonial service under con-
tract ,,"'ith the Governnlent of Natal, from Cape
Colony and. Natal to :Thladras and Calcutta. There is
also the Aberdeen Line from London to Natal
direct; the British and Colonial Steam Navigation
COlnpany from London to South and East Africa;
the East African mail service of the British India
Line, and the German East African Line. The
fares from London to Delagoa Bay vary according to
the class of ships, from 35 guineas by the Natal Line,
to Æ67 108. by the British India Line.

\Y EST INDIES AND PACIFIC LINES.
The Royal
lail Steam Packet Company, the
ships of which line sail from Southampton to
the \Vest ] ndies, Central Anlerica, North and
South Pacific, Brazil and River Plate, ,vas founded
in 1839, and has a large fleet of powerful steamers.

STEAltI TO LYDIA
-t),-'-D THE EAsT. 157

The Danube, ]),Tile, Clyde, Tlut1nes, Alagclalena antI
Alì'ato are all over 5,000 tons, ,vith engines of froill
6,778 to 7,500 indicated horse-po,ver. An10ng the
slnaller ships is the Trent, a nalnesake of the hiRtoric
vessel ,vhich ,\-r
tS boardeù ùy the UnitetI States
cruiser, Swrì Jaci'Ylto, in 1861, ,vhen the seizure of
Slidell anù
Iason nearly provoked a ,var ,,
ith Great
Britain. The 'Yest India and Pacific Stealnship
COlllpany, ,vith a fleet of seventeen stealners; keeps
up a good line of cOIDIl1unication bet,veen Liverpool,
the \Vest Indies, the Gulf of Thlexico, and the Carib-
bean seago The A me1'ican and E1Æ1'Opean are each
7,730 tons: the BU1'badian, Cuba'll, Jama,ican, JJlexi-
can and Tampican are froln 4,020 to 4,500 tons.

The Pacific SteaIl1 Navigation Company, incor-
porated in 1840, conducts a line of lnail steamers
froln Liverpool to Brazil and River Plate, continuing
the voyage to the ,vest coast of America via the
Straits of
Iagellan. This c01l1panyare the pioneers
of stealn navigation along the southern shores of the
Pacific, and bet\veen Europe and the 'Vest Coast.
They have also running in the Orient Line, frolll
Lonllon to Australia, four of their largest steanlers,
viz., O,'izab(t, Oroy(};, Oì'uba and Urotav(t, all over
6,000 tons. They have a large fleet of other
hips,
such as the 01'is8a, Orcana, Potosi, Ligu1'ia, Iberia,
ranging froln 4,000 to 5,000 tons each, and they are
builùing others of large dimensions.

Iessrs. L:unport and Holt have a fine fleet, con-
si
ting of over sixty stealners, running froln Glasgo,v,

158 .II/STORY OF STEAJ/ .LYA J7C1AT/OJ..V.

Li verpool, )Ianchester, London, Ant\verp and N e\y
York, to Brazil, River Plate, and the ,vest coast of
South An1erica. A large percentage of their stealners
are capable of carrying bet\veen 5,000 and 6,000 tons
of cargo, and have a speed of froin 10i to 12 knots at
sea. They also carry a lin1Ïted nUlnber of passengers.
The largest of their stean1ers are the Canova, 5,000
tons: Ca VOU1', 5,500 tons; Cel"vantes, 5,000 tons, and
the HOl'ace, 4,000 tOllS. The 'Vilson Line-Thon1as
\Vilson, Sons & Co. (Lin1Ïted), Hull-in addition to
their North .A n1erican lines of steaIllers, have a fort-
nightly service to BOlnbay and I
urrachee, a monthly
service to Australia, and a line of t;tealners running to
Ri vel' Plate ports, to suit the trade.
The fare froin Southaillpton to the \Yest India
It;lands runs fro In Æ25 to Æ35; frolH .N e\v Yark, by
the Atlas Line, ::$30; and to Berilluda, by the Quebec
Steanlship COll1pany, sailing fron1 N e\v York every
Thursday,
25.

THE CANADIAN TUANS-P ACIFIC STEAMSHIPS.

The idea of connecting the Atlantic \vith the Pacific
Ocean by a rail,yay through British territory had
long been a cherished vision of British and Canadian
stateslnen, raihvay engineers, al1l1 travellers in the far
\Vest; but o\ying to the vastness of such an enterprise
for a people of four millions, a "baseless vision" it
continued to be until after the confederation of the
provinces in 1867. Tw'enty years before that tilne,

Iajor Carrnichael Smyth, ,vriting to "Saln Slick,"

STEAJl TO I)tDIA AJ..YD TIIE EAST. 159

ad vocated the construction, by convict labour, of a
trans-continental raihvay through British territory,
and prepared a Inap on ,vhich the possible route of
such a raihvay ,vas Inarked-ahnost identical ,vith
that of the Canadian Pacific Raihvay. * Hon. Joseph
Ho,ve, in course of a speech Inade at Halifax in 1851,
said he believed that Inany of his auditors \yould live
to hear the ,vhistle of the steam-engine in the passes
of the Rockies, and to Inake the journey from Halifax
to the Pacific in five or six days. Hon. Alexander

Iorris, in his lecture, "K ova Britannia," delivered in
1855, predicted the accon1plishment of such an enter-
prise in the near future. Judge Haliburton, Sir
EthvarJ Buhver, Sir George Sirrlpson and other savans
had all prophesied after the sanle manner. Sure
enough, it ,vas one of the earliest measures that canle
to 1e discussed in the first Parliament of the ne,v
DOlninion. PreliIninary surveys 'were comlnenced
in 1871 Ly Sandford Flen1Ïng, chief engineer, and
the ,york of construction by the Government fol-
10,veJ soon after. But it early Lecanle apparent that
Governlnent rnachinery ,vas ill adapted for success-
fully dealing ,vith a ,york of such 11lagnitude, and
one unavoitlably leatling to political cOlnplications.
It ,vas therefore resolvetl to have the roa(l built by
contract. Finally, in 1 S81, the Canadian Pacific
Raihvay COlnpany ,vas organized, the prinle movers
of the enterprise being l\Iessrs. George Stephen and
Donald A. SUIith, of Alontreal. At this tilne the

* " Statistical Year-Book, lS9ü," under RailwaJ's, :po 20.

160 HISTORY OF STEAM NA VIGATIO.LY.

GovernUlellt had under construction 42.j lniles be-
t,veen Lake Superior and \Yinnipeg, and :213 lniles in
British Colulubia. This con1pany undertook to COln-
plete the railway froIn Quebec to Vancouver, a distance
of 3,07
lnilès, ,vithin ten years, for ,vhich they ,vere to
receive
25,OOO,OOO in lnoney, and t,venty-five 111Ïllion
acres of land, together ,vith the sections of raihyay
already under construction by the Governlnent, the
entire raihvay,vhell cOluplcted to relnain the property
of the cOlnpany. Such ,,,,as the energy of the con-
tractors and the skill of their engineers, the railw'ay
,vas cOlnpleted in one-half of the tilne stipulated; for
on the 7th of N oven1ùer, 18
5, the la
t rail 'Ya
laid
on the lnain line, and by llext lllidsumnler the ,y hole
of the yast systell1 ,vas fuBy equipped and in running
order. The opening of the Cana<liun Pacific Raihvay
,vas follo,ved by an imlllense dcveloplnent of traffic.
The natural outcolue of this ,vas the inauguration
of a line of stealllshipR frolH the ,vestern terlninus of
the road to Japan and China, as ,yen as to Australia.
Sooner than lnight have been expected, three very
fine t,vin-screw steel ships ,,,ere built at Barro,v-on-
Furne

for the Canadian Pacific Raihvay COlllpany,
under contract ,,,ith the llllperial and DOlninion
Govern111ents for carrying the lllails to Japan and
China. The ships al'e nauwd the b'1ì1]YJ'eS8 of India,
Ernpress of China and E ' rJ1p1"eSS of JO'jJan.
The inauguration of the "Empress Line" ,,,,as of
the nature of a Inagnificent ovation. The rnaiden
trips of the three sisters ,vere largely advertised in
connection ,vith an all-the-way-aroulld-the-,vorld

STEAltl TO LYDIA A...YD THE EAST. 161

trip, 'cia Gibraltar, Suez, Colou1bo, Hong Kong,
Y okohallla and Vancouver, and thence by the Cana-
dian Pacific Raihvayacross the continent and home
again by any of the Atlantic liners, nIl for the modest
sum of
600. The proposal took readily, ,vith the
result that the three ships had a full cOIllplen1ent of
ca1in passengers, all of 'WhOIll expressed thelnselves
aR delighted \vith the arrangelnents ,vhich had been
ulade for their cOl1lfort. The first stealuer, the b'Y n1 -
pTess of InÛia, ,vith 141 saloon passengers, reached
Hong Jeong on the 23rd of
Iarch, 1891, under easy
steau1, in forty-three daYd frolH Liverpool; leaving
Hong Kong on April 7th, she reached Y okohalua on
the 16th. She left on the 17th, and, although encoun-
tering a very heavy gale, reached Victoria, B.C., in
10 days, 14 hours, 34 minutes, an average :-:;peed of
40G n1Ïles a day, or just 17 knots an hour. The
regular 1110nthly service fronl 'Tancouver to Japan and
China cOlnmenced in the autuInn of the saIne year.
For this service the cOlnpany receives an annual
subsidy of
300,OOO, and an additional su1vention of
al.,out
35,58.) to secure their services to the British
Governlnent ,,'henever the vessels 111ay 1e retluired as
transports or cruisers. 'rhe three ships are all just
alike. They are painted \yhite and are beautiful
1110<.1els, \vith raking Blasts and funnels, antI graceful
ovethanging Lo\vs. They are each 485 feet in length,
51 feet rnoulded breadth, an<.1 36 feèt in depth: gross
tonnage about U,OOO tons each. They have triple
expan
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,vhich ,vith 89 revolutions per lninute, and a cou-

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STEAJI TO I.LVDIA A

n THE EAST. 163

sUlnption of only 170 tons of coal a day, drive the
ships at an average speed of 1 7 knots an hour. The
arrangelnents and fittings for passengers are of the
nlost cOlnplete and even luxurious description. The
saloons and stateroolns are tastefully decorated, hand-
sOlnely furnished, and brilliantly lighted by electricity.
They have aInple accomlnodation for 180 first-class,
32 second-class, and 600 steerage passengers, ,vith
capacity for about 4,000 tons of cargo. They cost
about
1,000,000 each.
The distance froln \Tancouver to Hong Kong is
6,140 nautical n1Ïles; the average passage is about
t,venty-t,yO days. Y okohallla is 4,:300 knots froln
\T ancouver, and the average passage is froln eleven
to eleven and a half days; hut in August, 1891, the
Emrn'es8 of Japan Inade the voyage in 9 (lays.
9 hours, 39 n1Ïnutes, the shortest titne on record,
being at the rate of eighteen and a half knots an
hour. After a fairly quick raihvay run across the
continent to N e,v York, and cluse connection ,vith
a s\yift Atlantic greyhound, her lnails were delivered
in London in the unprecedentedly short tÜne of 20
days, D hours fro In Y okohan1a. This feat astonished
London, and gave rise to speculations of rapid COIn-
lnunication with the East hitherto nndreanled of.
Eyen ,vith existing facilities, it is no,v not only
possible, lnIt it is eaRY to go round the \vorId by
this route in le::'
than seventy-five days, and to do
it in palatial style for les
than
1,000!
In connection ","ith the Cana< linn Pacific Raihvay
a line of stealuers cOllllnenced a monthly service in
11

164 HISTORY OF STEAlrI NA VIGATION.

1893 bet\veen Vancouver and Australia, calling at
Shanghai, Sandwich Islands, Brisbane, Queensland
and Sydney, N. S. 'V. The pioneer ships are the
JVarrimoo and Jliowe1'(t, of about 5,000 tons each,
\vhich have so far given a very satisfactory service.
They receive a srnall subsidy from the Canadian and
Australian GOyernn1ents as a means of developing
trade and comlnerce bet\veen the two countries, and
as forging another link in the chain that binds the
colonies to the
Iother Country. A third steamer,
the Aorangi, has recently been added to this line.
The distance froln Vancouyer to Sydney, direct, is
û,832 knots, and the voyage has been Inade by the
A/iou'epa in 19! days, sho\ving that with a fast
Atlantic service and close connections the quickest
route from England to Australia will be via Canada.
Still more recently, the unprecedented rush of
ad venturous gold-seekers to the Klondike has induced
the Canadian Pacific Raihvay COInpany to inaugurate
another line of steamships to ply between Victoria
and V ancou vel' and ports on the northern Pacific coast.
Two very fine Clyde-built stealners have been placed
on this route, the Tartar and the Athenian, of 4,425
and 3,882 tons, respectively. These vessels are fitted
up in first-class style, \vith excellent accommorlation
for large nurnbers of passengers. "'''lth the exception
of the Elnpress Line of steall1ships to Japan and
China, they are said to be much the finest steamers
on the Korth Pacific coast.

STEAltI TO IYDIA AND THE EAST. 165

George Stephen, no,v Lord
lountStephen, ,vas
born at Duffto,vn, Banffshire, Scotland, June 5th,
1829: caIne to this country in 1850, ,vhen he entered
into business in ::\fontreal, and ,vas the pioneer of the
,voollen lnanufacturers in Canada. He becalne Presi-
dent of the Bank of )fontreal and also of the Canadian
Pacific Railw'ay, ,vhich ,vas completed mainly through
his Lordship's energy. Sir George Stephen, Baronet
-so created in January, 1886-,vas elevated to the
British peerage in l\Iay, 1891.

Donald A. Smith, no\V L0rll Strathcona and :J\Iount
Royal, ,,,ho ,vas associated ,vith Lord :J\lountStephen
ill the con:-;truction of the Canadian Pacific Raihvay,
,vas born at Archieston, l\Iorayshire, August 6th,
1820. He caIne to Canada in 1830 on the Hudson's
Bay COlllpany's staff: and eventually hecalne Gover-
nor of that corporation. He has represented the city
of l\Iontreal in the DOlllinion ParJialnent, is President
of the Bank of
Iontreal, and Chancellor of
IcGill
Uni\'crsity. He succccded Sir Charles Tupper as
High COllllnissioncr for Canada in Lon(lon in August,
189G. He rcceivc(l the honour of knighthood fronl
Her :J\[ajesty the (
uecn in :J\lay, 188G, and ,,,as raised
to the peerage on the occasion of Her l\Iajesty's
Dialnolld Jubilee ill 1807. The o'ifts of both these
r.
gentICltlen for educational and philanthropic pur-
poses ha\'e Lcen upon a princely
calè, running up
into l11illiuns of t1oIl al'H.

CII.l\ Pl"Elt 'TI.

STEA1\l IN THE BRITI
H NA YY.

The British Navy-
Iarine Distances-Sunday at Sea-Icebergs
and Tidal \Vaves.

G REAT as have been the changes brought about
by stealn navigation applied to cOlllnl('rcinl
uses, the transforlnations of the navies of the ,vorld
have been even Blore reularkaLle. It seenlS aln10st
incredible that at the cornnlencenlent of Her l\fajesty's
reign there ,vere less than t\venty stean1ships in the
British navy, and none of thelll over 1;000 tons
burthen. Of the 560 "sail" cOlnprising the navy of
1836, ninety-five ,vere "ships of the line." The
largest of these were styled "first-rate ships;" all of
them wooden three-deckers, carrying 100 guns each,
or 1110re. One of the Inost difficult problenls the
Admiralty of that time had to solve ,vas ho\v to
ensure a sufficient supply of oak tilll bel' for ship-
building purposes. Forty full-gro,vn trees to an acre
of ground "Tas accounted a good average; at that
rate it required the growth of fifty acres to produce
enough tÏInber to build o
e seventy-four-gun ship;
and as the oak required at least a hundred years
to reach Inaturity, and the average life of a ship

STEAltf IN THE BRITISH NA VY. 167

,vas not nluch oyer t,venty-fiye years, the acreage
required to produce the entire quantity w"as enor-
mous. But the prospect of an oak famine ,vas
speedily dispelled by the substitution of iron and
steel for "yood in naval architecture.
Of the 689 vessels of all kinds const.ituting the

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"IH-I\:E OF WELLIXOTüX" BATTLE-SHIP, 1850.

British navy in 1897, there are only about t,venty-
t\VO ,voollen ones, an(l these are nearly all useù either
al:j store ships or training ships, seldoIn, if ever, to
leave their anchorage. And so entirely has the
pad(lle-,,yheel heeu supcrseded l)y the scre,v-propeller,
there are not left a dozcn pad( Ue-ste:uners in the
entire fleet, including the Queen's J'achts anù a few'

168 IIISTORY OF ::fTEAJ1I
VA VIGATIO,.:V".

light-draught river boats. As alreaùy lllentioneù the
cOlnpound engine ,vas introduced into the navy in
1862. The t\vin screw' ,vas first applied to the
Penelope in 18ö8, and has since becolne universal
in vessels of \var, the result of these Ï1nprovenlents
being a uutrvellous increase of po\ver anù speed, \vith
a great saving of fuel. Roughly speaking, a pounù
of coal is to-day lnade to produce four or five tilnes
the alnount of po\ver that it llid in 1837.
ExperÏInents had l)een l1lade \vith stearn po,ver in
the navy as early as 1841. In 1845 as n1any as
nineteen sets of scre,v engines had been ordered for
the Adlniralty, but it ,vas not until sOlne years later
that it caine into general u.;;e. About 1851 the Dulce
of JVellington, ill the DtÛce of It!rtrlbol''ough, the Prince
of 1Vales, etc., all full-rigged ships, each arlned \vith
131 "great guns," ,vere fitted \"ith auxiliary 8tealn-
engines of frolll 4.50 to 2,500 horse-po\\rer. The intro-
duction of iron arulour-plating-first practised by
the French to,vards the close of the Crinlean ,var-
presageù the Leginning of the end of "the ,,,"ooùen
,valls of Old England," anù the disappearance for-
ever of the beautiful ,vhite \viugs that had spread
thenlsel ves out over every sea.
The TV arri01
, cOlllpleteù in 18G 1, ,vas built entirely

* The Duke of JVellillyton waR 240.6 feet long, 60 feet beam,
3,826 tons burtheu l amI 2,.3UO horse-power.
he was engine(l hy
Robert Napier & Sons, Glasgow, with geared engines awl wooden
cogs, ancl ma(le 10.2 knots an hour on her trial trip in 18.33. The
Rattler, of IH51, was 179
feet long, 3:!!l feet heam, hac I geared
engines of 436 horse-power, and attained a speed of 10 knots.

S1'EAltI I1V TIlE BRIT18II ....Y
l VY. 169

of iron, protected at vital points by arlllour-plat.ing
four and a half inches in thickness, \yhich, at the
tilHe, ,,,,as supposed to renùer her invulnerable. She
was the precursor of a class of enormous fighting
111achines, \vhich. however ungainly in appearance,
have increased the sea-power of Britain to an incal-
culable extent. But, alas, for the four and a half
inches of anllour-plating ! Developnlents in gunnery
called for increased thickness of protective arnlour.

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TORPEDO DESTROYEH, "HORXET I " lö96.

The rivalry 'Letwixt gun and anllour-plate, keenly
contested for years, has not yet been definitely
settled; but w'hen ships' gunR are actually in use
,veighing 110 tons and over, capable of thro,ving a
shot of 1,t)OO lbs. ,vith crushing effect a ùistance of
t\velve Iniles, and, on the other hand, ,vhen ships are
to Le found carrying t,venty-four inches of protective
iron and steel plating, it seeniS as if the cliniax had
Leen nearly reached. In the Ineantinle the lnslg-

170 HISTORY OJl' STEAJI ...VA VIGA TIOX.

nificant-looking "torpedo destroyer" is cOll1Ïng to
the front as one of the lnost fOrluidable instruIllent

of marine ,yarfare. Although only about 200 feet
long, ,yith a displaceIllent of perhaps 250 tons, they
have yet a lllotive po,ver of ;5,000 to (),OOO horse-
po,ver, and a speed of froln 25 to 35 knots an hour.
SOlne of these destroyers are supposed to be strong
enough to deal a death-blo\v to a first-class battle-
ship, and all of theln are swift enough to overhaul
the fastest cruiser on the ocean. The estilnation in
'v hich they are held by the Adn1Ïralty is apparent
froIll the fact that already upwards of one hundred
of thern are in cOllln1Ïssion, and Inany nlore are being
built. Twenty-five destroyers, it is said, can be
built for the cost price of one battle-ship, and in
actual ,varfare there ,yould be exposed the same
number of lives in fifteen destroyers as in one battle-
shi p.
Although no great naval battles have taken place
to test the po\ver of the steanl navy of Britain, it has
been occasionally dClllonstrated in the form of object
les
ons. The great Jubilee revie,y of 1887 ,vas a
lliagnificent spectacle, when there ,ycre asselnbled at
Spithead 135 ships of ,val', fullyarn1ed and manned,
and ready to assert Britain's sovereignty on the high
seas. T\vo years later the exhibition ,vas repeated in
the presence of adn1Ïring Royalty. In January, 1896,
shortly after President Cleveland's threatening Ines-
sage to Congress, and ,yhile strained relations \vith
GerInany had ari
en out of cOlliplicatiolls in South
Africa, in an incredibly short space of tÏ111e the fauious
"flying slJuadron " ,vas mobilized anù Inade reaùy for

STEAAI I
V THE BRITISI1 .YA VY. 171

sea and any oluergency that n1Ïght transpire, without
at all encroaching on the strength of the ordinary
Channel fleet. The recent naval revie\v in connection
\vith Her l\lajesty's Dianlond Jubilee, ho\vever, sur-
passed any previous display of the kind, not alone as
a spectacular event, but as a telling deillonstration
of sea-power, such as no other nation possesses. On
this occasion 166 British steamships of war \vere
ranged in line extending to thirty Iniles in length, anù
this \vithout \vithdra\ving a single ship froIn a foreign
station; the only regret expressed on this occasion
being that not one of the olLl "\vooden walls" was
there \vith to\vering lllasts and billo\vy clouds of can-
vas to bring to lnind the days and deeds of yore, and
to eillphasize the renuLrkable changes introduced by
stealn.
The following table pu1lished by the London
GTaphic exhibits in convenient forll} the ntll11erical
strength of the British navy at the beginning of 1897:

CLAHHIFICATIOS.

I ;...

I

Battle-ships, 1st dass ................
2nd class. . . . . . . . . . . . . . . .
" 3rd class. . . . . . . . . . . . . . . .
"armoured . . . .
Coast Dcfence, Iron-clads ............

Total armored 8û
Cruisers, 1st l'la'is , . . : . . . . . . . . . . . . . 17
" 2ml da.ss ............... . . . . 57
" 3rd <'lass , . . . . . . . . . . . . . .. ., _ 52
Gunhoats, Catehers .... . . . . . " .. . . 3 4 ' :
I
" Coast Defence. . . . _. _.,... _
Sloops " . . . . , . . , . . . . , . . . .

Gunhoats, 1st dass (police) . . . .
O
)lis('ellaneol1s \" essels .,....,.. . . . 241
Torpcdo Boats and Destro) ers .... . . .. 250 1
Grand Total ..,...... . _. Üb!'1

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20
12
11
18
lü

3.7,17f;
114,mO
77 ,8
O
1
6,H()o
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767 ,:
90
157.U50
24:
,8:W
110,û8;>
2!í,!HO
11,8
8
2:
,:
O!í
15,810
112, 71

5,OUOI
1,4H4, 440 I

355'OOU 1 19'
nI
75,0(1) 5,ü.2
57,ûOO 5.487
116,000 lU,3
ü
30,-HiO 3,211

1,
Ol
346
3ü5
û04

O!)

m4,om 44,04í 2,8
:;
27
,OOO 10,514 688
4tH ,100 19,340 1,:
5!)

0,340 10.9B.! O
7
113,:
(lO
,n35
1I3
5.SIif1 l,.íÛ lUG
2
,OIlIl 2,7t14 318

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3UO,OO(l 5,8ÜO ûHO
---,---

,2(j(),3GO 104,855 1 7,638

172 if/STORY O/ff STEA},[ YA VICArION.

First-class battle-ships are vessels of from 10,000
to 13,000 tons displaceluent, \vith stealn-engilles of
10,000 to l
,OOO horse-po\ver and attaining a speed
of from seventeen to eight(>en knots. To this belong
the 11J(
:Jnificent, the .ftfajeðtic, the Renown, the Ben-
b01V, etc. The first three carry each four 12-in:ch guns,
t\velve 6-inch,
ixteen 12-pounclers, t\velve 3-pounders,
eight lllachine guns, and five torpedo tubes. The
Benbow carries t\VO IG.2.j-inch guns, each \veighing
110 tons, in addition to her arrnament of sInaller pieces.
SeconJ-class battle-ships, such as the Edinburgh
and Oolossu8, are under 10,000 tons, and \vith 5,500
horse-po"Ter develop a speed of about fourteen knots.
Third-dass battle-ships are represented by the Hero
and Bell erophon, vessels of 6,200 and 7,550 tons
respecti vely.
First-class cruisers include such \vell-known ships
as the Blal.:e anJ the BlenheÍ1n, each about 9,000
tons \vith 20,000 horse-po\ver and t\venty- tw.o knots
speed. The Powerful and Ter}
ible, also belonging to
this class, are an10ng the finest ships in the navy, each
14,200 tons, 25,000 horse-power, t\venty-t\VO knots
sp
ed, and having cre,vs of 894 lnen. Additions to
the British navy are not Illade arbitrarily, but with
due regard to the enlarged and ilnproved naval arnla-
lnellts of other countries, and ,vith the deterloination
to keep ,veIl ahead of all foreign rivals. Açcordingly
've find that an order was gi ven by the ,.A,dloiralty in
1897 for the construction of four additional battle-
ships and four large cruisers of great speed, the
fonner to be of the 111ajestic type, but with heavier

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STE...1JI IN THE BRITISH NA vr. 173

guns, l110re efficient annour and higher speed, at the

a,nle tillle of slightJy less draft, so that if necessary
they can pass through the Suez Canal. The cost
of a first-class battle-ship, including arrnanlent, is
about ..E700,000 sterling or about t;3,500,000. A first-
class cruiser of the ordinary type costs .f4.")O,000, 1ut
the PUlverful and TerTible, ,vhen ready for sea, are
said to have CORt f740,000 each. The late
t type of
torpedo destroyer costs .föO,OOO. The largest pro-
jectiles used in the service (as in the Benbo 1 1J) are 161
inches dianleter, ,veigh 1,820 lbs., and are fired \vith
a charge of göO lbs. of powder. The average annual
expenditure for construction and repairs is bet\veen
four and five n1Ïllions, but in 18D6 it reached
1:7,500,000 sterling.
An interesting feature of the Diaillond Jubilee
revie,y at Spithead, as on fOrIner occasions, was the
presence of representatives of the 111ercantile Inarine
in the garù of arnled cruisers. By arrangelnents
between the 1\.,chniralty and the Cunard, the P. & 0.,
the \Yhite Star, and the Canadian Pacific Stealllship
con1panies, .f48,620 ,vere paid last year in the forln of
subventions, the vessels so hel(l at the disposal of the
Governnlent being the Oampu71.ia., L1
canict, Teutonic,
JjJajestic, H imalayg, ....! ust?'1ali(t, Victo1'Ùt, A rc(ulia,
Empress of India, Ernpress oj Japan, and E1npl'eSS
(if Ohina.
)lany other mercantile ste:uners besides these are
also at the disposal of the GoverUlnent, being subsi-:-
dized, alHI the facilities for converting thClll into arnled
cruisers at short notice are lllost cOluplete, a reserve

'III

174 HIS TOR Y OF STEAJ.1f -,,-VA VIGA TIO-,,-V.

stock of breech-loading andl11achine guns being kept
in readiness at convenient stations ,vhere the transfor-
mation can be effected in a fe\v hours. The arnla-
Hlent of the Teutonic \vhen she appeared at Her
I\lajesty's Dianlond Jubilee review consisted of eight
4.7 -inch quick-firing guns, and eight K orùenfeldt guns.
As an exaluple of ho,v quickly a large auxiliary
fleet lllÍght at any tinle be equipped, the case
of the Teutonic is in point. Leaving Ne\v York

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;:if :::

=-
=-=-==-====

"TECTO
IC'" AlDrED CRUISER, I
1
97.

on JUonday, June 14th, w'ith her usual mails and
passengers, she reached Liverpool on the 21st.
Between that and the 24th she discharged her cargo,
,vas thoroughly cleaned, took on her arlnour anù full
cOlnplelllent of naval officers and lHen, anù having on
lJoarù. a host of distinguished guests, was at her
appointed place in the revic\v on Saturday, the 2Hth.
Returning to Li verpüül. she laid aside her guns, and
on the 30th sailed for K e\\T York, as if nothing had
happeneù. The Ca?npania, ,,
hich left N e\v York t\VO
ùays later than the Teutonic, also appeared at the

ltfARINE DISTANCES.

175

review in holiday dress, her only armament, however,
on this occasion consisting of a large detachnlent of
Inembers of the Houses of Lords and Commons, among
,vhom douLtless ,vere many" great guns."

MARINE DISTANCES.

A nautical mile, or "knot," is about 6,082.66 feet;
a statute, or land mile, 5,280 feet; the knot is,
therefore, equal to 1.1515 mile. The circumference
of the earth being divided geographically into 360
degrees, and each degree into 60 nauticalll1Ïles, the
circulllference 111eaSUres 21,600 knots, equal to about
25,000 statute miles. l(nots can be readily reduced
to statute miles by Ineans of the follo\ving table:

Knots ... . . . . 1

2

3

4

5

10

25

100

Miles........ 1.151 2.303 3.454 4.606 5.757 11.515 28.ï87 115.148

'Yhen the Lucania averaged 22 knots, she 'vas
running at the rate of 25! statute miles an hour;
her longest day's run (5üO knots) was equal to 6441
rniles, about the distance covered by an ordinary fast
expres
train on the Canadian Pacific Railw'ay.
The ohl-fashione<.l ship's IC log" is a piece of wood
in the form of a quadrant, loaded \vith lead at the
circurnference, to \vhich is attached a line of 120
fathollls or more. Allowance being nlade for "stray
line," the balance is. divided into equal distances by

176 HISTORY OF STEA
[ .LYAVIGATIO.;.V.

knots and small bits of coloured cloth. The distance
betw'een each knot is the saIne part of a n1Île that ao
seconds is of an hour (the 120th); the length bet,veen
knots should thus be a trifle over 50 feet. The
nUlnber of knots run out in half a Ininute (as
measured by the sand-glass) indicate the nUlnLer of
nautical n1Îles the ship is running per hour.
Even express stealnships do not ahyays sail
bet\veen given points exactly as the crow flies.
Y ariou., reasons lead to the selection of different
routes, and even ,vhen following the same route, the
actual distance run varies a little on each yoyage.
The Cunard Line, as a precautionary lneasure, has
four sharply defined I' tracks" across the Atlantic-
t\VO for the \yest,vard and t,yO for the eastward
voyages-one pair being used in SUllllner and the
other in winter, or the ice season.- The northern
route, used from July 15th to January 14th, is
considerably shorter than the southern route, which
is followed fronl January 13th to July I-t-th. The
distances by these routes are given by the cOlllpany
aR follo\vs :

Queenstown to Sandy Hook, hy northern track
" """ southern "
Rand.' Hook to Queenstown, "northern "
" """ southern "

2,'j8
knots.
2,861 "
2,
09 ..
2,

6 "

Daunt's Rock, Queensto,vn, heing about 244 knots
frolll Liverpool, and Sandy Hook lightship 2G knots
froln Ne,v York, the distance from LiverpoollanJing-
stage to the dock in Ne\v York by the Cunard's

* /',ee also p. 90.

[.A RI1{E DIST A
TCES.

177

northern track is about 3,052 knots, and by the
southern track, 3,131 knots; from ,N e,v York to
Liverpool, 3,079 and 3,166 knots, respectively.
Captain 'V. H. Smith says that the shortest dis-
tance that can be Inade bet\yeen Liverpool and N e,v
York is 3,034 knots.

TABLE OF DISTANCES.*

Sandy Hook to Antwerp -
Bremen
Copenhagen
Genoa
Gibraltar -
Glasgow, via North of Ireland
Hamburg -
Ha vre
London
Naples
Southampton
Queenstown
Liverpool, via northern route -
Quehec to :\Iontreal, by the river
" by the Canadian Pacific Railroaù -
Rimouski -
Belle Isle -
St. John's, N ewfouncUaml
Movil1e, via Belle Isle and North of Ireland -
Liverpool, "
" " Cape Race "
" "and South
Glasgow "Belle Isle and North
" " Cape Race "
tlueensto\\ n, via Belle Isle
Movil1e to Liverpool
Halifax to New York
" (J,uebec
" St. John's, Newfoundland
l.iverpooll via NOlth of Ireland
" "South "
London
Ulas
ow

"

3,336 knots.
3,4
4
3,800
4,050
3,200
2,941
3,510
3,094
3,2
2
4,140
3,100
2,8U9
3,088
160 III les.
172 "
180 "
747 "
896 "
2,460 knots.
2,633
2,801
2,82ü
2,564
2,732
2,473
190
538
680
520
2,450
2,475 "
2, 7
3 "
2,381 "

"

"

"

"

* Basecl on a compilation hy Captain 'V. H. Rmith.

178 HISTORY OF STEAM NA VIGA TIO....Y.

Halifax to St. John, N.B.
" PortlamI, )Ie.
" Sable Island
" Boston, )Iass
St. John's, .Newfoundland, to Galway, Ireland, which is the shortest
hnd-to-land voyage
LiHrpool to S1. John, N.B., via Xorth of Ireland _
" Portland, )1-'.,,, " "
'1 Boston, )Iass.,,, " "
" Queenstown-
)Iontreal to Halifax, via Intercolonial Railroad
" " "Cana(lian Pacific Railroad
" Boston,,, Central Y ermont Railroad
" Portland, Me., m.a Orand Trunk Railroad
" New York, via Central Yermont Railroad _
" Toronto, "Grand Trunk Railroad
" " " Canadian Padfic Railroad -
" "hy water
Winnipeg, Man, via Cana(lian Pacific Railroad _
" Yancou,-er, B.C., " " " :,
Yancouyer to Yokohama, Japan
" Shanghai, China -
II Hong- Kong- "
" Honolulu, Hawaii
" S
-dnf'), N.S.W. -
IJech Ryan to Quebec, via Relle Isle
" North Sydney, C.B.
" Halifax, X.S.
" S1. John, X.B.
Milford Hayen to Quebec, via Belle Isle -
" Halifa'\: -
" Xorth Sydney, C.B.

277 knots.
336
169 "
420 "

1,655 I'
2,700 "
2,765 "
2,807 "

44
845 miles
756 "
334 "

9ï

I'

403 "
333 I'
338 II
3ï6 "
1,4
4 "
2,906 "
4,283 knots.
5,330 "
5,936 "
2,nO "
6,8
4 "
2,513 "
2,161 "
2,3:
O "
2,580 "
2,:íS7 "
2,353 "
2,186 I'

SUNDAY AT SEA.
As far as cirCUlllstanres perIllit, Sunday is observed
,vith as much decorull1 on shipboard as it is on shore;
that is, on the British and American lines. As for
the continental steamers, the traveller Inay expect to
become aC(luainted ,yith a continental SabLath, ,vhich,
in 1110st cases, llleans the ignoring of the day of rest

SC...Y /JA r .J T SJ<;A.

17U

altogether. Un our Canadian steauH;hips, ,veather
pern1Ïtting, public "
orship is usually held in the
saloon, at ] 0.30 a.ln. SonletÎ1nes there is an eyening
service as ,vell, but 1110re frequently an impronlptu
Hervice of song, much enjoyed by the nlusical portion
of the COlnpany, and that is frequently a large
proportion of the pa
sengers-Iadies especialJy. The
order of service is entirely at the discretion of the
captain. In the absence of a clergyman, the captain
reads the nlorning Hcrvice and the Scripture lessons
for the day from the Book of COlllmon Prayer. If
there is a Protestant Ininister on board it is custolnary
to invite hiln to take the whole ser\Tice; if there
be more than one minister a vailable, each of thell1
DUtY be asked to take part in the service. On the
N ew 'York liners, as a rule, there is no sernlonizing,
no lnatter how lnany lninisters lnay be on board. Th

captain and purser read the nlorning service, or por-
tions of it; a couple of hymns are sung; a collection
is taken up for the benefit of th(\ SealHen's HOlne, or
kindred object, and that is all. There are, hü\vever,
exceptions to this rule. \Yhen the captain is pre-
vented by his duties on deck from conducting the
service, a clergynlan, if there be one anlong the
passengers, is usually asked to assist. A deviation
froln the rule is often nlade \vhen a minister of out-
standing celebrity happens to be 011 board.
linister3
like the late Dr. Norlnan
Iacleod, or Dr. Willialll 1\1.
rfaylor, ,vould invariably be asked to preach, no
Inatter ,\
hat line they travell(,a by. The service-
book of the Cunard COIupany consists of selections
12

180 1lisTORr OF STEAJI ...Y
l JTIUA TIOS".

frolll the Book of COllllllon Prayer, ,vith the addition
of a fonll of prayer prepared by the General Assem-
bly of the Church of Scotland, for the use of sailors
and persons at sea. A singularly beautiful prayer it
IS:
" Ahnighty God, "rho art the confidence of aU the
ends of the earth, and of thenl that are afar off upon
thp sea; under \vhosp protection \ve are alike secure
in every place 1 and ,vithout \v hose proyidence ,ve can
now here be in safety; look do,,,n in lnercy on us,
thine un\yorthy servants, ,yho are called to see thy
\vonders (n the deep, and to perfonn the duties of
our vocation in the great ,vaters. Let thine ever-
laRting- ann 1e underneath and round about us.
Preser\-e us in all dangers; support us in all trials:
conduct us Rpeedily and safely on our voyage, and
la-iug us in peace and conlfort to our desired haven.
"Be pleased to \vatch over the menlbers of our
fan1ilies, and all the beloved friends ,yhom ,ve have left
behind. Relieve our n1Ïnds from all anxiety on their
account by the blessed persuasion that thou carest for
theln. Above all, grant that our souls may be defended
froln whatsoever evils or perils n1ay encoillpass thelll ;
and that, abiding steadfast in the faith, ,ve may be
enabled so to pass through the waves and stonns of
this uncertain ,vorld, that finally we lnay come to the
land of eyerIasting rest, through Jesus Christ our
Lord. Anlen."

The service-book also contains the Psalms of David
in prose, and a collection of 107 hynuls, including
four of the Scotch paraphrases. The hynln 11lOSt
frequently sung at sea is the one beginning \vith
&C Eternal Father, strong to save," and next to it, "0
God, our help in ages past." EvangeliRtic servicps

S(T).TDA r A l' SEA.

1
1

of a le
s
btately kind than in the saloon are often
held in the afternoon in the second cabin or steerage,
and are usually nluch appreciated; \vhile in the
evening the deck hanùs ,vill join ,vith groups of
elnigrants in singing
Ioody and Sankey, hYIIlns.
such as "Revive us ...
gain," "Rescue the Perishing,"
" \Yhiter than Sno'v," etc. It is often renlarkable to
notice ho,v f
uniliar people of diverse creeds and
nationalities are ,vith thesp hyn1l1S, and ho\v heartily
they unite in singing thein.
A favourite text w.ith preachers on shiphoard is Rev.
xxi. 1: "And there ,vas no Inore sea." The theIne,
associated, 8S it is, w'ith sù luany fatho111s of profundity,
has yickled to ulany forills of treatInellt. I relllenlber
that a young lninister l IllY roonl-1uate, by the \vay,
on his first voyage out fronl Quebec, chose this for
his text, and that he launched out, as ,veIl he might,
on the charlns of the sea in poetical flights of fancy.
But the \vhile \ve \vere sailing in snlooth \vater.
\Vhen outside the Straits he laid his head on the
piIlo,v aIHl under;vent a change of environluent,
recovering froIIl ,vhich, after IHany days, he vo\ved
that should he ever preach frOIl} that text again, he
,vould have something I110re to say about it. I
ren1en1Ler, too, that an elllerly gentlelnan-a Presby-
terian of the Presbyterians-w'as asked by the cap-
tain to preach one Sunday lllorning. He readily
cOlnplicd, taking it for granted that he "'"as to
conduct the ,vhole service. Ilnagine his chagrin ,vhen
all Anglican brother unexpccte(lIy appear
d on the
scene and ,vent through the ,vhole of the long service

18
If!STORr OF STEA.J.I[
YA J7f/
t TIO
Y.

of the (jhurch of England. With tht' utillost COIll-
posure, IIpEõßvTEpo; sinlply ignored the beautiful
liturgical service, commenced de novo, and went
through the whole service afreRh, in orthodox Presby-
terian fashion, to the surprise of the congregation
and the discomfiture of the waiters, 'whose time for
setting the lunch-table ,vas long past.
A distincti ve and pleaRing feature of these Sunday
Rervices at sea, especially in the larger stealllships,
which often carry luore passengers than \vould tin an
ordinary church, is the heartiness ,vith ,,, hich the
representati ves of various religious denoIninations
unite in the services. The lines of cleluarcation that
separate thenl when ashore seenl to be lost sight of
at sea. Casual acquaintanceship here frequently
ripens into closer friendship; people begin to see eye
to eye, and soon the con viction gro,ys stronger that
the doctrinal points on ,vhich all professing Christians
are agreed are llluch more irnportant than the things
about which they differ It \yould do son1e narrow'-
lllindeà souls a \vorId of good to Hpend a few Sundays
a t sea.
The office for the burial of the dead at sea is very
solenln and affecting. In the days of sailing ships,
,vhen voyages lasted so much longer, deaths froln
natural causes at sea ,\\yere more frequent than no,y.
But the order of service is the saIne. The body of
the deceased person lnight be se,ved up in a halnnlock
-indeed, it usually was-or the carpenter lnay have
n1ade a rough coffin for it. In either case it ,vas
heavily loaded with iron at the foot. A stout plank

IUEBERUS L,Y- TIlE ATLAL.Y1'IC. 183

\vith one end resting on the bul \vark forms the bier
on \vhich is laid the corpse, covered with an ensign.
The captain, the chief engineer, the ship's doctor and
purser, with a detachment of the crew, and a few of
the passengers, make up the funeral party. Portions
of the Church of England's beautiful service for the
burial of the dead are read: "I aIn the Resurrection
and the life." " I kno\v that DiY Redeelner
Ii veth." " 'Ve brought nothing into this
,vorld and it is certain we can carry nothing out."
"
Ian that is born of a W01l1an hath but a
Hhort tinle to live," etc. The ship's engines are then
stopped for a few seconds while the service proceeds
-" \\T e therefore comn1Ït his body to the deep, looking
for the resurrection of the body when the sea shall
give up her dead."
The ensign is ren10ved. The inward end of the
plank is raised, and the mortal reJnains are plunged
into the greatest of all cemeteries; sometÏInes with
scant Cerel110ny, perhaps, but always ilnpressing on
the Inind of the spectator a deeply pathetic incident
that \vill never be forgotten.

" And the stately ship
go on
To their hayen under the hill ;
llut 0 for the touch of a vanished hand,
AmI the
mullcl of a voice that is still."

ICEBERG
AXD TIDAL \V AVES.
Icebergs and bc\vihlering fogs, as has been already
s.tid, are a largp eleInent of danger in the St. La \vrenre
lüute. The passengers \vho sailed with ute on thè

184 HISTORY OP STEAJI
YA rl(]ATIO
Y.

Lake Superior, froln
Iontreal on July 1 st, lSn6, \yill
not soon forget the magnificent display of icebergs
\v hich they ,vi tnessed on the Sunday follo\ving. Froln
early Inorning until n1idnight, for a distance of 1110re
than
50 u1iles, the
hip's cour
e lay through an un-
interrupted succession of icehergs-a procession, it

/1

I\\

1[
I t
0/ i l
t/)
}\;f j\
. r 1#1 b.l1I\\I //"1 ,,;/ I

!,o-:: !i 1,;;

(

, [ l .ç'
it N' _ f '"

1,'\" \

'''l\h.1
.:2 ;U 'ti
II"U'ë/.:-o:'

'\ I ;

I
!t_

:

-_

--=-

- ''''':.

-- --- !."....-- ..-
"
;;.;..-:;: '"_ .----

: =--

-

;-..:....::-
-:- ._._..._:a.':"'
.---'---=-:....--=_-

II. )1. YACHT" YICTORL-\. AXD ALBERT," 18;');).
2,4ïO tons ;
,9
O h. p.: "p
erl. 16.8 knots; armament, 2 six-pounders; crew, 1;')1 m
ll.

