IMAGE EVALUATION TEST TARGET (MT-3) 1.0 l^™- IIM I.I 1.25 M 22 2.0 1.8 1.4 IIIIII.6 V] <^ /}. dl "4 ^^*^j> /,. % •> %. V] '^'/C'w 7 CIHM/ICMH Microfiche Series. CIHM/ICMH Collection de microfiches. Canadian Institute for Historical Microreproductions Institut Canadian de microreproductions historiques 1980 mi Technical Notes / Notes techniques The Institute has attempted to obtain the best original copy available for filming. Physical features of this copy which may alter any of the images in the reproduction are checked below. L'Institut a microfilm^ le meilleur exempiaire qu'il lui a 6t6 possible de se procurer. Certains ddfauts susceptibles de nuire d la quality de In reproduction sont not6s ci-dessous. 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Physical features of this copy which may alter any of the images in the reproduction are checked below. L'Institut a microfilmd le meilleur exemplaire qu'il lui a 6t6 possible de se procurer. Certains ddfauts susceptibles de nuire d la quality de la reproduction sont notds ci-dessous. D D Coloured covers/ Couvertures de couleur Coloured maps/ Cartes g^ographiques en couleur D D Coloured pages/ Pages de couleur Coloured plates/ Planches en couleur D Pages discoloured, stained or foxed/ Pages d6color6es, tachetdes ou piqudes D Show through/ Transparence n Tight binding (may cause shadows or distortion along interior margin)/ Reliure serrd (peut causer de I'ombre ou de la distortion le long de la marge intdrieure) D Pages damaged/ Pages endommag^es D Additional comments/ Commentaires suppldmentaires Bibliographic Notes / Notes bibliographiques D D D D Only edition available/ Seule Edition disponible Bound with other material/ Reli6 avec d'autres documents Cover title missing/ Le titre de couverture manque Plates missing/ Des planches manquent D D n Pagination incorrect/ Erreurs de pagination Pages missing/ Des pages manquent Maps missing/ Des cartes gdographiques manquent D Additional comments/ Commentaires suppl6mentaires STEAM NAVIGATION. II t. a m /. / CD \:^''-\\ ': . ■> ! ' ■;. ' , ( "' ''' ^t* '^ M- i .U. >^!i-, v\ "t . 1-- s ; ^">«j' t rs-"-' -j-**---' ^ - ■! W /■' .M^ '!■'■ ■■ ."^^ •¥^. *^A # O'- rty.. % 6.-|^ ■9ir \. j?' V / / iV' ^VOFORD ^\J " 3; :~x. .-.V -^~ /' / CD Steam IRavtiiation 7 AND ITS RELATION TO THE COMMERCE OF CANADA AND THE UNITED S TA TES. BY Samee (TroU, Montreal. Author of "Dundas: A Sketch ok Canadian Hi? STORY. i)}\t[) .Uluomuione au^ t^ortraito. iV' TORONTO : VV 1 L Li AM BF-{ IGGS. MONTREAL: THE MONTREAL NEWS COMPANY, Limited 1898. V/ Knt»rb» .coortmg ,0 Act ot Ihe Parli.me,,, of C.na.la, l„ ,hc voar o„o .h„,„a,„l Xrbi6 Dolume la ^c^(catc^ bs permission to 1bi6 EyceUcnc? tbc Earl of aber^ccn, fC.C:., (5.C./IR.(5., etc., 0ov>ernor*eencral of danaba fro!ii 1893 to 1898, a nobleman wbo will long be flratefullg remembere& as tbe benefactor nnt> frienb of all classes of tbe community, an^ vi?bo, vHt'o bis Consort, Zbc Coxmtcee of Hber&een, XX.B, will always be associateb bg tbe Canadian people witb a perio5 in tbeir bistort of great national prosperity, tbeir joint etforts in furtbering loftg ibcals baving &one mucb to advance tbe bigbest interests of tbe Dominion. IN HONOUR OF THE MEN xrt' >o se <^/) ^^. /// ^^Ji^ jjy The Flrsl Vessel to Cross the Atlantic by Steam Power was whollyconstructedin Canada and navigated to England in 1831 The Pioneer of Those Mighty Fleets of Ocean Steamers by which Passengers andHerch^ndise of all Nations are now conveyed on every sea throughout theWorld. OnCEffED BY THE PARLIAMENT OF CANADA . JUNE IS 13 i804 OfPARTMENT OF PuBlIC W0««S CTivv* FACSIMILE Ot THE MEMORIAL BRASS. " ROYAL WILLIAM. " I i PRHFACH. WHEN tlic liistoiy oF tlio luiicteeiith century comes to be written, ncjt the least interesting- cliapter of it will be that which treats of tlu; ori<,n*n, the development, and the triumphs of Steam JSiivC pition— that mi^dity combination of inventive trenius and mecham'cal force that has bridc^ed the oceans and brought the ends of the earth together. J)uring the past few years several important con- tributions to this class of literature have issued from the metropolitan press. Three of these deserve special mention: (I) "The Atlantic Ferry; its Ships, Men, and Working," by Arthur J. Maginnis, gold medallist and mendjer of the Institution of Naval Architects. LS92; (2) "Our Ocean Railways, or the Rise, Pro- gress, and Development of Ocean Steam Navigation," l»y A. Fraser-Macdonald. 