111Ïght be caIle<.1, on a grand scale of InaS1je::; of ice in
all manner of fantastic shapes and of dazzling ,,,hite-
ness-travellin o ' to their "Tater y arayes in the areat
o
b
Gulf Stream of the south.
lountains of ice, S0111e of
theIll Inight be called. On one-of theln a grisly bear
\yas alleged to have been seen sulkily n10ving to and
fro, as if l1wditating ho,v, \vhpn an( I ,,,here his

]UEBER(,'S I..V TIlE ATLA....VTIU. 1
5

rOfilantic voyage ,vas to come to an end. The day
,vas caIrn and cloudless-a perfect clay for such a
Inarvellou'S exhibition. It might have been other\vise,
and ho\v different lllay be ilnagined fronl reading
,vhat appeared in the English papers a fe\v ,veeks
later-the account of a
hip's narro\V escape fro III
destruction in this identical locality :
"
TRGCK A
ICEBERG.- The SSe Efolict on her
voyage froln l\Iontreal to Bristol narro\vly escaped
destruction frolll collision \vith an icelJerg t\venty-
four hours after leaving the eastern end of Belle Isle
straits. A dense fog had set in, the lookout ,vas
doubled, and the engines slo\ved; presently the fog
lifted, but only to COlne do,vn again thicker than ever.
In a very short tiDle the lookout called out, 'Ice
ahead 1 ' The engines \vere promptly stopped, then
reversed at full speed.
1 ean\vhile the to,vering
lllonstcr bears do\vn on the ship and in a fe,v seconds
is on top of it. It ,vas a huge berg, rising high
above the Dlasts of the stealner, \vhich it struck \vith
such a crash that SOlne three hundred tons of ice in
huge pieces caIne Jo\vn on the fcrecastle. Fortunately
B10st of it rebounded into the sea, but sonle forty or
fifty tons remained on the ship's ùeck. The ship
trembleù under the blow' from stenl to stern; her
bo\vs ,vere sll1ashed in, but the leakagp ,vas confine! I
to the fore-peak. J n this battered condition the
Etolia lay \vithout a llloveluent of the engines for
thirty-six hours until the fug cleared, ,vhen Captain
Evans had the satisfaction of proceeding on his COUrSf\
anù bringing his paHsengers and crew safely into
Bristol harbour."

A stilllllore serious disaster 'was reported 011 August
2;;th of the saIne year (1
9G) :

ItlG HI8TORY OF STEAJI ....YA J?lGATIO....Y.

"The captain of the steamer Oircassia, of the Anchor
Line, had a story to tell, on her arrival at quarantine
early this morning, of picking up a captain and his
t,venty-t,vo Inen on the high seas fronl three open
boats. It ,yas Captain Burnside and the entire cre,v
of the British tramp stealner Moldavia, bound froIn
Cardiff to Halifax ,yith coal, .who w'ere rescued by the
timely approach of the C ircassia. During the den8e
fog over the sea on ht8t 'Yednesday, the Molda1}ia ran
into a huge iceberg and stove her bo\vs so badly that
she began to fill rapidly. It \vas 5.80 o'clock in the
afternoon. As soon afi a hasty exalnination showed
that it ,vould be ilupossible to save his ship, Captain
Burnside ordered the lifeboats provisioned and cleared
a\vay, and as soon as it could be done the stearner ,vas -
a ùandoned and shortly after\vards sank. The life-
boats kept together and \vatched for a passing vessel,
and thirty-five hours later the CÙ'c((;ssia's lights were
seen approaching. Blue lights \vere at once sho,vn
by the occupants of the lifeboatH, and the Circassia
altered her course. When near enough. Captain
Boothby, of the Circassia, hailed the lifeboats an <1
told the men that he ,,
ould pick up the boats and
their occupants. Accordingly the davits' tackle ,vere
lo\vered, and as each lifeboat approached she ,vaS
hooked on and rais
d bodily, occupants and all, to
the deck of the Oi1'ca
sia."
The icebergs of the North Atlantic alae natives of
Greenland or other Arctic regions where glaciers
abounù. They carry \"ith theJn evidence of their
terrestrial birth in the rocks and debris with ,vhich
they are frequently ba-Hasted, The glacier, slowly
1l1oving over the l)eds of riv
rs and ravines, ulti-
nudely reaches the seaboard, to be gradually under-
Hlined l)y the action of the ,vaves, and, finall:y, to fall

ICBBERas I
-r TIlE A TLA....YTIU. 1
7

over into deep ,vater and be carried by wintls and
currents into the open ocean. In their earlier stages
icebergs are constantly being augnlented in size by
stornls of snow and rain, and by the freezing of the
,vater ,vashed over them by the 'v aves. They are
of all sizes, fro In a mere hummock to vast piles of
ice half a n1Ïle in dianleter, and sho,ving an altitude
above the sea of t,vo or three hundred feet, sonletilnes
rising to a height of five and even six hundred feet,
and that is scarcely more than one-eighth of the ,vhole
lnass, for a conlparatively sllwJl portion only of the
bulk projects above the surface, as nlay be plainly
seen by dropping a piece of ice in a tUlnbler full of
,vater. In proof of this, it is hy no Ineans uncommon
to find icebergs of ordinary diulensions stranded in
the straits of Belle Isle in seventy or eighty fathoms
of ,vater. Being frequently accoInpanied by fog-of
,vhich they II1ay be the chief causp-they are often
nlet ,vith una,vares, though their nearer approach is
usually discovered by the effect ,vhich they produce
on the air and the ,vater surrounding them, suggest-
ing to the careful navigator the frequent use of the
thermolueter to test the telllperature of the ,vater
where ice is likely to be encountered. They are
seldoln nlet ,vith belo,y the 40th parallel.
Field-ice, covering a surface of InallY R(luare n1Ïles,
,vith a thickness of froln ten to t,venty feet, is fre-
fluently fallen in ,vith off thp coastH of Labrador and
'N e,vfoundJand. Though less (lang-erouR to navigation
than the iceberg, it is uften a,
erious obstruction.
VesHeb that incautiously run iuto a pack of ice of

1
8 HISTORY OF STEAl'! ....yA rIGA TIO....Y.

this kind, or have drifted into it, have often found
themselves in a maze, and have been detained for
,veeks at a tin1e, and not ,vithout son1e risk to their
safety in heavy ,veather.

TIDAL \V AVEs.-Notw'ithstanding elaborate treat-
Inent of the subject by hydrographers, stories about
ocean tidal \vaves are most frequently relegated by
landsInen into the same category \vith tales of the
great sea-serpent. Sailors, ho\vever, have no Inanner
of doubt as to their existence and their force. During
violent storms it has been noticed that ocean waves
of more than average height succeed each other at
intervals-some allege that every seventh wave
to\vers above the rest. Be that as it Inay, there is no
doubt that a sudden change of ,vind w'hen the sea is
strongly agitated frequently produces a \vave of sur-
passing magnitude. Other causes, not so obvious,
Inay bring about the same result, producing what in
COllunon parlance is called a "tidal ,vave." This is
quite different frolli the tidal \vaye proper, \vhich
periodically rushes up the estuaries of rivers like the
Severn, the Sol way, the Garonne, the Hoogly and the
Amazon. In the upper inlets uf the Bay of Fundy,
\vhere the spring-tides rise as high as seventy feet,
the incoming tide rushes up over naked sands in the
forn1 of a perpendicular \vhite-crested. wave ,vith
great velocity. The tidal ,vave of the Severn comes
up front the Bristol Channel in a " bore" nine feet
high and with the speed of a race-horse, ,vhile the
great bore of the Tsien-Tang-l{iang in China is said to

TIIJAL JrA J:rES.

IS!)

advance up that river like a \vall of \vater thirty feet
in height, at the rate of t\yenty-five n1iles an hour,
sw'eeping all before it. * The ocean tidal \vave dwarfs
these an< 1 all other \va yes by its huge size and
trelnenùous energy. The effeetive pressure of such a
,ya,ve being estirnated at 6,000 pounòs to the Sf!Uare
foot, it is easy to understand ho\\ cOll1pletely it
becoInes In aster of the situation ,yhen it topples over
on the deck of a ship. Only once in the course of a
good Inany 'Toyages has the wTiter been an eye-
\vitness of its tremendous force. The occasion ,,,,as
thus noticed in the N e\y Y' ork papers of the 2nd and
:3rd of August, 1896 :
"The Ân1erican liner Pa?'is and the Cunarder
Etrrnri(f, ,vhich arrived on Saturday, had a rough-
and-tumble battle before daylight on Tuesday rnorn-
ing with a SUInIner gale that had an autumn chill and
a w"inter force in it. The \vind Lle\v a \vhole gale
and com bed the seas as high as they are usually seen
in the cyclonic season. The crest of a huge \va\Te
tUlnblecl over the port Lo,,,, of the Etr
trÙt \vith a
crash that shook the ship from steIn to stern, and
Inon1entarily checked her speed; a rent 'vas Illade in
the for\vard hatch through ,yhich the ,vater poured
into the hold, flooding the lo\",er tier of stateroOlns
ankle-deep. The ship's bell ,vas unshipped, and it
carried a way the iron railing in front of it, snapping
iron stanchions t\yO inches in diailleter as if they had
been pipe-stems. The Paris, about the salnc hour
and in the sal1l0 locality, shipped just such a sea as
that \vhich hit the Etrlo'ia, but received less damage.
It fare<l nluch ,vorse, hO\'Tever, "Tith the sailing ship

* ., Encyclopc(lia Brit., " Vol. x, ii., p. 3SI, 8th Ed.

190 HISTORY OP STE
1J[ ....VA VIGA TIO].t.

Errw.qt, fron} Havre, ,vhich ,vas fallen in with on the
morning of the gale sho,ving signals of distress. The
French liner La Bourgogne, came to her rescue and
gallantly took off the captain and his cre\v of eleven
men, abandoning the shattered ship to her fate with
ten feet of water in her hold."
It is not often that a tiJ.al wave visits the St.
LaVw'Tence, but in October, 1896, the SSe Durharrl-
Oity, of the Furness Line, ,vhen off Anticosti, was
struck by a big wave which carried away her deck-
load, including sixty- eight head of cattle and every-
thing movable. It was only one sea that did the
damage, but it made a clean sweep.
By a figure of speech, ocean ,vaves are frequently
spoken of as running "nlountains high," and the
popular tendency is doubtless towards exaggeration.
The estimate of experts is that storm \vaves fre-
quently rise to forty feet, and sometimes even to
sixty or seyenty feet in height froln the wave's base
to crest.

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CH
\PTER 'TIT.

rrHE ST. LA \VRENCE ROUTE.

The Allan, Dominion, Beaver, and other Canadian Lines of Ocean

teamships-Sir Hugh Allan-A Fast Line
ervice, etc., etc.

W ERE it not that the St. LawTcnce is henneti-
cally sealed for five Inonths of the year, it
would unaoubtedly 1)0 a IHore forlnidable ri,'al to
the Hudson than it no,,,, is. That great dra\vback,
ho\vever, is not the only one. The navigation of tht'
St. La \vrence has ahyays heen SOIlle\vhat difficult
and hazardous. The seven hundred and fifty n1Ïles
of land-Iockea \vater froln Quebec to BeHe Isle is
notorious for s\vift and uncertain tides and currents,
for treacherous su blnerged reefs and rocks, and shoals
in long stretches of the river, for blinding sno\v-
stOrIns and fields of floating ice in the lo\ver reaches
at certain seasons of the year, for icebergs \vhich
abound on the coasts of Labrador and :N e\vfound-
land, and for be\vildering fogs. With such a cOlllbi-
nation of difficulties it is not to be wOIl<1ered at that
ship\vrecks have been frequent; that they have not
been more nUlnerous must be Illainly attributed to
good seanuumhip and an intiInate kno\y ledge of the
route. N au tical appliances and charts are very
1l1uch better than they were thirty or forty years

THE'
,,'T. LA WHE
Y(,E ROCT/
'.

19

ago. The efficiency of the lighthouse systelll has
been greatly increa
ed, and, 'v hat is vastly iUlportant,
the n1asters of nlail stealners are no longer restricted
to time, but on the contrary are instructed that
,,,henever the risk of life or of the ship is involved,
speed 11lUSt be sacrificed to safety.
The St. LawTence route has sonle advantages over
the other. It is nearly fÌ\-e hundred n1Ïles shorter
from Quebec to Liverpool than fronl Ne,v York.
Other things being e(Iual, passengers by this route
have the advantage of 750 nliles of slnooth ,yater at
the ùeginning or end of their voyage, a
the case n1ay
be. For these and other rea
ons Illany prefer th(

St. La\vrence route. It has becon1e popular even
\vith a good Inauy Anlericans, especially frOin the
\Vestern States, and \vill certainly becollle Inore so if
the conteillplated " fast
ervice " is realize(I, l)y ,vhich
the ocean voyage-fronl land to lalld-\yould be
curtailed to three days and a half!
In the discussions that have arisen on the subject,
the ùanger of running fast stean1ers on this route has,
in nULny instances, ùeen unduly Illagnified. Past
experience tends to show that the actual risk is not
nece
sari]y increa1-ieù by fast stean1Ïng. ShipwTecks
in the Gulf of St. LawTence during later years have
been confined to cargo and cattle stealners. Not one
of the faster IHai1 boats has heen lost during the last
sixteen years. 'fhe chief difficulty in the ,yay of
estaLlishing a t\venty-knot service for the St. l.a\Y-
rence is that of the ways and llleans. \y ould it pay?
Certainly not by private enterprise alone, but the
favour with which the prqject is regarded hy the

1!)-! II/STORY 01/ S'l'EAJf ...YA J7nA TIO..Y.

Illlperial and DOlninion (JoverUUteutH leaves little
doubt that it ,viII he accoulplisheù in the near future.
Captain 'V. H. Sll1Ïth, forrnerly COlnu)odore of the
Allan Line, in conl111and of the Patrisian, and "Tho,

-

'- .......
(

I

.

J

.

l

UAl'TAI'X W. II.

[lTII. R.X.H.

fro III long service ou this route, is ,veIl qualified to
express an opinion, states in his report to the Govern-
lnent that he sees no reason ,,,hy there should not be
a fast line of stealllers to the St. La,vrence. "If," he
saYR, "the Rt. LawTence route is selected for the

TIlE ST. LA JVRE
YCE ROUTE.

1 !)5

propo
ed fast line, there should be no racing in com-
petition \vith other large Rteamers, and the saIne
amount of caution Inust be taken ,vhich has been
exercised of late years by senior officers of the Allan
an(l other lines trading to Canada; and it \vill be
absolutely necessary for the safety of navigation that
the cOllllnanders and officers of any ne\v cOlnpany
should be selected froln the nlost experienced officers
of existing lines."
In 1852 a Liverpool firtn, l\Iessrs. l\IcKean, l\IcLarty
and La1oont, contracted \vith the Canadian Uo\'ern-
Inellt to run a line of scre\v stealners l to carry Her
l\lajesty's Inails, t\\Tice a Inonth to Quebec in sunllner,
and once a 1110nth to Portland during the "'''inter, for
which the cOlnpany \vas to receiY'e fl,238 currency
per trip, under certain conditions l one of \\'hich ,vas
that the shipR should average not more than fourteen
days on the out\\Tar d, nor Inore than thirteen (lays on
the voyage east"Tn,rd. The ships of the first year
\vere the Genova, 350 tons; Lady E,qlinton, 335 tons;
and Su?
ah Sttncls, 931 tons. Their average passages
\vere \vide of the nlark. X ext year the Cleopal1Yl,
Olta
ua and Oharity "Tere adàed to the line. The
Cleopat?
(t Hlade her first trip to (
uebec in fOJ
ty-th?
ee
days,. the Otta
uLt ne\Ter reached Quel,ec at all, but
after dodging about SOlne ti1He aUlong the ice at the
ulouth of the St. La ,vrence, IlIUdp for PortlalHl. Tht-'
Chn1'ity reached <<
ueLec in t\venty-seven days. ,.AR a
Illatter of conrse the contract ,,,ras cancelled.

13

In.; Ii/STORr OF sTEA.J.l1 ....y
j J"1r:ATJO"S.

THE .l
.LLAN LI
E.
The failure of the Liverpool firIn to fulfil their con-
tract opened the ,yay for Canadian enterprise, and the
111an ,vho ,vas destined to see it carried out to a suc-
cessful issue ,vas alrea(ly awaiting his opportunity.
That Ulan ,"as Hugh Allan (the late Sir Hugh), a n1an
of intense energy and force of character. The Allans
can1e honestly by their liking for the sea and ships.
Their father, Alexander, ,yas a ship-o,vner, and hin1self
the \yell-kno,vn captain of thp FavO

1
ite, one of the
11l0st popular vessels then sailing fronl the Clyde to
the St. La,yrence. rrhe five sons \yere born at Salt-
coats, in sight of the sea. T,,,'"o of theul, J
unes and
Bryce, follo,ved the sea for a nUln bel' of years and
reached the top of their profession. Alexander took
up the shipping business established by his father in
Glasgo,v, ,vhere he ,\yas afterwards joined by his
eldest brother, J alnes, under the tJnl1 nalne of J an1es
and Alexander Allan. Bryce, on retiring froln the
sea, becauIe head of the shipping house in Jj verpool.
Hugh, the second son, becalne a partner in the ,vell-
kno\vn firnl of
liller, Edlnonstone & Co., after\varùs
changed to Edillonstone, Allan & Co., l\Iontreal. His
brother Andrew' joined the firlll some years later,
"yhen its nall1e ,vas changed to that of Hugh and
Andre,v AlJan. The three firIlls, in Glasgo,y, Liver-
pool and l\Iontreal, had becolne the O\\Tners and agents
of a large fleet of sailing ships; but the tilne canle
,vhen it ,vas evident that luails and passengers 111USt
Le carried to Canada, as else,vhere, hy stealn power.

TII/
' ST. IJ_I JrJ:/
'4y('g ROU1'g.

U)7

The opening of the St. La\\Tenee and .L\.tlalltic
Raihyay het,veen l\lontreal anel Portland in 1852
,vas one of the Inost iInportant events in the C01l1-
Jnel'cial history of Canada. It ga,Te l\font.real a

. .
.
.
.

..

I

('APTAIX
ldL\STER.

,,,inter port; for as yet neither Halifax nor
t. .John
hwl any raih\Tay communication \\'ith the ,vestern
pro,'inces. Given a gooel "'inter port, there f-ieclIH-,d
to lJe llO reason "'hyaline of Rt('(lU1Ships Hhoul(lnot

19R HISTORY OF STEAJ,[ ....\"'A r-Ia
t TIO....y.

be esta1lished to ply het"Teen Liverpool and l\fontreal
in sununer, \yith Portlau(l for the ,vinter tertuinus.
The Allans l seeing that the tilne hac! conle for a ne,v
departure, succe
ded in forllling a joint stock conl-
pany, unùer the nalue of thp l\Iontreal Ocean Ste:un-
ship COlllpany. As its Halne iUlpliecl, it ,vas virtually
it Canadian enterprise. The principal shareholders,
besides the Allans, \vere
Iessrs. Willialn Do\v, John
G.
Iackenzie and Robert Anderson, of l\Iontreal:
George Burns Syules, of Que1ec, and John Watkins,
of Kingston. A fe\v years later the Allans becallH:}
Hole owners of the concern, \\Thich then becaule kno\vn
as the ALLAN LIN E.

The first tw'o stearners of the l\Iontreal Ocean Steanl-
ship Company \vere the Canctclian and Indian, built
by the faluous Dennys, of DUln barton. They \vere
pretty little iron scre"T stealners, of about 270 feet in
length, 34 feet \vide, and of 1,700 tons burthen each.
The Canadian nlaùe her first voyage to Quebec in
SepteIllber, 1854, but the Crirnean "Tar having COlll-
lnenced; stealners of this class ,vere in deluand
and
these two were taken into the service and profit-
ably enlployed as goverrllnent transports as long as
the \yar lasted. In 1874 the Saì'?natian and the

lanitoúan of this line were sinlilarly elnployed to
convey troops to th
,vest coast of Africa, to take
part in the Ashantee carnpaign. On both occasions
they ùid excellent service.
'Vhen the Canadian Goverrllnent next advertised
for tenders for carrying the rnails, an agreeUlent ,vas

T HE
T. LA IV RE.LyeE EO UTE.

199

lnade \vith the Allans by which they \",ere to receive
.f:25,OOO a year for a fortnightly service in SUlluner
and a lnonthly one in winter. T\vo other boats,
sinlÏlar to the Oanadian and [radian, '"ere built by
the Denllys-the -i..'''''Ó},th A merican and A nglo-Sa:ron.
The ne,,? service \vas COffilnenced in April, ] 856, by
the SS. -i..'Torth A 1nerican, w'hich arrived in the port
of l\Iontreal on the 9th of 3Iay. T,vo years later
it ,vaH decided to establish a \veekly serv.ice, the
Governnlent prol11Ïsing an increased subsidy of

208,000 per anllun1. This iInplied double the nUIll-
l)er of shi ps; accordingly, four others \vere built, the
NO'ì,th Briton, ftT'ova Scotian, Bohernian and Hun-
garrian, all after the same lnodel as the pioneer ships,
but 300 feet long and 2,200 tons register. Their
speed \vas froln 11 to 13 knots in slnooth \vater, and
even in heavy weather they seldon1 fell short of 8
knots an hour. Their average passages ,vest\varù
frotn Liverpool to Quebec ,vere 11 days, 5 hours:
east\vard, 10 days, 10 hours. The quickest pa
sage
east\varfl ,vas Inade by the A nglo-Sctxon, in 9 days,
5 hours, and ,yest,vard, by the Hungarian, in D days,
14 hours. In the san1è year (1859) the Cunard Line
to Boston averaged 12 days, 1 Ð hours going ,vest, and
10 days, 15 hours east,vard. The average Rpeed of
the Canarlian stealners during the entire season of the
St. La\\Tence navigation in that year \vas 9
knots.
At this tilue there \\"ere already t,,?elv-e different lines
of steanlshilJl') plying across the .Atlantic, affording
ahllost d
LÌly conmunication bet\veen England anù
Alnerica by stealn.

200 IlIS'l'OR Y OP
,,'TEAJ..1I
YA V](LI T](LY.

In 1859 the conlpany repre
ented that, owing to
the depression in trade, they ,vere unable to continue
the service, ,vithout further assistance. The Canadian
Governnlent stood by this Canadian enterprise, and
doubled the subsidy in consideration of the increased
service, "Thich ,vas achllitted on all hands to be a COIll-
plete success. The ne,,,, ships ,,'"ere beautiful illodels
and \vell adapted to the trade; but the cOIllpany had
to learn froIH bit.ter experience ho\v hazardous that
trade ''''as. To say nothing of nlinor accidents, up to
the year 1885 no less than fourteen of their steanlers
had COlne to grief. Since that time, singularly
enough, none of this line ha
been lost, though
In any belonging to other lines have been \vrecked.
The Canadian, Captain Ballantine, on her first
trip to Quebec, in .June, 18.")7, through the negligence
of her pilot, ,vas stranded on South Rock, off the
Pillar Lighthouse, forty-fi ve nlÍles belo\v (
uebec. No
Ii ves \vere lost, but the ship defied every effort to
float her. The Indian, Captain
lllÌth, bound for
Portland, in Decenlber, 1859, struck a rock off l\Iarie
Joseph Harbour, seventy-five Iniles east of Halifax,
and went to pieces. Every effort ,vas rnade to save
the lives of the 447 perHolls that sailed in her, but
t\venty-three perished. The H ungaric('t1, Captain
Jones, on the night of February 20th, 18nO, (luring a
blinding sno\V-storIn, struck on the South- \Vest Ledge
near Cape SalJle I:.;lalHI,] :
O ulile:.; east of Halifax.
Every soul on ùoard, to the Illllllber of 237, perish{.(l
,\"ith the ship, The cause úf this sad (lisaster is not
correctly kllO\Vll. The captain ,vas one of the Lest

'PHE ST. L
1 JrR1LYCE HOUTE.

201

sealnen in the Allan Line, but it has been stated that
the light upon Cape Sable ,vas not exhibited that
night, in conse<!uence of the sickness of the light-
keeper, ,vho is said to have confessed this on his
lleath- bed.
The
econd Ca,nadian, Captain Grahaln, came in
contact with a piece of sublllerged ice, outside the
Straits of Belle Isle, in July,lðül. The ship ,vas
procee<ling cautiously, but so hard and sharp \vas
the ice, a rent \vas 111ade in the ship's side belo,v
the \yater-line, and it \vas soon seen that she ,vas
done for. This is ho,v she ,vent do,vn, as told by
Captain Grahaln: c'The \vinù had increased to a
gale. About 9.30 a.lll. \"e c
tlne up to heavy field ice
closely packed. \Ve had been going half-speed till
\ve sa,v the ice, \vhen ,ve stopped altogether, then
turned her hea(l to the ,vest, steanling slo,vly through
a narro\v passage bet\veen heavy ice on the starboard
side and \vhat appeared to be a light patch of ice on
the port side, 'v hich scratcheù along the bo\v for
sixty feet The concussion ,va
very slight, and I
had no apprehen
ion of any dalnage; \yeut belo\v to
see ,vhat ,vas ,vrong, anti found the ,vater rushing
along tht' lnaill <leck antI up the hatch- ,vay. The
boats \vere ordered out, aIÌd the ship headed for land
full speed. She boon Legan to settlt.
(10W'll for,vard,
taking a list to starlJoar<l, 'VhCll the engines \ycrt'
stopped antI the boats lo\verel1. lUlInediately after
leasing her, the ship ,,,ith a plunge druppell ti ,Fe or
six feet by the hea(l, and then directly afterwards
her stern fte\v up ill the air, and she ,vcnt dOW"!l head

202 111::;TURY OF 8TEAJI
-'-A VIUA TIO
Y.

foreillost." The Inail-ulaster, nine of the cre,v and
t,venty-six passengers ,vent dO'Vll \vith the ship.
The ..LV u'f.th Briton, Captain Grange, "yas "Teckecl
in NOyelnber, 1
()1, on 01l
of the
Iingan Islands,
north of Anticosti (the usual track for stealnerR at
that tÏ1ne). There ,vas no luss of life. The A I
g' 0-
Saxon, Captain Burgess, in April, 18G3, ,vas stranùed
in Clalll Cove, three n1iles frolll Cape Race, during a
dense fog. A heavy sea rolling in ùrove her farther
on the rocks, from w-hich she eventually slid oft
and sank in deep 'Vttter. The captain, some of the
officers, and lllany of the passengers and cre,y ,vere
carried down into the vortex of the ship, and ,vere
llro,vned to the nUlllber of 238 suuls.
The f{ o1'1.uegian, Captain l\Ic
laster, in June, 18G3,
"Tas totally w-recked on St. Paul's Island, at the
entrance of the Gulf. A dense fog ,vas prevailing.
The passengers and cre,v, nUll1bering about 420, ,v ere
all saved. The Buheoìi(tn, Captain Borland, struck on
the Alden Ledges, off Cape Elizabeth, near Port-
land, in February, 1
(j4, ,vhen t,venty passengers
,yere dro,vned. The Ducian ,vas wrecked near
Halifax, April 7th, 1872. In the saIne year the
Ge1'1nany ,vent ashore at the IllOUth of the Garonne
River, near Bordeaux, France, and ,vas totally
,vrecked, ,vith the loss of thirty lives. The St.
Geo1'ge, Captain Jones, ""as lost un the Blonde Rock,
south of Seal Island, 1\.S. The JU1'a stranded on
ForInby Bank, at the entrance to the l\Iersey, in 1h64.
'
rhe AIo1'avian, Captain Archer, ,vas ,vrecked on

lud Islands, near Y arnLouth,
.
., in DeceuILer,

THE ST. LA JVRE....YCE ROD":PE.

203

1881. The Hanove'rian, Captain Thon1pson, struck
a rock at the entrance of N epassey Bay, X ewfound-
land, and "Tas totally lost, hut all hands ,vere saved.
The Po?ne'i'((/nian, Captain Uab;ieI, n fine ship uf
4,364 tons, in 1892 survived one of the stormiest
Atlantic voyages on record. She sailed froln Gree-
nock for X e\v York, l\larch 27th. After eight days
battling \vith a furious gale, ,vhen about t,vel ve
hundred nlÏles ,vest of Ireland, she ,vas ,vel1-11igh
overwhelmed by a trelnendous "'"ave, ,vhich nlade
a clean sweep of the deck. The bridge, the chart-
house, the saloon, the stean1-\yinch, the ventilators,
everything bet,veen the foremast and the funnel,
w'ere hurled overboard, a Blass of w-reckage. The
captain and a saloon passenger ,,,,ere so severely
injured that both died in a few hours. The second
and fourth officers, who were on the bridge, \\'ere
s\vept into the sea and dro\yned, as ,vere the rest
of the cabin pa:-3sengers, one intermediate, and four
of the cre,v-twelve persons in all. Three of the
lifeboats \vere carried a,vay antI tw'o \vere slnnshed,
leaving only one a vaila ble for Hervice. The \v hole of
the nautical illstrulnents, books and charts had gonè
overboard, the steering gear ,vas b
dly \vreckecl, and
the only COlnpass left ,yas that in the steering-house
aft. The first officer, 1\11'.
IcCulloch, on- ,,,hOIH the
cOffiluanlIno,v ({evolved, seeing the crippled conJition
of tht; ship, turned her llead hOlllC\\Tards, á thing not
casily done in such a sea, and eventually returned to
the Clyde in a gale of ,vind. '
It is duubtful if there is another shippiug cOlupallY

20-1 IJl$.1'ORY 01/ STEAßl
YA rl(/ATIO
Y.

in existence that \vould have ,vithstood the strain
put on the Allan 14ine by such a succession of dis-
asters; but so far as outsiders are a\Val:e the Allans
never lost cournge. They were bound to succeed in
the long-run, and they did. \Yhen ships could not be
built quickly enough to take the places of those that

, I
.\

\ ,r "'
:.'
"'
>.:.:,
'
,
.:!.\:
- ..

'"
, "1
ìÍ

f'
.;.
--

"THE PAl{IHL\
," 1&;1.

had been lost at sea, they bought of others ships
readY-luade, llleauwhilc resoh-iug to reinforce their
fleet \vith larger and in every ,yay better boats than
heretofore. The N Ví'1ceg i(nt an<lll iúeJ'nia1l, of 2,400
tons each, ,yere launched frolll ])enuy's yard in 18Gl.
In 18ü:3 Stce]es of Greenock built for thelu the

TilE
T. LA JrRfLYUE ROUTE.

205

Peruviun and the MOTflvian, both very fine ships.
The l'Testuria1ì and the .A ustriun, of 2,700 tons each,
built by Barclay & Curle, Glasgo,v, are both good
ships no, v after thirty years' service. The S(crJJ
oti(/n
and J)olynesiun (no,v L(/uJ'eratian), about -t,OOO tons
each, canle out in 1871 and 1872, and proved excel-
lent boats. rrhe Circatisian, 3,72-t tons, \yas launched
in 1873, anù the Sardinian in IH75. The POIj'isíun,
the fine
t of the fleet, ,vas built by Robert:N apier
M Sons, Glasgo,v, in 1881, and took her place on the
line the follo\ving year. She is built of steel, the
botton1 being constructed of an inner and outer skin
five feet apart, the space thus enclosed being available
for water ballast and also a protection frorn the perils
of collision. T'he Allans ,vere the first to apply this
kind of build to Atlantic stean1ers, and \vere also the
first to build such stealners of steel. The general
dinlensions of the P((;risi((;n are: length over all,
440 feet; breadth, 46 feet; nloulded depth, 3ü feet;
\vith a gross tonnage of 5,365 tons. Her machinery
is capable of lleveloping 6,000 indicated horse-po,ver.
Although she ha
neither t\vin scre\vs nor triple
expansion engines, she has done her ,york remark-
ably ,yell, maintaining an average speed of about
fourteen knots. Her fastest voyage from
loville to
Rilllouski ,vas rnaJe in 1896, viz., G days, 13 hours,
10 Ininutes, corrected tilHe. Hl'l' best (lay's run on
that \-oyage \ya,s :i59 knots. lIeI' career has been
a reularkaJ)le one: ill these se\"eJlteen years she has
nut lnct \vith an accident, and is consequently it
\ ery popular ship.
he is fitted for 1GO salooll

206 HISTORY OF STEAJ.1I ..LYA VIGATIO
Y.

passengers in the lTIOSt complete and cOlllfortable
Inanner, and there seen1S to Le ahyays 1'00111 for
one 111ore. On a recent occasion the Pctrisian
brought over 255 cabin passengers. She can easily
aCCOUll11oJate 120 secon<l-cla
:-) anù 1,000
teerage
passengers. She carries a large cargo and is a very
fine sea boat.
The fleet of the .L
l1an Line consists at prebent of
thirty -four stealllers, aggregating 134,93Î tons. Tn
addition to the ,veekly line bet\veen Liverpool and
l\lontreal, regular \veekly seryices are lllaintained
from l\lontreal, and also from N e,," York, to Glasgo\v ;
the London, Quebec and
Iontreal service is fort-
nightly in sunllner; there is also a direct service
bet,veen Glasgo,y and Boston fortnightly, and reg'ular
cOllllllunication bet,yeen Liverpool, Glasgo,v and
Philadelphia, as well as ,yith River Plate and other
ports.
SOllle of the freight and cattle-ships of the Allan
Line are large and fine ve
sels, such as the BUÆTìOS
.A yreun, 4,005 tons, built at DUlubarton in 1879-one
of the first ships ever constructed of steel. The
C((/J"thaginian and Siberian are both 4,000-ton ships,
specially adapted for the cattle trade. The ]longolian
antl NurnÙlian, of 4,7.'50 tons each, are Illodel ships
in the class to 'v hich they belong. A few years ago
the Allans aC(luired the State Line, plying bet\veen
Glasgo,y and X e,y York. T,yo of these, the Stctte of
Oalifornia (5,500 tOllS) and the State of Nebraska
(4,000 tOllS), are excellent ships ,vith good aCCOIllll10-
tlation for large llunlbers of passengers. The t,yO

TIfE ST. lA JrRE
Y(1E ROeTE.

207

oldest ships of the line in c01l1n1Ïssion are the TValden-
sian (forlnerly St. A ndre1.v), built in 1
l31, anù the
Phænician (formerly the St. David), built in 1864,
both of \yhich are still doing service in the South
AIHerican tratle.
The last of the sailing shipH o,vned by the Allans
""as \\Trecked in a den
e fog near ....\.storia, at the
Blouth of the Cohllnbia B,iver, \Vashington, U.S., on
the Lnth of l\'Iarch, 1 HOG. The Glenmo1'ag \yas a fine
iron clipper ship of ] ,756 tons register, built at
Glasgo\v in 1876, anù up to the tilne of her final
<lisaster had been exceptionally fortunate ancl suc-
cessful. Captain Currie, \vho conunanùed her, \yas
\yiùely kno\vn anù has a first-rate reputation as a
Hailor, but in an evil hour of a dark, llirty night, \vhen
Inaking for Portland, Oregon, he ,vas startled by the
sudùen cry fronl the Ulan on the look-out, "Brettkers
on the port bow," and ,,"hile in the act of \vearing the
ship around she ,"vent broallHille on the rocks. T\vo
of the ere'", \",ere killed and four injured severely
\vhile atten1pting to get ashore.
It has been announced that the Allans have at
present under construction on the Clyde four mag-
nificent steel steanlships fur t}H' Canadian freight antI
passenger trade. Three of these are vessels of 10,000
tons, and the fourth of 8,800 tons. All of theln are
to be fitted ,vith triple expansion engines and t\vin
scre\ys. The three larger one:; are each over jOO feet
in length, ,vith 60 feet breaclth of healH, and art'
designed to develop an average speed of sixteen knots,
\vhich rlleans that they are expected to 111tth.e the

208 lJ [STOn r OF STEAJI
y
" JTU:_L TIOX'.

voyage froll1 Liverpool to l\lolltreal in about 71 days
llleall time - actually a yuicker bervice for Canada
than obtains at present ,yith
O-knot steanlers via
K e,y York. 'Vith alnple accollllnodation for a large
nU1l1ber of passengers, these ships ,viII have roon1 for
8,000 to 9,000 tons of freight and the BlOst approvefl
appliances for the rapi( I handling of cargo.
Sir Hugh Allan of Ravenscrag, to \VhOln Canada is
chiefly indebted for the nlagnificent. Allan Line of
stean-;,ships, ,yas born at Saltcoats, Ayrshire, Scot1ancl,
Hepteluber 29th, 1t-}10. He caIne to Canada in ]
2ß
and enteretl into business as already state(l. lEs
,vhole life ,vas one of incessant activity. He "Tas
founder of the l\Ierchants' Bank of Canada and it::--
president, and the President of the l\Iontreal Telegraph
Co., ann Inany other ilnportallt cOllllllercial institu-
tions. Sir Hugh ,vas knighted by Her )lajesty the
Queen, in person, in July, 187], in rf'cognitioll of his
valuable services to the conunerce of Canada and the
Enlpire. He dietl in Erl.illburgh, sudtlenly, Decenl bel'
9th, 1882, and \yas buried in :\lount Royal cemetery,
3[ontreal. Sir Hugh \vas a Ulan, very elnphatically,
.sui geneTis. (
uick to arrive at his conclusions; he
,vas slo\y to abandon thelll: ,vhere he plantecl his foot
there he llleant it to stay. A keen and enterprising
Ulan of business, he accunlulated a princely fortune.
To those ,vho kne\\T him only on the street or in the
Boarù-room he nlight, perhaps, seenl curt and brusque.
His conscious po\ver of influencing others nlade hilll
ahnost necessarily doglnatic and dictatorial, but in
private life he "vas one of the 1110St an1Ïable, kinfl-

,I

'

,
.

$ír 11)uOIJ BUnn.

TUg S7'. LA WUE,.Yl'E UOrT/
'

:!O!)

hearted and genial of BleB. He \\TaH a staunch
Presbyterian, n liberal supporter of the Àul(l Kil
k of
Scotland in Canada, and in his younger (lays devoted
Inuch tilne in proilloting its interests.
The brother
Bryce and .T alneH died se\'eral years
hefore
ir Hugh. Alexander died in Glasgo"T in
1 kÐ2. )11'. Andre\v Allan, no\\" the senior partner
of thp l\Iontreal finn, ,vas the youngest of the fiye
brothers, and is the only survivor of theln. 1\11'. Allan
,vas born at Saltcoats, December l
t, 1 X22, and caIne
out to Canacla in 1839. He llulrried a daughter of
the late .John Srnith, of )lontreal (a sister of Lady
Hugh Allan). 1\lrs. Allan died in 1881, leaying a
large fanlily. T\yo of the sons l
Iessrs. Hugh H. and
Andrew H., are associated \yith their father anù \"ith
,:U essrs. Hugh )Iontagu and Bryce J. Allan, sons
of the late Sir Hugh, in lllanaging the extensive
business of the Canadian branch of the Allan Line.
111'. Allan has filled InallY of the posts of honour and
responsibility formerly occupied by Sir Hugh, and
earned for hil11self the gohlen opinionH of his fello\y-
citizens.
The first four captains of the Allan Line ,vere
Andre\v
[c:\laster, of the A 17!}lo-:)((:ron, ThollHts
J ones, of the 1 ndi(( n, \rillianl Ballantine, of the Ca-
1lad iun, alHI \Yillianl Grange, of the .1V O}.tli "l'íllerica n.
Captain ..\lcl\laster ,vas born at Stranraer, \Vigton-
shire, in 1
08. A Her servin
a ti ,"Fe years' apprentice-
ship on 10ard the East IndÜunan, Du.Jæ of L(I'ìl(,(/8tP}',
at the llloùest rate of .t2 for the first year, anll 1.:20
for the full terlJl of his Ï1Hlentnrps, he got COllllnalul

210 HISTORY OF STEA
[ -LVA VIriA TIO-LY.

of the brig Sir trf/tkin, sailing froni Islay with 240
of the clan CalnpLell as passengers. One-half of
these \vere landed at Sydney, Cape Breton, and the
other half at Quebec. The hardships of the en1Ïgrants
in those days ,vere excessive, as they had to provide
their o\vn food and Ledding, and ,vere allotted places
on the Rtone halla
t to do the l'E'st they coulc 1 for
thenIselves. In 18
5 Captain
Ic
laster ,vas placecl
in comnlanll of the clipper Lar(lue, ROT'Y 0' Morþ"e, for
,vhich ElhnonRtone & Allan ,yere the agents. Leav-
ing
Iontreal in the sununer of 18
(}, owing to the
lo\vness of ,vater the yards and toplHasts ,yere sent
do\vn and floated alongside, ",.hile cables, chains and
other rigging ,vere put into lighters to enable the
vessel to tra\Terse Lake St. Peter, dra"wing nine feet of
,yater 1 His next cOllllnantl ,vas the ship lr! ont'ì'eal
of 4()4 tOllS, at that tilHe the largest of the 1\Iontreal
traders. In 1856 he "
as placed in cOlInnand of the
first SS. Canadian, anJ succe

i vely of each ne\v
ship as she 'VitS htunchetl. In 1864 he retired fro In
the sea, and entered the ship\vright business in
Li verpool. He died in the Isle of 1\1an in 1884.
Of the subsequent captains of this line I can only
lnention the nanles of those ,vith ,,?hOlll I relnenIber
having saileù and lnade their aC(luaintance. N one of
them left a Inore lasting ÍInpression on lHY nleillory
than John Grahaul, ,the genial captain of the seconù
Co '/'ulclio 'ì1, and of the SU1'm f dian ,vhen he retired
fronl the service and the sea in 1885. It \vas he ,vho
so often and so strenuously discussed the desirability
of thro\ving a clam acrOS1i the Straits of Belle Isle that

TIlE ST. LA Jr RE
YCE ROUTE. 211

he actually canle to believe in it himself as a possibility
in the near future, by ,vhich in his estÏ1nation the
climate of Canada ,vas to be assimilated to that of
the south of France. That \vas his fad. Rut take
hilll all in all, he ,vas as fine a lnan as one could

II

CAPTAI
,JOlIX GRAIIA)I.

desire to Jneet. He ,vas a grand sailor. \Y'hen his
examination before the :x autical Board was concluded
in re the los
of the Co ?'l(/d ion, hit\ certificate ,vas
handcù back to hiul \vith the rClnark, "Sir, you
did your duty like H 11011e British seauH.tn." The
14

212 HISTORY OF STEA},[ NA VIGATIOX.

dangers incident to a seafaring life never disturbell
his equanill1Ïty, for he had long been ready to " go
aloft" at a n10n1ent's notice.
J ames and Hugh ,\y ylie ,yere both quiet, unassun1-
ing n1en ,,,,ho understood their business thoroughly.

......'

"..

C.APTAI
JA
IES WYLIE.

The forn1er rose to be the conulloclore of the fleet.
On retiring froln the comluand of the Pct'i'isian, the
citizens of l\Iontreal honoured him ,yith a banquet and
an address, congratulating hiln on his remarkably
successful career. H ugh retired froln the COlnmal1d

THE ST. LA JVRE
YCE ROUTE.

21

of the Pulynesi,tn shortly after a ::;erious accident
that befell his ship on the river, through the careless.
ness of his pilot. Janles ,vas noted for his caution,
of \vhich a ROlne,vhat hUl110rOUS illufo;tration 'vas given
one dark night \vhen the Pa?
isian ,vas speeding
do,vn the Gulf of St. La\vrence. SOlne of us ,vere
still pacing the deck, though it ,vas near nlidnight,
,vhen
uddenly the engine stopped. To the uninitiated
there i
nothing Inore alannillg than that; but at this
hour Inost of the passengers ,vere fast asleep. There
follo\ved a fe\v u1Ïnutes of profound silence. The sea,
until no,v as black aB ink, had all at once becolne
\vhite an(l glifo;tering. Had "
e run into a field of
ice? To the captain, ,vho ,yas at his post on the
bri<1ge , and to the douLle look-out on the forecastle it
Blust have had that appearance; but it proved to be
only schools of herring or Inackerel disporting theln-
selves on the surface of the ,yater, causing a brilliant
phosphorescent iUull1Ïnation of the sea. It spread
over a large surface an( I had nIl the appearance of
field ice, precisely \vhere such danger is to be appre-
hended. The ship saile( I on: but none of us dared
to ask then, nor next tnorning, ,vhy she had stopped.
Frederick Archer, Lieut. R.X.R., successively in
cOllllnand uf the St. A nd1'e1.v, the ]J;[anitoban, anù the
.JJ oravian, ,yas Blade of sterner stuff than the average
sea-captain. It required more than one voyage to
beCOlllf' aC(luainted \\Tith hÜu, but once in his good
graces the passenger "Tas all right. He ,vas the
strictest JiHciplin<\,riall of the \vhole staff. Regularly
as on a llHìll-of-"rar, hi
sailors luarched into the

214 HISTORY OF STEAltI ]{A VIGATIO.;..V.

saloon on Sunday lnornings in their best rigs to attend
divine service. In the absence of a clergYlnan none
coulJ use the Book of Prayer n10re effectively than
Capt. Archer. He died at sea in the prilne of life.
'Yillianl H. Sn1Ïth, Lieut. R..
.R,., son of late
COllllnander John S. Sulith, R.X.-one of the last
surviving officers of the battle of Trafalgar-,yas
born at Prospect House, Broadstairs, Kent, EnglanJ,
in 18:
8. He seryed as lllidshipinan on boa.rd the
Calc1.äta in the AURtralian trade: enterecl the Allan
service during the progress of the Crilnean ,var, and
'vas present at sc,yeral of the engflgelnents bet,veen
the Russians and the allied forces: ,vent to (Jde:-;sa.
,yith the allied fleets, tUHl 'vas serving on boartl the
Indian ,vlwn slip l'pcei,yed sealed orders to proceed to
l{inhurn antI lay lnlo'yR for the iron-clads wh:ch
bOln bardcd and ùestroyc( I the forts. Captain Sn\ith's
first COH\nHlnJ in the AlIan service 'vas the Hteanler
St. Geo.rge; sul )sequently he was lllastcr of the II iber-
nitfn, CiTC(U:58ir'll, ]>eravion, 801yli''1tfn and the
jJoriBÙIU. He succcptled Captain JanlCs 'Yylie as
COllllnodore of the flc(.t, and heltl that position for
several Yt'ars. until IH
l'esigned to accept the office
of Chairlnan of the Boanl of Exan1Ïncrs of
IH,sterB
and l\Iates: COllllllissioner for enquiring into ,yrecks,
and one of the nautical aJ. visers of the GovernUlent.
This office he still holds ,vith headquarters in Halifax,
N .S. Capt. Sluith .was ahvays very popular ,vith the
travelling- conullunity. On leaving the service he
,vas presented ,vith a valuable
et of plate.
Alexander AirJ, previous to joining the Allan

THE ST. LA JVRE}.."'CE ROUTE.

215

Line, had been in eOffilnand of the John Bell and
United ]( ingdorrL of the A nehor Line. His first
eOInmand in the Allan Line ,vas the St. George in
18ü4. SuLsequently, he ,yas captain of the St. David,
.1Yova Scotian, ...Yestorian, Scandinavian, and, finally,

\--''''

to-

,.

CAPT.\.IS ALEX. AIRD.

of the So f1JUltiun. Of the last-IlHJuc(l Hhip he \vas
very pruu(], antl it 'ntH a feather in his cap that he
brought out the l\Iarquis of Lorne and Princess
Louise in 1878, receiving froIl) theul a handsoIne
recognition of his efforts to secure their eorufort.

216 HISTORY OF
T}LL11 ..VA VIOATIO...Y.

Owing to iU1paire(l health "he retired froIll the sea
SOUle years pre\Tious to his cleath, \vhich took place
in 1892.
Robert Brovnl, or the Polyncsi(t'n, "the rolling
Polly," as she used to be called, \vas the beau ideal of

CAPTAIN RITCHIE.

a fine old English gentlelllan, than \y h01l1 none coulll
more gracefully discharge the honours of the taLle.
He ha(l 11lany encounters \vith field ice off the coast
of K e\vfoundland, but Ly tlint of his caution, skill
and patience, he invariably caIne out scatheles&,

THE ST. L
l WRE.J..YCE ROUTE.

217

though not unfrequently locked up in the Ice for
weeks at a time.
'Villiam Richardson, of the Nova, Scoticftn and the
Stu'diniaJ1., ,yho died not long ago, ,vas an easy-going,
kindly-disposed nlan, and a general favourite.
eil

Iaclean, of the thirtl Canadian, \vas a Inan of fine
presence and good address. Captain Joseph Ritchie,
,yho retired froln the cOl1llnand of the Parr'isian in
1895, though not to be callell an old IHan, had spent
forty-four years at sea. He ,vas captain of the
]Jeruvian in 1882, ,,,hen the tw.enty-five-foot channel
through Lake St. Peter ,vas inaugurated; and again
in 188R, in the Sorcliniun, he ,vas the first to test the
increased depth to tw'enty-sevén and a half feet.
Ritchie's "Thole career ,yas a rnost successful one. On
retiring frolH the service he ,vas presented ,yith a
very handsolnely engrossed atldress and a valuable
service of sil \Ter plate by his l\Iontreal friends.
Joseph E. Dutton, Lest knO'Yll as the captain of the
SU'j"diniun, ,vas a relnarka ble IHan, and frequent
voyages ,vith hilll led Ine to know hiln better than
SOlne of the others. " Holy Joe," as he "Tas falniliarly
called, ,vas an excellent sailor, but had to contend
,vith a good many difficulties. At one time his ship
lost her rudder in n1Ïd-ocean; at another tin1e she
lost her screw. Once she caught tire in Loch Foyle
frolll an explosion of coal gas, and hacl to be scuttled.
Dutton ,vas a clever, ,vell-reall Inan, and a born
preacher. \Vhen he h[l.(l on boartl sonle eighteen
clergymen going to the llléeting of the Presbyterian
Council at Belfa

, he CLuue into the saloon on a

218 HISTORY OF STEA.L
J .NA VIGA TIDY.

Saturday evening, antI coolly announced that if they
had no objections he ,vould conduct the Sunday
service hÏInself. And preach he did. He had the
,vhole Bible at hiR finger-ends. I recall at least one
voyage "Then he personally conducteå three religious

t'

,\

C.APTAI
JO:-;EPH E. Dl'TTO
.

services daily-one at 10 o'clock a.ln., for the steer-
age passengers; one atl4 p.lll., in the chart-roorn, antI
one at 7 p.n)., in the forecastle, for his sailors. As to
creed, he ha.l drifted a,yay froln his early Inoorings,
and adlnittedly had difficulty in finding secure

THE ST. LA JrRE
"'CE ROUTE.

219

anchorage. He had, so to speak, boxed the ecclesias-
tical co III pass. He had been a l\Iethodist, a Baptist, a
Plynlouth Brother, but ,vith none of them did he
long relnain in fello,yship. Finally, he pinned his
faith to the tenets of " conditional Ï1nmortality," argu-
ing ,vith great ingenuity and earnestness that eternal
life is the exclusive portion of the righteous, and
annihilation that of the "Ticked. One of Captain
Dutton's last public appearances in
lontreal ,vas on
a Saùhath evening, in the Olivet Baptist church, ,yhen
he Laptized seven of his sailors by imlllersiol1 in the
presence of a cro\vdeJ asselÜ blage. He "ras a sq uare-
built, po\verful Christian. The ,yay he collared
these men and submerged thenl ,vas a caution. He
gave each of thenl in turn such a drenching as they
,vi11 renlernber for a long time, and all with the
greatest reverence; nor did he let thelì1 go until he
recei ved frOllJ each a solellln assurance that he
,,"ould be a faithful follo\ver of Christ to his life's
end. Not long after this, Captain Dutton had an
attack of Bright's disease, ,,,,hich ùrought hiln to an
early grave. Hp ,vas buried in
Iount Royal celne-
tery, ,,,here the nlonument, "erected by a fe,v of his
friends," bears the inscription:
"Comnloùore A llan Line. Lieut. R. N. Reserve.
In Ineulory of . Captain Joseph E. Dutton, late of the
R. 1\1. SS. SU1Yliniun. Born at IIarrington, England,
Fehruary 8th, 182t;. Diell at 1\Iontreal, July 6th,
1
84, aged .,6 years.
" , :K ow are we the sons of God, and it <loth not yet appear
what. we Rhall he; hut we know that when he shall appear we
shall he like hilll. '-1 J 01111 iii. 2."

220 HISTORY OF STE.JlII NA VIGA TIO...V.

There ,vas a tilne ,vhen profane s,vearing used to
be indulged in freely. by sea-captains and their subor-
dinates. Happily the custom is going out of fashion,
though no\v and then a representative fronl the old
school Inay still be found. Captain Dutton was
never addicted to s,vearing, though his tenIper ,vas
tried often enough. On arriving at Rimouski in
1879, after nlaking the fastest voyage to the St.
La\vrence then on record, the ß(trdinian had to lie at
anchor for t \-vo nlortal hours before he could get his
Inails ]anded. One hour it took the tender to get up
steam, and another hour to get alongside the ship,
o\ving to a strong easterJy breeze, ,vhich brought up a
lop of a sea. All this lost time Dutton rapidly paced
the bridge to and fro ,vith evident impatience. At
length, ,,
hen the tender ,vas Inade fast, he came down
and mingled ,vith the crow.ù on deck, on the keen
lookout for letters and nc'wspapers, ,,
hen one said to
hinl, jokingly, "\Vhy did you not svtear at the cap-
tain of that tender?" " Oh," said he, \vith a pleasant
smile, "he is only a farnIer." The provocation had
been great, but the controlling principle ,vas greater
and highly creditable to Dutton.
Apropos to the subject of swearing ,vas the story
told by a fello\v - passenger-a deacon in the late Prof.
S\ving's congregation in Chicago. Dr. S\ving had
,vithdrawn fron1 the Pre
byterian Church, but con-
tinued to preach in a public hall or theatre, dra\ving
inunense cro,,
ds to hear hÏ1n. Swing 'vas a sensa-
tional preacher, ,vho could extort tears or sll1iles from
his hearers at "Till, and not unfrequently his random

THE ST. L
l JVRE...VCE ROUTH.

221

shots hit the Illark. On one occasion, the deacon
informed us, he overheard the rClnark made by one
of Chicago's fastest young n1cn to a comrade as they
were leaving the place of worship after listening to a
scathing discourse on the besetting sins of young
Inen, s,yearing included: "Say, Jim, I'll be d-d
if that is not the kin(l of preaching that suits Ine."
This is a hard story, scarcely credible, but it ,vas told
in sober earnest anll in a tone that indicated that in
the speaker's judglnent an arrow' hall pierced the
young man's heart, and that the shocking expression
just quoted ,vas, after all, neither nlore nor less than
his peculiar ,vay of elnphasizing the fact that he ,vas
stricken.

THE DO
lI
IO
LINE.

This linp began in 1870 ,,,hen a nUIllLer of Iner-
chants, engaged in the New Orleans and Liverpool
tralle, forrne(l \\That they styled the "l\lississippi and
])oll1Ïnion Steallll-)hip COlnpany, Lilnited," unller the
lnanagelnent of 1\lessrs. Flinn, l\lain and l\loutgomery,
of Liverpool, the agents in .:\Iontreal being .:\1essrs.
D. Torrance M Co., of ,vhich .1\11'. John Torrance has
been for a nUlnbcr of years the senior partner. Their
boats ,,,ere to run to N e\\T Orleans in the w"inter and
to
lontreal in SUUUBer. Their first ships ,vere the
St. Louis, Vick8bL
rg and Jlerr
phis. In 1871 they
addell the J.Jlississippi anll Texc(;s of 2,822 tons. The
Orleans route ,va

oon abancloned and the Dou1Ïnion
Line, then so calle(l, confillcll its trade to Canada,
having Portland for its tern1Ïnal w"inter port. Gradu-

222 HISTORY OF STEAM NA VIGATIOJ.V.

ally increasing the size and speed of their steamers
they entered into a lively competition for f\, share of
the passenger traffic, and soon becaine forntidable
rivals of the Allan Line, and for a number of years
shared "Tith theni in the Government aJ}o\vance for
carrying the Royal mails.
In 1874 they had built for theill at Dlunbarton the
Dominion and Ontul'io, each 3,000 tons; in 1879 the
111onfrea.l, TU1'>onto and Olla1Æ
r(, of still larger din1en-
sions, ,vere addeù. They next bought the City of
Dublin and City of Brooldyn froin the Inlnan Line,
and renamed theln the Q uelJec and Bl'>ooldyn. In
1t)82 and 188:3 they built the Sarnia and the Oregon,
fine boats of about 3,700 tons each, ,vith increased
po,ver and n1id-ship saloons. In 188-1
leRsrs. Connal
& Co., Glasgo\v, built for them the Vancouver, a very
fine ship of 5,149 tons, having a speed of fourteen
knots and excellent accollllllodation for passengers.
Although she has had several Ininor accidents she
has been, on the 'v hole, a successful and popular ship.
The nlost seriouR rnisfortune that befell her ,vas in
November, 1890, on her voyage to Quebec, ,vhen she
encountered a furious hurricane in Inid-ocean. Cap-
tain LindaU, ,vho had been constantly on the bridge
for a long tiIne, ,vent to his chart-rooin to snatch a fe\v
Ininutes rest, leaving the first officer on the bridge.
All of a sudden the ship \vas thro\vn on her LeaIH
ends by a trelnendous \vave "Thich cOlnpletely \vrecked
the bridge f\,nd s\vept the chart-roon1, ,vith the
captain in it, into the sea. The quarter-Illaster at the
,vheel ,vas also \vashed overLoard, and both he and

THE ST. LA JVRB..YCE ROU1'E. 223

Captain LindaU w"ere dro,vned. The first officer, ::\lr.
vValsh, 'v ho had a miraculous escape, took charge of
the battered ship and brought her to Quebec, ,vhere
deep regret ,vas expressed for the sad tleath of

C.\PTAIX LI
J).\L( .

Lindall, ,vho ,vas a general favourite and as good a
sailor as ever stood on the bridge.
The Labrador, 4,737 tons, launched from the fanlous
shipyar<l of Harlanll &- \Yole: Rc1faHt, in 1891, has
also been a successful anù popular ship. She COln-

22+ HISTORY OF STEA.J.ll .LVA VIGA TIO
".

bines in her construction a nUlll bel' of the latest
ilnproveJuents, and has attained a high rate of speed,
w.ith large cargo capacity and a ffiQderate consumption
of fuel. Until the arri\TaJ of the CaYl(ula, in October,
1896, the Labrador held the record for the fastest
voyage froIn }Ioville to Rilllouski-6 days, 8 hours.
In August, 1895, she lnade the voyage fronl land to
land in 4 days, 16 hours. In l\Iay, 1894-, she averagell
365 knots a day, e(!ual to fifteen knots an hour, her
best day's run being ð75 knots, ,y hich ,yas regarded
as great ,york considering the slnnJl aillount of fuel
consuuled. In DeceJl1 bel" of that year she luade the
run frolll l\Ioville to Halifax in 6 tlays, 12 hours.
Up to this point, ho,yever, the business ability an(l
enterprise of the Don1Ïnion Conlpany had not been
re\vartled w.ith financial success. For years they hatl
to contend ,vith the general depression of trade, the
keen COlll petition of other lines, and ruinous rates of
freight. In the autulnn of 1
9
the lnanagers re-
signed, and the entire fleet of vessels \vas sold to

lessrs. Richards,
) ills & Co., of Livcrpool, at a great
sacrificc. The
lontreal agency reillains as heretofore
,vith
lessrs. D. Torrance & Co., and under the new
111anagelnent the line Sef'll1S to have entere(l upon a
career of prosperity.
The casualties on the St. I....a\yrence route to steamers
of this line have been nUlnerous, but with a cOIn para-
tively slllall loss of life. The foundering of the
TTiclcsburg, frolll collision \yith ice, ill 1875, ,vas the
most disabtrous, involving the loss of forty-seven lives
of passengers and cre\v-illcluding the captain-and

THE ST. LA JVRE
YCE ROUTE.

225

a large llurnber of cattle. The OtÜtw(t ,vent ashore
about fifty 111Ïles belo,y Quel)ec in 18t:)D and becarl1e a
total ,vreck. The Idaho was ,yrecked on Anticosti
in 1890; the JJlontreul, on the island of Belle Isle in
1889. The Texas went ashore on Cape Race in a fog
and becalue a total ,vreck. In September, 1895, the
JJlffriposa, a beautiful t,vin-scre,v chartered steamer
of ;j,OOO tons, ,va::; stranlled at Point Amour in the
Straits of Belle Isle an(l bcc
ul1e a total ,vreck, but
the passengers and cre,v ,vere all saved.
It very soon becalne apparent that the ne,v lnan-
agelnent of the Don1Ïnion Line "Tas bent on a ne,y
departure. They lost no titHe in discarding the
slualler boats and replacing thenl ,vith large and
po,verful freight steanlers having also limited aCCOln-
111odation for passengers. Of this type ,vere the
A nglonlan* and the Scotsman. The latter is a fine
t,yin-screw Hhip of colossal strength, (),040 tOllS
register, ,vith a carrying capacity of froIll 9,000 to
10,000 tons of cargo, and an average speed at sea of
t,velve to thirteen knots. In Septelnber, 189.), in
addition to a large general cargo, the Scotsnlon left
lUontreal ,vith the largest shiplnent of li\
e stock that
ever left this port, consisting of 1,050 head of cattle,
2,000 sheep, and 47 horses, all of ,vhich were landed
safely in Liverpool. But thß latest addition to the
fleet is in advance of the Scotsman. The C(t/
ada,

* The Anylo1flan was wreékecl on the Skerries, in the Irish Sea,
in FeLruary, 1897. The crew were rescuecl, hut the ship, with her
\
aluahle cargo amI a large Hum her of cJ.ttle, hecame a total los
,
though full)' COycl'cci hy insurance.

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THE ST. LA JVRE
VCE ROUTE.

227

\vhich sailed on her first voyage fronl Liverpool on
October 1st, 1896, is a type of ocean steamer ne\v to
the St. La\vrence, and is designed to nleet present
requirements by cOlubining in one vessel the essential

CAl'L\IN
L\OACL.\Y, of

. "CA
.-\D_\."

features uf a fir:-;t-class passenger ship \vith so large
a freight-carrying capacity as to Blake her practi-
cally illdcpen(lent of snl)si(lics. The OarUtdfl is a
twin-scrc\v stealner f) I.") feet 1011g, 38 feet Lean}, and
1:>

228 HISTORY OF STEAJl NA VIGA TIO}t.

35 feet 6 inches Inoulded depth. Her gross tonnage
is about 9,000 tons. Her triple expansion engines are
calculated to develop 7,000 horse-power \vith a steaul
boiler pressure of 175 pounds. Her staterooms are
perhaps the finest feature of the ship-equal to any
ou the ocean ferry. Her nuáden voyage was a
torlny
one, but it easily surpassed all previous records froln
Liverpool to Quebec. On her second trip she left
Liverpool at :) p til. on Oct.ober 29th, and reached
RÏ1nouski on K ovel11ber 4th, at 11.40 p.m., thus
lnaking the voyaKe in 6 days, 11 hours and 40
minutes, and to Quebec in () days, 23 hours,
o
lninutes. Her average speed on this voyage \vas
about 16 knots an hour, and her best day's run, 416
knots, equal to 17! knots an hour.
At a luncheon g-iven on board the Canada to lead-
ing nlembers of the Dominion Government, Mr.
Torrance saill that the Don1inion Line had been sold
out to a COll1pany COlllposed of nlen of tremendous
energy and enterprise, with any arnount of money at
their backs, and, after looking at the lnatter in all it:;;
bearings, they (lecided that the tinle had COlne for a
for\vard lllovement. They deterIllined to build the
largest Rteamer they could for the St. La\vrence
trade. The Carnadn \vas contracted for by
lessrs.
Harland and 'V olff, Belfast, as a sixteen -knot ship,
and on her trial trip nlade seventeen and a half
knots. He believed that she ,vould average sixteen
knots at sea, that she would reach Rililouski in six
and a half days from Liverpool, and deli vel' her nlails
at the 1vlontreal post-office within seven days. If

THE ST. LA JVRE

CE ROUTE.

229

that expectation conles to be realized, as it is most
likely to Le, the argulllents in favour of a fast mail
service bet\veen Canada and Britain \vill be nlaterially
strengthened.
Ir. Torrance added that the C'tnada
was huilt to carry 7,000 tonH of cargo, that if Hhe hatl
a speed of seventeen knots she \Youl(lonly carry 4,000
tuns of cargo; if eighteen knots, Hhe \voul(1 carry Lut
3,000 tons, and that \vith a speed of t\venty knots it
\yould not be safe to calculate on her capacity for
lnore than 1,000 tonH of freight; "in short, that the
t\venty-knot ship Blust be, virtually, a passenger ship,
and ,veIl subsielizeel." The Canac1ian GoVerIllllent
has not been slo\v to back up privat3 enterprise of
this nature in the past, and ,viII dou lJtless continue
to do so in the future. For reasons not Blade public
the C(/n(/r/a \vas ,vithcJra\vn froIn the St. L::ìwTencè
service and placed on the route frolH Boston anc1
Liverpool, ,,,here she has been so successful that
another vessel of the saIne class is being built for
that route. In the JneantiIne other large vessels have
been put on the St. La\vrence route, the latest
fi(I,litiun to the fleet being the New Engl(fnd, having
a tonnage of nearly 11,üOO tons, fine accollllllodation
for a large nUlnber uf passengers, anel rOOI}} for an
enonnous cargo.

THE BEAYER LINE.

This iH an out-and-out Canadian enterprise, dating
fronl 1867, under the nanle of the "Canadn, Shipping
COlnpany, LiInited," \vhen several }lontreal capital-
ists, among \VhOUl \vere the late 'VillÜull l\lurray and

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UoYAL )IAIL
S. "LAI
E OXT.-\RlO," BEAYEH LIXE.

THE ST. LA JVRENCE ROUTE.

231

Alexander Buntin,
Iessrs. Alexander Urquhart, John
and Hugh
Iaclennan and others, COlnbined to origi-
nate a line of iron fast-sailing ships to trade bet\veen
l\Iontreal and Liverpool. Having adopted for its dis-
tinguishing flag the ern Lleln 0 f the Canadian beaver,
the cornpany soon came to Le popularly kno\vn as
the Beaver Line, a line \vhich, though not remunera-
ti ve to its originators and
tockholders, is \vorthy of
honourable lnention as having contributed in nlany
\vays to the interests of Canadian trade and com-
Inerce. The cOlnpany cOlnmenced \vith a very fine
fleet of five Clyde-built iron ships of from 900 to
1,274 tons each. These were the LaJ'e Untario, the
Lake Et'ie, the Lalce M'ichigal1, the Lal
e HU1'on anll
the Lnke Superior. The ships "vere in thernselves all
that could be desired. They were beautiful to look
at, and Inade s,vift voyages, but there \vas a neces-
sary eleluent of success ,vanting. They llid not pay.
In fact, they began their short-lived career at the
tilue ,vhen the days of sailing ships ,vere rapillly
dra,ving to a close. The ilnportant question of stealll
versus sails had been settled. The Canada Shipping
Cornpany l11USt therefore retire froln the business
alto
ether or avail thelllselv'es of the advantages of
steau1 puwer. They decided upon luaking the experi-
IllPut, anI I gave orders for the builtlillg of steaul
vcssels to supersede the sailing ships. In the nlcan-
tilllP the Lake J.ll ichi[J(( n \vas lost at sea \vith all on
boaI'll, a( Iding another to those rnysterious llisappear-
ances, of \v hich there have been so lllftny instances-
gallant ships and noble sailors setting out on their

232 HISTORY OF S1'EAlrI ...YA VIGA TION.

voyage buoyant \vith hope, reporting themselves at
the last Rignal station as "all \vell," but never to be
heard of any more.
The Lc[ke Illo'on \vas \\Tecked on Anticosti. The
year 1875 sa\v the first steamers of the Beaver Line
afloat. They \vere the Lak'e Champlain, Lake ßle-
g{fntic and Luke ]{epigon, Rnug little shipH of about
2,200 tons each, such as \voulJ pass nO\\Tadays
for cruising stealll yachts, but Jlluch too sn1all for
cargo ships on the Atlantic, to say nothing of the
passenger business. The Lalce 11lanitoba and Lal.'e
Winnipeg, of larger size and higher speed, \vere
added in 1870, follo\ved by the La]l'te H'uron and
the Lcdce SuperioJ'. The last-nailled is a fine ship of
4,5ö2 tons l and credited \vith thirteen knots an hour.
It \vas not long before three of the steaJners can1e to
grief. The LuJ.;e 1!rJegc[ntic \vas \vrecked on Anticosti
in July, 187t); the Lol\;e lJfunitoba, on St. Pierre
Island, in the Gulf of St. IJa\vrence, in June, 18H5;
the L(Ûce Chumpluin, stranded on the north coast of
Ireland in June, 1886. To keep up the \veekly line,
the Lalce Ontario, built at Sunderland in 1887, was
purchased at a cost of nearly
300,000. She is a
vessel of ahout 4,500 tons, ."rith midship saloon,
triple expansion engines, and a lnaxinnlnl speed of
thirteen knots. She is an excellent sea boat, \vith
good accoll1modation for one hundred cabin pa
sen-
gel's. The ships of this line all carry live cattle,
sheep and horses, for \vhich they are \vell adaptec1.
The Beaver Line led the \vay to\vards the rec.luction
of transatlantic cabin passage rates on the St.

fPHE ST. L
l JVRE
YCE HOUTE.

233

La\vrence route. It al
o introduced the custom of
embarking and landing passengers at l\Iontreal
instead of Quebec as fonnerly. Unfortunately the
line had not been a success financially. In the
winter of 1895 the boats ,vere all tied up, the com-

1

CAPTAI
HOWARD CAMPBELL.

pany went into liquidation, and the entire fleet ,vas
sold at a nOluillal price to the bondholders. During
the following "Tinter, ho,yever, the ships of this line
Inaintaineù a \veekly service frolll Liverpool to St.
John, N.B., receiving frolH the Canadian Governn1ent

234 HISTORY OF STEAJI ....VA VIGA TIO
V.

a subsidy of
25,000, and in 1897 the Beaver Line
was a,varded the contract for carrying the Canadian
n1ails, to be landed at Halifax in the ,vinter n10nths.
The annual subsidy for this service is understood to be
SI46,OOO. This arrangenlent, ho\vever, is necessarily
of a temporary nature, pending the development of
the long-expected" fast service." In the meantime
the Beaver Line has added to its fleet the fine
SS. Gallia, of the Cunard Line, and the Tonga'ì'i'J'o,
of 4,163 tons, fOrlnerly belonging to the Ne,v Zea-
land Shipping COlHpany. The service has thus far
been satisfactory.
Captain Howard CalnpLell, of the SS. Lu]ce Ont(Il'io,
died very suddenly on Sunday morning, April 3rd,
1898. The second day out froBI Halifax to\\,rards
Liverpool, he ,vent on the bridge, sextant in hand,
intending to take an observation. \Yhile in the
act of doing so he fell into the arn1S of a quarter-
rnaster and died instantly. Captain Canlpbell had
been long connected \vith the Beaver Line. He ,vas
widely kno,yn as a skilful n1ariner and a genial and
accolllplished Ulan. He ,vas born at St. Andrews,
N.B., and ,vas fifty-four years of age.

There are a n urn bel' of other lines of steaJllshi ps
plying regularly fronl l\Iontreal in sunllner and frolll
different Atlantic ports in ,,,inter. They are chietly
cargo and cattle ships, with linlÏted accoIDlnodation
for passengers. Alnong these are. the Donaldson
Line, \vith five Rhips of fro III 2,000 to 4,272 tons,
giving a ,veekly service to Glasgow and Bristol; the

THE ST. LA JrRE

CE ROUTE.

235

Thomson Line, \vith seven ships to London, X e,,-r-
castle and Antw"erp. The Johnston Line has regular
sailings to Liverpool. The Ulster Steall1ship Com-
pany, or "Head Line," has five ships running to
Belfast and Dublin fortnightly. The Elder, Delnpster
Line has a fleet of sixteen large freight steamers,
ranging from 4,500 to 12,000 tons each. Sonie of
them are fitted \vith cold storage, and all of thenl
have the 1110clern iinprovelllents for carrying live
stock and grain; th
y maintain a regular \veekly
ser\-ice to London and to Bristol.* The Hansa St.
La\vrence Line plies to Haluburg and Ant\verp; the
Furness Line to Ant\yerp and Dunkirk, and also to
l\Ianchester.t The Quebec Stean1ship C01l1pany has
regular cOlllmunication \vith Pictou,
.S., by the fine
upper saloon steamship Campana, of 1,700 tons.
The Black DialnoncI Line has five ships of from 1,500
to 2,500 tons each, plying regularly in the coal trade
fr0l11 l\Iontreal to Syùney, Cape Breton, Charlotte-
to,vn, P. E.!., and N e\vfoundland.
* The SS. J[emphis, of the African Steam
hip Company, hut
employed by the Elder, Del11p
ter Line, went ashore on the west
coast of lrelanrl in a fog in Novemher, IHDG, and became a total
wreck. Ten of the crew were drowned and 350 head of cattle.
t The ,l\Ianchester Rhip canal is 3.3 miles long, 120 feet hottom
width, and 26 feet in (lepth. The clocks at
I:),nchestcr cover 10-1
acres and haye fh-e miles of quays. It was estimated to cost
;(10,000,000 sterling, but cost oyer f:1.3,OOO,OOO before it \\-as
completed. Arrangemcnts are in progress hya l\lanchester syzHli-
cate for the cRtablishment of a weekly line of steamships of 8,:)00
tons capacity, to be provided with cold I:;torage amI the mo:st
approved e(Juipmcnts for carrying Ii"e stock. The Lest modern
appliances for loa(ling and discharging cargo, gnlin ele,oators being
included, are among the attractions which enterprising )Ianchester
presents to the shipping trade of Canada.

236 HI81'ORY OF 81'E.AJj N.A VIOA TIO
"t.

The export trade in live stock, which COlTIlnenced
here in 1874 ,vith only 455 head of cattle, has now
assulned large proportions. In 1897 there ,vere
shipped froln l\tlontreal 119,188 head of cattle, 12,179
horses and 6ö,319 sheep, valued in all at about
$8,700,750. The cattle w"ere valued at
60 a head, the
horses at $100, and the sheep at $5.00 each. The
ocean freight on cattle \vas
10 per head, and on
sheep 81.00 each. *

CANADIAN F.\ST ATLA
TIC SERYICE.

Ever since the c0l11pletion of the Canadian Pacific
Raihvay in 1885, the idea of instituting a fast service
bet\veen Great Britain and the St. La\vrence has been
regarded \vith yearly increasing favour. N O\V it is
regarded as a necessary link in the chain that binds
the colony to the )Iother Land, and indispensable if
this route is to becolne Britain's highway to the East.
As early as IH87 the Canadian Governnlent ad ver-
tised for tenders for a line of Atlantic nlail stealners
to have an average speeel of 20 knots an hour, coupled
\vith the condition that they should touch at SOllle
French port. The Allans, \vho at that tÏIne deemed
a 20-knot service unsuited to the St. La"-'-rence route,
offered to supply a "reckly seryice with a guaranteed
average speed of 17 knots, for an annual subsidy of
$500,000 on a ten years' contract. That offer \vas
declined. About the same tilHe the English firm of

* " )lontreal Board of Trade Report, 1897," pp. 52, 88.

THE 8T. LA JVRE:ÇCE ROU'ltE. 237

Anderson, Anderson & Co. offered to provitle a line of
vessels" capable of running 20 knots" for the saIne
sub:::ådy. This dubious offer ,,"as accepted pro'Ti
ion-
ally by the Canadian Government, but it ,yas eventu-
ally fallen from. T,,",'O years later another abortive
attenlpt ,vas lnade, ,vhen the Governn1ent of the day
voted
750,000 as an annual subsidy for a 20-knot
service; but nothing resulteù. In 189
.1\11". J aines
Huddart, of Syùney, N.S. \V. (the contractor for the
Vancouver-Australian Line of stealllers), entered into
an agreelnent w'ith the DOlllinion Governlnent for a
weekly 20- knot service for said al110unt of 'iÆ750,000
per annurn. For rea
öns that need not be explained,
this proposal also fell through. In 1896 the Allans
,vere said to have tendered for a 20-knot service on
the basis of a subsidy of $1,12."5,000, but the offÈn"
"Tas declined o\ving to SOUle inforrnalities.
In vie,v of so 111any failures it is scarcely safe to
affirnl that the fast service iR no\y assured. In l,Iay,
1897, ho\vever, it ,vas officially announced by the
Canadian Governlnent that a contract had been
entereù into, ,vith the approval of the British Gov-
ernUlent, "Thereby l\Ie
srs. Peterson, Tate & Co., of
N e,vcastle-upon- Tyne, agreed to furnish a ,veekly
service ,vith a guaranteed speeJ of at least 500 knots
a day. The contractors are to pro,Tiùe four steamers
of not less than 520 feet in length, ,vith a draft of
,vater not exceeding 25 feet 6 inches. The bhips are
to be not less than 10,000 tons register, fitted to carry
frolll 1,500 to 2,000 tons of cargo, with suitable cold
storage accommoùation for at least 500 tons. They

238 HISTORY OF STEAltI ....VA VIGA TIO
S.

are to be equal in all respects to the Lest Atlantic

teamships afloat, such as the Ca?npaniu and Lncuniu,
\vith accon11110dation for not less than 300 first-class,
200 second-class and 800 steerage passengers. The
annual subsidy is to be 'ij750,000, ,y hereof the Cana-
dian Governn1ent is to pay $500,000 and the British
Governlllent
250,000. The steatllers are not to call
at any foreign port, an<.l the con1pany is forbidden to
accept a subsidy frotH any foreign country. The luails
are to be carried free. The terlnini of the line \vill
be Liverpool and Quebec during SU111mer, the ships
proceeding to
Iontreal if and \"hen the navigation
pennits. In w'inter the Canadian tenninus \vill be
Halifax or St. John,
.B., at the option of the con-
tractors, \vho are to provide a 22-knot tender of the
torpedo type to Ineet each stealner on her approach
to the Canadian coast \vhen required, and pilot her
to her destination. The contractors lllust clcpm:át
.f:lO,OOO in cash, and a guarantee of .f:lO,OOO a<.ldi-
tion
l, ,,-ith the .l\linister of Finance of Canada as

ecurity that the contract \vill be faithfully carried
into effect.
T"Telve months having passed since the signing of
the contract, \vithout any sub
tantial progress having
been lllacle to\vards its fulfilnlent, a ne"r agreement
\vas entered into in April last \vhereby the Govern-
Inent granted ::\lessrs. Peterson and Tate an extension
of tilne, and introduced several illlportant changes
into the contract. Un<.ler the ne\v arrangelnent the
contractors \vere required to have a stearnship conl-
pany incorporated by l\lay 30th, 1898, \vith a sub-

THE ST. LA JVRE
tCE ROUTE.

239

stantial capital of $G,250,000, to have contracts signed
,vith ship-builders at that date for four steamships,
and to have tw'o of thenl actuaHy under construction.
rr-"he 1st of l\Iay, 1900, ,vas nailled as the tin1e ,,,,hen
thp four ste
uners are to be ready to go on the route
and conllllence a regular ,veekly service. The pre-
liIninary conditions attached to the contract appear
to have been cOlnplied ,vith, and a cOlllpany has been
incorporated under the name of the "Canadian Royal
l\lail Steall1ship COlnpany, LiInited;" hut grave fears
are entertained that the necessary funds lllay not be
fortheon1Ïng, ant I that the lung-expeeted fast
ervice
Inay be indefinitely delayed.

ir Sandford FleIning, who has rnade a study of
thiH subject, antI published his opinions respecting it
in a series of paluphlets, i
not sanguine as to the
succe
s of the undertaking. "The conditions ilnposed
by nature," he says, "are un favourable for rapid
transit by the
t. La\vrence route, and any attenlpts
to establish 011 this route a line of fast transatlantic
stc
unships to ri val those running to antI froIll N e,y
\T ork \vould re:-;ult in (IisappointInent." In the event of
such a service being instituted, Sir San( IfonI aSSlunes
that it ,vould be ahnost exclusively for the use of
passengers, and suggests that the route should be
fro In Loch !{yë:Ln, on the \Vigtonshire coast of Scot-
laud, to North Sydney, in Capp Breton. The distance
bct,veen these points being only 2,160 knots, the
voyage rnight Le Inade in 4
days, ,vhile :
O hours
U10re ,voldd land rnails and passengers in
lo11trcal
by railw'ay. In this ,yay the average tiIlle froln

240 [IIST0RY OF STEA JI ....YA rIGA TIO

.

London to l\Iontreul \yould be reduced to 6 (lays
and 6 hours-36 hours less than the tiIne usually
occupied bet\veen l\Iontreal and London
'ia K e\y
York all<l Queensto\vn.
" In connection \yith the ocean service there n1ight
also be a line of fè:Lst light-draught stealners to run to
and fron1
lontreal to Sydney and the Gulf ports. In
this \yay the people of the )[aritillle Provinces, includ-
ing N e\vfoundland, \vould share in the benefits to be
derived froln the fast ocean servicp equally ,,-.-ith
those of Queb --'C and Ontario." Sir Sandford's i(lea is
to have the fastest ocean ship on the shortest ocean
pas
age, and by alllHeans to a voitl the Straits of Belle
Isle, "the sa\-ing of a fe\v hours being insufficient
to counterpoise the trelnen(lous risks to \vhich fast
passenger stealllships, in navigating the Belle Isle
route, \vould so seriously and frequently be exposed."
It is clailned that if this plan \vere adopted three
ocean stealners \vould Huffice instead or four. Refer-
ence to the accolllpanying sketch-Inap, sho\ving the
rehLtive positions of Sydney, S e\yfoullclland, and the
Straits of Belle Isle, \vith the existing lines of rail-
\yay, \vill help to lllake Sir Sandford's proposal clear.
Alnong other proposals, è:Ln English syndicate re-
cently offered to furnish ët 24-knot service Let\veen
l\lilford-Haven, on the coast of \Yales, and a port in
N ova Scotia, representing to the British Governnlent
that they \vould be able to carry troops across the
A tlantic in four days, and land then1 in V"ictoria in
six days more. But the 24-knot stealnship has not
yet been launched.

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242 HISTORY OF STEAM l\
A VIGATIO
Y.

Sir Sandford Flenling, K.C.
I.G., LL.D., C.E., is one
of Canada's Inost en1Ïnent civil engineers. He ,vas
born at 1(irkcaldy, Fifeshire, Scotland, January 7th,
18
7, came to Canada at the age of eighteen, and has
eyer since been identified ,vith the progress and
developlnent of the country. lIe ,vas on the engineer-
ing staff of the Northern Railw'ay fro III 1852 to 1863,
and for the latter half of that tillle ,Ya
chief engineer
of the "
ork. lIe ,vas chief engineer of the Inter-
colonial Raihvay, ånd carried it through to a successful
cOlnpletion in 187G. In 1871 he ,vas appointed
engineer-in-chief of the Canadian Pacific Haihvay;
he retired froBl that position in 1880 and "ras sub-
sequently elected a director of the cOlnpany. He
received the freedonl of the Royal Burgh uf Kirkcahly
and the degree of LL.D. froll} the University of St.
Andre,vs in 18
4: \vas appointed to represent Canada
at the International Priuw
Ieridial1 Conference in
\Vashington in 1884: at the Colonial Conference,
London, in 1887, at the Colonial Conference in
Otta,va, in 1894<, and at the Iluperial Cable Confer-
ence in Lonllon, in 189G. Sir Sandford has been
Chancellor of (
ueen's University at K
illgston since
1880. He is the author of nunlerous scientific and
other publications, is an active n1el11ber of the Royal
Colonial Institute of London, and on the occasion of
Her l\Iajesty's Dianlond Jubilee ,vas accordecl the
honour of knighthooll.

The conflicting rUlllours, ,vhich for nHtuy n1011ths
have been in circulation as to the inahility of )[esRrs.

TUg SlY. LA JVRE.J..YCE RoeT/
'.

43

Peterson, Tate & COlnpany to fulfil the tel'1l1S of their
agreelnent, have finally been set at re
t by the cancel-
ling of the contract, and the Canadian Governlnent
calling for tenùers for a ,veekly steall1ship service for
carrying Her
lajesty's lnails for a period of t,vo years
froln the 1st of )Iay, 1899, froln l\IontreaI and Quebec
to Liverpool, during the sunlnler months, and fronl
St. John, N.B., and Halifax in ,vinter. The time
occupied in Inaking the voyage froni Rilnouski to

loville and l'icp l'PJ'SCl, is not to exceed an average
of seven days. This is clearly a temporary arrange-
lllent and not an implieù abandonnlent of a faster
service than already exists. The opinion, ho,ve,yer,
in business circles seenlS to be gaining ground that
sonlething niuch leRs costly than a t,yenty- knot
service lnight for sonle years to COllIe Ineet the
requireloents of the country.

IG

CHAPTE]{ VIII.

STEAJ\I UN THE GREAT LAI{E
.

The History of Hteam Xadgation on the Great Lakes-The
Construction of the St. Lawrence, the 'VeIland, and the Rideau
Canals- The Port of )Iontreal.

T HE \vater\vays of Canaùa available for st0aIl1
na vigation are on a Illagnificent sCè11e. The
nlain Rystenl extends fronl the Illouth of the St.
La\yrence at Belle Isle to Fort \Yilliam anù the
head of Lake Superior-a llistallce of nearly 2,384
111Ïles, and rendered navigable \vithout interruption
by a series of ::;hip canals. Proceelling four hundred
n1Ïles farther \vest, another long stretch of inland
navigation begins \vith Lake 'Vinnipeg, 240 Iniles
long, into w'hich, at its northern extrerllity, flo\vs the
Illighty Saskatche\van, nayigable for steanlers one
thousand Illiles! Not to luention snlaller streams,
the ri yers St. John and l\liralllichi, in the Province
of X e\\T Bruns\vick, a.tiûrù 300 n1Ïles of navigable
\vater and float a large anlount of shipping. Ship::;
of the largest size can ascend the Saguenay seventy-
five n1Ïles. The Otta\\9a in its several reaches is
navigable by stealll for three or four hundred nliles.
Steanlers ply on the Assiniboine, 250 or 300 n1Ïles
\vest\vard fronl \Vinnipeg. The l\lackenzie River is

S'PEAlt/ O
y 'PIlE r: REA 'I' /"A It ES. :! tr,

navigable for a thousand miles. The Fraser, the
Thon1pson, and the Cohllnbia rivers in British Col-
ulnbia contribute largely to the stean1 tonnage of the
Don1Ïnion. The Great Lakes,* cOllllnonly so called,
are in reality great inland fresh ,vater seas, often
swept by gales of ,vind and COlll bing billo\,,"s, and
son1etin1es, alas, strew'ed \vith ,vrecks. They have
their break,va tel's, lighthouses and stealll fog-signals
as fully equipped as similar oceanic structures and
appliances. The Lake of the 'Y oods and Lake

Ianitoba are each 100 lniles long.
As early as the year 1641 a few Jesuit Inissionaries
and fur-traders hatl reached the rock-bound shores of
Lake Superior in their canoes, but it is not until SOllle
years later that history 11lakes us acquainted with
the first sailing vessels that appeared on the lakes.
One of the earliest of these was a schooner of ten
tOIlS, built near \vhere Kingston no\v is by the enter-

* DL\IENSIONS OF THE GREAT LAKES.
"
." -- ." d_ cñ
.;:,ñ "'" -+-' . ..c..> C) . . <1)

:J;;.-+-' 14=
LAI\:F..K.

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d:::
-<1) <1)<1)
-.... <1)

<1) C- 0----

<.
.....- J.< o ____ 0"
::; .D

<:
ontario . . . . . . . . "I 180 U5 '500 247 ;,300
Erie. .
40 80 210 5i3 10,000
Huron. . , . . 280 190 80
581
4,OOO
t
1ichigan . - . . . ......... . 335 b8 b68 581 25,600
Superior .. . . . . . .. . . .1 4
0 H.i0 1,008 601 32,000

t Lake )lichig-all lies wholly within the enited States.

46 HISTORY OF 87'EAJI
YA rIGA TIO:C

prlslng French adventurer, La Salle, ,,,ho had been
appointed Governor of Fort Frontenac, and had a
roving cOllunission to explore the ,vestern ,yilds of
North AUlerica. Accolnpanied by the farl10us Recol-
let Father, Hennepin, and S0111e thirty others, La Salle
set sail on the 10th of Novelnber, 1678, for the head
of Lake Ontario. Finding his further passage barred
by the Falls of Niagara, he \vintered in that neighbor-
hood and had another vessel built at Cayuga Creek,
a few miles above the Falls. This vessel, 'v hich he
nalned the Gr'iffin, of about sixty tons burthen, ,vas
launched in l\Iay, 1679, and ,vas probably the first to
navigate the upper lakes. On the 7th of August
the Griffin, equipped ,vith seven guns and a diversity
of small arn1S and freighted ,vith a load of goods,
sailed a way for Detroit and parts unkuo,vn. The
Detroit River ,vas reached in a fe,v days, and Green
Bay-at the head of Lake Huron-soine tiu1e in
SepteulLer, ,vhen she ,vas loaded ,vith furs and
despatched on her return voyage to Niagara, ,vhich,
ho\vever, she never reached, the vessel and cargo
having been totally lost on the ,yay. For Inany years
after the loss of the Gr
flin the navigation of the
lakes see Ins to have been chiefly confined to bateaux,
and up to 1756 the construction and use of sailing
vessels ,vas largely, if not entirely, confined to Lake
Ontario. The first Anlerican vessel built on Lake
Erie ,vas the schooner TV ash i'ngton, built near Erie,
Pa., in 1797. After plying on Lake Erie one season,
she ,vas sold to a Canadian and carried on ,vheels
around the Falls to Lake Ontario, ,vhere she sailed

STEAJI O
y THE UREAT LAKES. i47

from Queenston for Kingston in 1798 as a British
vessel, under the name of Lady TVoshíngton. In
1816 the ,vhole Railing tonnage on Lake Erie \vas
only 2,067 tons. In 1818 the fleet on Lake Ontario
numbered about sixty veRse Is.
It is not necessary to enlarge on the gro\vth and
decaùellce uf sailing vessels on the Great Lakes.
Suffice it to say that the sailing vessel had reached
its pahniest days between the years 184':, and 1
62.
In the latter year the gross tonnage of the lakes had
risen to 383,309 tons, valued at
11,865,550, and ,vas
di vided as follows: 320 stealners, aggregating 125 1 620
tons; and 1,152 sailing vessels, aggregating 257,689
ton8. Side-\vheel steamers numbered 117, and pro-
pellers, 203. In 1896 the entire number of sailing
vessels on the Northern Lakes (including Lake
Chalnplain) ,vas 1,044, and of steanl vessels, 1,792.
.:\lany in both of these classes \vere slnall vessels, in-
cluding yacht
and Larges: the lunuber actually
engaged in the transportation business \vould be about
774 sailing vessels and 1 ,031 stean1er
over fifty tons
burthen- a htrge proportion of the stealners being
fron1 1,500 to 2,500 tons burthen.*
COIning back no\v to the beginning of steam navi-
gation on the Great Lakes, \ve find that the first
Canadian steanler to navigate any of these ,vaters
,vas the Frontenac, built at :Finkle's Point, eighteen
n1Ïles above Kingston, by Teabout k Chaplnan, of

* These tigurel:; refer exclusively to ,'essels belonging to the
merchant marine of the Unite(l
tates on the nreat Lakes and arc
taken from official report
.

248 H1STORr OF S1'EAJI ..,YA r1uA 1'10...Y.

Sackett's Harbour, for a company of shareholders
belonging to Kingston, Niagara, Queenston, York and
Prescott. The F'rontenac ,yas launched on Septeluber
7th, 1816. Her length over all was 170 feet, and her
registered tonnage, 700 tons. She cost nearly Æ20,000
currency. The engines were luade by ,V att

Boulton, of Binninghanl, England, and cost about
.f7,OOO. The Frontenac ,vas said to be the best
piece of naval architecture then in Alnerica, and her
departure on her first voyage 'vas considered a great
event-" she IlloveJ off frolll her berth with majestic
grandeur, the adlniration of a great nlllllber of
spectators." Her maiden trip for the head of the
lake was COl1l111enced OJ,). June 5th, 1817. Her regular
route was froin Prescott to York (Toronto) and back,
once a w'eek. She '\\?as cOlnmanded as long as she
,vas afloat by Captain Jalnes
lackenzie, a gallant
sailor ,vha had previously served in the Royal navy.
The Fì
onten(/ c eventually becalne the property of the
11essr8. Halnilton, of Queenston. She was maliciously
set on fire by some Illiscreants 'v hile lying at her
,vharf at
iagara in 1827. and ,vas totally destroyed.
About the sanIe time the Alnericans had built a
steaIllboat at Sackett's Harbour, N.Y., nailled the
Ont(l1'io, a vessel 110 feet long, 24 feet wide, and 8!
feet in depth, lneasuring 240 tons. The OntUtrio Inade
her first trip. in April, 1817, thus estal)lishing her
clailu of precedence in sailing on the lakes. She was
built under a grant fron1 the heirs of Robert Fulton.
On her first trip she encountered considerable sea,
,vhich lifted th(' paddle-,vheels, thro,ving the Rhaft

S1'EA.J..11 O

THE GREA T LAKES. 249

fron1 its bearings and destroying the paddle-boxes.
This defect in her construction having been renledied,
she ,vas afterwards successful, it is said, but her career
is not recorded. * The Anlericans built another
stealner at Sackett'R Harbour in It)18, the Sophia, of
70 tons, to run as .a packet bet\veen that port and
Kingston. In that year also the Canadians built their
second lake stealner, the Q

/len Clio rlotte. She ,vas
built at the same place a!-; the F1'011 tenac, and largely
froin lnaterial ,vhich had not been used in the con-

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"(
CEE
CHARLOTTE."
:"iecúIHl stf'amer on Lake ()utario, l
lK

structioll Or that vessel. Sht' ,yas launchcll on the
22nd of _\.pril, 1818, and ,yas soon ready to take her
place as the pioneer ste
tlner on the Bay of {luinte.t

* :\11'. U. H. Keep, in hiH rcpo1't on the "Internal Commcrce of
the Unitccl States for IS
H," has givcn a g1'aphi,. History of Xavi-
gation on the Ureat Lakes, and is our chief authority for the
e notes
on t he early American lake steamers.
t Roh('rtHou's .. Landmarks of Toronto, " p. 847.

50 HISTORY OF STEAJI ....yA VIGATIO....Y.

The Queen Ch(/'platte \yas a nluch smaller boat than
the Frantern(/c. Her Inachinery ,vas made by the
brothers 'Yard, of l\lontreal, and she seelns to have
pliell very succes
fully for t\venty years froIl) Prescott
to the "Carrying Place" at the head of the Bay of
Quinte, \vhere passengers took stag
to Cobourg and
thence proceeded to York by steanler. She \yas COlll-

-- ,
- .'=---...-

-:= - ----==----=

-
- - -
---===--- -

"W ALK-IK-THE-W ATER."
First steamer on Lake Erie, 1818.

nlanded at first by old Captain Richardson, then for a
short tillle by young Captain l\losier, and after\vards,
to the end of her career, by Captain Gildersleeve, of
Kingston. She \yas final1y broken up in Cataraq ui
Bay: but in the lneantime up\vards of thirty stealners
\vere plying on Lake Ontario and the Upper St.
La\vrence, to SOllll' of \vhich particular reference \vill
be made later on,

8TEA.JI O.LV THE UREA1' LAKES. 251

The first stean1er on Lake Erie ,vas the TVrtlk- in-
the- TVater, built at Black Rock, near Buffalo, by one
X oah Bro,vn, and launched l\Iay 28th, 1818. She ,vas
schooner-rigged, 135 feet in length, 32 feet beau1 and
13 feet 3 inches deep: her tonnage ,vas 3S3

tons.
Her lnachinery ,yas brought froill Albany, a distance

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THE "VANlJA.LIA."

From St'I"ibl/(>r's JI(/[Jazim> for
Iar('h, Ib!}(I.

of three hundred luile:s, in ,vagoll
dra'Yll Ly five to
cigh t horses each. She left Black Rock on her firHt
voyage August 25th, and reache(l Detroit, 290 111iles,
in 44 hours 10 lnillutes. " 'Yhi]e she could nayig-ate
clo,vn strea1n, her po,ver ,vas not sufficient to lnake

252 HIS rORY OF STEAlIf .....\
...1 rICi...1 TIO

.

head ,yay against the strong current of the Niagara
River. Resort ,vas therefore made to ,vhat was
kno\Yn in the early days as a "horned breeze." The
1rflll.;- in the - 1r(ftel
,yas regularly to"
ed up the
Xiagara River by a nUlnber of yokes of oxen, but
once above the s,vift current she ,yent very ,yell. She
111ade regular trips bet,yeen Black Rock and Detroit,
occasionally going as far as .1\lackinac and Green Bay
on Lake Huron, until November, 1
21, ,yhen she ,vas
ùri ven ashore near Buffitlo in a gale of ,,,ind and
becalne a total ,yreck. Her engines, ho\vever, ,vere
recovered anò put in a ne,v boat nalned the ::3uperior,
ill 1822. Soon after this the first high-pressure
stealner on the lakes ,vas built at Buffalo. She ,vas
nained the Pionee1'1. In 1841 the first lake propeller
,yas launched at Os,vego. This ,,,as the Vflncl(tlia,
of 160 tons, said to be the first freight boat in America
to lnake use of EricRRon's scre\v propeller. She lllade
her first trip in Xoven1ber, 1841, ànd proveJ entirely
successful. In the spring of 1842 she passed through
the 'YeHand Canal, and ,vas visited by large nun1 bel's
of people in Buffalo, w'ho were curious to see this ne'v
departure in steanl na\Tigation, and the result \yas that
t\yO ne,v propellers ,yere built in that year at Buffalo,
the Sflrnpson and the H erclÛes.
Soon ë.lfter the introduction of stealnboats, and
lJecause of theIn, ,,, hen as yet railroads ,vere not in thi

part of the ,vodd, Lake Erie becan1e the great high-
,yay of travel to the \yestern States, and it ,vas not
long untillnagnificent upper cabin steamers, ct1,rrying
fruIH 1,000 to l,ðOO passengers, "Tere plying bet,yeen

STEA.Jl U...Y T lIE aREA T LA K ES. 2;')3

Buffalo and Chicago. The ,vriter well ren1elnbers
Inaking the voyage in one of these stealners late in
the autun1n of IH44, and that,o,ving to the tempes-
tuous state of the ,veather, "'e had to tie up most
eyery night, so that the yoyage lasteù nearly a ,,,hole
,veek. The crow'd of passengers ,vas great, but it ,,,,as

/ j . \
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TIlE " PRlXCET( )S."

First propeller on the lakes that had an upper cahin-one of a fleet of fourteen
1Hss:mger steamers plying hetween Buffa10 and Chicag"o in Us-15-
had t\\ in s('rews, and a sp

(l of elc'"en mil
s an hour.

a good-natured cro,vù, bent on IUl\Ting a "good tiIHe."
Dancing ,,-a:-3 kept up in the Blain saloon every even-
ing till lllidnight, after \\rhich n1allY of us "'ere glall
to get a shake-do\",n on the cn Liu floor.
rrhü year 1836 lllarks an ilHportallt era ill the navi-
gation of the Great Lakes, for in that year the first
cargo of grain frolH Lake
lichigan arri\"ed at Buffitlo,

25! HISTORY OF STEAlJI ..,VA VIa..A. TIO..,Y.

brought by the brig John ]{el1zie froln Grand River.
It consisted of three thousand bushels of 'wheat.
Previous to that date the COll1lnerCe of the lakes had
l,een all \vest"
ard, and, curiously enough, the cargoes
carried ,vest consisted for the nlost part of flour, grain
and other supplies for the new' w'estern settlements.
In 1840 a regular nlovelnent of grain fi'on} ,vest to
east had been established.
In the early years of the grain trade the loading
and unloading of vessels ,vas a very slo,,,, and irksolne
business. As much as t,yO or three days n1Ïght be
required to unload a cargo of 5,000 bushels. In the
,,"'inter of 1842-43 the first grain elevator ,vas built
at Buffalo, and a ne,,,, systeln of handling grain intro-
duced ,vhich ,vas to prove of incalculable benefit to
the trade. The schooner Philadelphia, of 123 tons,
,vas the first to be unloaded by the elevator.
The Canadian steanl traffic on Lake Erie COlll-
lnenced ,vith the stealners Chrippefwa and Emerald,
plying bet,vcen Chippe,va and Buffalo: the ](ent,
\vhich founllered in 1845; the Ploughboy, o,vned by a
cOlnpany in Chathall1, and the Clinton, o,vned by
Robert Hamilton, of Queenston. A Irnl(
h larger Cana-
(lian steanl traffic developed on Lake Huron. One of
the earliest passenger stealners on the Georgian Bay
,,,as the Gore, of 200 tons, built at Xiagara in 1838, aud
callell after the Lieutenant-Governor of that nalne.
That boat, ,vhich had plied for S0111e year
bet,veen
Kiagara and "foronto, ,vas placed on the route bet'veen
Sturgeon Bay and 8ault Ste.
Iarie. On Lake Huron
proper, the Bl
UGe J.1fine.s waR probably the earliest

:
'TEAJ[ O
y 1 1 JIE UREA T LAK/
'S. 25.;

Canadian stealner.
he was elnployed in carrying
copper ore froin the Bruce u1ines to
Iontreal, and \vas
\\Teckell in 1854. Shortly after, on the cOlllpletion of
the Northern Raihvay, in 18?)..J., the conlpany, w'ith a
yie\v to developing their interests, entered into a con-
tract \vith an AJnerican line of steall1erS to run fronl
Colling\voo(l to Lake 1\Iichigall ports tri-\veekly and

,
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THE" E:\IPIRE."

Built at C1e,'eland in l
H ; a notaù1e steamer in her day, heing the largest, the fastest.
and the most hal\(lsonh:,
ly fitted-up v
ssel on the l
ppel' Lakes at that time;
ran Ulany years between Buffalu and Chieag-o.

ollce a ,,"eek to Green Bay. In 18G2 six large pro-
peller:.; \vere put on the route. Later, a line of first-
class passenger stealners began to ply twice a \veek
froin Colling\vood anll Û,,"en Sound to ])uluth at
the head of Lake Superior. Alnong the stealners
of that line, \vhich beCallle very popular, \vere
the Ohicora, F1'(tncis SnìÍth, OU1nbe'rland, and
....llgo1IUt. These in turn \vere superseded by the

2;>G II/STORY OF STE'AJI ...Y
1 rlfLl T/O...Y.

Inagnificent .stealllers of the Canadian Pacific and
other lines else\vhere referred to.
The conllnerce of Lake Superior developed long
after that of the lo\ver lakes had been estab-
lished. In the earliest recorlls of the navigation of
this lake, a brigantine nallled the RecoveJ'Y, of about
150 tons, o,vned by the N orth- 'Vest Fur COlnpany, is
lllentioned as being one of the first to sail on Lake
Superior, about the year 1800. It is said that during
the \var of 1812, fearing that she n1Íght be seized by
the ...\.nlericans, her spars ""ere taken out and her hull
,vas covered up by branches and brush ,vood in a
sequestered bay till peace \vas proclailned. She ,vas
then taken frolll her hiding-place and resulned her
beat on the lake until about 18:30, \vhen she \yas run
o\-'e1' the Sault Ste.
Iarie rapids and placed in the
lurnber trade on Lake Erie, under the conlmand of
Captain John Fallows, of li"ort Erie, Canada 'Vest.
Another vessel, the JJI i n!l" is lllcn tioned as having been
brought down the rapids at an earlier period. In 1835
the John .J(/cob Astor, accounted a large vessel in her
time, 'vas built on Lake Superior for the All1erican
Fur COlnpany, and placed in cOlllllland of Captain
Charles C. Stanard, who sailed her until 1842, \vhen
Captain J. B. Angus became n1aster and relnained in
charge of her until she \vas ,,"recked at Copper
Harbour in Septenlber, 184.1<. Passing by a nUll1ber
of other sailincr vessels \ve conle no\V to the introduc-
ð
tion of steall1 on Lake Superior, and this, according
to the statement of an old resident at Fort 'Villiam, is
ho\v it began.

STEAJJ n
v TIfE r:REA T LA/\:E.". 2;-)7

The t\vin-scre'v propeller Independence, Captain
A. J. Â verill, of Chicago, ,vas the first stealner seen
on Lake Superior. This yeHsel, rigged as a fore-ancl-
aft schooner, 'vas about 260 tons burthen, and w'as
hauled over the Sault Ste. l\Iarie rapids in 1H44. fIeI'
route of sailing ,vas on the south shore of the lake.
Another propeller, the Julia P(tln
er, \\Tas in like
nlanner dragged up the Ste. )larie rapids in 184ß, and
,vas the first stealner to sail on the north shore. At
intervals, prior to the opening of the ship canal,
Reveral other ste
tlners ,vere taken up the rapids,
alnong \vhich w'ere the propellers }'lanhatfu H, l1Jonti-
cello, and Peninsula}', and the side-\vheel stealners
Balti11101'e and Srim JVa1'd.
Previous to the completion of the \Yelland Canal
the transportation of freight oyer the portage frolll
Queenston to Chippe\va had conle to be quite a large
business, giving enlploYlnent to lnany "teau1sters,"
for the entire traffic bet\veen Lake Erie and Untario
at this point was by lneans of the old-fashioned
IUlllber-\vagon. At the Sault Ste. l\larie portage, 1\11'.
Keep informs us that "one old grey horse and cart"
did the business for a titne, but as the \yolullle of trade
increased t,vo-horse w'agons ,vere elnployed until
1850, ,,,hen à light traIn-road ,vas built 1y the
Chippe,va, Portage C0111pany, operated by horses,
\vhich ,vith a capacity for nloving three or four
hundred to
s of freight in t\venty-four hours,
ans\vered the purpose up to the time of the opening
of the canal in 1855.

25
HISTORY OF STJ

AJ[
YA VIOA TIOS'.

THE CANADIAN CANALS.

Before the construction of canals these great inland
,vaters ,vere of but little value to COllunerce, the only
11leanS of reaching theln being by the bark canoe or
bateau of the voyageur. The United Enlpire Loyalists
\v ho caIne to Canada at the close of the American
war ,vere conyeyed to their settlelnents on the St.
La\vrence and Bay of Quinte in the long sharp-
pointed, flat-bottonled boats of the period, called
"bateaux," by a very slow, laborious and uncomfort-
able process. General SÜncoe, the first Lieutenant-
Governor of Upper Canada (1791-96), is said to have
sailed fron1 Kingston to Detroit in his bark canoe,
ro\ved by t\velve chasseurs of his o\vn regiluent and
follo,ved by another canoe carrying his tents and
provisions. l\lany still living recollect ho\v Sir George
Sinlpson, Governor of the Hudson's Bay COlupany,
Inade his annual canoe journeys fronl
fontreal to the
Red River country. Having" sung at St. Ann's their
parting hynln," his flotilla of canoes ascended the
Otta,va, breasted the rapids, and by river, lake and
portage, after lnany ,veary days, reached Lake Huron
and the Sault Ste. l\larie, thence along the north
shore of Lake Superior to Fort \Yilliam and the
Grand Portage anlI by Rainy Lake and Lake of the
\Y oods to Fort Garry. "\Vith the self-possession of
an en1peror he "'''as borne through the wilderness. He
is said to have nlade the canoe journey to the Red
River forty times. For his distinguished Inanage-
11lent of the Hud
on's Bay Company's affairH and

,
YTE

Jr O
y 1 ' [IE r:RE
J l' LA/{E8. 2:)
)

for his :::;ervices to the trade of Canada, Governor
Silnpson \vas knighted. He died in IHGO, a Iuan
\vho ,yould have been of Inark any,vhere."*
As early as, AJJ. 1700 a boat canal 'vas constructed
by the Sulpicians to connect Lachine .with
lontreal
roifl the Little St. Pierre River. The depth of ,vater
,vas only t\yO and a half feet. About the year 1780
certain short cuttings w'ith locks available for canoes
and bateaux 'vere made at a fe,v points on the
St. La,vrence w'here the rapids \vere ,vholly ilnpas-
saLle. About the beginning of the century the
Governlnent of Lo\ver Canada, appreciating the
advantages of inlproved navigation, Blade liberal
appropriations to that end, resulting in the conlple-
tion, in 1804, of a channel three feet in depth along
the shore line of the Lachine Rapids connected ,vith
short canals at the Cascades, Split Rock, and Coteau
(Iu Lac, ,vhich \vere providell \vith locks eighty-eight
feet long and sixteen feet \vide-slnall dhnensions,
perhaps, but at the time regarded as a vast iluprove-
Inent, a<.hnitting of the passage of cc DUrlUUll boats,"
'v hich then took the place of bateaux, ,yith ten times
their capacity. Tw'o snlall locks luul also been built
at the Long Sault rapids, aLove Corn\vall. But at
Inany points the aid of oxen èLll(l horseH ,vas required,
and for Ill<.tny years, up to the opening of the St.
La "Trence canals, indeed, the chief cash revenues of
the fanners along the ri vcr front \\Tere c1eri ved frolll
the to\vage of barges np the s,vift ,vater, in In any
cases to the serious neglect of th<,'ir farulH. In the

* Bryce's .C Rhort Hi
tory of the Canadian People," p. 333.
17

260 HISTORY OF STEA.J.1I
YA rl(:'ATIO

.

spirit of the religion of the early voyageurs and boat-
men, crosses were erected at the head of the rapids,
suggesting to those ,vho had successfully
urmounted
theln to rest and be thankful: hence the name, still
applied to the district inlll1ediately above the Long
Sault rapids, "8anta Cruz." Here, no doubt, stood
for many years one of the holy crosses before ,y hich,
on 1ended knee, thanks ,yould often be given for
a safe ascent of the rapids.
The nlail service in these days Let,yeen l\lontreal
and K ingstoll ,vas in keeping ,vith the tinles. It ,vas
unrl ertaken by a ,valking contractor, w ho ,,
ith the
lllail on his back took up his line of nlarch frOIlI
l\lontreal, gauging his speed to accolnplish the ,ya]k
to Kingston and return in fourteen days..
A good nULny years later' it ,vas a four <lays' journey
froln
Iontreal to N e,y York by the n10st expeditious
route then existing. Thus it 'vas advertiHed in the
1\lontreal Gazette, Xovenlber 25th, 1827:

D AILY STAGES. ALBAN'Y AND )JON'TRF.AL Ll
E. SEASON' OF
1826 AND 1827. The only full and perfect line running
hetween Montreal and Albany leaves B. Thatcher's office, '!\o. 87
St. Pau1 Street, ::\Iontreal, every day, passing through Laprairie,
Bt:rlin
ton, Middlebury, Poultney and Salem to Albany, through
an old-settled, rich and populous country, and mostl
' on a
smooth gravelly turnpike. Through in three days, and fare ver.r
reasonable. Extras and eJ\.presses at a moment's notice. Young,
Swain, Esinhart anù others, proprietors.

The voyage of the T)urhalll boat ,vas a very tedious
one, depending as it did largely on a favouring easterly
breeL;e in traversing the lakes and quieter portions

* Hugh 1\!cLenIlRn's " Ledure on Canadian "T aterways, 1883."

STEAJ/ (L\
THE OREA T LAKES. 261

of the river, and on the dexterity of the boatulen ,vho
,yielded the cc setting-poleH ,,* in
nvifter "rater, as ,veIl
w.; their lucl" in surlllounting the rapids, ,yhere they
,yere liahle to bp detainc(l for hours, SOllletilneH for
days, conten(lillg against the .
,yift currents, sulJject
to thp lllishaps of grounding or l}eing dal11aged by
big boulders, or, 'vorse still, of being caught by an
eddy or an out-current and s\\Tept do,vn the rapids,
sOllletilnes ,vith the loss of the oxen or horses ,vhich
had them in to,v, and in :.;Olne instances ,vith the loss
of the boat and cargo. \\'" oe to the tealllster \vho ,vas
not pro,Ti(led \\Tith a knife to cut the rope in such an
,
f'IlH::'rgcncy ;
The fir
t L
lchine Canal proper, for barges, ,vas
eOHl111eneed July 17th, 1821, and \vas cOlnpleted in
1825, at a cost of :;-t3b,40-t. or this alnount
50,OOO
'vas contributed by the Inlperial Governluent on con-
dition that all lnilitary stores should he free frolH toll.
I t had 7 locks, each 100 feet long, 20 feet ,vide, and
\vith 4
feet depth of ,vater on the sillso In 1843-49
it becalne a 'I ship canal " ,vith 5 locks, each 200 feet

* The setting-pule might he twenty-fhre feet long, heaxily shod
with iron at one en(l and a1 the other tìttc(l with a roullflc<1 knob.
Thi8 pol.. was (hopp{'cl into the watcr at the l,ow of the boat, awl
tlH' hoatman haYÏng put hi

houlder to the other end of it, facing
the stern, awl pushing with all his might, walke(l to the fartIH"o
en(l, cleats being fastelle(l to the deck to gÎ\"e him foothold. By
thc time he reache(l thc stern the barge had adyallcetl exadly it

own length, wlwn hc withdrcw the polc i dragge<<l it to the how awl
rcpeate(l the p'"ocess. Two or three JllPll on each side of thc 1,0<11
woul(l he similarly t'mploye(l, amI so the ha'"ge (lragge(l its slO\\
length a1011g, mUf"h after' the fashion of the hor
e-Loat, only that
t]lt' horse tuggc(l at a stationary I)()st while the Jllcn pushed from it.

26
HISTORY OF S1'g
-J ftf
YA VIO
1 TIO
Y.

long, 45 feet ,vide, and 9 feet (lepth of ,vater, costing

2,149,128. The recent eniargeinent, cOllunenced in
1875, cost
6,;)00,OOO. By thiR the 10ckH ,verp
increased to 270 feet in length anti 14 fC0t (lepth of
,vater throughout the canal.

THE \YELLA
D CA
AL.

The neceRsity of devising Ineans to overCOlne the
stupendous obstacle to navigation caused by the FallR
of Niagara had long 1een. apparent, hut it 'VàR not
until 1t-)24 that ,york ,vaR cOlnnlenced on the \Vellan(l
Canal ,vhich ,vas to connect Lake Ontario ,vith Lake
Erie and the "Test. This inlportant ,vork "'as conl-
pleted in IH29, chiefly through the energy and
per
everance of the Hon. \Yillianl Hainilton :\lerritt,
son of a U. E. Loyalist fan1Ïly, born in N e,y York
State in 179:3. A Ulan of great enterprise. he haJ this
project on the brain for years, but like Cunard and
his stealnships, had difficulty in "raising the ,vind"
-the people and the GoVerIllnent of Upper Canada
being at that time both alike poor. He crossed the
Atlantic, and, on the ground of nlilitary expediency,
\vas said to have secure(l a subscription of .1:1,000
froin the Duke of \Yellington, ,vhich greatly aide{l
hin) in the fonnation of a joint stock cOlnpany ,vho
carried the ,york to its successful cOlllpletion. The
original locks ,vere constructed of ,yood, 120 feet in
length, 20 feet ,viele, ,vith 7
feet of ,vater on the sills.
The entire length of the canal ,vas t,venty-six lnile:-;.
This accoul11loelateel vessels carrying 5,000 bushelf{ of

STEAJI O
y THE f:HEA7' LAKES. 263

,,-heat. Half a n1Ïllion of pounds 'Yere spent upon it
up to the year 1841, ,,,hen it ,vas assumed by the
United Canadas. and inl11lediate steps taken for its
enlargelnent. \Vith lock
145 x 26 x 9, vessels loaded
\\Tith 20,000 to 23,000 bushel
could pass fronl lake to
lake. A second enlargelnent (1873-83) increased
thp depth of ,vater to t,yel ye feet; and a. third, in
1887, gave the canal a unifornl depth of fourteen feet,
adn1Ïtting the pas
age of ves::;els w'ith a carrying
capacity of 75,000 to 80,000 bushels. \\'"hen this
depth shall prevail throughout the entire systeln of
the St. La"Tence canals, vessels of 1,(->00 to 1,800 tons
register \vill be able to bring full cargoes froln the
Upper Lakes to )Iontreal, and to cro::;s the ocean if
their o,vners see fit.t In the lueantinlC the
lontreal

* Kingsford's "Canadian Canals" (Toronto, 1865) contains all
elahorate history of thc 'Velland and the financial difficulties that
attended its construction. The Impcrial O-overnment seem to
have contrihuted some ;(.3.3,.35.3 towards it, while stock was taken
in the enterprise by individuals in the United States for ;(69,62.3,
awl by English capitalists, 1:30,137. Thc first \-esseh-; to pa.ss
through the canal are said to havc been the sehooners _Inn awl
.!ffJllf' amI R. H. Bouflltton, in Novemher, IH29. On the 5th of
.Tuly, 18-11, during the first session of the Uniteel Parliament of
Canada, Lorel Sydenham announced that Her
lajesty had l:OIl-
tirmc(l tht' bill for transferring thc \V cllanel to the Provilleial
(
()VCl'nlllcnt.

J 1'.
rcLennan states that thc fÌr::;t Canadian 'Tessel to paRs
through thc \\T cllaml was thc propeller II'(__Zanrl, Captain Patterson.
t The schooncr
Vict!J(( nt, huilt by :\1 uirs, of Port Dalhousic, was
scnt to Livel pool with 20,000 bushels of wheat about the year IS60.
Captain (:askin, of Kingston, built RP\Tcral sca-going ,'cs:-;eI8, one
of which lIP took o,-er to l..i\.erpool himself and sold her thcre.
But experiCJH'e lU1S pr.m-ed that \-csseh
suitcd to the navigation of
tll(' lakes \\ ill never be ahlc to compete succcs:3fully with oeean
steamships of 10,OUO ton
.

264 HISTORY OF STEAM NA VI(JA TIO
-r.

Board of Trade are rnernorializing the Governluent to
ha ve the \YeHand enlarged so that the largest vessels
navigating the lakes may be able to tranship their
cargoes at Kingston or Prescott as they no\y do at
Buffalo; in other ,vords, to locate the ship canal
projected by the Deep "T ater,vays COlllluission on
Canadian territory instead of on the Aluerican side
of the Xiagara River.

The Rideau Canal, connecting Kingston ,vith
Ottawa, ,vas undertaken as a lnilitary work by
the Imperial Governnlent at the instigation and
under the personal superintendence of Colonel John
By, of the Royal Engineers, froln ,yhom the obsolete
Byto,vn derived its nalne. A stupendous under-
taking it was considered at the tÍ1ne-126î n1Ïles
long, with forty-seven locks, 134 feet by 32 feet each.
I t was begun in Septenl bel", 1826, and on the 29th of

Iay, 1832, the ,yorks being conlpleted, the stearner
Pumpe1' passed through fronl Byto,vn to Kingston.
The lin1Ît of this canal is a draught of five feet. Its
cost is said to have been about one 111Ïllion pounds
sterling. It ,yas tran::;ferred by the Inlperial author-
ities to the Provincial Executive in 1856.
The St. La\vrence Canal System, ,vith a uniforln
depth of nine feet of ,vater, ,vas coulpleted in 184t-).
The canals are eight in number, viz.: the Lachine
Canal, 8
nliles; the Beauharnois, ] 11 nliles; the
Corn\vaH, II! rniles; Farren's Point,
of a utile;
Rapid du Plat, -1- Iniles; Galops, 7
n1Îles; the
'Yelland, 26ï Iniles, and the Sault Ste.
Iarie, i of H,

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STEAJI O
y TIlE (;HEAT LAKES. 265

nlile-in all 71k rniles, ,vith 53 locks, and 5511- feet
lockage. In 1871 the Government decided to enlarge
the locks of the w'hole systeul to 270 feet by 45 feet,
and to deepen the canals to fourteen feet. These
dinlensions \vere decided upon after conRultation
w.ith the Boards of Trade of Os\vego, Toledo, Detroit,

IihYaukee and Chicago; but so great has been the
increase of COlnn1erce on the lake
since then, so n1uch
larger are the ve
sels no,,," elnployed in the trade, and
so keen has the cOlnpetition 1ecolne in the trans-
portation business, it is already apparent that the
linÚting of the locks to 270 feet has been a Inistake,
and that before the ,york in hand it; finished there
\vill be a call for locks of at least double that
capacity.
Under the ne,,," arrangelnent the Lachine Canal
has t,yO distinct systems of locks, giving t,vo
entrances at each end. T'he Corn,vall Canal has in
the saIne manner t\VO sets of locks at its lo,vel'
entrance, and has in other respects been greatly
iluproved. The Beauharnois Canal ,vas not enlarged,
but, instead, an entirely ne,y canal on the north
shore of the river is being constructed, fourteen rnilès
in length, of the sanle dilnensions as the other en-
larged canals, at a cost of
5,OOO,000. The total cost
of the St. La,vrence canals and river inlprovelnents
,vest of l\Iontreal has been
29,OOO,OOO; of the
'Yelland Canal,
24,000,OOO; the Sault Ste.
Iarie,
83,258,025; of the Otta,va and Rideau canals, n,bout

10,OOO,OOO; and of the \vhole canal systorl1 of tho
l}OIninion about r::.75,000,000. The total revenue

266 HISTORY OF STEA.JI }{A VIUATIO.LV.

deri ved frOll1 toll
and hydraulic and other rents for
the year 1895 ,vas $339,890.49; 2,412 vessels passed
through the 'Velland during the Beason of 1894,
carrying 1,008,221 tons of freight. The quantity of
freight Inoved on the
t. La,vrence and Otta\\"'a
canals ,vas 1,448,788 tons, and on all the canals over
3,000,000 tons, ,,"'hereof the products of the fore
t,
1,077,683 tons: agricultural products, 993,ð48 tons-
the relnainder being generallnerchandise and rnanu-
factures. '*
"-rhe deepening of Lake St. Peter anll other shallo,v
reaches of the St. La,vrence bet\\"'een :\lontreal and
(
uebec has created ,vhat lnay be called H subillerged
canal, fifty nliles long, three hundred feet ,vide, \vith
a mininllull depth of 27
feet, permitting ocean
steamers of the largest clas:.; now in the trade to
di:.;charge their cargoes in the port of l\lontreal, ,vhich
is uudergoing enlargenwnt at the present time at a
cost of lnany Inillions of llollars.
During the Heason of 1897 the nurnber of sea-going
vessels that arrived at
lontreal ,vas 796, ,,"'ith a total
tonnage of ],379,002; 752 of these \vere stealners,
aggregating 1,368,395 tons. The inland vessels num-
bered ü,384, ,vith a tonnage of 1,134,346. The sea-
going steamers \vere eighty-three in excess of the
previous year, ,,,,,ith a marked increase of tonnage. t
During that SUlnn1er stealnships of 10,000 and e\'en
12,000 tons burthen were to be found loading and
discharging cargo alongside the wharves of l\lontreal.

-'!- " Heport of Dominion Hailwa'y
awl Callais, IS!),")," p. 2.Jfi.
t " :Molltreal Board of Trade Heport, ISUï /' p. 70.

8'PEA.L1I O.LV THE GREA T LAKES. 267

The total value of luerchandise exported fronl thiH
port during the year 1897 \vas $55,15ô,956. Thp
chief articles of export \vere as follo\vs :

Produce of the mines
" fisherie!-. -
" forest

Horses
Homed Cattle -
Sheep
Butter
Cheese

f:ggs -

)leat of aU kinds
Wheat
Indian Corn
Other
rains (harle
, oats, peas, etc.)
Flour
.Apples
)lanufactured and miseellaneous articles

(
muher)

(Pounds)

(Dozen)
(Pounds)
(Bushels)

(Barrels)

{JIUl nt it!!.

'I

1
, 1in
n9,lS

(iü,31!1
10,594,824
1ü
,3

,4
lj
4,806,011
16,3ïi ,
O()
9,900,30

9,lï:2 6i6
10,298,444

!n,511l
1i5,194

"

"

J
alltc.
';;:lS
, 12ï 00
L
0,
4
00
5,ï31,583 00
1,
05,941 00
ï,151,280 UO
340,Om OU
1,8ï8,515 UO
14,3i5,li6 00
5ï5,ï8
00
1,:345,894 00
8,415,:W1 00
3,121,;53 ()fl
3.904,1

UO
3,1
O,253 00
350,000 no
;
,9;)4.n19 00

CI {APTER IX.

STEAM: CO
Il\IERUE OF rrHE GHEArr LAKES.

United t5tates and Canadian Commerce of the Great Lakes-The
Hault Ste.
Iarie
hip Canals-The Eric Canal-Tmnsportation
Business-The Elevator-Deeper \Yaterways Commissions-
The Ottawa and C1eorgian Bay Cana].

D URI
G the last quarter of a century the COffi-
nlerce of the Great Lakes-the United States
conunerce especially - lu-ts grow'n \yi th a ra pidi ty
almost exceeding Lelief. I t has become enormous!
At the pre
ent tilue it is
tateù on cOlnpetent authority
that the steaul tonnage of these inland seas largely
exceeùs the cOlnbined tonnage úf this character in all
other parts of the United States put together. Not
to speak of the vast amount of shipping elnployed in
the iron, the coal, and the lUlnher trade, the Lake
Superior grain and flour shiplllents for ] 896 \vere
121,750,000 bushels. The Lake
lichigan grain and
flour shiplnellts for the saIne year ,vere 273,820,000
bushels, together n1aking 395,570,000 bushels of grain
and flour shipped in one year froln these t,vo quarters!
It is difficult to realize the Il1agnitude of such a state-
Inent
::\11'. Keep, already quoted, in hi
report for

STEAJI COJI.JIERCE OF THE GHEAT LAKES. :269

1890 puts it strikingly \vhen he says: "If the freight
carried on the Great La.kes in th
TJnited States
coast\vise and foreign trade during the year 1890
\vere luaded into raihvay cars of average
ize tln(l
capacity, the cars
o loaded \voulrl cover 13,466 nliles
of railroad track." The Comlnissioners appointed b
-
the Canadian Goverlllnent to lueet ,vith a sÏ1nilar
Conlmittee appointed by the United States Govern-
IHen!. to consider thp suqject of international ànrl
deeper ,vater,vays, preface their report by alluding to
the COJIllUerCp of the Great Lakes in the:-;e ternlS:
" It is ilnpossible to convey, \vithin reasonable space,
an adequate idea of the extraordinary. deyeloplnent
of inland ,vater transportation on the {T ppe!" Lakes-
,vhich for rapidity, extent, econoln.v and efficiency
has no counterpart even on the ocean.
Iore than
half of the best stealnships of the United States are
Ï1nprisoned above Niagara Falls, and more than half
of the tonnage built in the lTnited States in 1896 \vas
launched upon the lakes." This inland ,vater COln-
IUerce has built up t\velve cities on the southern

hores above Xiagara, five of \vhich have over 200:000
population, and on
of theln over a Inillion. \Vithin
thesf' liInits there are t\venty-seven dry docks, the
largest of ,,-hich is on Lake Superior and is 560 feet
long, 50 feet ,vide, anc118 feet depth of ,yater. There
are sixty-three life-saving stations upon these lakes,
ten uf \\-hich are Canadian. "Unusual prosperity
has stillHllated ship-1uilding to such an extent that
there arc no\v in course uf construction at the \Tarious

* Vide page 2ß of said Report.

270 HISTORY OF STEAltI .i\TA VIGA TIO
T.

lake shipyards, sixty-five vessels, thirty of \vhich are
steel freight stealners ,vhich \yill average 400 feet in
length and 4,000 tons capacity-costing in all
9,OOO-
000.*
Up to a cOlllparatively recent date the bulk of the
lakes COlnmerce ,yas done by sailing vesseb. Every
to\vn of any inlportance had its little fleet of schooners.
As tiIHe ,yent on, the vef;sels increased in size, and
eventually a very fine class of three-nutHted Achooners,
,vith SOILe brigs, barquentines, and even full-rigged
harques, \yere elnployed in the carrying trade. One
of the largest of these waH the barque Utica, of 550
tons, \vhich sailed on the Buffalo and Chicago route
in the forties. A fe,v of these clipper Rchooners lllay
still be lllet ,vith, but they are rapidly being sup-
planted by iron and steel steamships uf great size,
such as the JJla1'yland, the Owego, the E. C. Pope,
and the lIIanitou, representatives of fleets of first-
class steanlships, ranging fron1 :300 to 350 feet in
length, over 1,900 tons register, \yith triple expansion
engines, a speed of froln fourteen to sixteen miles
l] 1
hour, and a carrying capacity of 120,000 to 125,000
bushels of grain. These, and Inany others like thelll,
\\?ere accounted "(!ueens" a few years ago; they are
fine ships still, but there are llluch larger and finer
than they no,y.
The 1I1flnitou here repreHented iA one of the finest
ships of her class on the lakes, built in 1893 by thl..

Chicago Ship-building COIllpallY. Her hull iA of step],
length over aU 295 ft'et, hreadth of beaul 42 fppt,

* "Buffalu Board of Trade Report, 1
9.)," p. 9
.

STf.:
-1J[ ('OJ.1IltfElteg OF' TH/'; (/ltE
lT L_IAr/'.:S.
7]

and depth of hold 22 feet. Hpr aYel'age draught of
"rater is 15 feet. She has triple expansion engines,
a single four-bla<leù scre,y propeller 13 feet in
dialneter. Her gross tonnage is 2,94.1, tons. She is
handsolnely fitted up \yith sleeping aCCOIIl1110ùations
for four hundred passengers, has a freight capacity of
1,;'500 tons, anù (levelops a speed of eighteen n1ÌIes an
hour. Her route iH l)et,yecn Chicago and Sault Ste.

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larie, where she connects ,yith the La'ke
uperior
lines. She cost
30U,OUO.
The .J( ones 1 f'"fI tt, the first of the Rockefeller tleét
nnll the largest stean1ship on the lakes, is 42G feet
long, 4H feet 1 )eèUn, [ut( 1 29 feet deep. She cost

2()0,OOO, and ,,,ill carry froln 4.000 to ü,UOO tons
of ore, according as she is trin1Blec 1 to dra\y 1
or 1

fel't of ".atel'. The Empil'e City, o"rne(l by the

272 HISTORY OF STEA},f NA VIGATIO
Y.

Zenith Tran
portation COlnpany, is of the sanlP
dilnensions, less one foot in depth.
he is now the
largest grain carrier on the lakes, having capacity for
213,000 bushels. The :\Iinnesota Iron COlllpnny haye
a Reet of fourteen stealnshi ps, each carrying froln
100,000 to 180,000 bushels of grain. 'The J-Iehigh
Valley Transportation Company o\vn a fleet of large
and po,verful steel freight steamers w.hich ply be-
t,veen Buffalo and Chicago. These are but a fe,v of
the Inany transportation conlpanies that do business
on the Ch'eat. Lakes. As to the vessels at present
elnployed in the trade, it is safe to say that they are
to be regarde(l only a
the precursors of a still larger
class of freight ste
uners that ,vill navigate these
,vaters ,vhen the contemplated t\vent.r
one foot
channel shall have been established froln Lake Supe-
rior to BuffaJo. At pre
ent there is a navigable
channel of 17
feet all the ,yay.

Iany of the large steanlers take a nUluber of
barges in to\V, and in this ,yay enormous quantities
of grain are sOlnetilnes lnoved by a single shiplnent.
The Appomattux, for exaluple, \vith three consorts
in to,v, recently left Duluth ,vith a cOlnbined cargo of
482,000 bushels, or ] 4,4ßO tons of ,vheat. Assun1Îng
the average yield of that cereal to Le t,venty bushels
to the acre, this single shipment represented thp
produce of 24,100 acres!
The
orthern Stearnship COlllpanyof Buffc'tlo has
perhaps the finest fleet of stealllerS on the Great Lakes,
consisting of eight ste
:unships. Six of these are steel
freight and emigrant ships of 2,500 tons each. They

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are nalue.l the .1Vorthern Light, Þto1,the1'n TV(1)e,
....Vo1'ther;-.n ]{;l1g, Northern Queen, the ]{orth 8tu,;" and
the lY o1,th JlT indo The other t,vo, the lY o1'"th- lrf.l
t
and the N01'th-Llfnd, are exclusively passenger ships,
up-to-datp in every respect. They are identical in
size, being each 386 feet long, 44 nloulded breaJth,
and 26 feet in depth. Their gross tonnage is 5,000
tons apiece. They have quadruple expansion engines
of 7,000 indicated horse- po\ver. The boilers àre
,yorked at a pressure of 275 pounds to the ::;quare
inch, and use up 70 tons of \vater per hour. The
t,vin scre\ys are 1:
feet in dialueter and 18 feet pitch,
Inake 120 revolutions per luinute, and drive the ships
at a speed of froIH 22 to 2.) statute Iniles an hour, as
Inay be required. The bunkers hold 1,000 tons of
coal. A doul,le bottonl, 42 inches deep, extends the
\v hole length of the ship, and is utilized for adjust-
able \vater ballast. Luxurious accommodation is
provideJ for five hundred first-class and forty second-
class passengers. X early t\venty-six miles of electric
wire are used in conducting the subtle fluid for 1,200
lights. The electric search-light bas one hundred
thousand candle-power. The refrigerating plant,
oesiJes creating aInple cold storage, lllakes one thou-
sand pounds of ice per day for the ship's use. The
grand saloon is, in Alnerican parlance, "a luagnificent
achievenlent." The routes of these t\vin ships is froni
Buffitlo to Duluth, at the head of Lake Superior, a
(listance of 1,065 nÚles, each of theIH nutking the
round trip in a ,yeek. The fare for the round trip is

30 for transportation, nleal:s and stateroOlllS being
charge.l extra.

STEA,;JI CU.1'IMERCE OF THE GREAT LAKES. 275

For nlany years t\yO causes prevented the building
of vessels of such large dimensions as those just
described for lake navigation. One of these was the
insufficient size of the lock at Sault Ste. l\larie, and
the other w'as the shallo\yness of the ,vater on the St.
Clair flats and at other points. The forlner difficulty
disappeared in 1881 when the first of the large locks
was opened at the Sault; the second difficultywas over-
come by the Northern Stearnship COlnpany in the
peculiar construction of their vessels \vith a water
ballasting systeul that permits of sinking the ship to
the depth required for navigating the deep ,vaters of
the lakes and of floating thern over the shoals and
bars that obstruct the navigation. This ingenious
device, ho\vever, can only be regarded as a ternporary
expedient, pending the action of the United States
Government, \vhich contemplates the nlaking of a
twenty-one foot channel at all points \vhere the shal-
Io\ys occur. This is a nleasure felt to be due to the
lakes' luarine, \vhich has already done so much to
develop the resources of the N orth- \Vest, especially
the rnineral reRources, \vhich \youlJ otherwise have
lain cOll1parati vely dOl'lnant. .c The United States
have expended SOlne $12,000,000 in \videning an(l
deepening channels, \vhich has already been 1110re
than repaid by the rapid development of COllllllerce.
The largest iteln in the lakes' traffic is the transporta-
tion of iron-the richest ores are now being Inined
along a line of coast of one thousand miles, dotted
wi th manufacturing to\VllS."*

-11-" Ullitefl States Deep \\T atcrwaJ-'s CommiRsion Report., 1896."
18

276 HISTORY OF STEAltI .YA VIGA TIO
"".

It helps one to realize the in1mensity of the lakes'
traffic to learn that the number of vessels that cleared
froll1 the district of Chicago in 1893 ,vas 8,789, with
a gross tonnage of 5,449,470 tons-actually a larger
tonnage than cleared frolll the port of Liverpool in
1892.. The tonnage passing do,vn the Detroit River
fronl lakes Superior, l\Iichigan and Huron, during the
seven or eight months of navigation, is, by official
staternents, greater than the entire foreign and coast-
,\yise trade of London and Liverpool cOlnbined in
twelve months. It is estimated by competent experts
to be three tirnes greater than the foreign trade of
the port of N ew York, and to exceed the aggregate
foreign trade of all the seaports of the United States
by 10,000,000 tons!

SAULT STE. MARIE SHIP CANALS.

To accolllll1odate the vast volull1e of traffic emanat-
ing from Lake Superior ports, magnificent canals
have been constructed on either side of the St. l\lary
River, ,vhich connects Lake Superior '\vith Lake
Huron. These works, the Inost relnarkable of their
kind in existence, have reached their present dimen-
sion by a succession of enlargenlents and a large out-
lay of Inoney. The first canal on the '\vestern or
American side of the river ,vas constructed by a joint
stock company fonned in 1853, ,vho undertook to con-
struct it for the State of l\Iichigan upon receiving
therefor a grant of 750,000 acres of land. The ,york

* "Chicago Board of Trade Report, 1895."

STEA11/ OO.L1TßIEHOE OF THE GREAT LAKES. 277

,vas cOlllpleted in 1855, and from that date the com-
merce of Lake Superior lTIay be said to have had any
appreciable existence. The opening of the canal ,vas,
as it ,yere, the opening of a sluice-gate through ,vhich
a flood of COllllnerce ,vas soon to roll.
The first canal cost about
1,000,000. It ,vas a
little over a mile in length. Its wi(lth at the ,vater
line ,vas 100 feet, and its depth 12 feet. There ,vere
t,vo locks, each 350 feet long and 70 feet ,vide. The
gro,vth of traffic and the increase in the size of the
lake vessels soon rendered it apparent that the
canal nlust be enlarged. In 1870 the United States
Governlnent n1ade its first appropriation for (leepen-
ing the canal to 16 feet and increasing its lockage.
A ne'v lock ,vas built, 550 feet in length by 80 feet
in ,vidth, and 18 feet lift, at a cost of
2,404,124.22.
The ,york ,yas cOlnpleted in 1881. Its opening ,yas
follo,ved by all enOrInous increase of COlnmerce-so
lnuch so that it soon becalne quite infHleqnate to
the traffic. A still further enlargement ,vas decided
upon, ànd ,vas con1pleted in 189ö, at a cost of about

5,000,OOO. The ne,v lock occupies the ::;ite of the
two old locks of 1855, and is t;00 feet long, 100 feet
,viae, all( 1 has 21 feet depth of ,vatl'r on the
ill.
It is officially kno,vn as the St. )Iary's Falls Canal.

o long ago as the close of last century the N orth-
'Vest Fur COlnpany had constructed a rud
canal on
the Can
:t(1ian side, ,vith lock:-;, adapted for the passage
of loaded canoes "Tithout breaking bulk. Though
late of construction, a ship canal had long been in

278 HISTORY OF STEA

I NAVIGATION.

contelnplation by the Canadian Government, and the
tilue caIne when, owing to the increase of traffic, it
could no longer be delayed. This great ,york was
cOInpleted and openeù for traffic on Septen1ber 9th,
1895, at a cost of SOlne
3,300,000. The Canadian
lock is 900 feet long, 60 feet ,vide, 20 feet 3 inches
depth of ,vater on the sill, and 18 feet lift, affording
room for three large vessels at one tin1e. The length
of the canal proper, bet,veen the extrenle ends of the
entrance piers, is only 5,967 feet, but including the
excavated channels of approach it is a10ut 18,100
feet. The Alnerican canal iH a little over a mile in
length. The locks of both are unsurpassed for their
size and solidity, as ,veIl a
for the cOlupleteness of
their mechanical apliances.
An official report, c0l11piled by the Chief Engineer
of the St. l\Iary's Falls Canal (lTnited States), contains
a detailed statelnent of the C01l1n1erce of that canal
for each year, fronl 1855 to 1895, anù goes far to
substantiate ,,,,hat has already been said as to the
rnagnitude of the lakes' commerce. The nUlnber of
vessels that passed through in 1895 ,vas 17,956, with
a registered tonnage of 16,80G,781 tons. The nUlnber
of sailing vessels ,vas 4,790; of ste
tlllerS, 12,4n5; and
of unregistered craft, 671. The nUluber of passen-
gers conveyed froln lake to lake ,vas 31,G.j(). As to
the cargoes of the vessels, these are a fe,y of the
chief itelns: 2,574,362 net tons of coal; 8,902,302
barrels of flour; 46,218,2f50 bushel
of ,vheat;
8,328,694 bushels of other grain; 107,452 tons of
copper;
,062,209 tons of iron ore; 740,700,000 feet

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STEAM COltfl1fERCE OF THE GREAT LAKES. 279

of sawed lumber: 100,337 tons of manufactured and
pig iron; 269,919 barrels of salt-in all, 15,062,580
net tons of freight. The freight traffic of the St.
ltlary's Canal, in seven lnonths of 1895, was more
than twice that of the Suez Canal, \v hich is open all
the year. During the year 1897 it was lnnch
greater than in any previous year, the registered
tonnage being 17,619,933, the tons of freight 18,-
218,411, and the nUlnber of passengers 40,213.

The gradual development of steam navigation on
Lake Superior is sho\vn in a table of parallel
colunlns, extending over thirty years. In 1864 the
sailing vessels that used the canal \vere three tilnes
as numerous as the steamers; but in 1895 the
steamers \vere three times as numerous as the sailing
vessels, and they had increased enornlously in ton-
nage. The nUlllber of sailing vessels built on the
Great Lakes in 189G was nineteen; in that year there
\vere built seventy-five steamers, aggregating 75,743
tons register, and of these thirty-five were built of
steel, \vith a cOlnbined tonnage of 63,589 tons.
The principal ship-building yards on the Upper
Lakes are at Buffalo, Cleveland, Detroit, Bay City,

lihvaukee, Chicago and Superior. At nlost of these
pujnt
there are plants fur the construction of iron
and steel vessels. It is said that Cleveland is the
largest shi p- building port, and also the largest iron
ore lnarket in the United States.
The transportation of iron ore, it \vill be noticed,
fOrIns a large elelIlent in the COlll11lerce of Lake

280 HISTORY OF STEAltf NA VICATION.

Superior. Not only is the ore found in great
abundance in that region, but it is the best in quality
and the most in demand of any in the lTnited States.
Over 100,000,000 tons of this ore have been mined
in the lake region wi thin the last forty years. Owing
to its great bulk and ,veight it is nearly all carried
by water; the estirnated capital engaged in mining
and transporting the ore to the 120 furnaces in
Ohio, Pennsylvania, Buffalo and Chicago is about
823
,000,OOO.* But for the number and the size of
the steamers thus eInployed, and the facilities no,v in
use for loading and unloading theIn, the trade could
not exist. The largest vessels in the iron ore trade
are regularly loaded in three or four hours; 2,500
tons of ore have been loaded into a vessel of that
capacity in an hour and three-quarters. t

THE ERIE CANAL.

This great artificial ,vaterway, lying ,vholly in the
State of N ew York, and under State rnanagelnent,
connects Buffalo with ..the Hudson River at Albany.
Although of comparatively IÏ1niteù capacity, it is
to-day the nlost formidable rival the St. La,vrence
route has to compete with in the transportation of
freight fronl the west to the seaboard. The Erie
was first opened for traffic in the same year as the
first Lachine Canal (1825). It ,vas originally 363

*" United States Deep 'Vaterways Commission Report, 1896."
t" United States International Commerce Report, 1892," p. 52.

STEAJf OOM11IENGE OF THE GREAT LAKES. 281

miles long, ,vith eighty-three locks, each 90 feet by
15 feet, and 4 feet depth of ,vater.
The first enlargement of this canal ,vas comJuenced
in 183G and conlpleted in 1862, at a cost of $44,465,414,
making the entire cost up to the last-named date
over $50,000,000. It is now 351! n1Ïles in length, 70
feet wide on the surface and 56 feet wide at the
bottom having 72 locks, each 110 feet by 1H feet, and
7 feet deep. The limit of the canal for navigation,
ho,vever, is only 6 feet of ,vater, restricting its use to
vessels of 240 tons capacity, say, 8,000 bushels of
wheat.
Navigation has hitherto been carried on by horse
traction-the boats running in pairs-and by small
steam tugs to,ving three or four boat
, after them.
The tug often pushes one boat ahead and to,vs the
others behind. In this latter way a load of 900 tons
will be moved at an average pace of about 2! milf's
per hour while in motion. Including lockages, the
distance from Buffalo to N e,v York Inay be covered
in nine or ten days. The boats are al)out 98 feet long
and 17 feet 5 inches wide. They make on the
average about seven round trips in the season. The
average price received for the transportation of wheat
in this manner from Buffalo to New York is about
3! centl::4 per bushel, \vhich allo'\Vs a fair Inargin of
profit to the boatIllan.
Experiments have been mad
for the application of
electrici ty to the traction of the boats, ,vi th promise
of further development. In the n1eantÏlne consider-
able importance is attached to the installation of

282 HISTORY OF STEAM NA VIGATION.

electric telephone conununication from one end of the
line to the other, \vhereby instant cOlnmunication can
be had ,yith the section superintendents, the lock
tenders and other officials. The systell1 is devised
solely for the use of the canal officials, and will be
invaluable in sudden emergencies caused by accidents
to the boats, leaks, breaks, or other disasters that
lnayoccur and interfere ,vith the navigation of the
canal.
For sOlne time past western shippers have been
testing the feasibility of establishing a through line
of transportation froln the Great Lakes to :K e,,? York
by ,yay of the Erie Canal ,yithout the delay and
expense of transhiplnent at Buffalo. In 1895 this
idea 'vas ,yorked out by the construction of a fleet of
steel canal boats, consisting of one stean1er and five
consorts, by the Cleveland Steel Canal Boat COlnpany
of Ohio. Several fleets of this kind have since been
put in operation, and the projectors believe that they
have demonstrated the practicability of thus carrying
freight to the seaboard fron1 any of the ,vestern
lakes at a fair lnargin of profit and in successful
competition w'i th the rail ,vays. These steel barges
have encountered severe storn1S on the lakes "rithout
any serious damage to the boats or their cargoes.
The cost of the tug boat is about
15,OOO, and of each
consort about 86,000. The tin1e occupied by the steel
fleet froln Cleveland to
ew York has been from ten
to t\velve days.
The second enlargement of the Erie Canal, no,v in
progress and nearing cOlnpletion, ,vill afford greatly

STEA
f COJIMERCE OF THE GREAT LAKES. 283

increased facilities for transportation, by increasing
the depth from 7 to 9 feet and doubling and length-
ening all the locks. There \vill be no increase in the
\vidth of the locks nor in the length of the boats
navigating the canal, but two boats (which form a
horse-to,v) will be locked through at once, and by t.he
locks being doubled, side by side, no boats ,viII have
to ,vait for others cOIning in an opposite direction.
The cargo ,viII be increaserl by the greater depth of
,vater in boats of the same size, more Jeeply loaded,
and the traction ,viII be so inlproved that boats ,vill
run easier and faster. The arnount of freight carried
on the Erie Canal-east and west-in the year 1896
was 2,742,438 tons.. The anlount transported on the
WeIland Canal for that year was 1,279,987 tons.

CANADIAN CO::\IMERCE ON THE GREAT LAKES.

N ot,vithstanding the large alllount of l1l0ney ex-
pended by the Canadian Governlllent upon its unriv-
alled St. La\vrence canals and thp deepening of its
water,vays) the volullle of western traffic that comes
this ,vay is as yet disappointingly sJnall. The great
bulk of the trade in \vestern produce, Canadian and
Arnerican, finds its "ray to the seaboard in Alnerican
vessels by \yay uf Buffalo, Os\vego and Ogdensburg to
N e\v York anù Boston. '''''hat effect the deepening of

* For these notes on the Erie Canal the author is chiefly indehted
to Kingsford's" Canadian Canals,"
Ir. Thomas C. Keefer, C.E.,
Ottawa, antI the Superintendent's" Report on Canals in the
tate
of New York, 1
9v."

284 HISTORY OF STEAltf NA VIGA TIO-,-V.

the canals to fourteen feet ,viII have on this deviation
frOlll the" natural outlet" relnains to be seen.
Fronl a statell1ent kindly furnished by
Ir. T. F.
Taylor,
Iarine Inspector at Kingston, it appears that
the nUlnber of con1panies in Canada having steamers
and other craft engaged in the COllunerce of the Great
Lakes is tVlenty-four. Three of these go no farther
than the head of Lake Ontario, three extend their
operations to Lake Erie, five to Lake Huron, and
thirteen to Lake Superior. Five steamers are em-
ployed on Lake Erie, thirteen on Lake Huron, t,venty-
six navigate the ,vaters of Lake Superior. About one-
half of these steanlers are first-class steel freight and
passenger vessels of fro1l1 1,200 to 2,600 tons each. A
fe,v of them pass through the 'VeHand Canal and
have their cargoes transhipped into barges at King-
ston or Prescott. Others connect \vith lines of railway
at Sault Ste. l\Iarie, O\ven Sound, Colling\vood,
'Vindsor and Sarnia. Occasionally one or t\VO of the
smaller ones run through to 1\lontreal. Besides the
steamers, there are employed in the lakes' grain trade
twenty-one lake barges, each of 50,000 bushels capac-
i ty, and fourteen tug stearners. There is also a fleet
of about sixty-two sailing vessels trading bet\veen
the Upper Lakes and Kingston, and sonle sixty or
seventy barges employed in transporting gr
in from
that port to l\Iontreal.
On the conlpletion of the Canadian Pacific Railway
the cOlnpany formed a line of freight and passenger
stearners of their own, consisting of the Algoma, the
Albe1"ta anù the Athabasca. The Algoma had sailed

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286 HISTORY OF STEAltI NA VIGATIOY.

the lakes previous to this under different nalnes. The
other t\VO are fine steel ships, built by Aitken & Co.
of Glasgo\v, in 1883. They are each 270 feet long
and 2,300 tons burthen, fitted vdth all n10c1ern ilnprove-
ments in their nlachinery and \vith excellent accom-
modation for a large nUIllber of passengers. They
comnlenced their \vork in 1884 and have been very
successful and popular. The Algoma \vas unfortu-
nately w-recked off Isle Royale in Lake Superior in
Kovember, 1885, during a fearful sno\v-storm that
swept over the lake, when Inauy Jives \vere lost. She
,vas replaced by the lJJanitobct, a very fine vessel
built of steel at O\ven Sound by the Polson Ship-build-
ing Company. The ilJanitoba is the largest Canadian
steaIner on the lakes, being 300 feet long and 2,600
tons burthen. By Ineans of these steamers a regular
and nlost satisfactory summer service is maintained
once a \yeek from 'Vindsor and Sarnia, and twice a
\veek froIl1 Owen Sound and Sault Ste. 1\Iarie to
Fort \Vill iaIll. Their capacity for the transportation
of grain is a10ut 400,000 bushels a nlonth.
The
lontreal Transportation COlnpany, founded in
1868, is the oldest of the existing for\varding COIll-
panies, and does the largest an10un t of business. Their
fleet consists at present of three stealners, six tug-
10ats, six lake barges and thirty-t.\vO river barges.
Two of the steamers, the Bannockburn and the
Rosemount, are first-class steel ships, built at
e\v-
castle-on- Tyne, about 250 feet in length, 40 feet beam,
with a carrying capacity of 75,000 bushels of \vheat.
The lake barges play an inlportant part as "consorts"

STEAJI Co.1JIMERCE OF THE GREAT LAKES. 287

to the steamers. They resemble in appearance so
nlany large dismasteù schooners, and serve their pur-
pose economically and ,veIl so long as they keep in
to,v, but ,vhen they break loose, as they occasionally
do \vhen overtaken by a gale of ,vind, they become
unmanageable and are apt to COlue to grief. This
conlpany with its present equipment handles about
250,000 bushels of grain per nlonth.
The N orth- West Transportation COlllpany, dating
from 1871, and otherwise known as the "Beatty
Line," has t,vo fine passenger and freight stealuers,
the l1Ionctrch and the United llrrnpire, of 1,600 tons
and 1,400 tons re:-:;pectively, funning a \veekly line
froIn Windsor and Sarnia to Fort \Villiaill and Duluth,
in connection \vith the Grand Trunk Rail \vay; they
for\varù about 200,000 bushels of grain per lllonth.
The Hagarty and Crangle Line, running Let,veen
ports at the head of lakes Superior and
1ichigan to
ports on the River St. La\vrence, has t\yO large steel
Rteamers, the Algonquin and the Roseclale, on the
Upper LakeR, and the steamer Persia w'hich plies
bct,veen the head of Lake Ontario anù
Iontreal.
Han1Íltun has three" l\Ierchants LineH" in the TIpper
Lakes' shipping business-.l\lackay's, Fairgreaves', anù
Thuuuts
Iyles & Son
, u,vning in addition to other
lake craft such fille steel and COlllposite steaIllers as
the Si1
L. Tilley, Lake Michigan, Arav,ictn and the

J yles.
The Calvin Company's Line, of Garùen Island,
}(ingston, ha
four stealncrs, four lake barges, anù
four tug stealners running between Lake Superior

288 HISTORY OF STEAlIf
T.A VIGATIOJ'l.

ports, Kingston and l\Iontreal. The Collins Bay
Rafting COlllpany has on the saIne route three
steaJners, three lake barges, and t\VO tug steamers.
The Jacques & Co.'s Line has t\yO steanlers running
rroln the head of Lake Erie and one from the head
of Lake Ontario to
lontrea1.
The Great Northern Transit Company, ,vith head-
quarters at Colling\vood, has four freight and passen-
ger stealners-the lrfajestic, Pacific, Atlantic, and
Northern Belle-keeping up a well-appointed service
twice a week fro In Colling\vood to
ault Ste. Marie,
and having connection ,vith the Northern Railway
to Toronto. The jfajestic, built at Colling\vood, is a
steel scre\v stealner, 230 feet long, 36 feet \vide, ] ,600
tons register, anù CORt
125,000. She has COlllpound
condensing engines of 1,200 horse - po\ver, and is
fitteù up internally \vith great elegance. The North
Shore Navigation Conlpany has fi ,"'e excellent steam-
ers plying on the Georgian Bay and northern shores
of Lake Huron fronl Collingwood and O\ven Sound
to Sault Ste. l\Iarie and l\Iackinac Island, \yhere con-
nections are made \vith AUlerican lines of steamers to
Chicago and other ports on Lake l\Iichigan. The
stealners are the Oity of Oollingwood, 1,400 tons;
Oity of 111 idl{fn,d, ] ,300 tons; Oity of Toronto, 800
tons; Oity of Parry Sornnd anù Oity of London,
each 600 tons.
Reference \vill be made hereafter to stean1ers ply-
ing on Lake Ontario and the River St. La,vrence.

STEAJI COltfJJIERCE OF THE GREAT LAKES. 289

THE TRANSPORTATION BUSINESS.

In the n1atter of transportation it nlay be in-
teresting to learn ho\v a consignnlent of 'v heat is
"handled" frOll1 the tilue it leaves the field in

lanitoba, \vhere it is gro\vn, until it reaches its
destination in Liverpoul or London. \Vhen there

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c. P. R. GRAI
ELEVATOR AT FORT WILLIA)I, O
T.

were only a few' hundred thousand bushels to be sent
to the seaboard, thp Hlcaus of trall1-iport \vere very
sinlple and prilnitiye. It ,vas carried on Inen's backs
frorn one convevance to another, and floated down
0-
rivers or shallo\v canals in small boats or on rafts of
tilnber. But 'v hen the thousands Lecalne nlillions
the problclll of cheap transporta.tion becanle a serious

290 HISTORY OF STEAlJI NA VIGATION.

one. American ingenuity rose to the occasion and
in vented "the Inost marvellous of labour-saving ap-
pliances-THE GRAIN ELEVATOR.

The farmer sells his crop of wheat to the grain-
dealer, and carts it, say, to Brandon, ,vhere the pur-
chaser takes delivery of it at his elevator. Let us
examine this thing some,vhat minutely, taking by
,vayof illustration one of the elevators belonging to
the Canadian Pacific Rail way COInpany at l\fontreal.
It is a medium-sized one, having capacity for storing
about 600,000 bushels of grain. The saIne company's
elevators at Fort \Yillianl and Port Arthur are much
larger, having capacity for 1,500,000 bushels. In
Chicago and Buffalo there are elevators of three
n1Ïllions of bushels capacity; but, ,,",'hether larger or
smaller, in their Illain features they are all alike.
The elevator is a ,vooden structure of great
strength. Its n1assive stone foundations rest on piles
inlbedded in concrete. The fran1e,york is so t.hor-
oughly braced and bolted together as to give it the
rigidity of a solid cube, enabling it to resist the enor-
Inous pressure to ,vhich it is subjected w'hen filled
w.ith 18,000 tons of ,vheat. The building is 210 feet
long, 80 feet ,vide, and 142 feet in height fro III base-
Illent to the peak of the roof. Including the steaIn-
engine (built at the C. P. R. works) of 240 hor
e-
power, the entire cost of this elevator ,vas
150,000.
It consists of three distinct compartments-for re-
ceivin g storinO' and deliverinO' g rain. On the Q:roulld
'0' 0 .......
floor are tw'o lines of rails by ,vhich the cars have

STEAM 0011fAfEROE OF TIlE GREAT LAKES. 291

ingress and egress. The general appenrance of this flat
is that of a bew"ildering array of ponderous posts and
beams; :shafting, cog-,vheels, pulleys and belts, blocks
and tackle, chutes, and the ,vindlasses for hauling in
and out the cars, for a locomotive with its dangerous
sparks lnay not cross the threshold. Beneath this, in
the basen1ent, are the receiving tanks, thirty-five feet
apart froll1 centre to centre, corresponding to the
length of the cars. Of these there are nine, enabling
that number of cars to be sÏInuItaneously unloaded.
This is quickly done by a shovel ,vorked by n1achin-
ery, ,vith the aid of t,YO n1en, the grain falling through
au iron grating in the floor in to the tank. The
elevator has nine" legs." The lrg is an upright box,
12 inches by 24 inches, extending fron1 the bottom of
the tank to the top of the building; inside of it is a
revolving belt ,vith buckets attached 15t inches apart.
The lJelt is 256 feet long l and as it makes 36 reyolu-
tions per luinute, each bucket containing one-third of
a bushel, each leg is able to raise 5,250 l)ushels per
hour. * A car is unloaded and its contents hoisted

* The latest improvement in this direction is what is called the
H Grain Sucker," by which the process of loading and unloading
cargoes of grain is accomplisherl with astonishing speerl. The
new appliance combines in its construction the main fcatures of the
ordinary elevator, and causes the grain to go through all the different
mm"emmltH abo\Te described, with this difference, that instea(1 of
the leg with the helt and bucket, the grain is c1cyated to the top of
the structure on the principle of suction through a flexible pipe.
The air being drawn oft' by pumps from the vacuum chamber, the
grain is Hucke(l up like water from a well. 'Iachines of this kind,
fitted with any nnmhcr of these pipes that may be re(!uin'(l, are
used at the London docks, and are said to be capable of transferring
wheat at the rate of a hundred amI fifty tonR all hour- J"idl...
Strf'tlld .1lflya:im, for May, 1898.
19

292 HISTORY OF STEAltI NA VIGATIO...V.

into the upper regions in fifteen minutes. \Vhen all
the legs are at ,york 30,000 bushels are handled in an
hour.
The four-story house on top of the granary contains
a number of different lllechanisl11s. In the uppermost
flat the leg's revolving belt turns round a pulley and
discharges the grain into a receiving hopper on the
next floor. Fronl this it is ,vithdra\vn to the \veighing
hopper, nicely balanced on a Fairbanks beam-scale,
having a capacity for 30,000 pounds or 500 bushels
of \vheat, \vhich is w'eighcd \vith as nluch exactitude
as is a pound of tea by the grocer. At either end of
this 1'00111 there is a separating nlachine in \yhich the
grain can be thoroughly cleansed by the relnoval of
sniut and dust. Underneath is the distributing rOOln,
\vith jointed pipes leading to the storage bins, of which
there are one hundred, each 50 feet deep and 12 feet
square, calculated to hold 6,000 bushels each. The
process of \vithdra w'ing the grain from the bins,
strange to say, is a repetition of that just described.
It nlust go down into the cellar, and up again to the
attic, and pass through the \veighing luachine and
thence to the car, the barge, or the ship. A car of
600 bushels can be loaded in three luinutes. The
most singular part of the ,,-hole apparatus is the
"carrier" by \vhich the grain is conveyed from the
elevator to the vessel lying at the ,vharf, 2GO feet off.
The carrier is an endless four-ply rubber belt, 515
feet long and 36 inches \vide, upon \vhich the grain is
dropped and carried to its destination. The difficulty
of conlprehending \vhy the grain is not shaken off

STE..AjJI ro.JIMERCB OF TIIE GREAT L
tKBS. 293

that flat, rapidly revolving belt is not lessened by the-
expìanation given, that it is held in place by the con-
centrati ve attraction of the particles in nlotion. But
froin ,vhatever cause, the grain clings to the belt,
and Inay lJe carried in this way any distance, and
in alllnanner of directions, turning sharp corners and
even going over the roofs of houses if they stand in
the ,vay. The elevator in (luestion deli \yers by
"carrier" fronl 8,000 to 10,000 bushels an hour.
There are over 50 such elevators in N e\v York, only
of much larger capacity; Buffalo has 52, ,vith a
storage capacity of over] .1,000,000 bushels: Chicago

21; Duluth and Superior, D eac
. There are elevators
in Buffalo that can take grain out of a vessel at the
ra,te of 2."5,000 bushels an hour.
A Duluth paper of )lay 21st, 1898, says: "Globe
elevator K o. 1 carries the broonl for rapid loading
this year, and the record D1ade yesterday has pro-
ùably never Leen equalled. The :stealner Qaeen City
loadeù there yeRterday ulorning, taking 18.'),000
LushelH in 180 lllinutes."
No\v, suppo
e that an order has reache(l Brandon
for a shipluellt of 220,000 bushels of wheat,. to be
for\varded to
Iontreal via the St. Lawrence route.
The initial cost of recei \ying, storing for a given titHe
anù deli very frolH the Brandon elevator is three cents
per bushel. It nlust be haulc(l Erotn Brandon to Fort

* "The RteamRhip RrUlIIorHJlfrn awl consort
left Fort \Yilliam
011 the
nl instant loaded with 220,000 hushel:;; of No. I ha1'f1 \\ heat
for
'Ir. \Y. \V. Ogilvie's mills. This is the largest shipment that
ever left the port."--.lIIontratl Gnzptll, June 5th, 189U.

294 HISTORY OF STEAJ,I NA VIGA TIO...Y.

\Yilliam, a distance of 559 miles by railway. The
consignlnent is the produce of 11,000 acres and ,veighs
6,600 tons. It ,viII load 330 box-cars, each containing
40,000 pounds. As each car ,veighs about 25,000
pounJs, the entire \veight to be 1110ved by rail \vill
be 10,725 tons. Until quite recently, twenty cars of
,,,,heat InaJe up an average train load, but \vith the
po,verful locoll1otives no\v in use t,,
ice that nun1ber
may be taken at a load. A safe estinlate for this
particular shiplnent ,viII be ten trains of thirty-three
cars each, the gross "
eight of engine, tenc!er and
train being about 1,100 tons.. The cost of transport
froIn Brandon to Fort 'Villialn, at the sumnler rate of
19 cents per 100 pounds, 'viII be 11.40 cents per
bushel. By Ineans of the elevator at Fort \Yillialn
it is transhipped to lake vessels. A large propeller
takes on board 70,000 bushels; the balance is stored
a,vay in three barges containing 50,000 bushels each.
The propeller takes the trio in tow and proceeds on
its long voyage of 1,200 n1Ïles through Lake 8uperior,
the" 800" Canal, lakes Huron and Erie, the WeIland
Canal and Lake Ontario to Kingston, in seven days.

* The weight that, can be hauled hy a locomotive depends largely
on the gradients of the road trayersed. \Yillnipeg and Jfort 'Villiam
are nearly on the same sea IC\-el, but between them the line of rail-
way ascends and descends some 800 feet, limiting the drawing power
of a sixty-ton locomotive in certain sections to, say, 900 tons. On
a level road a large American locomot,ive will easily draw sixty
cars containing 1,000 bushels of wheat each, or a total weight of
3,000 tons. As with steamships, the tendency is to increase the
size of the locomotive. There is this difference, however: the
weight and power of the locomotive are limited by the strength of
the rail upon which it travels.

STEAM COl,LðfERCE OF THE GREAT LAKES. 295

The cost of transportation froIn Fort 'Villialn to
Kingston is fronl three to four cents per bushel,
and to
Iontreal t,vo cents more. At Kingston
floating elevators COlne alongside the propeller and
her consorts, and quickly transfer their cargoes into
lighters carrying fron1 20,000 to 30,000 bushels each. *
The fleet of ni
e or ten river barges is to,ved down
the St. La\vrence, passing through the Corn,vall,
Beauharnois and Lachine canals to 1tlontreal, 1,940
rniles froln Brandon by this route. They are laid
alongside the ocean stealners in pairs, one opposite
the forehatch and the other at the afterhatch, and
their content
are poured into the big ship at the
rate of 8,000 to 10,000 bushels per hour. The
average rate to Liverpool is about 51 cents per
bushel, bringing up the total cost of transportation
froln Brandon to Britain to, say, 22i centb per
'Lushel. The first shipment of wheat frolli l\Iallitoba
to Britain ,vas nlade in October, 1877.

* Since these lines were written, three stationary elm'ators haye
been erected at Kingston-one by the )Ioutreal Transportation
Company, with a capacity of 800,000 bushels; one by the :Moore
Company, for 500,000 Im::;hels, awl oue hy James RichardRon
&, SonR, for 230,000 bushels. The Prescott Elevator Company has
erecte(l one at Prescott of 1,000,000 capaciLY, and still another has
been built at Coteau Landing in connection with the Canalla Atlantic
Ra.ilway system, with 300,000 capaeity. All indications are that
the enlargement of the SL Lawrence canals is confidently expected
to result in a large increase in the Canadian grain tradc and for-
\\- arding husincss. 1'here arc si xteen floating elevators in .:\lontreal
harbour, eapahlc uf haIHUing from 4,000 to 8,000 hushels of gram
each per hour.

296 IIISTORY OF 8TEA
1I .AVA VIGA TIO
)t.

1\11'. Hugh
IcLennall, tht' pre
ident of the l\lontreal
Transportation COlnpany, is also one of the most
extensi ve shippers of grain in Canada. No better
illustration can be found anyw'here of the Ulan ,yho
is the architect of his o'wn fortune. 1\11'. 'ßlcLennan
was born in the County of Glengarry in 1825. His
father's fan1Ïly caIne frolll Ross-shire, Scotland, in 1802,
and his In other's falnily ,vere United EUlpire Loyal-
ists, ,vho settled in Glengarry at the close of the
Ainerican 'Yar of Independence.
After serving sonle years in the hard,vare business
in l\lontreal, 1\11'. l\lcLennan joined the nlail stealller
Oanadclt, as pur
er. under Captain La,vless. In 1850
he started business on his o\vn account in Kingston,
as ,vharfinger and shipping agent. During that
season he united ,,,,ith sorne others in organizing a
stealnboat line to run bet,veen Kingston and
Iontreal,
in the furtherance of ,,'hich enterprise he reulovec1 to
1\lontreal in 1851, adding the business of general
shipping agent. In the year 1854 he ,vas joined by
his elder brother John, \vhen they entered. exten-
sively into the grain trade, 1\11'.
lcLennall going to
Chicago in connection ,vith that busine:ss. In 1HG7
he returned to Montreal, and organized the 1\Iontreal
Transportation Company, of 'which he has been
president to the present tÏ1ne.

Ir.
lcLennan's n
ll11e soon became identified \yith
Inany of the leading enterprises of the city, as \vell as
in its educational and bencvolent institutions, lIe
stiU continues his active connection ,vith the trans-
portation and grain export business, and by reason of

STEAlll C0J11JIENCE OF TIlE GREA T L
lKES. 297

his long connection has becolne an ackno,v ledged
authority in everything pertaining to the past history
of these ÏInportant branches of Canadian trade. He
is an ex-president of the Board of Trade, and repre-
sented that organization upon the Harbour Board for
a quarter of a century, resigning the position during
the present sea
on. He i
a director of the Bank of
Montreal, a governor of
IcGill University, and of the
Montreal General Hospital, and is treasurer of the
Sailors' Institute. He is also an active nleluber of the
Alnerican Presbyterian Church.

A large proportion of the ,vheat gro,vn in the
\Vestern States and in Canada is lnade into fluur and
transported in that forlH to eastern and foreign
markets. l\llnneapolis, in the State of
linnesota,
clain1s to be the greatest flour luanufacturing centre
in the \vorld Its milling capacity is said to be 54,800
barrels daily. Its actual output in 1895 ,vas 10';>81,-
633 barrels. Although Canada lnay not COIllpare
,yith l\linneapolis in its annual output of flour, she
clall11s to have the largest individual n1Ïller in the
,yorld, in the perHon of \V. \V. Ogilvie, of
IontreH1.
1\11'. \Villialn \Vatson Ogilvie was born at St. 1\lichel,
Hear l\Iontreal, April 14th, 1836, being descended
froln a younger brother of the Earl of Angus, 'v ho,
SOlnc centuries ago l ,vas re,varded ,vith the lands of
Ogil vie, in Bantfshire, and assullled the n
une of the
estate. His iUllneJiate ancestors belonged to Stirling-
shire,
cot1and, hi
granùfather having COllIe to thi

country in the year 1800.

298 HISTORY OF STEA
I ...VA VIGATIOY.

The milling business now represented by 1\11'.
Ogilvie was begun by his grandfather, ,vho, in 1801,
erected. a mill at Jacques Cartier, near Quebec, and
also one at the Lachine Rapids, in 1808. In 18GO he
becalne a member of the finn of A. 'V. Ogilvie & Co.)
then fornled, ,yhose transactions in grain soon becalne
very extensive, resulting in the building of the
"Glenora 1\Jills," at 1\[ontreal, and others of large
capacity at Goderich, Seaforth and \Vinnipeg. On
the death of 1\11'. John Ogilvie, in 1888, Senator A. W.
Ogilvie, having retired in 187 4,
lr. W. \V. became
the sole member of the firn), and has since proved
hiulself a Jnan of nlarvellous executive ability. He
,vent to Hungary to see the roller process at ,vork,
where it came into use in 1868, and was one of the
first to introd.uce it into this country. He acquired
by purchase the famous Gould 11ills in Montreal, at a
cost of
250,000, thus adding 1,100 barrels to his
daily n1Ïlling capacity, which, at the present tilne, is
about 9,000 barrels a day. The annual output of Mr.
Ogilvie's mills is about 2,500,000 barrels. About 30
per cent. of that anlount is exported to different
European countries; and, recently, a delnand has
arisen in Japan, Australia, and even in the Fiji
Islands, for "Ogilvie's Hungarian flour." The balance
is sold in all parts of the ])ominion.
Ir. Ogilvie
purchases betv..-een four and five nlillions of bushels
of \vheat annually, antI is rich in elevators, having as
Inany as sixty-nine of these for his O'Vll special use
in various parts of the country. In carrying on his
extensive busines
he occasionally charters ,yhole

STEA][ CO]I][ERCE OF THE GREAT LAKES. 299

fleets of lake stealners and barges, and it is said of
hilll that he is as fair in his business lllethods as he is
generous in his charities.
Ir. Ogilvie is a director of
the Bank of
Iontreal, ex-President of the
Iontreal
Board of Trade, and largely interested in several of
the leading comn1ercial interests of Canada.

DEEPER 'V ATER'VAYS.

The enlargement of the St. La\vrence and Erie
canals cannot fail to prove ad van tageous to the
inland shipping trade; but, so far from solving the
question of " cheape
t transportation," it seem
rather
to have accentuated the delnand for greater facilities
of a like kind. The cry for "deeper \vater\vays" has
been in the air for rnany yeart;, Lut never has it been
louder than just no\v. The first enlargement of the
St. Mary's Fallt; Canal in 1881, and the subsequent
deepening of the channels connecting the Upper
Lakes had the effect, ahnost imnlcllÏately, of doubling
the tonnage of vessels plying the lakes and of pro-
ducing a corresponding reduction in the rates of
freight. The increaBc of the COllllnerce of the lakes,
incredible to those \y ho are not engaged in it, and
,,"hat appears to be its liu1Ïtles
future, have been
keenly di::,cu:-;:sccl in conventions us ,yell as on the
floors of ParJiauH'nt antI Congress for a Innnber of
years past, but it \yas only ill 1894 that the IHO\ellleut
us
ullleù an organized fonn.

300 HISTORY OF STEA.L
[ YA VIGATIOY.

At a lneeting held in Toronto in Septelllber, 1894,
there was fOl'llled "The International Deep \Vater-
\vays Association," the declared object of w'hich ,,-as
"to proillote the union of the lakes and the high seas
by waterways of the greatest practicable capacity
and. usefulness; and recognizing the 8upreme utility
of such ,vater\vays' cleveloplnent." A t that lneeting
it was resolved: "That the rlepth of all channels
through the lakes and their 1:)eaLuard connections be
not less than tw'enty-one feet, and that aU pernlanent
structures be designed on a basis not les:-; than
twenty-six feet, in order that the greater depth may
be quickly and cheaply obtained ,vhenever delnanded
by the future nece
sities of commerce."
On the 8th of February, 189.3, it was resolved by
the Senate and House of Represen tati yes of the
United States of Alnerica in Congress asselubleù,
"That the President is authorized to appoint three
persons ,vho
hall have po,ver to lneet and confer
,vith any sin1Ílar cOllllnittee \vhich lnay be appointed
by the Governlnent of Great Britain or the ])on1Ínion
of Canada, and ,vho shall llutke in<luiry and report
whether it is feasible to build such canals as shall
enable vessels engaged in ocean comln
rce to pass to
and fro bet\\Teen the Great Lakes and the Atlantic
Ocean, ,vhere such canals can be 11l0st conveniently
lucated, and the probable cost of the saIne, with
estilllates in detail; and if any part of the saIne
should be built on the territory of Canada, ,vhat
regulations or treaty arrangelnents will be neces1:)ary
bet,veen the United States and Great Britain to

STEAJ.l CO.JIJIERCE OF 'l'IIE t/REA T LAKES. 301

preserve the free use of such canals to the people of
this country at all tiules."
By an order of Council dated at Otta\va, l
th
Deceulber, 1895, )Iessrs. O. A. Ho\vland,
1.P.P., of
Toronto, Tholuas C. Keefer, C.E, and Tholnas l\Iunro,
C.E., of Otta\va, \vere appointed COlnn1Ïssioners on
Lehalf of the Canadian GovernIllent to 11leet and
confer \vith the COllunissioners appointed by the
President of the United 8tates on this Ï1nportant
suLject.
SC\Tcral lneetings of this International \Yater\vays
COlllluission have been helù, a good deal of llloney
has been spent in prelill1Ïnary survcys, and reports
favourable to the propo::,al, elnLuJying llluch exceed-
ingly interesting infortllH tion as to the anlount and
rapid growth of the COllllnerce of the lakes, have been
sublnitted to the respectivù Governlllents. The
Alllerican COIllllÜHsionen, favour the construction of
a series of ship canab connecting Lake Erie \yith
the
eaboard, suggesting that the nIÏlliulUlll depth
of navigable "rater should be 28 feet, \vith canal
locks 560 feet long antI 64 feet "Tide. They present a
choicc of routes: (1) "The natural route" via the
St. La\vrence to
Iontreal, and
'ia Lake CJuunplain
to the HutlHon River. (2) VÍ(t Lake Ontario to
Oswego and thence through the l\Io}ut\v k 'Talley to
Troy on tlH
ffudson. The latter \vouill be entircly
through (Tllited States territory; the forlner \vouItI
necessarily be ûf an international character, and pre-
ferable, provi(Ie( I that satisfactory treaty arrangeloents
could be effected for thc settlenlcnt of any diffèrences

302 HISTORY OF STEA]I NA VIGA TIO...V.

that Inight arise between the two Governments
interested. In either case the construction of a ship
canal at Niagara Falls on the Arnerican side of the
river is judged to be necessary. The international
route \vould involve a ship canal frolll some point
below Ogdensburg to near the boundary line on Lake
St. Francis, and thence through Canadian territory to
Lake Champlain.
The Canadian Commissioners in general terms
endorse the international proposal as the one" which
\vould give an opportunity of doing w'hat our canals
,vere intended to do, but have failed to do, that is,
to obtain the lllaxilnulll amount of the \vestern trade
for the St. La,vrence route." It is agreed that the
class of vessels adapted to the \Velland and St. La\v-
rence canals, limited to a draft of fourteen feet, can
never compete successfully \vith the large United
States vessels plying on the Upper Lakes; and the
fact that these large United States vessels are unable
to leave the Upper Lakes, "seerns to enIbrace the
,vhole 'Deep Water\vays' question in a nutshell.".
Regarding
Iontreal as a seaport and the natural
outlet for the conllnerce of the \Vest, it is conceùed

*The following paragraph, taken from the }{orth- JVe.<;lern Miller
for November 12th. 1897, doubtless reflects the opinion of the
majorit.y of Western grain dealers in the United States, with whom
the feeling Qf sentiment for the "natural route" is of small
account: "The steel barge A11la::on left Fort \Yilliam recently
loaded with 205,000 bushels of .Manitoba hard wheat for Buffalo,
indicating that the Buffalo route is still at its best, and that the
monster craft is cutting off the :Montreal route as effectively as
could be desired by any rival."

STEA11J COJI.L
IERCE OF THE GREAT LAKES. 303

that its harbour accol1ullodation must be largely in-
creased, that it should be furnished with the best
kno,vn appliances for the storage and shipment of
grain, and that the navigable channel to Quebec be
deepened to at least thirty feet and the 'Yelland
Canal to at least t,venty feet.
The project of enlargecl ship canals to connect the
Great Lakes ,vith the Atlantic Ocean is a Inagnificent
one. Its advantages have been skilfully set forth.
There are no insurmountaLle engineering difficulties
in the ,vay of it/:) acco1l1plishlnent, but it is still ,in
nub'ibus. Apart fronl the conlplications necessarily
attending an international ,york of this nlagnitude,
it is not likely that it ,vill be entered upon until the
results to commerce of the enlargelnent of existing
canals in both countries have been fairly tested.
In estilnating the comparative merits of
lontreal
and N e,v York, or any other An1erican port on the
North Atlantic coast, it may be assulned that the
average sumlner rate of freight upon a Lushel of
wheat by either route froln the head of the Upper
Lakes to Liverpool is almost identical.- But it Inust

* We have good authority for quoting the rates of the summer
of 1897 as follows: Duluth to Buffalo, 1
cents per bushel; Buffalo
to New York, by the Erie Canal, 3
cents; New York to Liverpool,
j cents; elevator charges,
of 1 cent; total, 10
cents per bushel.
Fort "
illiam to Kingston, 3
cents; Kingston to :Montreal, 2 cents;
Montreal to Liverpool, 51 cents, including port charges; total, 101
cents per hushel. In 1857 the average rate hy lake and canal on
a bU8hcl of wheat from Chicago to New York was 2.3.29 cents per
hushel ; now it is less than 6 cents. The reduction in cost of tran
-
mission is due to improved metho(ls of handling freight, deeper
channels, larger vessels amI more rapid conveyance.

304 HISTORY OF STEAltf NA J"IGA TIO}.r.

be borno in 11lind that grain shipped 1'ift Buffalo,
,vhether by rail or canal, nlay be stored at the
Alnerican seaboard, to be shipped at any tillle during
the ,vinter that may be desirable, thus placing the
:\Iontreal route at a disadvantage. The rates of
Inarine insurance are also said to bo in favour of
N e,v York. Another argulnent in favour of the route
to N ew York vía Buffalo is that the Erie Canal is
open for navigation fronl three to four ,veeks later
in the autulnn than the St. La,vrence canals, a fact
of great importance to the 'Yestern fariller ,vho
w'ishes to dispose of as much of his crop as possible
before the close of navigation.

IoNTREAL, OTTA'VA AND GEORGIAN BAY CAr-;AL.

This latest canal project is the revival of a proposal
that ,vas entertained bv the Canadian Govemlnent
nlany years ago, and upon ,vhich there ,vas spent a
good deal of nloney, but ,vhich ,vas subsequently
abandoned in favour of the St. La,vrence route.
1\11".
Iacleod Stew'art, ex-
Iayor of Otta\\Ta, and a
Ulan of great energy as ,yell as of influence, is the
chief pronloter of the present enterprise. At his
instance a conlpany of British capitalists has been
formed for the purpoRe of constructing and operating
a system of canals to cOlnplete a through ,vater,yay
fronl
Iontreal to the Great Lakes along the course
of the Otta,ya and
làtta,va rivers, Lake Kipissing
and Frpnch River to the Georgian Bay, Lake Huron
-follo,ving precisely the track of the early voyageurs.

STEAltf COJ.l/.JIERCE OF TIIE GREAT LA/{ES. 305

The chief advantage clRÍ1ned for thi
route, froll1 a
comlnercial point of vie\v, is that it is by far the
shortest that can be devised from the Upper Lakes
to the seaboard. O\ving to the directness of the
route it ,vould effect a sa\
ing in distance of 450
miles oyer the Erie Canal route, and of 375 over
the 'Yelland and St. La\vrence route.
The total distance Ly the proposed route froin

Iontreal to the ,vaters of Lake Huron is 430 llliles,
re<luiring, it is said, the construction of only t,venty-
nine Illiles of canal, in addition to the èxisting canals,
to cOluplete a through ,yater"Tay adapted to the
navigation of vesHels of ] ,000 tons burthen and
draw'ing ten feet of ,yater. Assun1Ïng the estirnated
cost not to exceed 825,000,000, it is represented in the
cOll1pany's prospectus as an investInent holding out
the prospect of becoll1ing a fairly relnunerative com-
mercial enterprise. It is further advanced in favour
of the inullediate prosecution of the ,york, that this
route, heing cooler and n10l"e sheltered than the lakes'
route, \vould enable grain and cattle to be taken
through in Letter condition; that the rate of insur-
ance ,vould lJe Je
s; that it ,vould render available
imll1ense natural forces in the ,vaters of the Otta\va
and its tributaries; and, especially, that o,ving to its
distance froin the international houndary it ,vould, in
case of ,val', be of the highest luilitary ÍInportance,
and prove of great yalue as a n1eans of defence and
ûf protection to our COllunerce. Provided that the
necessary funds are forthcou1Ïng, there are said to Le
no engineering difficulties to prevent the ,york being

306 HISTORY OF STEA},[ .YA VIGATIO
.

completed in three years' tilne. On the other hand,
it is alleged that a canal system lin1Ïted to a draft of
ten feet vlould not meet the present-day requirenlents,
and could not be expected to conlpete successfuHy
with one offering fourteen feet, even if the distance
to be traversed ,,,,ould be shorter. Grain merchants,
East and 'Yest, hold strongly to the opinion that the
route which ,vill bring the largest class of vessels
navigating the Great Lakes to the seaboard at least
expense is the route that ,viII capture the trade. A
ship canal for the Otta,va route, having tw'enty-fiye
to thirty feet depth of ,vater, w.ith locks of 500 to 600
feet in length, \vould seem to offer lnany ad vantages,
though in the estimation of the Deep 'Vaterways
COlnmission "its consideration is not now' justified."

CIIAP1'}1:R X.

I
THE PROYINCES OF THE DOl\IIKIOS.

The History of
team Navigation in the se,yeral Provinces of the
Dominion and X ewfoundland.

IN THE PROYIXCE OF QUEBEC.

A
IO
G the I1fUneS of those ,vho ,,",'cre chiefly con-
nected \vith the introduction and developnlcnt
of
tealn navigation in this province 111ay Le Inen-
tioned the Hon. J ohn
Iolson,
Iessrs. John and Da vid
Torrance, and George Brush.
The founder of the l\Iolson falnily and father of
the steamboat enterprise in Canada caBle to this
country froIll Lincolnshire, England, in 1782. ']\vo
years later he ret.urned to Britain and raised n10ney
on his paternal estate to erect a Lre,,"-ery in l\lontrcal.
Sul)sequently he sold his English property, ,vhich
enabled him to cOlnplete the Canadian enterprise that
evcntually grew into un extensive and lucrative
business. )11'. )folson ,,,itS an excellent business Ulan
and did uluch to aùvance the cOllllnercial and educa-
tional intereHts of his adopted country. He ,vas
President of the Bttnk of
lontreal froln ,J une, 1
26,

o

308 HISTORY OF STEA
1[ ...YA J7GATIO
Y.

till his death, ,yhich occurred in l\lo11treal in 1
:3ö, in
his seventy-second year. He ,vas also an influent.ial
llleIllbel' of thp Executive Council of Lo,ver Canatla.
His son, the late Hon. John )1018011, ,yho inherited his
father's enthusifiSlll in regard to stealnboats and ship-

,

}"

or
-0-. "

..

.I

JOHN TOIUL\NCE.

ping, also took a proll1inent part in the introduction
of rail w'ays in Canada. The
lolsons Bank and the
'VilJifilll 1\lo]son Hall of l\IcGill Uniyersityare fitting
lnenlorials of the fan1Ï]y in 1\lontreal.
The Torrance
are a "Border" fall1Ïly. The late

LV TIlE rNOr7
YUES OF 1'1//'.: J)OJII
YIO
Y. 309

1\Ir. John TOIT;ulce \vas Lorll at (jatehouse, in thc
Shirc of Gallo"ray, Scotland, June 8th, 17t)ü. Early
in the century he C<:lIlH:' to Can
t(]a, and before long
established a ,,,holesale business in )lontreal and
founded the eminent finn of John Torrance & Co.
His elder brother Thornas had preceded him in

[ontreal, and ""as at the head of a large and lucra-
ti ve business, residing at Behnont Hall, ,vhich he
built, tu}(l ,vhich ""as at that tilue considered a
palatial Inansion. On his ren10val to Quehec this
fine property ,vas acquired by a luelnber of the

Ioison fan1Ïly. )11'. David Torrance, a nephew of
1'11'. John Torrance, ,,,as born in X e,v York in 1
05.
He caine to reside in .ßlontreal about the year 1821,
and necalne a partner in his uncle's finn. He was a
IIH111 of exceptional hURiness capacity, energy and
enterprise, and did luuch to advance the cOlnmercial
interests of
Iontl"eal and Canadn.. In 182ö this firtu
purchase(l the Hte;uuboat IIerc1tlcs and placed her on
the
rontren.l anq (
ucbcc route, in the double capac-
ity of a to,v-Loat anlI passenger stealner-this being
the first step to\vards the vigorous opposition to the
ß,lolson line of steaulers that ensued. They ,vere also
the first ill Canada t.o branch out into direct tratle
\vith the East lndies and China. :à[r. David TorrfillcP
ùied in !\Iolltreal, January 29th, 187G. IIis son, 1\1 r.
J ol1n Torrance, no\v the senior 11leln LeI' of the firll1 of
David Torrance k Co., "as born in
[ontreal ill
August, 183.>. He has had the 310ntreal agency of
the ]}olllÍnion Line of btealllRhips for Jnany years,
antI is other,vise extensively occupied in the shipping

310 HIS'l.'ORY OF STE
L1I ...YA rIO_-ll'IO_Y.

lJusineHH. It IHay lw adlIed that after the (leath of
1\11'. John Torrance, pri tiU(';S, in 1
70, the l1
une of
the firnl ,vas changed to Davia Torrance (:.[ Co., ,vhich
it still retains.
1\11". Brush ,,,,as a native of Yerl110nt, l)orn at
'Tergennes, in 179:
. After ROBle titne spent in l11e1'-
cantile pursuits, he engaged in boat-building ànlI
navigation on Lake Chalnplain, and becanle captain
of a stealner plying bet\\Teen St. John's and \YhitehalJ.
He after\varlls hall cOlllluand of sonle of 1\1 r. Tor-
rè:tnce's steanlers on the St. "La,vrence. In It:)34 he
becalne manager of the Otta,vè:t and Rideau For,vard-
ing Conlpany, and resideLl in Kingston until 1838,
,vhen he joined the \\
ards in the Eagle Foundry,

Iontreal, of 'v hich he becanle the sole proprietor in
1840. 1\11'. Brush died in )[ontreal, at the advanced
age of ninety years and t,yO nlonths. The follo\ying
extracts froln llleinoranda left bv hinl are interest-
0/
ing antI valuable:
"The steaul-engines for the Swiflsure (1813), the
llJalsham (1814), the Car of C0?1l1ne1'Ce (181G), and
the Lady Sherbroolæ (1817), ,vere all l1HtLle by Bolton
& \Yatt, of 80ho, England, \v11o ,vould not allo\v Blore
than fOlt/ì
pounds pressure of steaul; and a hand-pipe
,vas used to feed the boilers by gravitation. The first
steaul-engil).e built in Canada \vas in 1819, for the
jfontr;
eal, a slnall ferry-boat, of about fourteen ho1'se-
po,ver, built by John D. 'Yard, at the Eagle Foundry.
In It)23 the nlerchants of 1\lontreal forIned a stock
conlpany for the purpose of building to\v-boats. I
,vas enlployed by that. company to build their bOë.tts.

l
Y TIlE PROVl
YGES OF THE DO.Jll
\'10
Y. 311
The first (the HeTcules) ,,-re LuiJt in
lunn'R Hhipyard,
about ,vhere H. k A,. Allan's office no,v stands. The
IIercules ,yas fitted ,vith an engine of one IHln(lred
horse-po\ver, built by J. D. \V ard
Co., at the Eagle
Foundry, on the Bolton ...
\Vatt low'-pressurt' prin-
ciple. Under nlY cOlnllland the Hercules cOllllnenced
to,,'illg yessels in )1 è:ty , 1
24, "Then Rhe to\ved up the

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STEA)IElt "C,ll-EBEr." .\
D f'lT.\l>EL.

ship Jf(/1'[J(/1
et of Liverpool frolH Quehec to )Jollt real
ana up the current of St.
Iary's-the first
hip so
to\\TeJ up. Ûur cOlnpallY also built the
teanlers
B-riti.sh
t'ìne,,.ica, St. George :uHl Can((d(/, of about
150 horse-po,vcr each."
"In IS38-:19 the IHlpel'ial <Jovenllllent huilt a

tealn frigu.te here, called the Sydenh((m. It \\ras

312 HISTORY OF STE
Ll[ ....y_t rJ(/
l TIDY.

engined by \Yard, Brush k Co., \vith a pair of side-
lever engines, and proved to be one of the fastest
vessels in the Royal nayy of that time."
Connected \vith
Ir. Brush there is a good fish
story, \\Thich is better authenticated than SOllIe of that
class that have passed current. Â pike-headed \vhale
-the only one that is kno\vn to hayp visited these
\yaters-follo\\Ted sonle vessel up fron} sea into the
harbour of .Montreal, in Septell1ber, 1
23. Captain
Brush rig'getl a boat and captured hilll \vith a har-
poon. He \vas a Leautiful specimen, measuring 39!
feet in length, and 23 feet in circulnference. His
ju.\v-bones ,vere for many years to be seen overarch-
ing the entrance to Gilbault's Gardens, and there are
those still living \vho relnelnber having seen the
carcase as it lay, far too long for sensitive nogtrils, on
the river bank.
As already stated, )lolson's Accom1nodotion began
to ply Let\veen J\lontreal and Quebec in 180!J-t\vO
years later than Fulton's ClC1'Yflont on the Hudson,
and three years earlier than Bell's Con-wt on the
Clyde. The Accornrnocl((Uon proyed a fairly success-
ful cOlllmercial venture,
tlthough )lr. )lolson did not
obtain a lnonopoly of the business as 1\11'. Fulton had
done. She ,vas soon follo\ved by the Slvijtsu'ì'e, the
ltJ(Ûshom, the C01' of Commerce, the Juhn JJ{ol;.;on, the
Lody 8he'ì'brooke, and other stealnboats. The last-
named was 170 feet long, :
4 feet beau1, and 10 feet
in depth, \"ith a sixty-three horse-po\ver side-Ieyer
engine. A much better service had no\v been in-
stitute(I, for up to alJout IRI8 llULllY preferred to

L,V 'TilE PNOJ7...\
CES uP THE VOJ.lIl
\
lO
Y. :313

drive all the ,yay fron1
Iontreal to QuelJec in caleches
over rough roads. X O\V, ho,vever, that the steau1-
hoatfoj had cOlufortable cabins, Hnd canvas aw'nings
over their decks, they secured nearly all the through
passenger traffic. Aùout the year 182
several po\ver-
ful to\v-Loats were built, \vhich also carried passen-
gers. After these the lV(derloo and the John ltlolson
of the
lolson Line, the St. George, the Briti.sh
..d meTica arHI the Uunafla, o\vned hy ,John Torrance
& Co., and other boats of larger dimensions, having
better passenger accolllIllodation and higher speed,
follo\yed in rapid succession. The JV(tleTloo foundered
in Lake St. Peter, and \Vas replaced by the J oh n Bull,
a fine boat of 190 feet in length, hut \v hich \yas
burned in 1
:38. The John Bull used too luuch
coal to be profitable, and the Haying that she Inadp
Juost money \vhen Iring at anchor, arose fronl the
fact that, anchored off the citYI she \vas repeate<lly
used as the official residence of the (Jo\
ernor-General,
Lorfl Dnrharn. The Canada, \vhich Cêllnp out in
1
37, \yaH 240 feet long, anfl \vas accounted the
largest. and fastest steanler then afloat in the i\ e\v
\Vorld. In 1840 the L01..d 8ydenh a 1ì1 (the forlner
Onltt'l>;O) and the Lad!! Colùorne ran as the lnail boats
tu (
uebec. About 1845 several famous boats \vere
l)uilt-the ROlvlond Hill, 1\11'. Torrance's Jlfont1'c(,z,
\Yilson Connoly's Queùec, the Queen and the John
][unn-all upper cabin hoats of high speed. The
J oli n JJItLnn \\ras longer than any previous, or, indee(l,
any &uh::;e([uent, river stearneI' on the St. La\\TenCe,
ht.'ing" 400 feet in ll'ngth. Hl'l" hoilers \\rere plnce(l

31-1 HISTORY OF STg
,L,'1
YA VIGATIO....Y.

on either guard, as the fashion then ,vas, and a
huge ,valking-beaul in the centre. She ,vas too
large for the trade. After running a fe\v years she
was broken up, and her magnificent engines ,vere
sent to Ne\v York. The Moni1
eal, also a large and
fine steamer, ,yas lost in a sno,v-storm near Batiscan,
in Novernber, 1853, and ,vas replaced by the Lord
Sydenham, after,vards lengthened to 250 feet, and
renanl ed the M ont1'1ea {.
The first iron steaIners canle into use on the St.
La,vrence in 1843, namely, the P1'ince Albe1'1t and Iron
D1JJ:e, ,vhich at that tiule began to ply as ferry-boats
to Laprairie and St. Lambert, in connection with
the Chanlplain and St. La,vrence railway service.
These boats \vere designed in Scotland, sent out in
seglnents, and were put together by Parkins, of the
St. l\lary Foundry,
lontreal.
The Richelieu SteaInboat COll1pany, fonned in
1845, cOIIlIuenced busine

by running a market
boat to Sorel. In 1856 they put two snlall steam-
ers on the through line to Quebec, the ltapoleon
and the TTictoria. About this time l\Iessrs. Tate
Brothers, ship-builders, in l\lontreal, purchased the
Lady Colborne, renallled her the C1
e8cent, and
coupling her ,vith the Lady Elgin, started a fourth
line of steamers to ply betw"een l\Iontreal and Quebec.
The business had already been overdone, and this
,vas the last straw' that breaks the carnel's back. The
opposition had gone far enough \vhen it had reduced
the cabin fare to ;-0;1.00, including mealR and state-
rooru, and the steerage passage to 12
cents! The

L..Y 1'I-Il
' PltOrl
YUES OP TIlE j)OJI/.;..YIO
Y. 315

excitelnent that prevailed at this titne \vas intense.
Tht' arrival and departure of the ìJoats at either end
of the route \vere scenes of indescribable confusion.
Vast cro\\.ds ûf people asselnbled on the \vharves,
\vhile clonch; of slnoke issuing froBI the funnels and
the roar of escaping stean1 plainly indicated that the
Rtokers \vere doing their level best to burst the
boilers. This vicious and ruinous opposition \vas
brought to an enll by å tragic occurrence, the
burning of the stealner It/ont?'col.
On a fine SUlnmer evening in June, 1857, \\Thile on
her voyage froiH (
uebec \vith a load of over 400
passengers, nlost of ,,,h 0 111 \vere en1Ïgrants frolll
Scotland, \vho had just conlplcted a long sea voyage,
and \\rere gazing \vith interest on the shores that in
anticipation w'ere to offer theln happy hOlnes, sud-
denly the cry of "Fire: " ,vas raisell. C]ou(ls of
Sll10ke burst out froll1 1,ct\veen llecks. A panic
ensued. Groups of BIen an(l \VOlnen clung to each
other in despair, inlploring help that \vas not to he
found; then a ,vilt! rush, \vith the terrihle alternative
of devouring' HaInes and the cold \vater belo\y. T\vo
hundred and fifty-three persons perished: and all
the more sallly that t.he ca]all1Ïty \vas traced Ly
public opinion and t}H
press of the day to "culpable
recklessness and dislegard uf hUlllan life." A truce
to ruinous opposition ensued. An all1Ïcable arrange-
llient ,vas reachc(l, Ly ,y hich superfluous l,oats ,yere
,vithJra,vn. The Lulk of the passcng-(-'r llUsinesH fell
to the Itichelieu COllipany, \v hich continued for :t
nUlnber of years to do a lucrative trade, paying
banùsolne anuual divi(lcllds to its sharcholùers.

316 HISTORY OP STE4LU ...YA rIOATIO...Y.

In 1875 an all1algamation ,vas effected ,vith the
Canadian Steanl Navigation COlnpany (the old
Upper Canada Line), unq.er the name of the Riche-
lieu and Ontario Navigation Conlpany, which has
lJeC0111e one of the largest entf-'rprises of the kin! 1 in
Alnerica, having a paid-up capital of
1,3.jO,OOO,
a fleet of t\venty-four stealuers, and operating a
continuous line of nayigation a thousand n1Ïles in
length. The Mont?
e(fl and Quebec, ,vhich ply
bet,yeen the cities from ,vhich they are nall1ed,
though nlore than thirty years old, still have a high
reputation for speed and cOlnfort. They are each
over 300 feet long, and have an av'erage speed of
aLout sixteen rniles an hour. They have each
aluplc sleeping accornll1odation for SOine 300 cabin
passengers. They Inake their trips during the night.
Supper on boar(l either of these ste
uners is an event
to be remerH bered.
The head office of the Richelieu and Ontario Conl-
pany is in ::\Iontreal. The General l\lanager is 1\11'.
C. F. Gildersleeve. 1\lr. Alexander l\Iilloy, the Traffic
l\Ianager, ,vho \yas born in Kintyre, Scotland, in
1822, came to Canada in 1840, \vhen he entered the
l\Iontreal office of the Upper Canada Line of Inail
stealners, and continued hiR connection ,vith the
cOIHpallY, anlÍd all its changes, until
lay, 1898, \vhen
he retired froln the service.

I
Y 1'1fE PRO rI
YeES OP TIlE 1J()Jll
YIO...V. 317

OX THE OTTA'YA RIVER.

The navig'ation of the uttaw'a (liffered fron) that
of the
t. La\vrence in that its rapith
\vere \vholly
ÏInpassaLle for Loats \vith cargo. The necesBity for
caual::; thus becalne urgent. The original Grenville
Canal ,vas designed and cOlnnlenced by the Royal
Engineers for the Ilnperial GoVerIllncut, antI ,vas

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OTTAWA. Rl\-ER
TKnrER "SO\ EREIG
."

cOlllpleted in IH:32, sillluItaneously ",.ith thl' Rideau
Canal. It \\T<LS enlarged by the DonlÌnioll Governllll'nt
a fc\v years ago, but it i
nut yet of sufficient capacity
to allo\v the free paHsage of the larger stcalHers 011
this route. Travellers are therefore su
ject to tran-
shipIIlent at Carillon, a}}(1 are conveyed by l'aihnlY
to Grenville, a <listance of thirteen uliles, \vhere
another st0allH'l' is r('ftcly to convey tlH'I11 to Otta,ya.

318 IIIsTORr OF STBA.JI ..YA J70A TION.

This little hit of l'aihyay is one of the oldest in
Canada, and is further relnarka1le as being the only
one of .) feet 6 inches gauge in th(\ country. It \yas
purchased l)y the Otta\ya Riyer Kayigation COlnpany
in 1859, ànd is operated only in COIU1Pction \yith their
stealners, not being uRed in "Tinter.
The conlpletion of the (}ren ville Canal in its original
forill opened up a ne\y route to thp \Yest, sOlne\"hat
circuitous, doubtless, but \vith greatly increased
facilitieð for the transportation of lnerchandise, the
iUllnediate effect of \vhich ,yas to transfer the great
bulk of ,vest-bound traffic frolll the St. La\yrence
route to that of the Otta\\ra and Rideau. About thiR
tinle w'as forlned "The Otta \ya and Rideau For\\Tard..
iug COlnpany," Ly leading lnerchants in l\Iontreal,
\\Tith
lr. CURhing aR lnanager. ..ct fe,v years later
the for\yardiug business becalne a lucrative one, and
\\Tas carried on by a nUlllber of prolllinent firIns repre-
sented at
lo11treal, Prescott, BrockviUe and Kingston.
Chief aillong these ,vere the l\Iessrs. ::\Iacpherson,
Crane Ni Co., Hooker & Jones, Henderson
Hooker
(after\vards Hooker & Holton), H. & J. Jones of
Brockville and l\[urrav & San(lerson of }[ontreal.
, ..
l\Iessrs.l\lacpherson and Crane \vere easily the formnost
in the enterprise, for they o\\'ned a private lock at
Yaudreuil and thus held the key to the navigation of
the Otta\va, and had cornplete control of the tow'age
until 184<1, ,yhen Captain R. \V. Shepherd, then in
cOIrlmand of the stealner f:Jt. David, belonging to a
rival cOlnpallY, as the result of a clever and hazardous
experÏ1nent, discovered a safe channel through the

I
Y TIlE PROVLYCES OF TIlE [)OJ[I
YIO
Y. 31!1

rapids at 8t.
\..llll'S, ". hich put an ent I to the
111onopoly.
Up to 1
32 the long portage bet\veen Carillon and
Grenvillt> ,vas a Herious drí.'t\vback to traffic, neces-
sitating a (louble selTice of f1tealllcrs and barges, one
for the upper and one for the lo\ver reach of the ri\.cr.
The first
tealller on the npper reach seeln
to have
Leen the Union, Captain Johnsoll, built in IS1U, filHl
\vhich cOllnnenced to ply the follo\ving year Let\veen
Grenville and Hull, covering the di
tance of sixty
InileH in about 24 hours! On the lo\\"er reach the
Jrîll;om ]{ in[J began to ply about I
26 or 1 H27, at
first cOlll11landed by Captain Johnson, after\vards by
Captain })e Hertel. rrhe St.
t nd rew follo"Ted soon
after. In lK2
the Shun non, then considerell a large
anel po\verfnl Hte
uller, ,vas built at Hù\vkesbury and
placed on the upper route, conunanded at first by
Captain Grant and after\vards by Captain Kaines.
At the height of the for\varding business on the
Otta,và,
Ia,cpherson & Crane o\vned a fleet of thirteen
HtealnerH and a la,rge nUlll bel' of Lateaux and barges,
,vhich ,vere to\\Teù up the ütta\VêL alHl through the
11ideau Canal to Kingston, the entire distance Leing
2+.
Iniles. The flotilla \vould llutke the round trip,
returning Friu the St. La,vrence, in t\velve or fourtecn
days. The steall1ers engaged in this serviél-' \yere
lllOStly :-nnall l high-preHsnre boats-collllnonly calle(l
"puffers." At the first the noise ,yhich they lnadc,
especially the unearthly shriek of their stt>tUl1-,vhiRtles.
scared the natives as \vell as the ca,ttle along the
hanks uf the river. The pa
:5engers ,vere ufnu111y

320 II/STOR Y OF STb'Ailf ....YA rrlr:
--I T[O
Y.

aCCOllllnO( In te(l in the 1 )argcs in to\\r of' the Rteanlers,
but as tilHc ,vcnt on a fc,v of the ,( puffers" attained
the ùignity of passenger boats, and, ,,,hen unenCUln-
bered w'ith to,vs, lnade the round trip in a ,yeek.
The "writer ,veIl reillen1 bel's luaking the trip in the
early forties on the Cluf J'lutte, Captain
larshall, and
a v'ery pleasant trip it ,vas, the chief attractions
Leing the long chain of locks at the slllaU yillage of
Byto\\,rn-soon to becon1e the beautiful capital of the
DOlninion
the big danl at Jones' Falls, ,,,ith its
retaining ,,'all three hunùred feet in thickness at the
base and ninety feet high; the Inarvel]ous scenery of
the Lake of the Thousand Islands, and, as the clÍlnax,
,vhat ,vas then the novelty of shooting the rapids on
a stealn1Joat. Captain Howard infornled Ine that tht'
first straIner to shoot the" lost channel" of the Long
Sault rapids ,vas the old Gildersleeve of l\Ir. Han1Ïlton's
line, in conHlutnd of Captain l\Iax\vell and piloted by
one Rankin. That ,vas in 1847, and ,vas considereù
a ùal'ing feat at the tilHe, but it estaLlished the safety
of the ne\v channel ,vhich has ever since been used
by the larger passenger stealners. Koone, bo\\-'e\'er,
can forlH an ade(luate idea of the grandeur of this
raging torrent w"ho has not lllade the ùescent upon a
raft; though, speaking fronl experience, this lllode of
shooting the" lost channel" is not to be recolll111elHled
to persons of weak nerves.
It is said that in 1
3G a stealuboat nauled the
Tho1ìlaS Muc!,xty plied 1)et\veen Quebec and Otta"wa,
but its journeyings seem to have Leen erratic and its
subsequent history" lost in ohscurity "-a phrase that

I
V THE PHOrI
VCES OF' THE nnJlrSlOS'. 321

applil's in SOBle dcgree, iueleeel, to the early history of
steaul on the Ottaw'a. The St. Du./I.;icl 'YëU; the only
stealner that coulll pa:-;s through tht Grenville Canal
in 18..t1. The, first truly passenger service on the
Otta \va cOlnmenCéd in 1842 with the Olclfielcl on the
lo\yer route and the POì'cupine on the upper. In
1
46 the Olclfield ,vas purchased by Captain Shepherd
and others \vho fOrIllcd a private cOlnpany named the
"Otta\\Ta Stealners Conlpany." The stealller Otto wet
Chipf ,vas built by that cOlnpany in 1848, but she
\vas found to dra\v too llluch \vater, and in the follo\y-
ing- spring ,,,,as chartered by .Mr. Halllilton and placed
on the St. La\\TenCe route. '-rhe Lady Si'rnpso11,
built in 1850, ,vas the precursor of a llulnber of excel-
lent steèuners that have lllade travelling on tho
Otta\va popular ,vith all classes. Anlong these ,yere
the Atlas, P'ì'ince of Wales C,vhich ran for t,venty-four
years), Quc(ln V ict01'ia, Ðogm(o" Ale.J'ancll'a, etc. The
reputation of the line is ,veIl sustained at present by
the E'ìJì.]Jl'eS8, Captain Bo,vie, and the Sove1'e ig n,
Captain Henry \V'. Shephenl, bot.h very fine and fast
steel buats of 400 and 300 tons, respectively. Other
stealllers ill cOlnlllis::;Îon and enlployecl iu the lucal
trade bear such loyal naUles as ..Jlo ade, Pì'incess anel
]Juchess of 1"- orl
.

Captain Rubert \Yare1 8hcpherd retired froln active
service in 18.33, ,,,hen ht' ,,,as appointed General
Nlanager of the line. In 1
G4 the Steamers COlnpany
,vaR incorporated by Act of Parliëllnent under the
name it no,v bears, the Otta\yLt River Navigation

322 HISTORY OF STEA.1
I
""A VIflA TIO}\T.

COlnpany, úf \yhiCh 1\[1'.
hephe1'(1 \n1S Presi.lent as
long as he lived. 1\[1'. Shepher(l ,vas born at Sherring-
haln, Connty Norfolk, England, in 1
l9. He died at
his country seat at COlllO, Quebec, August 29th, 1895,
haying been for fifty-five years closely identified ,yith

f

..r.._",

, . \
'-,

CAPTAIN R. W. SHEPHERD.

the progress of steanl nasigation on tht' Otta\va, anù
having earnu(l for hinlSelf a high reputation. His
brother, Captain H. 'V. Shepherd, \",ho succeeded hiln
in the cornlnand of the Lady Sirrìpson in 1853, is no\v
the cOllul1odore of the fleet-the oldest and Inost

I
Y THE PROVI
YCE8 OF THE DOJ[I.1VIO....Y. 323

experienced captain on the Otta\va, \vllo in all these
years has not been chargeable for any accident to
life or lirnb of the nlany thousands ,vho have been
cOllunitted to his care, The head office of the COIll-
pany is in
lontreal, 1\11'. R. \V. Shepherrl, a son of the
founder, being the 1\1anaging Director.

IN THE PROVINCE OF ONTARIO..

As already mentioned in the previous chapter, the
Ff'ontenac and the Queen Clutrlutte were the first t\VO
stealuers in Upper Canada, launched respectively in
1816 anLl 1818. In 1824 another steanler \vas built
for Hon. Robert Haluilton-the Queenston, of 350
tons-,vhich \\Tas at first C0111111anded by Captain
Joseph \Vhitney and plied bet,veen Prescott, York
and Niagara. The Cunadu, Captain Hugh RicharLl-
son, came out in 1826 Hind uHed to run froin York to
Niagara (:36 n1Ìles) in four hours. The faluous
Alciope, of 450 tons, Captain
lackenzie, appeared in
1828, and plied \vith great écl(ft betw"een Niagara,
York, and ICingston, unLler the Han1Ïlton flag.
The lHlte Hon. John Hall1Ïlton, ,,,,ho for lllany years
Inay ahnost be said to have controlled the passenger
traffic on the Upper Canada route, comlncnced his
connection \\Tith the stealnboat business about the

*
lr. John Ross Robertson's "Landmarks of Toronto"
(Toronto': IS9ü) contains an account of nearly all the gteamhoat

that haye plied on Lake Ontario and the Upper St. Lawrence;: from
lS16 to um.).
21

324 HlSTORY' OF
"""TE
llt[ ....VA VlriA TIO....Y.

year 1830, ,yhen he built the Gl'Put Britui11, of 700
tons, the largest vessel then on the lake. After this
there ,vas a rapid succe
sion of stealllerS, and sOlne
very fine ones. The CobuuTg, of 500 tons, Captain
l\[acintosh, caIne out in 1833; the Com?nodore BflTTie,
27;) tons, Captain Patterson, in 183
. The Si1'1 Robert
Peel, 350 tons, one of the finest boats then on the
lake, ,vas seized and l)urned on the night of 1tlay
29th, 1838, by a gang of rebels hea(led by the
notorious Bill Johnson. The Queen 1T.ictoriu, Thomas
Dick, C011111Utllder, launched in 1837, ,vas advertised to
sail (laily bet,veen Le,viston, Kiagara and Toronto, con-
necting at Toronto ,vith the lV illia?ìÌt IV. for Kingston
and Prescott. "This spleIH]i(l fast sailing stealner is
fitted up in elegant style, and is offered to the public
as a speedy a.nd safe conveyance." The Sovere.?'gn,
500 tons, Captain Ehnsley, R.X., Captain Dick's City
of Toronto, and the faulous Ii ighlandeT', Captain
Stearns, began to run about 1840. The Chief Justice
Rubinson, Captain \Yilder, the Princess Royal, Cap-
tain T,yohey, and Captain Sutherland's Ecli}Jtje ,vere
all noted stealners in their day. The Trovelle?" and
the 1Villiu?n IV., Captain Paynter, both po,verful
steamers, farnous also for Inany years, ended their
careers as to,v- hoats, the latter being conspicuous by
her four funnels.
" These stealners, and others that could be nalned,"
says one of Iny infonnants, "bring to rnind good sea-
,vorthy ships, fit for any ,veather and cOlllluanded by
able sealnen. X or was the ste,vard's departn
nt
un,vorthy of the Yes
èlR. AB good a breakfast cLnd

I
V TIfE PROr1...YeE"...... OF THE IJO.JIL..YIO_Y. 3
5

clinner ,vas seryed on bo
n'cl as could he desired."
Such ,vere SOUle of the early stealnboats in Upper
Cana<ln Blare than fifty years ago, for ,yhich the
public are illùehtetl to the Hon. John Hall1Ïlton, l\Ir.
Alpheus Jones, of Prescott, 311'. Donald Bethune, of
Cobourg, anll 1\11'. lleron, of Niagara, n,s ,yell êlH to
Captains l)ick, Sutherland and Richartl
on.

"\

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.1 c:..
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oLD" WILLI.UI 1 '".," l
:

.

TTp to 1837 tho lake steaUl(
rs did not yenturc
farther do,yn than J
illgston, but ahout that tiUl(,
they cOllllnenced running through the Lake of the
Thousanù Islands to Prescott. From that point the
slnall st<.'aliler DulLJhi Ii saile<l every lllorning for the
hc(t(l of the Long Sault rapids, enabling passengers
to reach :Montreal the
allle evenIng. The route ,,'as

326 IIIRTOUY OF STFJAJ[ }{A rIGA TIO

.

froin Dickenson's L
nding to Corn,yalJ by
tage,
thence through Lakf' St. Francis by stealner to
Coteau du Lac, thence by stage oyer a plank roaJ. to
the Casca(lt
s, \vhere the (luaint. old stealner Ohief/o in
\voult! be ,vaitillg to convey passengers to Lachine to
be dri ven thence in a coach and six to l\Ion treal. It
,vas not until 1848, ,,'"hen the enlarged Lachine
Canal ,vas opened, that the Upper Canada stealners
began to run all the rapids of the St. La,yrence as
they no\y do.
In 1840 1\11'. Halnilton had built a pow'erful
steanler, the Ontnrio, ,yith the expectation that she
lnight be able to ascend the rapids, but failing in this
she \yas so]d to H, IHontreal firlll and placed on the
Quebec route. The Ont(/1'io descended all the rapids
of the St. La,yrence safely on the L9th of October,
1840, being the first large stealner to do so. F(lcile
descensus! It is not recordeJ. that Ino1'e than one
steamer ever succeeded in ascending those rapids.
In Noveillber, 183R, the little Dolphin, after four
\yeeks of inceHHant toil, \vas tow'ed up the Long Sault
rapids \vith the aid of t,yenty yoke of oxen, besides
horses, capstans anù l1len, added tu the \yorking of
her engine--the first and probably the last stealner
that \vill ever acconlplish the feat. About this tirne
the lroquois, \vith one large stern-\vheel, \yas built
for the purpose of steul1ning the s,vift currents
between Prescott and Dickenson's Landing, but haù
so n1uch difficulty in ascending the river that at
Rapide Plat and other points posts \yere sunk at short
distanceb along the shore to each of ,y hich she lliade
fast in turn until she recoyered her breath.

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YCE8 OF TilE lJOJII
VJO
Y. 3
7

The cOlnpletion of the canals prepared the ,yay for
a laro'er class of steanlers bet\veen Lake Ontario and
ð
l\lontreal, alHl the" Royal
rail Line" ,vas accorJingly
rc-enforcetl. The 1
a8sport ,vas built of iron on the
Clytle ana brought out in sectionR in 1
47, and is still
in cOllllnission and in good running order. The Mag-
net, abo built of iron and on the Clyde, and in \vhich
Capt.ain Sutherland had a large pecuniary interest,
CíUlle out shortly after the Pn,ç;s]Jort, and under the
JULIne of the H((milton, in cOlnnuLud of Captain A. J.
Baker, is no\v, in her green old age, and 'with her hull
a
sound as a bell, perforn1ing a \veekly service bet\veen

lontreal and Hantiltoll. The Kingston, since nalned
the ..I..-1lgeI'ian, followed, in IH5.5, and ,vas first conl-
lllan(led by Captain Clarke IIan1Ïlton, no\v of H. )L
Cu:-;tolns at Kingston. About this tilHe the BJ
ockville,
Captain Day, the Gilde'ì'sleeve, Captain Bo,ven, the
B((n
hee, Captain HO\\Tard, and the L01
d Elgin,
Captain Farlinger, 'v ere well-kno\vn and favourite
boa ts.
T'he fifteen years from 1
40 to 18.55 ,vcre the rnost
prosperous in the history of stealll navigation on
Lake Ontario and the St. La,vrence. The Anlericans
he1,( 1 at that tilHe several lilies of steeuners plying'
1,et\veen Og(lenshurg,Os,vego, Rochester and Le,vÏ1:;ton.
SOlne of th(
se \vere lar
e and very fine passenger
st<.'alllCrs, sneh as the United Sl((tes, the JJ(( y Stote,
the ..LYéw lTork, the llochesteJ
, the Lady of the Luke,
the 1,rorthe1
nC'ì", the O((t(I'ì
(fd, :,ul(l the Nict[JfI 1'0. The
Great \Y estern Rail,,
ny COlllpany had also a fleet of
splendid stealllers-the OtUUldu, the ..t, me'ricu the

328 JIISTORI'" OF S1'EA-,-
f .YA VIGA TIO-,-Y.

EUl"OP(l and the 1Vestern
Vorld. At the breaking
out of the American civil \yal', nlost of these ve
sels
and SOlne others w'ere purchased by the IT nited
State
Governnlent and taken round to
e\y York.
Their places on the lake are no'y occupied by llUlller-
ous scre,v propellers, chiefly doing a freight business,
hut Inany of theln having excel1ent accollUllodation
for passengers also.
The opening of the Urand Trunk Raihvay in 1855
proved disastrous to the steaInboat interests. 1\11'.
Han1Ïlton, as ,yell as Inany others, struggled gallantly
for a tinle, endeayouring to stem the tide of cOlnpeti-
tion \\
ith the ne\v system of transportation, but about
the year 1862 he was obliged to retire fronl the busi-
ness \vhich he had created and carried on successfulJy
for thirty years. The stearners in \v hich he had a
large personal interest \vere sold to a joint stock COU1-
pany, \vhich ,vas nailled the "Canadian Steal11 N avi-
gation Cornpany." 1\11'. Halnilton was appointed
General l\lanager of the new cOl11pany; Sir Hugh
Allan, President, and Alexander lVlilloy: Secretary-
Treasurer. A few years later Captain Tholnas
Howard becanle Superintendent of the line, a position
,vhich he held until 1881, \vhen he was appointed
Harùour-nlaster in l\Iontreal. He died in
lontreal on
Easter Sunday, 1898. In 1875 the C0111pany united
with the Richelieu COlnpany, as alreaay stated.
La k;e Onta'j'io.- The vo!tuue of steaul traffic on
Lake Ontario at the pre
ent tilHe, though not to l,e
cOlnpared ,vith that on the Upper Lakes, is by no
means inconsiderable. From the otiicial "Report of

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L,Y T.flE PROT7

CES OF' THE I)OJIl.J..YIO
Y. 329

Trade and
ayigation of the DOlllinion for lSD5," the
arrival and departure of stearners at eighteen ports of
entry on Lake Ontario, either as coasting vessels or
as trading ,vith the United States, \vas 17,558, and
an aggregate of 6,44:
,442 registered tonnage: to
\vhich lllust 1e added the large aillount of steaul
shipping that frequents the harbours on the Ålllerican
side of the lake, as at Le,yistoll, Os\vego, Sackett's
J [arbour, Cape Yincent, and that descends the St.
La\vrence to Ogdensburg. Kiagara heads the list
on the Cana( linn side \yi th 3,19& arrivals and depar-
tures, and 1,581,ü43 tonnage. Toronto, \yith 3,844
arrivals ana departures, counts for 1,569,123 steanl
tonnage; Kingston stands third, \yith 3,.'5G3 vessels,
and 882,414 tonnage. Halllilton is represented by
427,100 tonnage. After these conle Belleville,
Picton, Cobourg, Port Hope, Deseronto and Port
Dalhousie, ill the order n
uned, ant I eight other slllaIIer
ports, each contributing its quota.
Toronto is largely interested in steaul navigation.
K ot to speak of nUllH-'rous stealn yacht.s, ferry stealners
and tug-boats, it controls a large pab
enger traffic.
The Niagara
avigation COlnpany of Toronto has
three ycry fine stcaulers running to
iagara an( I
Le,viston-the rliÍC01'a, rhippetua <uHl Coro1la. The
Ohicotu ,vas built in England, as a '(1)lockade run-
ner," Inore than thirty years ago, but the civil war
\vas ellde(l hefore sht' reachc(l this side of the .At1alltic.
She is an iron sic1c-\vheel vessel of .j1H tons, ,,'ith a.
rakish, Old -Country look a l)out her. The Ch i ppeLl"(/,
huilt at Haluilton? Ont., in 1893, is a verr fiue paddlc-

330 HISTORY OF STEAJ.11 ..vA VIGA TIO
'T.

wheel stealner of 850 tons, Inodelled SOll1e\vhat after
the Hudson River boats, ,vith a conspicuous walking-
beaIH. The latest aL1di tion to the fleet is the GU1'ona I
launched in l\Iay, 1896, frolli the noted ship-building
yard of the PoIsons, 'roronto, ,vhich takes the place
of the Gibola, a Clyde-built steel ste
uuer, put together
by the Rathbun Con1pany, Deseronto, in 1887, and
which was burned at Lewiston in 1895. The Corona.!
is clain1ed by her o,vners to be "a model of Inarine
architecture, and one of the finest day-stealners in the
world! " Though only 277 feet long, and 32 feet
beanl (59 feet over the guards), she carries nearly t\VO
thousand passengers. The hull is constructed of open
hearth steel. The engine is of the inclined compound
condensing type, and develops nearly t\VO thousand
indicated horse-power. The luechanical fittings are
all of the nlost a pproved kind, and the internal
arrangelnents highly artistic.
The Halnilton Stearnboat COJllpany has two fine
po,verful scre,v stean1ers, the Jlacassa and ltlodjesku,
plying bet,veen Halnilton and Toronto. Both were
built on the Clyde, anù have been very successful
financially, and also as sea,vorthy, fast sailing vessels.
Kingston, \vhich occupies an ilnportant position at
the foot of the lake and head of the rivet' navigation,
o\vns a fleet of no less than forty-six steamers, and is
the headquarters of half a dozen steamboat COIll-
panies, SOHle of which are largely interested in the
Lake Superior trade, \yhile others connect Kingstou
with ports on the Bay of Quinte, Rochester and Cape
Vincent, N.Y., anù Gananoque and the Thousand

L.V THE PROJ7...YUES OP TIlE lJOllII...YIO.LY. 331

Islands. The Ja'lì1ÆS Swift plies bet\veen Kingston
and Ottawa, V1"O the Rideau Canal. The Pa , &'5pOTt
the oldest stealner no\V afloat in Canarla, is registered
at Kingston, antI ,yas built, as alrea<ly stated, in 1847.

HO
. JOII
IIA
nLTO
.

The Hon. John J [alnilton, \vhose nè1nlC is so inti-
Inately aSf;ociated ,,'ith the risp antI prügre

of steanl
navigation in 'Vestern Canaùa, "
as Dorn at Queens-
ton, Ontario, in 1802-the :-;pventh anJ youngest son
of the Ron. Robert Halnilton, forillerly of Edinburgh.

3:32 HISTORY OF STEA:ftI lVA VIGA TIO.J..Y.

One of the sons founded the city of HalniIton, another
attained distinction in the medical profe
sion. John
devoted the greater part of hiR life to the developnlent
of conlnlerce bet,veen )lontreal and the cities and
to\\Tns bordering on Lake Ontario, having his head-
quarters at Kingston. Mr. Han1Ïlton ,vas a Ulan of
fine presence and highly accolllplished; ,vas called to
the Legislative Council of Upper Canada by Sir John
Colborne in 1831, and to the 8enate of the ne,v
J)olninion, by ,vrit of Her l\Iaje'3ty's sign-nutnual, in
1867. He ,vas an influential mellll)er of the Presby-
terian Church, and lnany years chainnan of the Board
of Trustees of Queen's College, Kingston. He died in
1882.

IN
IAXITOBA. *

The first steanler to ply on the Red River 'vas
brought in pieces across the country frolll a tributary
of the l\lississippi, and rebuilt at Georgeto,vn, a slllall
place SOllIe t,yellty n1Îles north of the present to\vn of
l\Ioorhcad. The boat ,vas called, before its transporta-
tion, the Anson N orthJ'll.tp, and ""as after\vards kno,vl1
as the ]Jioneel'. She began her career on the Red
River in 1t;59, and in that year took a cargo to Fort
Garry. She \vas the joint property of the Hudson's
Bay C0111pany and !\lessrs. J. C. and H. C. Burbank
& Co., of St. Paul,
Iinne
uta. (A cut of thiR steamer
lnay l)c seen in a book calle(l " The 'Viullipeg Country,"
published by Cupples, Uphaul & Co., Boston.)

'II" From notes by R
v. professor Bryce, LL.D., of 'Vinnipeg.

IS" TIlE PROVI
YOE." ()F TIlE fJOJIL,YIO...V. 33:3

The next steanler ,vas the International, built at
G'eorgeto\vn, in 1861, for the Hudson's Bay Conlpany,
at a cost of ahout
20,000. Her length ,vas 160 feet,
breadth 30 feet, depth (froln the \vater-line to the
ceiling of her upper saloon) 20 feet, and her registered
tonnage \yas 133} tons. She ,nts found to be too
large for the Red River navigation. The sanle corn-
pany's steanler, the N orthcote, cOllllnenced to ply on
the Saskatche,van about 1875. In 1878 there \vere
running on the \vaters of
Ianitoba seventeen 8teamers,
al110ng ,,,hich were the ]!((;nitob(/, Dakota, Sell;il'l-ìt,
8'w(/llow, lJlinnesota, Prince Rupert, I{ee
catin, etc.
The Hudson's Bay Company at that tinl(
o,vned a
propeller \vhich ran on Lake ""ïnnipeg to the portage
at the 1110uth of the Saskatche,van, ,vhere connection
,vas lnade \vith the Norrthcote and a steel-huilt
stearner, the Lilly. This company had also another
steamer plying on the Red River, nanled the Chief
Cornrnissioner.
Since the opcning of the country by railways the
navigation of the Upper Red River and the Af::\sini-
boine has been of slnall account, but belo,y Selkirk
there is still a consi<lerable trade carried on. There
are at least half a llozen con1panies interested in thc
navigation of these ,vaters. The
orth- Vol est K avi-
gation COlnpany runs three steanlers, the Princess,
3.')0 tOllS; the Red RiveJ
, 200 tons; the 11J"rquette,
IGO tOllH, anel a nUlnher of hnrgeH. The Selkirk Fish
COlllpany o\vns the Sult"n", of 200 tons; the
Ianitoba
Fi:;h COlllpany has the 0 ity of Sell.; irl-ìt, uf 1 GO tonH.
Besides these there is a nU1l1crous fleet of stealn-tU(fs
o

334- HISTORY OF STEAlII ....YA VIGA TI()
Y.

and barges. In an there are SOlne fifty stealners on
these inland \yaters. During the pahny (lays of Red
Ri vel' transportation the leading nanle ,vas that of
X OrInan 'V. l{,ittsol1, at that tilne of St. Paul, l\linne-
sota, but fornlerly a trader of the old Red River
settlelnCl1t, ,vho ,vas often fau1iliarly called "COlll-
l11odore l(ittson."

IN BRITISH COLUMIHA.*

The pioneer stealHship of the Northern Pacific ,vas
the Beaver, ,\\yhose history from first to last ,vas a
very rOlllantic one. This vessel 'vas built at Black-
,vall, on the Thalnes, by
lessrs. Green, \VigralTI and
Green, for the Hudson's Bay COlnpany, and was
launched in 1835 in the presence of 150,000 spec-
tators, including 'Yil1ialn IV. and lnany of the
English nobility. Cheers fronl thouBands again
greeted her in ans,ver to the fare\vell salute of her
guns ,vhen sl.te Hailed a,vay for the New. 'Y orld. The
BeflVe1' ,vas a side-,yheel stealner, ] OI.-t feet long, 20
feet beanl, and 11 feet deep; tonnage, 109. Her
l11achillery, lllalle by Boulton & 'Yatt, ,\\Tas place< 1 in
position, but the paddle-,vheels ,vere not attached.
She ,vas rigged as a brig, and on August 27th Hailed
for the Pacific under canvas, in cOlllllln.nd of Captain
ROIne, ,yith the Lar(lue COlU11tvio as her consort. On
l\farch 19th, 1836, the BeflVel' droppc(l anchor at the

* .Mr. J. A. Thomson, Inspector of Htearnhoats for Ikitish
Columbia, furnished the information contained in these note:-;.

l
Y THE PROrLYCES OF TIlE f)OJILYI0
Y. 33:>

1l10uth of the Colulnbia River, having Inalle thl'
voyage in
o-t llays. In her log-book it is recol'(led
On l\Iay lOth: "Carpenters stripping padLlle-\vheels.
At 4< poln. engineers got up stealll, tried the engines,

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THE LAST OF THE OLl' .. BEA "ER."

anLl found to ans\yer very ,yell: at 5 o'clock, Canle to
anchor, nnLl nlOOre( 1 in our 0]( I berth; at 8 o'clock all
hallùs ,vere rnustered to ' f;plice the Inain brace'''-(t
nautical phrase used in reference to the custOlll, Jess
C0111rnon no,y than then,of celeLrating particular e\Tents

336 HISTORY OF STEA.J.1I
"A T7(1A'PIO
Y.

by serving out a liberal supply of rUlll. The Bl'(fVe1'
,vent into ser\Tice \vithout dehty, running up and
do\yn the coast, in and out of every bay, river antI
inlet bet.\veen Puget Sound and A la
ka, collecting
furs and carrying goods for the cOlllpany's posts.
On l\Iarch 13Ul, 1943, the Be(( vel' arrivetl at
Call1o
un \vith Factor DouO'las an(l SOllle of the
ro
Hudson's Bay COlllpany's péople to found the Fort
Victoria, and the first salute ,vhich echoed in \vhat is
no,,? Victoria harbour, ,vas fired on the 13th of June,
\vhen the fort \VaH finished and the cOlllpany's flag
hoisted.* cc The old stealner Reu ve1'," as she ,vas
called, continuetl her rounds under different O\\,'11ers
\vith relnarkable regularity and success until the
fatal trip in July, 18t$8, \vhen she \vent on the rocks
near the entrance to 'T ancou vel' hal
bour, and \vas
totally ,vrecked.
It \vas fourteen years after the arrival of the
]Jefl,/'e}' before 111uch effort ,vas lnade at stealnboating
in these \vater
. About that tilne several sll1all
steanlers \vere built on the Colunlbia River. In 1852
the H uelson's Bay COlnpany hall another vessel built
at Black\vall: this \\Ta
the Otle}', a scre,v stealller of

* V ancouyer I
laml was at that time a British possession-
leased to the Hudson"s Ray Company. ''''hen the lease expired, in
1839, the Islaml was made a Crown colony, and the 01(1 fort, with
the large ('attle farm attached to it, became t1:e site of the
beautiful city of Victoria, with its fine streets, electric railways,
magnificent public buildings, palatial residences, a population of
23,000, and real estate valuell at $20,000,000. 'rhe Island and
British Columhia were nUHle one PrmTince in ISü6, and enterell
the Dominion in ] 871.

IJ..Y THE PROJ7J..YCES OF THE j)OJ[I....YIO
Y. 337

220 tons, with a pair of condensing engines Ly Penn,
of Green,vich, ,vhich took the first prize at the London
Exhibition in 1851. The Otter left London in January
1
.)3, and arriverl at Yictoria five Inonths later. The
year 1858 \vitnessed a b001H in steanl navigation, con-
se(1l 1ent upon the rush antI \vild excitelnent of gold-
seekers to the Fraser River and Cariboo. " The
t)uìïyrise first "Toke the echoes in the grand Inountain
gorges in thè \yild region1S of Fort Hope ,vith the

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TilE
TEI
XWIfEELER "
ELSoX,.. AT XELSOX, 11.('.

shrill screanl of the steau1-\vhistle, and astonished thf'
natives ,vith her wonùrous po"rer in breasting suc-
ceRsfully the fierce current of the no\y \vorld-reno\vnetl
Fra
er. That ,vild an(l unearthly yell of the illlprisoned
stearrl escaping into the free air of heaven lllust have
astonished the denizens of those lIlúuntain fastnesses
and startled luan and beast into the belief that sorHe
uncanny visitor, not of earth, had dropped in upon
their solitude." The SU11J1'ise \vas follo,yed Ly
a fleet of slllall stealnhoats lJuilt in the United States.

338 Hl8TORY OF STEAJl ....YA VIGA 7'IO.1.Y.

AU10ug those ,vere tho Ranger anù JJl((riu-luere
stean1 launches of about 40 feet in length. The JJJ((1'ia
,vas brought up from San Francisco in a barge. The
first boat built in British Colulnbia ,vas the Governor
Dougl(ls, a good-sized stern-\vheeler ,vhich cOIDlnenced
to ply betw"een Victoria anù the Fraser River in 18.3D.
All10ng the other notable boats were the Seabird and
the El'iza A /1derson. The forlner carried immense
cro,vds, but clre,v too Hluch ,vater for the river trade.
The latter ,yas a side-,vheeler, built in Portland, 140
feet long, and of registered tonnage, 279. On her arrival
at Victoria in 1859 she conlluenceù a career of money-
making \vhich has
eldon1 been equalled. After these
appeared the U1n(ftilla, Eoterp1'ise and Colooel l1foody,
the last-nan1ed being the fastest yet built for this
route. AU the light-draught boats ,vere then, as they
are no,y, stern-w'heelers. About this tÌIne another
and larger ves
el arrived from London, the La 1)ouche1'e,
a side- \v heel stealner, of 6HO tons register, 202 feet
long, 28 feet beam, and 13 feet hold. BIle continued
running up north until l8G.J, when she 'VåS granted
a subsidy of
1,500 a trip to carry Inails between
Victoria anù San Francisco, but ,vas lost on her first
voyage. In 1861 1nore stealuboats ,vere huilt than in
any previous year. Nearly a dozen \vere added to
those already plying on the rivers ànd lakes, and the
subsequent progress in steau1 navigation ,vas continu-
ous. The entrance of n1Ìning prospectors into the
Kootenay country in 1886 led to the necessity of
increased transportation on the Columbia River, which
has gone on increaHing until no,v on that river and

L.Y Tlig PItOVI
YUES UP TJ-{g lJOJlf
YIO....Y. 33

the Kootenay lakes there are SOllIe of the fine
t riyer
stealners in the DOlninion, fitted ,yith eyery cornfort
and appliance that experience can suggest. The
develoPlnent of the coast, ,yise trade has also led to
the building of special stealllers both ill British
Coltunbia und also in Eng'lan(l. The coal lnines at
K all aÏ1n 0 and the COlnox district also find elnploy-
lllent for a large yuantity of steam tonnage.* The
aggregate alllount at the four ports of Yictoria, Van-
couver, NanaÏ1no, and 'Vestlninster for 1tHJ5 ,vas:
Arrivals, 1,49ö,409 ton
; departures, I,?> 13,233 tons.
There are at present registered in British Colu1l1bia
161 Rteanlboats with a tonnage of 24,1,;)3.
Besitles the inland stealllers there are coasting lines
froln Victoria and V ancou vel' to Portland and San
Francisco, ètnJ to Puget Sound and Alaska. There
are al
o four regular lines of steamships to Japan and
China, nalnely. the Canadian Pacific Steanlship
COInpany, ,vith its beautiful fleet of "Elnpress"
stealners; the .Northern Pacific Steamship Cornpany ;
the Oregon R. R. anlI Navigation COlllpany, and the
Nipon Yunell Kaisha of Japan. There is also the
direct line of stealners to Australia elsewhere referred
to. The nUlllLer of vesHels in the different lines is .
uncertain, as they are increased by chartered boats
,vheneV'er there is 'luuch freight IHoving.

*
ince the
e lille
were penne(l the rush to the Klondike has
given an immense impetus to the
teamboat husille
s of British
Columhia.

2

340 J-IISTORY OF STEA.J.1I .LYA VIGA 1 f IO...Y.

IN NOVA SCOTIA. *

The harbour of Halifax is one of the finest in the
,,,,"orld. I t is easy of access and open all the year
round. It is nearly six hundred l11Ï]es nearer to
Liverpool than is Xe,v York, and has therefore many
advantages to offer as a point of arrival and de-
parture for ocean ste
Ul1ers. It is the centre of an
extensive local and coasting trade, in ,vhich a large
nUlll bel" of both stealners antI sailing vessels are
employed. The nUlnber of arriyals of sea-going vcs-
sels in 1895 ,vas 97
, \vith a gross tonnage of 627,;')72
tons; the nUluber of arrivals of coasting \Tessels \vas
3,651, of \vhich 496 ,,-ere steamers, ,vith a tonnage of
1.33,790 tons. The nUlnber of steanlers registered in
the port is 55, ,vith a gross tonnage of 10,912 tons.
The stean) tonnage \vhich entered the port in 1890
was 212,083; the clearances \vere 229,653 tons.
The first stealner to enter this reno\ynecl harLaur
,vas the Royal TVillÙon (Captain Johll Jones, R.N.),
frolH Quebec, August 24th, 1831, ,vhich arrived here
on the lllorning of the 31st and ,vas ,velcomed
,vith great éclut. The trip \vas ìnade in six days and
a half, including t,yO days' detention at l\liran1Ïchi.
The cabin fare ,vas ,;(6 5s., including meals and berths.
Having been built for this trade, the Royal TVilliam
lllade a nUlllber of successful voyages bet\veen Quebec
antI Halifax, calling at interlnediate ports previous to
her historic voyage across the Atlantic, \y hich \yas to
proclaÏIn her the pioneer of ocean stealll navigation!

* From notes by Rev. Rohel:t ':Uurray, Halifax.

I
Y Tiff} PROrl
Y('ES OJ? THB D()AILYIO
\
. :
t1

The Cunard Line cOlnlllenced to call at IIalifàx
fortnightly en 'l.ouie to Boston, in 18+0. The Bri-
t{tnnia ,vas the first of that famous fleet to enter the
harbour of Halifax. This arrangelnent did not last
very long, ho\vever, for, on lnaking X e,v York their
,vestern terminus, the Cunarders gave "the finest
harbour" the go-by, never to return except in cases of
en1ergency. There are, how'ever, SOIne fifteen or
sixteen lines of stealners plying regularly froln
Halifax to Britain, the United States, the 'Vest
Indies, South .L\merica, K e\vfoundland, and Canadian
ports. During the ,vinter lnonths the Beaver Line,
carrying the Canadian n1ails, calls here ,yeekly en
,.onte fron1 St. John, N. E., to Liverpool. The Allan
Line froln Liverpool to Philadelphia, via X e,vfound-
land, touches here once a fortnight going and coming.
rrhe Furness Line has excellent steamers sailing fort-
nightly fron1 London to N e\vfoundland and Halifax.
The Canada and N e\vfoundland Line also lnaintains a
good service frolH Halifax to St. John's, Liverpool
and London; the ,Tones Line to Jalnaica: the Pick-
ford and Black Line to Berlnuda and the "Test Indies;
the l\lusgrave Line to Havana. The Red Cross
Line frOll} N e\V York to N e\vfoundland calls here;
besides, a nUluber of coasting ste
uners to CapE' Breton,
:N c\\Tfoundlan(l, Yarlnouth l Bridge"water, St. Pierre
anù other places call at HaJifax, \vhile the Canada
Atlantic and Plant Line supplies a direct route to
.Boston and all points in the United States.
l\lany "tralup" stealners call at Halifax \\rith
freight or for freight. .l\[any call for coal. l\Iany a

3-12 If/S'l'ORY OF S'l'EAJI ...YA VIOATIO...Y.

storul-tos:sell lllariner i
glad to lllake for Halifax all.]
to find in it a secure harbour of refuge, ,,"'ith all needful
appliances for refitting a battered ship. The \vhole
coast of Nova Scotia, indeed, is indented \yith harbours
of refuge, which are the resorts of large nUlnbers of
sailing craft. The graving-dock at Halifax is the
largest on this continent. It ,vas conlpleted in 1889
by a private conlpany, subsidized by the Ilnperial
and Federal Governlnellts and the city of Halifax to
the extent of about
30,000. It is 585 feet in length,
891 feet w'ide at the entrance, anù has 30 feet of
\yater on the sills. It is adapted for steamships of
the Teutonic cla:ss, but is 3.'5 feet too short for the
Lucania. A fe\v nlonths ago it had the honour of
accomn1odating \vithin its ,,"'ans the [ntliana, one of
the largest of the U llited States ships of \yar, :sent
here for repairs. There are three other gra ving-
clocks, the property of the Don1inion Government, as
follo\vs :*

At Esquilnalt, B.C., built in 1886, 430 x 6.'5 x 2ük feet.
" Kingston, Ont., " 1871, 280 x 55 x 16l "
" Levis, (
ue., "1
K7, 4i5 x 62 x 26
"

* The largest graving-dock in the world is said to be the one
huilt for the Clyde Trust at Govan, on the Clyde, and recently
opened. It is 880 feet long, 115 feet wide and has 26! feet of
water on the sill. The Clyde Trust are evidently looking ahead.
There may be no ships of 8.30 feet in sight at the moment, but
there is no telling how soon there will be. The Govan dock is
ready for them. In the meantime it has been partitioned off into
two parts by still gates, the out
r division being 460 feet in length,
and the inller, 420 feet.

I
Y TIlE PROrJ
\
CES OP THE DOJ.1l1....YIO....Y. 343 ..

IN
E\V BRUNS\YICK..

The first stealuboat in :New Bruns\yick, the General
Smyth, ,vas launched froB1 the yard of John La,vton,
Portland, St. John, in April, 1816. Her o\vners ,vere
John \Vard, Hugh Johnson, sen., Lauchlan Donaldson,
J. C. F. Brernner, of St. John, and Robert Sn1ith, of
Fredericton. This vessel ,vas run bet,veen St. John
and Fredericton, making the round trip in a \\
eek.
She started fron1 St. John on her first trip, l\lay 13th,
1816. She \yas a palldle boat. No official description
of her is extant, as the registry book of that date ,vas
burned in the great fire of 1877. Later steamboats
on this route 'vere the St. George, John TVard, Fred-
ericton, St. John, ]?orest Queen, Heather Bell, Olive,
Prince Arthur, David We8ton, Rothsay (which after-
\vards ran between
Iontreal and Quebec), the Fuwn
and .J..1Juy Queen.
The second steamer, the St. Geoj'ge, ,vas launched
on April 23rd, 1895, from the yard of John O\vens,
at Portland, St. John. Her owners ,,,ere John and
Charles 'Varll, of St. John; Jeclediah S]ason and
J alnes Segee, of Fredericton-the last-nallled being
tIlt:} first Inaster of the vessel. Her tonnage \vas
204l, I; length, 10.5 feet; greatest breadth, 2
feet
Ü
inches: depth of hollI,
feet 6 inches. She had
one Blast, a standing 1Jo,vsprit, square stern, and ,vas
carvel built. She had a copper boiler, an(l, like the
General Srnyth, HUMIe one trip each ,vay bet\veen

* Information furnished by Mr. Keith A. Barber, of H. )I.
Customs, St. John, N.H.

344 HISTORY OF STEAlrl NA VIGA TIO...Y.

Fredericton an<l St. John in a w'eek. The V:ictorio,
the first steam ferry-boat bet\veen St. John and
Carleton, comlllenced running Septe1l1 bel' 5th, 1839.
The pioneer stean1 hoat on the Bay of Fundy "Tas
the St. John, built at Deer Islan( 1, X.B., in 182ß. In
her "Tas placetl the luachinery of the Gene1'al Sn"y'h.
Her tonnage ,vas 87

; length, 89 feet; breac1th ,
18 feet; depth, 8 feet. I.ater boats on this route
,vere the Royal T(
r, Fo iry Queen, .111(1 id of Erin

Pilot, Empe1"oj', 00 mmodore, ErrqJ1'eSR, Scud, Secret
and Oity of 11lonticpllo. The steamers at present
running froll1 St. John are: to Digby, the steel
paddle SS. Pl'ince Rupej't, 620 tOllS, having a speell
of 18
knots; to 'Yinc1sor and HantspoI't, X.S., the
H iawutlto, 148 tons: to YaI'lllouth, N.S, the Alpha,
211 tons: to Grand Alanan, the Flushing, 174 tons.
The first N e\v Bruns\vick stealner to ply between
St. John and Boston ,vas the Royctl TO.!l', 25()

tons,
Tholnas Reed, loaster, built at Carleton in 1835. She
was burned in Penobscot Bay, OctoLer 25th, 1836, on
her yoyage to Portland,
Iaine: \vhen thiI'ty-t\yO lives
\vere lost; also a \vhole lllenagerie \vith elephants,
horses, etc. This service is no,y perforlued daily by
the International Stealnship COlnpany of Portland,

Iaille, ,vho have three splen<li<l stealners on the routt'
-the ;jtflte of
IfI ine, 818 tons; the O'urnbe'l'luncl,
H96 tons, and the St. 01'oix, 1,064 tons. On the River
St John there are eight passenger stealners and eleven
tug-boats. A large nUlnber of tugs also ply on the
harbour. The number of stealllers that entered the
port during the year ending June 30th, 1
97, was

15" THE PROrTN"CES OF THE lJO.JITSI0...V. 345

823, aggregating 609,319 tons. Of these, 32>9 \vcre
ocean and 464 coasting steamers. The lines of ocean
stealllers plying to an(l from St. John during the
w"inter of 1897 -Dt) \yere: the Furness Line, to London
all(l to the 'Vest Indies; the Beaver Line, carrying
Her l.Iajesty's Inails to Liverpool, 1';0 Halifax and

Ioyille; the Allan Line and \Yilliam ThOlnson & Co.'s
boats to London; the Donaldson Line, to Glasgo\v,
and the Head Line, to Belfast and Dublin.
l\Iany advantages are claÏIned for St. John as a
,vinter port for the Don1inion. In point of distance
froIn Liverpool it has the advantage over Portland of
80 miles, and over N e\v York of 450 luiles. Halifax
is nearer England by 200 n1iles, but the lanel carriage
froln the 'Vest is nluch greater. St. John is the
centre of an extensive lun1 bel' business. It is con-
nected \vith \Yestern Canada 1JY both the Intercolonial
and Canadian Pacific rail \vay-s. The approach to the
harbour is said to be free from fogs in the \yiuter
Inonths, and ice is altogether unkno\vn in the Bay of
Fundy. Large SU1l1S of money haye been expended
<luring the last few years in improving the export
facilities, and the lieges of St John Sf>e no reason \yhy
this port Hhould not becolne the Canadian \yinter
terlnillus of the cOIning" Fast Line."

Captain \Y. L. \Varing, the In:-;pector of Stealnboats
in N e\v Bruns\vick and Prince Elhyard Island, clailns
that the invention an(l application of the cOlllpound
stcan1-eng-ine, \vhich has done so Hluch to\vards the
increase of po\ver and lessening the ttlllount of fuel for

346 HIS7'ORY OF S'1 ' EA.J..11 .LYA VIGATIO.J..Y.

its production, belongs rightfully to Canada. Though
experirnents had been rnade in using stealn t\vice for
the Sl1lUe engine, it \vas only in IR56 that John Elder,
of the Fairfield Ship-buikling COlllpany on the Clyde,
reduced it to a practical success in Britain, and it ,vas
not until 1870 that it caIne into general use. Captain
Waring states that the stean}er Reindee1
, 129 feet
9 inches long, 13 feet 8 inches ,yide and 8 feet deep,
,vas built by Thornas Prichard at Fredericton, N .E.,
and launched April 20th, L
45, and that she \vas fitted
,vith corupound engines, the dian1eter of the high-
pressure cylinder being L 7 inches, of the lo,\" -pressure
cy lindeI' 32 inches, and the length of stroke 4 feet
9 inches. "This," says Captain \Varing, ",vas the
pioneer stearuboat \vith engines using stea1l1 the
second tirne. For the first four or five years she ,yas
not a success. \Vhile the principle was good, the
lnachinery \yas defective, and bet\veen the incredulity
of the people and the defects in the machinery she
,vas near being laid up as a failure. After a thorough
overhaul, it ,,"'as den10nstrated on her trial trip-the
,vriter being on hoard-that she ,vas a success, in
proof of \\Thich the o\vners of the stearners on the St.
John River bought her at an ad vance of four tin1es
,vhat they offered for her in the fall." It is added
that the Reindee'J" 8 n1achinery ,vas placed in a ne,v
boa.t called the.A ntelope, ,vhich proved a great success,
being very fast. It ,vas next placed in the Adrni }'al,
,yhere it no\V is, the original corupound engine of
1845.
H011010'to whom Hon01U'!
lr. Barber states that

LV THE PROVL..YCES OF THE DOJJI
YI0-ÁY. :347

the first steaUl" fog-\vhistle in the ,yorld \vas started on
Partriùge Island, at the entrance of St. John harhour,
in 1860, under the superintendency of .Mr. T. T. Vernon
SInith. "The \yhistle "ras n1ade by 1\11'. Jalnes Flell1-
ing, of St. John, in 1859."

IN PRr
cE ED\VAHD ISLAND.*

The sll1allest of the provinces of the l}onlÎnion and
the last to enter Confederation, in 187:3, has long been
noted for its lllarine enterprise, its ship-building, and
its fisheries. As many as a hundred sea-going vessels
have been built there in a single year: but iron anù
steel in these days have so largely superseded wood,
this branch of industry has greatly Llecreased in
Prince Ell \vard Island, \v hich Inorlestly chtÍlns not
lnuch 1110re than 2 per cent. of the registered steau1
tonna.ge of the DOIllinioB of Canaùa.
The first stean1er to enter any port in Prince
Echvar(l Islancl ,vas a tug-boat. built in Pictou for the
Albion 1\lines Coal Company, and BalHed after the
then Inanager, Richat'd SnìÏth.
he brought over
a party of excursionists to Charlötteto\yn, on ,August
5th, 1830, and returne<<l the saIne llay. On Septelul)er
7th, 1831, the faluous lloyal Trillium, on her first
return voyage froln Halifax to Quebec, called at
CharlottctoW'l1, but as the IHerchants of that place
cleclincc1 to purcl1ase the fifty shares of stock in the

* Information supplie(l by :\lr. \V. F. Hales, of Charlottetown.

3--18 HISTORY OF STEAJ,I ....YA VIGA TIOiV.

new enterprise, \vhich they had been offered condi-
tionally, she called there no more. On
lay 11 th,
18
2, a stealner nall1ed the Pocahornla8, built in
Pictou, cOlnmenced to ply between that port and
Charlottetow'u, about fifty u1Ïles distant, under ar-
rangelnent \"ith the post-office authorities. This ve

el
\yas follo\yed at
uccessive inter\TalH by the Cape
Bl>efnn, the Sf. Geo,>gp, the Rose, and the Roseb'L
d, the
last three being o\ynec1 on the Island. A fine steamer,
the L(/dy JlaJ>chunt, o\vned in Richibucto, also Inade
Charlotteto\vn a port of call. There ,vere n1any
periods, ho\yever, Let\veen these steanlers ,vhen COID-
Inunication \yith the Island had to be kept up by
sailing schooners, until about 18.j2, \vhen a regular
service ,vas cOlnlnencec1 by the 1/(/ iry Queen and the
lVestrn01"elond, bet\veen Point du Chene and SUllllner-
Hide, and thence to Charlotteto\vn and Pictou.
In 1863 the Prince Ed\vard Island Stealll Naviga-
tion COlnpany \vas organized, and the steanler H eutheJ'
Belle, built in Charlotteto,vn, began the service in
1864, follo\ved by the Princess of TVales, built at
t.
.J ohn, N .B. The St. L(l1J)}>ence \vas added in 18G8.
'Vith these three stealners a regular service \YaH
luaintained bet\veen )linulliehi, RichiLucto, Point <iu
Chene, SUlllluersiJe, CharlottetU\""ll, Brulé and Pictou,
until the raihvay ,vas openell to Pictou, ,,-hen the
service \yn,s extended to Port Hood and Ha\vkesbury,
on the Gut of Canso, and to Georgeto\vn and
l\Iurray Harbour on the Island. Again, on the COIll-
pletion of the Cape Breton raihyay and the extension
of the Island raihvay to Oeorgeto,vn, the service \vas

L,Y THE PROrTL.VCES OF THE IJO.J1LVIO...Y. 349

changed to a daily route het\veen Charlotteto\vn and
Pictou, and SUlnmerside and Point du Chene, as at
present. The ne'y stcal11ers, .J.,r O,}.t/i/tI'/rìtbe'J"lrl'n d anfl
Princess, are scarcely surpassed for the ,vork they
have to do by any stealners in Canada, allll thf:'
cOlnpany are able to show' a record \vhich is probably
uni(["ue-that (luring thirty-three years not an acci-
dent has occurred by \vhich a person or a package of
freight has been injured.
SOlne years ago thp Korth Atlantic Steàll1ship
Company ,vaH organized at Charlotteto\yn, \yith a
view" of establishing" a direct trade \"ith the Old
Country. The fleet consistecl of one stealner only, the
pJ'ínce Ed1.()(1 }>d, and as the enterprise di(l not prove
self-Hustaining, after hH ving run for several seaSOIlH
the vessel ,vas sold at a considerable loss to the shal'p-
holders.

THE ,,,TIXTEB FEnny.

Prince E(hvard Ishin(l, lying in thp southern part
of the Oulf of St. La"Tence, i
separated froll1 the
Inainland by tht; Strait of KorthuluLerland, \yhich
at its lUUTO\Vest point is alJout nine llliles \vide.
O\ving to the accunlulation of ice by ,,"hich thi::; strait
is obstructed in w"inter, coullnullica tion \vith the
J slalld at that season of the year has ahvays been
attended \yith difficulty and not unfrequentIy \yith
danger. For lllany years the only COIl vcyance for
llu1Ïls and passengers in \viuter \vas by Hll'\ant; of open

:350 HISTORY OF STEA...1f .LYA JTIGATIa..V.

boats or canoes manned by expert boatmen. Latterly
these boats, most of \yhich no,\'" belong to the Govern-
Inent of Canada, have been greatly illlprovel1. They
no,v Inake the passage never less than three together,
each nlanned by five able rnen, anù the fleet under
the charge of an experienced iCé-captain. If large
ice-fields should be jarnllled bet\veen capes Torllientine
and Traverse, the crossing- 11lay be lnade ,vithout
putting the boats into the ,yater at all-the In en,
assisteù by the rnale passengers, hauling the boats
over the ice by straps fastened to the gun,vales. \Vhen
the ice is good the pa

age 111ay be nlade in three or
four hours. At other tilnes lanes of open ,vater occur
into \yhich the boats are launched and ro,ved as far
as practicable. If there is lnuch "lolly" to ,\\Tork
through, this entails great loss of tinle and labour.
Or the ice lllay be very rough and hUllllnocky, \vhich
makes the crossing (lifficult and tedious. \Yhen over-
taken by a snow -storm there is danger of losing the
bearings and of travelling in the \vrong direction.
There have been occasions \vhen parties have heen
out all night and nearly perished; but since the
Governlnent has taken charge of the ferry better
regulations are in force. Each boat carries a fixed
nUlllber of passengers and it lÜnited tLl110unt of Inail
and baggage. This, \vith carrying COD1passt's, pro-
visions, and proper fur \vraps, has greatly improved
the ser\
ice.
The ice attached to the shores on either siùe of the
strait extends about one mile, leaving seven Dliles
for the ferry, but owing to the run of the tide-about

LY TH/-J PNOJ"'Lyeh'S OF TH1--.' 1)()J1LY10
t. 351

four lniles an hour-\vhich carries with it, to aud
fro, huge llHlHses of ice, often closely packed, the
actual distance traverserl by the boat is greatly
increased. Horses and
Ieighs a,,'ait th
arrival of
the boats at the board-ice on either side, \vhen the
passengers and luails are conveyed to the boat-sheds.
For about tw"o Inonths every \vinter this boat service
proves the quickest and BlOst reliaLle n1eans of
crossing, and it is likely to renu-tin so.
At the tiIne of Confederation the Dominion Govern-
lllent guaranteed to provide the Island \vith a stealll
ferry service. The first effort to carry out the agree-
rnent \yas made by elnploying an old stealner, the
--i.4..llJeJ.t, to run bet\yeen Pictou and Georgeto\vn, but
she had not sufficient po\ver to force her \vay through
the ice. In the lneantilne the }loJ,the'l'n Ligld \yas
being built at Quebec-a vessel of considerable po\yer
and extraordinary shape. She dre\v nineteen feet
aft, and it was intended that her keel, for\vard,
should be above the \vater-line, but o\ying to a 111ÏS-
calculation a
to her displacelnent, it proved to be
SOlne t\VO feet belo\v, and this spoiled her for ice-
b
..eaking; but on the w"hole
he did good service froln
lx7ü to 18
8, although she \vas ofteu "frozen in,"
and 'vas for several \yeeks at a time fast in the ice
\yhen fun of passengers.
'The Hlonl(JY, \vhich succeeùed the .....Y'oJ.theJ.n Light,
,vas built in 1
88 at Govan on the Clyde, after the
rnodel of silnilar ice-ste::uners in S or\vay and S"Tedeu.
She has done excellent service, antI her po,vers of
hreaking ice and ::,eparating large flops lllust be seen

352 HISTORY OP S'l'1!JAJf ..YA VIGA 7.'IO...Y.

to Le understood or believed. That she has not been
aLle to keep up continuous con1mullication does not
surprise those ,yho kno\v ,yhat the Gulf is at sorne
seasons of the year. She has nlade passages when it
seemed futile to expect it; and ,vhile she has been
Ïll1prisoned in the ice for as 111uch as three ,veeks at
a tiIne, she has luade the voyage froIH Pictou to
Georgeto\yn-40 n1iles-in t\VO hours and a half.

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f1J

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"STANI.EY," WI,STER FEHJ{Y-BOAT TO PRI
CE EDWARD ISLA
DJ 18M.

During the season IH94-9.5 the Stunley carried 1,GOO
passengers. Her earnings ,vere
9,266.92; the cost
of her repairs andluaintenance ,vas
28,179.32.
The SÜ.tnley is 1)uilt throughout of Sieillens-
Iartin
steel. Her din1ensions are: length, 207 feet; breadth,
32 feet; depth, 20 feet 3 inches. She is a scre\v boat
of 914 tons gross, and 300 horse-po\ver, and attains a
speed of nearly 15 knots in clear ,vater. She is so
constructed that she runs up on heavy ice, breaking

I...V THE PROJ T l...Y"CE8 OF THE DOJIL,VIOJ.Y. :353

it \\?ith her sheer ,yeight. At tÜlles she has passea
through \v hat is called" shoved ice," eight feet in
thickness. She hat; good :state 1'00111 accomll1odation
for about fifty caLin passengers, and is in every \vay
a yery efficient, po\\-erful and staunch boat.
In the Hpring and fall of the year the Stcolley is
en}ployed in the Coast Buoy seryice; in SUlnmer she
takes her place in the Fisheries' Protection fleet, and
proves herself a Sluart and forn1Ïdable cruiser and a
terror to evil-doers. She COlnnlenCeS the winter rnail
service frOll} Charlotteto,vn to Pictou about the first
of Deceluber, and about Chrisbnas, \vhen the Char-
lotteto,yn harbour iB frozen over, she takes up the
route frolu Pictou to Georgeto\vn, at the eastern end of
Prince Ed\vard Island. 'Yhen she is il11prisoned in the
ice, as fre(}uently happens, the nlails and passengers are
taken by the open boats in Inanner above det;cribed.
FroIll February 8th to April 12th, 1895. 'v hen the
Stanley ,vas laid up for repairs, the ice-boat service
carried 3,497 Inail bag
, 458 poundB of baggage, 7ß
pounds of express goods, 9 passengers, and 77 "strap-
"
passengers.

DO)UXI()N STEAMERS.

In connection \\.ith the Lighthouse and Buoy
service and the Fisheries' Protection the Canatlian
Governluent employs fourteen Bteallll
rs and three
sailing vessels. The aggregate gross tonnage of the
Htealners is 5,589 tons. Of these the Stanley is the

[j-! 111S1'O/:Y OF ST}LL1I ...Y..1 rIG
t TION.

largest, after \\Thich COlne the ]f"ewfield,' 78.) tonH; the
Aberdeen, ö74 tons; the
!ca(lia, 526 tons-all of
Halifax; the LanSU01J'ne, 680 tons, of St. John, NaB. ;
the QuadTa, 573 tons, of Victoria, B. C.; L(t
C(fjnadievve, 372 tOllH, of QueLec, etc., etC.

N E'YFOUNDLA ND. *

The history of stean1 navigation in this province
begins \yith the year L84-0, ,vhen Her
lajesty's ship
Spifji'}"e-a paddle Btearner-entered the harbour of
St, John's ,vith a detachment of soldiers to strengthen
the garriBon. In 1842 the stealnç:hip John
lcAdan

visited St. John's, and a nUluber of ladies and gentle-
In en lnade excursions in her to Conception and Trinity
bays, startling the natives ùy the sight of a vessel
,val king the ,vaters ,vithout the aid of sails or oars.
In 1844 the Goverlll11ent arranged \vith the owners
of the :;;tean1ship J..YÒrth A rrlrerican to carry JnailH and
passengers regularly bet\veen St. John's and Halifax.
'V'hen this vessel first entered the harbour, with her
huge ,valking-bealn and a figurehead of an Indian,
painted white, hnJf of the population of the city
crowded the ,yharve:-: to see her. She had lIlade th

run froln Halifax in sixty hours. Soon after this a
contract ,vas Inade with the Cunard COlnpany for a
luail service bet\veen St. J ohn'f; and Halifax, fort-
nightly in SU1l1Bler and Inonthly during the ,,"'inter

* By the kindness of Rev. :\IoseR Harvey, D.D., of Ht. .John's.

I
Y THE PROrJ
YCES OF TIIH [)O.J[I
Y[O...Y. 355

nlon'ths. In 1873 direct steau1 cOBullunication \vith
England and Anlerica was establishe(l by arrange-
rnent \vith the Allan Line for the conveyance of n1ails,
passengers and good:s, fortnightly during nine lnonths
of the year and lnont,hly <luring the rernaining
Inonth
, though at a later date fortnightly trips ,vere
made all the year round.
At the present time there are five regular lines of
stean1ships

tiling from St. John's-the Allan Line,
the Canadian and N e,yfoundland Stealnship Cornpany,
the Red Cross Line, the Black DiaIllond and the Ross
Lines. Besides these, a Htealner plies regularly be-
t\veen Halifax and the \vestern ports of N e\vfound-
land; and t\VO local :stealners ply bet\veen St. John's
and the principal ports north, south and west.
The total nurnber of steaIl1ers registered in St.
John's is thirty-two, ,vith a gross tonnage of 9,272
tons. About 1,500 vessels arrive and depart annually
froln the :several ports of Ne\vfoundland. The sealing
fleet comprises sorne ,twenty steau1crs, \vith a united
tonnage of 6,230 tons, anrl cre,vs nUll1bering 4,Gt>0
lnt-H. The first stean1ers to engage in the seal fishing
,vere the Bloodhound and the }Voll in lRG2. The
funnel' arrived \vith 3,000 seals, and the latter with
only 1,300. The largest catch of Heals recorded ,vas
in 184
, when G85,530 \verp captured. The cOll-
fishing industry is carried on by Hailing schooners.
The annual catch in the N e\\rfounJland \vaters is
about 1,3;')0,000 lLuintal:-; of 112 ponn(IH. But the
total :U110Ullt of corl caught in North Aluericnn ,vaters
iH pstimatcfl at 3,700,000 fluintal
annually. Allo\ving
23

356 HISTORY OF S'PEA.AI
VA VIGA'l'IO.LV.

fifty fish to a quintal, ,ve have the enornlOUS num-
ber of 1
5,000,000 fish caught every year. And still
they continue to multiply and replenish the sea!
As yet no steanlers have been built in N e,yfound-
land.

GENERAL SU::\Il\IARY.

The total nUITlber of vessels on the registry books
of the D()luinion on Deceluber 31st, lR96, ,yas 7,279,
,yith a gross tonnage of 789,299 tons. Of that num-
ber 1,762 ,yere steall1boats, w-ith a gross tonnage of
251,176 tons.* The steaul tonnage of the DOlllinion
is divided about as follo,vs: Ontario, 41.1 per cent.;
Quebec, 32.3 per cent; British Colunlbia, 10 per cent.;
Nova Scotia, 7.9 per cent.; Ne\"" Bruns,vick, 3.
per
cent.; l\lanito1a, 2.6 per cent,; Prince Edw"ard Island
2 per cent.
The total nUll1ber of stealners registered and en-
rolled in the United States in 1
96 (including steam
vachts barU'es etc ) ,vas 6 595 vessels , ,vith a tonnacre
.J ' b' , , b
of 2,307,208 gross tons.t
The total nurnber of steanl vessels in the United
Kingdorn of Great Britain and Ireland, over 100 tons
gross, recorded in Lloyds Register for 1896-97, ,vas
6,508; their gross tonnage ,vas 9,968,573 and their
net tonnage, 6,143,282. Including the British Col-
onies, the number of steaul vessels is 7,373 and their

* " Statistical Year Book of Canada, 1896," p. 280.
t "Report U. S. Commissioner on Nayigatioll, 1896," p. 201.

I..Y 1'HE rHOJrI
YeES ()F THE DOJfL..YJO...Y. 357

gross tonnage, 10,508,443 ton1;.* Of these only about
420 nre built of \yood, 3,883 are built of iron and the
rest of steel.

THE 'Y ORLD'S STEA)IERS.

Accorainp; to Lloyds Register above yuote(l, tht'
total nUlnLer of stean1 vesselR, over 100 tOllS, in the
\yorld in 1807 \vas 13,()52, all<l their gross tonnage,
17,737,825 tons. The nurnber of wooden steamers
,vas 1,163; of iron, 7,099, and 5,390 of steel.
The British Elnpire o,vns 54 per cent. of the entire
lilerchant Inarine tonnage of the \vorld, estinlated by
I..loyd
at 2:),61-t,089 tons gross; she o,vns 62 per
cent. of the entire rnerchant Inarine steam tonnage.
If to these figures 'v ere added the nurnber of steam
vessels in the navies of the \vorld, the grand total
\vould be very largely increased. The British navy
alone \yould incl'eaHe the nUIllber of ve
sels by 700 at
least, and the tonnage by l110re than 1,500,000 tons.

CONCLUSION.

Relial)lp stat.istics are not easily found and are
often accounted dry reading. Fron1 a \Tariety of
causes, figures are peculiarly prone to err. But \vhat-
ever Inay 1e thought of the merely nUlnerical argu-
lllent ,,"hich has ahnost unavoiùably been introduced in
theHc pages, the illdisputable fact relnains, that of aU
the triurnphs of lllind over rnatter in this nineteenth

* ,. Report U. H. Commissioner on Nayigatioll, 189ti," p. ]27.

358 J-IISTORY OF STEAJI ..LYA J7GA TIO
Y.

century nothing has contributed 1nore to the advance-
n1ent of civilization and the spread of ChriHtianity, to
the \vealth of nations and the con venience and comfort
of the hUlnan race, than the Inarvellou
develupn1ent
. of stean1 navigation ,yhich \vill ever be identified ,yith
the history of the illustrious reign of Her ßlajesty
QUEEX 'TICTORIA.

j\I)I)ENDICES.

1.

UAPTAIK JuHN ERIC
SON.

The name and fame of the inventor of the screw pro-
peller are less widely known in Britain than in America,
and in neither country, perhaps, has full justice been done
to his lnelnory. As a lnechanical genius, he was one of
the most remarkable men of his time, and did Jnuch to
promote the developlnent of stealn navigation.
Ericsson was born in the Province of Vermeland, In
Sweden, in the year 1803. Coming to England in 1826,
he entered into partnership with Braithwaite, a noted
mechanician, in London, and there and then entered upon
his remarkahle career as an inventor. In 1836 he married
Amelia, daughter of J.\;lr. John Byam, second son of
ir
John Ryan1. AccOlnpanied by his wife, he came to the'
United States, arriving at N ew York, in the British Queen,
November 2nd, 1839. IIis wife, however, soon afterwards
returned to England, and during the rest of their lives,
"by an amicable arrangement," the Atlantic rolled be-
t ween.
Before leaving England, Ericsson had already patented
a nUluber of his inventions. One of the first of these was
a machine for compressing air, a discovery which has since
proved valuable in the construction of long tunnels and
in nlany other ways. The introduction of his systeln of

:360

..A PPE.LYD/X.

artificial draught was the key-note of the principle on
which rapid locomotion chiefly depends. He electrified
London with his steanl fire-engine, but the conservative
authorities would not countenance "a Illachine that COl1-
sUIned so much water!" J n 1829 he entered into compe-
tition with Robert Stephenson, when a prize of ct500 was
offered for the best loconlotive. lIe came off second-best,
but it was a feather in his cap that his locomotive, the
NOL'elty, glided smoothly over the track at the amazing
speed of thirty miles an hour! IIis experiments with hot
air occupied much of his time, and not without valuable
results. His forte, however, was in the construction of
stealn-engines, of which he designed a large number, intro-
ducing Inany new principles, some of which were destined
to survive.
Ericsson's first stroke of business in the United States
made hirn famous. The Princeton war-ship (see page 69),
built at the Philadelphia navy-yard under his direction,
and fitted with his screw propeller, proved a great success,
and gained him the favour and patronage of the govern-
ment officials.
oon after the completion of the Princeton,
he embarked in what he then accounted the greatest enter-
prise of his life-

THE CALORIC
HIP "ERIUHI:;OX."
'Vith the financial assistance of
everal wealthy friends
in N ew York, Ericsson proceeded to build a large
ea-going
vessel, to be propelled by means uf hot air. It was a costly
experiment, involving an outlay of 8500,000, the engines
alone costing $130,000. The cylinders were 168 inches in
diameter, with six-feet stroke. The luachinery was in
Inotion within seven months of the laying of the vessel's
keel. On her trial trip the Ericsson attained a speed of

APPE...YDIX.

:361

eight miles an hour, and subsequently as much as eleven
miles an hour. _ The Ericsson was at once a success and a
failure. She sustained the inventor's theory as to the
power of heated air, but so excessive was the temperature
of the air re<luired to develop the power, the cylinders
were warped out of shape and SOllle of the fittings were
burned to a crisp. The costly experÍlnent was conse-
quently abandoned. The caloric engine was replaced by
an ordinary steam-engine, and thus transformed the E1.ics-
son t:'arned her living for nlany years.

THE .,
lO"t\ITOR."
Thi:::; further product of Ericsson's fertile brain is in the
fonn of an arnlour-protected, smni-subrnerged steanl ves:::;el
for war purposes, and first came prominently into notice in
connection with thp nlelnorable contest which t.ook place
in Halllpton Roads on the 9th of l\Iarch, 1862, between
the JIerrimftc and J.J[onitor. The former was an old
wooden vessel refitted by the Confederate Go"ernment at
Norfolk 'navy-yard, and covered with protective armour to
the water-line. The JIonitor was a flat ieon boat reseln-
Lling a ::,cow, with nothing visible above water save the
tlush deck, from the centre of which rose a massive iron
tower containing two guns of heavy calibre. The" cheese-
box," as the J[onitor was conternptuously styled, held her
own against the ]ferrÌ1nac, which carried eleven guns. [t
was a drawn hattle, hut a victory for Ericsson, and resulted
in many other stealn vessels of this description being built
for harbour and coast defence under his supervision.
John Ericsson died in N ew York on the
th of :\Iarch,
1t$89. Vide" El:icsson and His Inventions," in .Atlantic
J[vntltly for July, 1862, and " John Ericsson, the En-
gineer," in Scribner's Jlagazine for
Iarch, 1890.

36:!

APPE
YDIX.

II.

THE \YHALEBACK

was invented and patented some years ago by Captain
)IcDougalI, of Duluth, a long-headed and level-headed
Scotchman hailing from the famed island of I:slay. The
peculiarity of its construction consists in its elliptical form,
cOInbining strength of hull, cheapness of first cost and
working, and large carrying capacity upon a light draught
of water. Having no masts, thp whaleback is entirely
dependent on its steam-power, which in case of a break-
down or heavy weather renders the vessel helpless and
unmanageable; but, on the other hand, it is contended
that so long as she has sufficient water under her shp is
practically unsinkable.
he has no deck to speak of, and
consequently nothing to wash overboard save the waves,
which play hannlessly over her arched roofing. Her hold
is, so to speak, herluetically sealed. Though chiefly in-
tendpd to carry freight, the capabilities of the whaleback
as a passenger ste
n1er have been satisfactorily tested.
The Christopher Co'um'Hu
, built on this principle, did
duty as an excursion steamer at the Chicago \V orId's }-'air,
and is now plying regularly as a passenger boat between
Chicago and l\lilwaukee-the largest excursion steamer, so
it is said, in the world, "having a carrying capacity of
5,000, which number of persons she has comfortably trau::;-
ported on a number of occasions." The steamer is 362 feet
in length, has engines of 2,800 horse-power, and runs at
the rate of twenty miles an hour. A considerable numbt-'r
of "whalebacks" are now engaged in the Upper l...akes
grain and iron ore trade, all of then1 having been built by
the
teel Barge Company at '\Vest Superior.

i

:j
-
t"j
0 :::
r:: c:...
cr.. ê

z

!J.
.... ç
::::
;:r:

:? :;:
-
:.--
...

.
?-

:z. G

".
r::
;:.

APPE...YDIX.

363

" ',j.
'f!
\ I.

"

1

- .

,..

';

..

J

I

..

t

)

..
U
;1

..

I'

The abO\ye cut is a faithful representation of a type of
teamer
peculiar to the Uppcr Lakes, which, though somewhat odd-looking,
is Haid to RnSWel' its puq>ose well as a grain-carrier.

364

lPPE.,.YDJX.

The late:5t addition to the fleet 1S thp biggest vessel of
her class, and just now the largest grain-carrier on the
lakes. ThiH vessel, llalllPd after the inventor, Alexander
11lcDougall, is 430 feet in length over all, 50 feet moulded
breadth, and 27 feet in depth. Her double botton1 is
five feet deep, giving her a total water ballast capacity of
2,000 tons. Her displaceInent on a draught of 18. feet
is about 10,000 tons, and she is able to carry the enonnous
cargo of 7,
00 tons, equivalent to 240,000 bushels of
wheat.
he is built of steel, and has quadruple expansion
engines. The only departure from the original whaleback
in this instance is the substitution of the perpendicular
stem for the "swinish snout" or "spoon bow," which
has called forth so Inétny uncomplirnentary remarks, and
which is much in evidence in our cut.
In 1891 the whaleback JVeluwre was the first of this
class of vessels to bring a cargo of grain frOln the U ppe!"
Lakes to )] ontreal and continue the voyage to Liverpool.
where RIte arrived safely un July 21st. FrOll1 Liverpool
the TVetnw-re sailed to the Pacitic coast 1.,ia Capp Horn, and
while carrying a cargo of coal from Puget
ound to
an
Francisco she was disabled in a violent Rtorm, went ashore,
and was wrecked.

III.

THE TURRE r STEA:\l
HIP.

Thp hun of the turret ship closely re
pnlbles that of the
whaleback, hut instea(l of the "spoon bow" it has the
straight stem, and is further distinguislwd by a "turret
(leck," 80 called, about one-third thê width of the vessel and
extending over its entire length, at a height of some five

tPPE.J..V1J1X.

365

or six feet abovf> the turn of the hull. This fonns the
working deck, and towering above it are the bridge, tllf'
cook's galley, the engineers' quarters, and other two-story
erections, forming an unship-shapely tout enseïnble of a
n10st unprepossessing appearance; and yet, this is the typf-'
of steamship at one time seriously proposed by the con-
tractors for the Canadian fast-line service! There are
HOnle thirty-five such vessels afloat in different parts of the
worJd, all built at Sunderland, anù most of theJn f'ngag-erl
in the coal trarle, for which they are said to be well
adapted.
The Turret Age, which plies between Sydney, C.B., and

Iontreal during the season of navigation, was built in
1893, and is owned by )Iessrs. Peterson, Tate & Co., of
N ewcastIe,on-Tyne. She is one of the largest of her class,
being 311 feet in length, 38.2 feet in width, and 21.6 feet
deep. She is propelled by a single screw, has a speed of
eleven knots, and carries 3,700 tonH of coal. Her capa-
cious, unobstructed hold and continuous hat.chway permit
of loading and discharging cargo with marvellous rapidity,
and she is said to be a fairly good sea-boat.

] 'v.

\VATER JET HYSTE:\l OF PROPULSIO
.

'Yhile Erics::;on, Bn1Ïth, 'V oodcroft and Lowe were busy-
ing them
elves with experÏ1nents for p{,l'f(:>cting the prin-
ciple of thp
uLmergl'd screw as a JllPétnS of propelling
vessels through the water, another plan wa:,; being devised
which, for a tilne, excited n1uch interest, and was very
nearly becollling a success. This was Ruthven's water-jet

366

APPE....YDIX.

prOpeneI'. It differed from Ericsson's in the singular fact
that the actual propeller was placed inside of the ship
instead of on the outside. This propeller, in the shape of
a fan-wheel with curved blades, was 111ade to revolve hori-
zontally and rapidly in a tank of wate]' placer! in the hold
of the vessel, fed from the sea through openings in thp
hull. The power of the steam-engine was applied to expel-
ling the water from this tank through curved pipes with
nozzles, on either side of the ship. In proportion to the
velocity with which the water was forced through these
pipes into the sea below the water-line, an impetus in the
opposite direction was given to the vessel. The nozzlps
were so constructed that they could be turned easily to-
wards the bow or stern, as occasion required, for forward
or backward motion. The first experin1ent with this appli-
ance was made by
Iessrs. R,uthven, of Edinburgh, on the
Frith of Forth, with an iron boat 40 feet in length, in
1843, when a speed of seven miles an hour was attained.
The Enterprise, 90 feet long and 100 tons burthen, was
built on this principle, and made her trial trip, January
16th, 1854, when she developed a speed of 9.35 miles an
hour. This vessel was intended for the deep-sea fishing,
ltnd the jet-propeller was suggested in this case as being
less liable to becOlne entangled with the nets tha
the screw
or paddle. The water-jet system was also trjed on a Rhine
passenger steamboat with some measure of success; but
while the theory was upheld, it seems to have failed in
practice, because the results in speed and in other respects
were not proportioned to the working power and the con-
sUlnption of fuel. See En. B1'itannica, 8th ed., vol. xx.,
p. 661.

APpg.YDIX.

367

v.

THE CIGAR
TEA
IBOAT.

Experiments with this style of river craft have been
frequent on both side
of the
\.tlantic withuut, however,
being followed by substantial success.
o long ago as
1835, the Rapid, con
isting of two hollow cylinders, pointf'd
at either end in cigar fashion, placed ten feet apart, wit.h a
large wheel between thelTI in the centre, appeared on the
Upper St. Lawrence, fitted with the stean1-engine of the
superannuated Jock Doum,ing. Her first trip down the
river was also her last, for, after many fruitless attenlpts
tu return, she wa.s wrecked, and for a time abanduned.
Eventually,
he was towed, by way of the Ottawa and
11ideau canals, to Ogdensburg, where
he was refitted
and plied for some tin1e as a ferry boat. A very pretty
specimen of a cigar-boat built of iron, with an elegant
superstructure, the writer remembers having seen on the
Clyde more than half a century ago, but as to its career
and ultimate fate deponent sayeth not. A twin-boat
stealner, reminding us of Patrick Thriller's first attempt at
steam-boating, propelled, however, by side-wheels, n1ay be
seen any day during the season of navigation dragging its
slow length along on the ferry from Laprairie to the oppo-
site shore of thf' St. Lawrence, nea.r ..\Iontreal.

;H)

...lPPE...YLJIX.

VI.

THE ROLLER
TEA
IBOAT.

The reader is requested to put on his thinking cap before
endeavouring to compreh
nd the brief r
ference now to be
made to
Ir. Knapp's" Holler." On the 8th of September,
1897, there was launched from the yard of the well-known
Poh;on's Iron \V orks Company in Toronto, an enlarged
n10del of the strangest craft ever seen- a huge innovation
upon all preconceived ideas of marine architecture. The
exterior of the boat in question, if it can be called a boat,
has all the appearance of a round boiler 110 feet long and

5 feet in diameter. The outer cylinder is built of one-
cluarter inch steel plates stoutly ribbed and riveted, and
arn1ed with a nurnber of nns l or sn1aH paddles, the ends
being funnel-shaped, with upenings in the centre. This is
made to revolve by means of two engines of 60 horsp-
power each, placed one at either enù of the vessel. A,n
inner cyJin
er similarly constructed, corresponding to the
hold of a ship, remains stationary while the other is sup-
posed to he rolling over the surface of the water, regardless
of wind and waves, at railway speed. The modest calcu-
lation of the inventor is that a steam vessel so constructed
of 700 feet in length and 150 feet in dialneter, ought to
cover the distance between N ew York and Liverpool in
forty-eight hours! This model was built at a cost of

10,OOO. The results of the trial trip on Toronto Bay
ha ve not been Inade public.

..
PPE
Y1)fX.

:H1
)

'TII.

THE "TüR BI
IA. "

In June, 1
97, there appeared on the
olent, at the
tÏlne of the great Jubilee Naval Review, a steaIn vessel
furnished with a novel luethod of propulsion, by which a
speed far in excess of any previous record was attained.
In the opinion of competent experts this new application
of steam-power is likely to bring about in the near future
a revolution in steam navigation. The following account
of this phenonlenal craft appeared in the l\I()ntreal Strlr:
" LO
DOX, July 5th, lR97.
"The record-breaking 1 OO-foot torpedo boat l'1ÆrlJl. n la
has intensely interested the public here generally, and ex-
perts in Joarine engineering in particular. It is admitted
that if the principle of the stealll turbine in vented by
Charles Parsons and fitted in the TUl'úinia can be ex-
tended to large ships, it will mark the greatest revolution
in mechanics since the invention of the stemn-engine it.self.
")11'. 'V uHf, JLP. for Belfast, head of the famous firnlof
Harland & \Y oUf, of Belfast, and himself the designer of
the \Yhite Star Liners, says:
" 'I saw the 1'lIrlJinÙ:t at 8pithead going nearly eight
Iniles an hour faster than any ves
el had ever gone before.
and even then she was not being pushed to her full speed.
She pa!';sed <Iuite close to the l'e1ltonÙ', on which I Was.
Hhe dashed along with marvellous speed and sl11oothness.
" , I Illust say, however, that I felt more St:'cure on the
Teutonic than I should have felt on the Twrúirnla, for you
know they have not yet surlnounted the difficulty of re-
versing the engine. She can go ahead forty miles an hour
but oan only reverse at less than four.
" , If Par
ons can Jllake a sÏlllilar turbine engine prac-
ticable for big craft with proper reversing power, he will

370

A PPE
YT>lX.

open a new pra in the history of steam motors. But,
although he has carried the econOluizing of steam to a
great pitch for a turbine engine, still from my observation
the waste of both steaIn and fuel under his system, if
applied on a large scale, would be almost fatal. That there
is a big future before his turbine engine for launches and
other small craft I do not douLt, provided that he can
get over the reversing difficulty.' "

The S('ientifi(' .Ame'ì'Ù'nu, in its issue of June 26th, 1897,
says: " Nothing 11101'e startling has ever occurred than the
wonderful runs which have recently bpen made by a little
craft called the rpwrbinia, in ,vhich the nlOtive powpr is
supplied by a steam turbine of the Parsons type."
Quoting frOlll a paper read at a llleeting of the Institu-
tion of Civil Engineers in London, by the Hon. Charles A.
Parsons, the inventor of this new system, the a.dvantages of
the turbine system are thus summarized:
" (1) Greatly increased speed, owing to dirninution of
weight and sIllaller steam consumption; (2) increased
carrying power of vessel; (3) increased economy in coal
consumption; (4) increased facilities for navigating shallow
waters; (5) increased stability of "essel; (6) reduced
weight of machinery; (7) reduced cost of attendance on
Inachinery; (8). reduced size and weight of screw pro-
pellers and shafting; (9) absence of vibration; (10)
lowered centre of gravity of machinery, and reduced risk
in time of war.
"The Turbinia is 100 ft. in length, 9 ft. beam, :1 ft.
draught amidships, and 442 tons di
placement. She has
three screw shafts, each directly driven by a compound
steam turbine of the parallel flow type. The three tur-
bines are in series, and the steam is expanded-at full
power-.from a pressure of 170 pound ahsolute, at. which
it reaches the motor, to a pressure of one pound absolute,
at which it is condensed. The shafts are slightly inclined,
and each carries three screws, Iuaking nine in all. The

APPE...YDIX.

371

screws have a diameter of 18 in., and when running at full
speed they nlake 2,200 revolutions per minute. Steam is
supplied from a water tuhe boiler, and the draught is
forced by a fan, mounted on the prolongation of the iow
pressure lnotor shaft, the advantage of this arrangement
being that the draught is increased as the demand for
steam increases, and also that the power to drive the fan
is obtained directly from the main engines.
" Up to the present the maximum mean speed attained
has been 32! knots, as the mean of two consecutive runs
on the measured mile. These runs were made after about
four hours' steaming at other speeds, and the boat on the
day of the trials had been fifteen days in the water. It is
anticipated that on subsequent trials, after some altera-
tions to the stearn pipe, still higher mean speeds will be
obtained.
" It is belie\"ed that when boats of 200 feet, in lengt,h
and upward are fitted with compound turbine motors,
speeds of 35 to 40 knots may be easily obt,ained in vessels
of the destroyer class, and it is also believed that the tur-
bine will-in a lesser degree-enable higher speeds to be
realized in all classes of passenger vessels."
Referring to the difficulty of reversing the engines of t,he
Titrbinia, the S('ientijic .Jrnerican a.dds, that "by using a
system of 'butterfly' reverl';ing steam valves, a motor has
been constructed in which the stealn may be made to flow
through the blades of the turbine in either direction, the
whole horse-power of th
engines being thus available for
going astern." Detailed drawings and clescriptions of the
Turbinia and the new motor may be found in the supple-
ments uf the S,,'ientific AIiMn.ran (N ew York) for June
26th, 1897, and l\Iarch 12th, 189
.

-J

I N DE X.

Letter" S" ind.icates Inland Steamer, "ss" Ocean Steamer.

Aberdeen Steamship Line, 156.
Acadia, SS., 73.
Accommodation, S., 50, :U2.
Adriatic, SS., Collins, 105.
Adriatic, SS., \Vhite Star, 118.
African Steamship Company, 1,)4.
Aird, Captain, 215.
Aitken & Company, steamship
builders, 286.
Alaska, SS., 116.
Albany to :Montreal, 260.
Alberta, S., 294.
Algoma, S., 255, 284.
Allan, Alexander, 196, 209.
Allan, Andrew, 196, 296.
Allan, Bryce, 196, 209.
Allan, James, 196, 209.
Allan, Sir Hugh, 196, 208.
Allan Steamship Line, 196.
Alps, SS., 99.
Amazon, steel barge, :302.
America, SS., 114.
Amerika, SS., 141.
American Steamship Line, Lake
Ontario, 327.
Anchor Steamship Line, 113, 151.
Ancient, Rev. W. J., 12:l.
Anderson, Captain, 86.
Angloman, SS., 22.3.
Anglo-Saxon, SS., wrecked, 199.
Appomattox, S., 272.
Archer, Captain, 202, 213.
Archimedes, S., 68.
Arctic, SS., 104, 106.

Arizona, SS., 116.
Armed cruisers, 172.
Armed mail packets, 73.
Arrow Steamship Line, 129.
Athabaska, S., 284.
Athenian, SS., 164.
Atlantic, SS., Collins, 104-10ö.
Atlantic, SS., \Yhite Star, 121.
Atlantic Transport Steamship
Line, 129.
Augusta Victoria, SS., 132.
Australasian, SS., 88.
Australia, S8., P. & 0., ]47.
Australia and Vancouver Steam-
ship Line, 164.
Austria, SS., burned, 134.
Ay lmer, Lord, 54.
Rain, Captain Robert, 36.
Ballantine, Captain, 200.
Baltic,
S., Collins, 104-106.
Baltic, RS., White Star, 118.
Ballnockburn, S., 286, 29:t
Barbadian, SS., 157.
Barber & Company Steamship
Line, 129.
Barber, Keith A., 34:l
Barclay & Curle, builders, 205.
Battleships, 171.
Bay of Fundy, 188.
Beanharnois Canal, 265.
Beaver Steamship Line, The, 229.
Beayer, The old steamer, 334.
Belgravia, 8S., 113.

374

Bell, Henry, 36.
Bibby Steamship Line, 151.
Black Ball Steamship Line, 27.
Black Diamond Steamship Line,
235.
Blue ]'lag Steamship Line, 129.
Bohemian, SS., 199; wrecked, 202.
Boothby, Captain, 186.
Boulton & Watt, engineers, 334.
Brandon to Britain,
9.).
Bristol City Steamship Line, 129.
Britannia, SS., 72, 74.
Britannic, SS., U8.
British and African
teamship
Company, 155.
British and Colonial Steam Navi-
gation Company, 156.
British Columbia, 334.
British India Steam K avigation
Company, 148.
British and North American
Royal
lail Steam-Packet Com-
pany, 73.
British navy, 166, 175.
British Queen, SS., 97.
Brooks, Captain, 102.
Brown, Captain, 216.
Bruce .Mines, S., 254.
BruneI, !sambaI'd, 66.
Brush, George, 307, 310.
Buenos Ayrean, SS., 206.
Bulwer, Sir Edward, 159.
Burial of dead at sea, 183.
Burlington, S., 44.
Burns, Rev. Dr., 94.
Burns, Sir George, 71, 93.

Calcutta and Burmah Steam
Navigation Company, 148.
Caledonia, SS., Cunard, 73.
Caledonia, SS., P. & 0., 146.
Calvin Company, 287.
Cameron, Captain, 123.
Campana, S., 235.
Campania, SS., i8, 174.
Campbell, Captain Howard, 234.
Canada, S:3., Cunard Line, 75.
Canada, SS., Dominion Line, 226.
Canada Shipping. Company, 229.

L,VDEX.

Canadian, SR, 198-200.
Canadian canals, 258.
Canadian commerce on lakes. 283.
Canadian Pacific Railway, ]58.
Canadian Pacific steamers, 160,
]64, 284.
Canadian Steam Navigation Com-
pany, 316.
Canal tariffs, 303.
Cape of Good Hope, SS , 149.
Car of Commerce, S., 310.
Carthaginian, SS., 206.
Castle Steamship Line, The, 15.3.
Celtic, SS., US.
Charity, SS., 19,). .
Charlotte Dundas, S.,
3.
Chesapeake and Ohio Steamship
Line, 129.
Chicora, S., 255.
Chieftain, S., 326.
Chimboraza, SS., 148.
China, SS., 75.
Chippewa, S., 254.
Cimbria, SS., sunk, 134.
Circassia, SS., 186.
Circassian, Ss., 205.
City of Bprlin, SS., 108.
City of Boston, SS., 107.
City of Brussels, Ss., 107.
City of Chicago, SS., 107.
City of Glasgow, SS., 107.
City of .Manchester, SS., 107.
City of
lontreal, SS., 107.
City of New York, SR., 108.
City of Paris, SS., 108.
City of Philadelphia, SR, 107.
City of Rome, SS., 113, 128.
City of \\Tashington, SS., 107.
City Steamship Line to India, 152.
Clan Steamship Line, The, 1.30.
Cleopatra, SEt, 195.
Clermont, s., 4J.
Cleveland, Ohio, 278, 281.
Clipper ships, 26.
Clyde River steamers, 38.
Codfish industry, 355.
Collingwood and Owen Sound, 2.3.3.
Collins, E. K., 106.
Collins Steamship Line, 99, 103.

Collision at sea, 12G.
Columba, S., 38.
Comet, S., Bell's, 34-, 31
.
Commerce of Great Lakes, 268.
Compagnie Generale Transatlan-
tiq ue, 138.
Compound engines, 100, 343.
Connal & Co., huilders, 222.
Continental Steamship Lines, 130.
Cook, Captain, 86, 88.
Corona, S., 330.
Cost of running steamships, 84.
Cramp & Sons, builders, 110.
Crathie, 8S., collision, 136.
Crescent, H.!\I.S., 189.
Crimean 'Yar, 198, 214.
Cruisers, Armed, 172.
Cum berland, 8., 255.
Cunard fleet, 85.
Cunard Steamship Line, 73.
Cunard, Sir Edward, 93.
Cunard, Sir Samuel, 71, 91.
Cunard track chart, 96, 176.
Currie, Captain, 207.
Cushing, Manager, 318.
Cuzco, SS., 148.
Dakota,
S., 115.
Dalziel, Captain, 203.
Dallmark, SS., foundered, 141.
Danuhe, SS., 157.
Dawn of steam navigation, 28.
Deeper waterways, 2HH, 302.
Dennys,ship- huilders, 154,198.204-
Detroit River tonnage, 276.
Devonia, HS., 113.
Diamund Jubilee Review, 170.
Dick, Captain, 3
4.
Dickens, Charles, 18.
Distances,
Iarine, 177.
Dolphin, S., 3
3, 32ft
Dominion Steamship Line, 22].
Dominion
teall1ers. 353.
Donaldson Steamship Line, 2:
4.
Douglas, Captain, 75.
Douglas, GO\-ernor of British
Columbia, 336.
Dramatic Line, The, 103.
Draught, Induced, 20.

L,VDEX.

375

Drummond Castle, 88., lost, 155.
Dry-docks, 34
.
Duke of l\Iarlborough, H.
I. S.,
]68-
Duke of \Yellington, H.
l. S.,
97, 168.
Durham boats, 260.
Durham City, SS., 190.
Dutton, Captain, 217.
Earlv Atlantic steamers, 50.
East
rn trade, The, 133.
East India Company, 142.
Elbe, SS., sunk, 136.
Elder, Dempster Steamship Line,
156, 235.
Elder, John, &Co., 100, 116,132.
Eldridge, Captain, 106.
Elevator, The grain, 290.
Emerald, S., 254.
Emigrant ships, 20, 210.
Empress Steamship Line, 160.
Empire, S., 25.').
Empire City, S., 271.
Enterprise, SS., 53.
Ericsson, John, inventor, 67.
Erie Canal, 280.
Erin, SS., lost, 115.
Etolia, SS., in the ice, 185.
Etruria, SS., 77, 119, 189.

uropa, SS
, 75. __
European, ðS., !<:)/.
Eutopia, SS., sunk, 114.
Evans, Capt.ain, 185.
Exports from .Montreal,
67.

Fares to India and the East, 1-17,
1.>3.
Fairfield Ship-yard, 78, ] 00, 346.
Farlinger, Captain, 327.
Fast Line of Steamships, 236,242.
Fast service to Japan, 156.
Fa\-ourite, sailing-ship, 196.
Fa wcett, \Y illialll, SS., 146.
Ferry-hoats, American, 4S.
First compound engine, 34.5.
First live stock shipment, 236.
First lake propeller, 252.
First steamer in Canada, 50, 312.

376

First steamer on Lake Ontario,
247.
First steamer on Lake Erie, 2.31.
First ocean steamship, 54.
First steam fog-horn, 347.
First steel steamship, 206.
First wheat shipment from
.Manitoba, 295.
Fleming, Sir Sandford, 1.39, 239,
242.
Floating ele\-ators, 293.
Flying Squadron, The, 170.
Fox, Sir Douglas, 144.
Francis B. Ogden, 8., 68.
Francis Smith, S., 255.
Frederick the Great, S8., 144.
Freight, inland rates, 303.
French Steamship Line, 138.
Friesland, S8., 113.
Frontenac, S., 247.
Fulda, SS , 86, 136.
Fulton, Robert, 41.
Furnessia , S8., 113.
Furness Steamship Line, 233.
Furst Bismarck,
8., 131.

Gallia, SS., 234.
Caronne, 58., 14H.
Gaskin, Captain, 263.
General Smyth, S., 343.
Genova, RS., 195.
German East African Steamship
Line, 136.
Germanic, 8S., lI8, 127.
Gildersleeve, S., 320.
(;ildersleeve, Manager, 316.
Glenmorag, ship, wrecked, 207.
Golconda, SS., 149.
Gore, S., 25-1-.
Gothic, 88., 151.
Graham, Captain John, 210.
Grain-sucker, 191.
t
rain elevator, 290,
Grand Trunk Railway opened,
328.
Grange. Captain, 209.
"Graphic," rhe London, 171.
Graving-docks, 342.
Great Britain, SS., 61.

INDEX.

Great Ea
tern, SS., 62.
Great Lakes, The, 244.
Great Northern Transit Com-
pany, 288. .
Great Republic, SS., 26.
Great \Yestern, SS., 60.
Great \Yestern Railroad Line,
327.
Grenville Canal, 318.
Griffin, schooner, 246.
Guion Steamship Line, 115.
Gulf ports,
lap of, 241.
Hagart & Cral1gle Line, 287.
Haines, Captain, 89.
Haliburton, Judge, 93, 159.
Halifax harbour, 340.
Hall Steamship Line, lfi2.
Hamburg & American Steamship
Packet Company, 130.
Hamilton, Captain Clarke, 327.
Hamilton, Hon. John, 323, 3:U.
Hamilton, S.. 327.
Hamilton Steam Nadgation
Company, 330.
Handyside & Henderson, 113.
Hansa St. Lawrence Steamship
Line, 235.
Harland & \Volff, 117, 123, 140,
151, 228.
Harrison, Captain,
6.
Ha, vel, SS., 137.
Head Steamship Line, 235.
Henderson Steamship Line, 152.
Hennepin, Father, 24(t
Hercules, S., 252, 3u9.
Hibernia, 8S., 87.
Hibernian, SS., 204.
Highlander, S., 324.
Hill Steamship Line, 129.
Himalaya, Ss., 147.
Hindostan, SS., 146.
Hooker & Jones, forwarders, 318.
Hornet, torpedo destroyer, 169.
Horse-boat, The, 29.
Howard, Captain Thomas, 320,
327, 328.
Howe, Hon. Joseph, 159.
Howland, O. A., 301.

Hudson's Bay Company, 332, 333.
Hungarian, f::;S., lost, 199, 200.
Icebergs, 183.
Idaho, SS., lost, 22.,.
Imrie, W'ïlliam, II7.
Independence, propeller, 237.
India, S'3., 149.
In(lia anrl the East, 142.
Indian, SS., 142, 198, 200.
Indiana, S8., U.S., H42.
Inman Steamship Line, 107.
International Steamship Line,
] 07, 10f).
Inverclyde, Lord, 94, 99.
Ireland, propeller, 263.
Iron steamers, 61, 314.
Iron ore transportation, 279.
Iroquois, S., 326.
Ismay, Thomas, H., 116,122.
James Swift,
., 331.
James "Tatt, S., 271.
John .Jacob Astor, sail vessel,
25ft
John Kenzie, brig, 254.
John
Iunn, S., :U1.
Johnston Steamship Line, 235.
J ones, Captain J., 66, 202.
Jones, Captain Thomas, 209.
Jones, J. & J., forwarders, 318.
Jubilee Review, 170.
J u(lkins, Captain, S6.
Julia Palmer, propeller, 257.
Jura. SR, stranded, 202.

Kaiser 'Vilhelm del' Grosse,
::;.,
136.
Kaiser \Yilhelm II. 136.
Keefer, Thomas, C. E., 283, 30 I.
Kent, 8., 234.
Kingsford, Historian. 263, 283.
Kingston, Ontario, 331.
Kingston, K, 327.
Klondike, Steam to, 164.
Labrador, SS., 223.
Lachine Canal, 23!J.
Lady Colhorne, S., 314.

INDEX.

377

Lady Eglinton, S., 19.3.
Lady Elgin, S., 314.
Lady Sherbrooke, S., 310, 3]2.
Lady 'Vashington, schooner, 247.
Lahn, SS., 136.
Lake Ontario, S
., 231.
Lake St. Peter, 266.
I...ake Superior
SS., 231.
Lakes, Navigation Companies,
270.
I...akes, The Great., 244.
La }1"rance, ship, 28.
La Salle, explorer, 246.
La Bourgogne, SS., lost, 138.
La Touraine, RS., 138.
Lamport & Holt Steamship Line,
12B, 157.
Life-boats at sea, 125.
LindaH, Captain, 222.
Live stock exportation, 236.
Liverpool landing-stage, 81.
Liverpool packet-ships, 27.
Liverpool, 8S., 58.
Lochearn, S8., collision , 140.
Locomotives, 294.
Lord Steamship Line, 129.
Lord Sydenham, S., 31!.
Lott, Captain, 86, 8K
Lowe, J ames, inventor, 68.
Lucania, SS., 78.
Lusitania, 8S., 148.

l\fagnet, S., 327.
)Iajestic, 88., 119.

Ialshalll, S., 310.

anehester Ship Canal, 23:>.

Ianhanset Steamship Line, 129.

Ianitoha, S., 286.
l\lani tou, S., 270.
)Iap of the Gulf of St. Lawrence,
241.
l\farjery, S., 40.
.:\Iarine distances, ] 75.
l\Iariposa, SS., wrecked, 225.
:Marshall, Captain, 320.
l\Jatiana, S
., 14!J.
.Maudsley, Fiel<l & Company,
engineers, 118.
l\Iemphis, SS., lost, 23:>.

378

.Merchant Lines, Hamilton, 287.

lerritt, Hon. 'Villiam, 262.

iessageries
Iaritimes Steam-
ship Company, 158.

Iiller, Patrick, 31.
Milloy, Alexander, 316.

Iiowera, SS., 164.
Missouri, SK, 141.
l\loldavia, SS., 186.
.l\Iolson, Hon. .John, 307.
Monarch, S., 2
7.
.:\lontana, SS., 115.
J\lontreal Ocean Steamship Com-
pany, 198.
Montreal, Port of, 266.
Montreal steamer burned, 315.
Montreal Transportation Com-
pany, 286.

Ioodie, Captain, 86.
.Moravian, SS., wrecked, 202.
Morris, Hon. Alex., 159.
.:\fountStephen, Lord, 164.
:l\I un ro, Thomas, C. E., 301.
.Murrell, Captain, 141.
:Mutiny at sea, 24.
:Macaulay, Captain, 227.

Iacdougall, Captain John, 57.
Maclean, Captain N., 217.
:Macleod, Dr. Norman, 179.

Iacpherson, Crane & Co., 318.
:McIver, David, 71, 95.
.:\lcKean, ,McLarty & Co., 193.
:McKenzie, Captain, 248.
1\lcKinstry, Captain, 127.

icLennan, Hugh, 296.
l\Ic.l\Iast.er, Captain, 209.

Napier, David, 35.
Napier, Robert, 96, 71, 148, 168,
205.
Napoleon, S., 314.
N aronic, SS., lost at sea, 122.
N at-al Steamship Line, 156.
National Steamship Line. 114.
Navy, The Royal, 166, 175.
N estorian, SS., 205.
N etherlallds Steamship Line, 140.
New England, SS., 2
9.
Newfoundland, 354.

INDEX.

New York, SS., lOS, 111.
Niagara Ship Canal, 302.
Niagara, SS., 74.
Niagara Steam N a,.igation Com-
pany, 329.
Nile, 8S., 157.
Norman, SS., 155.
N ormannia, S
., 131.
North Atlantic Steamship Com-
pany, P. ,Eo I., 349.
North American, SS., 199.
North Briton, S8., lost, 202.
North American Transport Corn-
pany, 129.
Northern Light, S., 351.
Northern Steamship Company,
272.
North German Lloyd Steamship
Company, 1
!.
North Shore Navigation Com-
pany, 28S,
North-'Yest Fur Company, 256,
277.
'N'orth- 'Vest Navigation Com-
pany, 333.
North- 'Vest, S., 274.
N orth- "rest Tram;;portation Com-
pany, 287.
N orwegian,SS., wreeked,202, 204.
N ova Scotia, 340.
Nova Scotian, 8S., 199.

Ogilvie, 'V. \Y., 297.
Oldfield, S., 321.
Old Man of the Sea, 102.
Ontario Lake Navigation, 328.
Ontario, S., 248, 326.
Ontario, S8., 222.
Ophir, 8S., 148-
Oregon, 8S' 1 Cunard, sunk,
6, 99.
Oregon, SS., Dominion, 222.
Orient Steam Navigation Com-
pany, 147.
Orizaba, 88., 157.
Ottawa, 8S., 195, 223.
Ottawa and Georgian Bay Canal,
304.
Ottawa and Rideau Forwarding
Company, :no, 318.

Ottawa Riyer steamers, 321.
Ottawa River Navigation Com-
pany, 318.
O\Terlanrl route, The, 14
.
Owego, S., 270.

Pacific,
K, 104, 106.
Pacific Steamship Nayigation
Company, 1.">7.
Packet-ships, 27.
Papin, Denis, 20.
Paris, SS., 108, 12.), Hm.
Parisian, Ss., 205.
Parsell, Captain, 123.
Passport, S., 327.
Patterson of Bristol, 60.
Paynter, George, 102.
Penelope, H.)l.S., 168.
Peninsular and Oriental Steam-
ship Company, 145.
Pennsylvania,
S., 101, 134.
Persia, SS., 75, 97.
Peruvian, SS., 205.
Peterson, Tate & Co., 237.
Phænician, ::-;8., 207.
Pioneer. S., 232.
Ploughboy, S., 234.
Polynesian, SS., 205.
Pomeranian in a storm, 203.
Pomone, French war-ship, 69.
Postal compensation, 132.
President, 8K, lost at sea, 61.
Prince :Edward Islanrl, 3-t.7.
Prince of \Yales, war-ship, 168.
Princeton, war-ship, 69.
Priscilla, K, 44.
Prodsions, Ships', 83.
I)uffers, 319.
Pumpcr) S., 2û4.

Quehec Province, 307.
Quebec amI Halifax Steamship
Company, û6.
Quebec, :-;., 311.
Quebec Steamship Company,
:!35.
Queen Charlotte, S., 249.
Queen City 1 S., 293.
Quetta, SK, wrecked, 149.

I.1VDEX.

379

Racing at sea, 123.
Randolph, RIder & Co., 100.
Rates of passage, 124.
Ra.thbun Company, 330.
Rattler, H.:M.S., 69.
Recoyery, brigantine, 256.
Red Star Steamship Line, 112.
Renown, H.
l.S., 172.
Republic, SS., "'hite Star, lIS.
Richardson, Captain, 217.
Richard Smith, S., 347.
Richards,
Iills & Co., 224.
Richelieu Steamboat Company,
314.
Rideau Canal, 264.
Ritchie, Captain, 216.
Robert Garrett, S., 48.
Rob Roy, S., 40.
Rockefeller Fleet, 271.
Rosemount, S., 286.
Royal .Mail \Vest Indies Steam-
Packet Company, 156.
Royal William, S.S., 54,310,347.
Rubattino Steamship Line, 153.
Rm;;sell, Scott, 63.
Russia. SS.. 73.

ail l'er....u8 Steam,
47.
SaHel', SS., lost at sea. ] 36.
Sampson, propeller, 232.
Sam \Vard, S., 257.
Sarah Sands, SS., 195.
Sardinian, Ss., 203, 2] 7.
Sarmatiall, SS., 198.
'\arnia, SR, 222.
Hault Ste.
laI'ie Canal, 276.
Savannah, S8., 51.
SC'otia, SHe, 75, 97.
Scotsman, SS., 223.
Scott & Company, 1:
S.
Schiller, SS., wrecked, 134.
Screw propeJler, The, 67.

eali
lg
t
a

rs, :{55.

ervla, SS., 16.
Shaw, Savill anll Alhion Steam-
ship Company, ]51.
Shenango, ferry steamer, 49.
Shepherd, Captain H. \V., 32:!.
Shepherd, Captain R. \Y., 3
1.

380

Ship- building. 279.
Ship canals, 303.
Siberian, SS., 206.
Simpson, Sir George, 258.
Simcoe, General, 2.58.
Sirius, SS., 59.
Sir Robert Peel, S., 324.
Smith, T. P., inventor, 67.
Smith, Captain \Y. H., 194, 214.
Smith, Donald A., 159.
Smythe, :l\Iajor C., 158.
Sophia, S., 249.
Sovereign, S., 317.
Spaarndam, SS., I,U.
Spi tfire. H.
I.
., 354.
Spit head reviews, 173.
Spree, SS., 136.
Stanley, S . P. E. I., 351.
State Steamship Line, 129
Steam Navigation in British
Columbia, 334.
Steam Navigation in New Bruns-
wick. 343.
Ste:lm Navigation on the Otta,wa.
317.
Steam Navigation in N ewfound-
land, 354-.
Steam Navigation in Nova 8cotia,
3-10.
Steam Navigation in Prince
EdwarllIslanù, 347.
Steam Navigation in Quehec, 307.

team Navigation in l\lanitoba,
332.
Steam Navigation in Ontario, 323.
8tearns, Captain, 324.
Steel barges, 282.
Steel steamships, First, 206.
Stephen, George, 1;)9, 16-1.
Stewart, .Macleod, 304-.
Stone, Captain, 86.
Strachan, Bishop, 21.
St. George, 8S' 1 wrecked, 202.
St. John harbour, N. B., 345.

t. Lawrence canals, 258, 264.
St. Lawrence route, 192.
St. Mary's Falls Canal, 276, 278.
St. Louis, SS., HO.
St. Paul, SS., HO.

I.1VDEX.

Strathcona, Lord, 159, 164.
Subsidies to steamship com-
panies, 104, Ill, 161.
Sub,'entions, 120.
Suez Canal, 144, 149.
Summary of Steam Navigation,

56.

unday at sea, 178.
Sutherland, Captain, 327.
Swearing, Profane, 220.
Swiftsure, S., 310.
Symington, "Tilliam, 31.
Tartar, SS., 164.
Taylor, T. F., 284.
Taylor, Dr. W. Nt, 179.
Tate Brothers, builders, 314.
Thingvalla Steamship Line, 141.
Thomas :MacKay, S., 320.
Thomson, J. A., steamboat
inspector, 334.
Thomson Steamship Line, 235.
Thomson, J. and n., steamship
builders, 108. 113, 12
{.
Teutonic, SS., 119, 174.
Tidal waves, 188.
Toù & :l\IcGregor, engineers, 107.
Tonnage on the Great Lakes, 276.
Toronto and Steam Nëtvigatiol1,
32H.
Torpedo boats, ] 69.
Torrance, John, 228, 308.
Torrance. :.Messrs. David, & Co.,
221, 307.
Transportation companies, 284.
Transportation business, 289.
Tra ve, HS., 136.
Trent, SS., 88.
Trevethick, Engineer, 67.
Tripoli, SS., lost, 86.
Twohey, Captain, 324.
Ulster Steamship Company, 235.
Umbria, SS., 77, 119.
Unicorn, SS., 75.
Union Steamship Company,
Africa, 154.
Union Steamship Company, New
Zealand, 151.

.

United Empire, S., 287.
United Empire Loyalists, 258,
296.
United Kingdom, SR, 40.
United States Shipping Com-
pany. 129.
Up-to-date steamships, 18.
Utica, barge, 270.

Vancouver Island, 336.
Vancouver, SS., 222.
Vandalia, propeller, 252.
Vesta, SS., 106.
Vicksburg, SS., lost, 224.
Victoria, B.C., founded, 336.
Victoria Steamboat Association,
38.
Vi lie de Havre, S8., lost, 140.
Ville de Ciotat, 8S., 15:
.
V oyageurs, Early, 258.
\Vaghorn, Lieut., 143.
\Valdensian, S8., 207.
"Talk.in-the-Water, S., 251.

I.J..VDEX.

381

Ward & Co., 310, 311.
\\' aring, Captain ,V L., 345.
\Yarrimoo, SS., 164.
Warrior, H.
I.R., 168.
Washington, schooner, 246.
'Vaterways of Canada
244.
\Vatt, James, engineer, 67.
\Velland Canal, 202.
""est Indies and Pacific Steam-
ship Lines, 156.
Whale captured, 312.
\Yhite Star Steamship Line, 1I6.
William Fawcett, S8., 146.
William IY., S., 324.
Williams, Captain, 12
.
Wilson Connoly Company, 313.
\Vilson Steamship Line, 128.
\Vinter Ferry, P. E. I., 349.
\V oodcroft, Engineer, 67.
\V oodruff, Captain. 74.
\\T orId 's Steamers, 357.
\Vylie, Captain, 212.

Young, Captain, 128.

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