18})3 ; (8) " The History of North Atlantic Steam Navigation, with Some Account of Early Ships and Sln^owners," hy Henry Fry, ex-President of ]3ominion Board of Trade of Canada and Lloyd's Agent at Que})ec, 1896. Each of these writers, in his own way, has treated the subject so thoroughly and satisfactorily, the author feels as X ruEFACi':. tliough the wind liad been taken out of his sails soniewluit, and it is not without hesitation that he lias yielded to the advice of friends in whose judg- ment lie has implicit confidence, and ventured to follow in the wake of such accomplished writers. If I am (jufjstioned 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 I 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 Were a delight. " These pages are of a much less pretentious char- acter than the above-named books. They are but a compilation of materials more or less intimately connected with Steam Navigation, gathered from many sources, during many years, and now woven into homely narrative. They necessarily contain much in common with these other writings on this subject, but they are projected from a different stand- point and embrace a wider field, supplying informa- tion not easily obtained, respecting the far-reaching waterways of Canada, her magnificent ship canals, and the vast steam commerce of the Great Lakes. So numerous are the sources of information drawn upon, it is impossible to make adequate acknowledg- ment of them all. The agents of Atlantic lines of steamships were particularly obliging in their replies to inquiries made of them. Without in any way riiF.FACK. XI making them responsible for the use made of their coniniunicaJons, Uj.on these my remarks on that ])ranch 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 ; Government reports emanating from Ottawa and Washington ; also many pamphlets, magazine and newspaper articles bearing on the subject, not to speak of my capacious scrap- book and some well-thumbed note-books. Additional authorities will be indicated as the narrative proceeds. Besides these, grateful acknow- ledgments for valuable assistance are due to Sir Sandford Fleming and Mr. George Johnson, F.S.S., of Ottawa ; to Messrs. Douglas Battersby, R. W. Shepherd, and the late Captain Thomas Howard, of Montreal ; to Mr. Archibald Campbell, of Quebec ; Captain Clarke Hamilton, of Kingston ; Mrs. Holden, of Port Dover, Ont., and Mr. T. M. Henderson, of Victoria, B.C. ; to members of the Boards of Trade in Montreal, Minneapolis and Duluth ; and to the follow- ing clergymen : Rev. Dr. Bruce, of St. John, N.B. ; Rev. T. F. Fullerton, of Charlottetown, RE.L ; Rev. James Bennett, of L'Orignal, Ont., and Rev. W. H. L. Howard, of Fort William, Ont. The illustrations have nearly all been made for this work : the wood-cuts by Mr. J. H. Walker, ; I the half-tones by the Standard Photo-Engraving Company, Montreal. J. C. Montreal, October, 1898. CONTENTS. CHAl'TKR I. The Dawn of Stkam Navkjation .... CHAPTER 11. Karly ^'kars ok Stkam Navkjation .... ( HAPTKR in. TiTE CUNARD StEAMSHII- (^OMPANY CHAPTER IV. North Atlantic Steamshi,. Companies - CHAPTER v. Steam to India ani. the East .... CHAPTER VI. Steam in the British Navy - . . . CHAPTER VII. The St. Lawrence Route - . . . . CHAPTER VIII. Steam on the (Jreat Lakes .... CHAPTER IX. Steam Commerce of the (Jreat Lakes - . . . CHAPTER X. Steam Navigation in all the Provinces op the Dominion AND IN Newfoundland J'A(iE 17 no lO.S 142 16() 192 244 268 307 ILLUSTRATIONS. STEAM VESSELS. -^ I'AllK Albekta 28') Atj.antic ------ 105 Augusta Vktoiu a - - - i:}3 Beavkh li:]^ Bkitanma - ----- 72 c.vi.kdoma 140 Cami-anfa ------ 78 Canada - o.>^^ CnAKLOTTK Dun MAS - - . :i2 Clermont - 40 ('()!.[• MliA 3g ^'"^'KT 35 Corona - - 309 Crescent i()i Duke ok WKr,MN(iToN - - 167 K.MPiHE . 2:)5 Empress of Japan - - - i(;2 < treat Britain - - • - 62 () 97 97 urn MB 94 08 12 CO c S :2 — o c a. '■f CHAPTEK T. THE DAWN OF STEAM NAVIGATlOxV. Ah ! what pkamnt visions haunt me As I gaze upon the sea ! All the old romantic legends. All my dreams come back to me. — L0N( J FELLOW. I ..Wa-Bell » Comet _ Fulton's CkrmcU - American river steamers and feiry.ljoats. y RAVEL increases in faster ratio tJian ,Io facili- 1 t.es for niter-connnunication. The prophecy surely .s ben.g fulfilled in these latter days, "Many 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 AmeiL; ■>J,2ZS cabin passengers and 252,350 steerage tms- sengers landed at New York from Europe in 1896. ihe Cunard Line brought the largest number of cabin passenger.^ 17,999, from Liverpool, and the North German Lloyd Line the largest number of steerage, namely, 38,034, from Bremen IS msTORY OF STI:AM NAVKIATIOX. NotvvithHtandint;- tlio vvondcrt'ul di'velopmcnt uf railway and steamHliip sy.steins, lueans of conveyance during the Huninier niontlis ()l't<'n fall short of the; demand. Fa.swa^es l)y the n»(jre popular lines of steanishipH must he enga<^e.i ir.v or ^TKAyr .v.i rnriTfox 19 d\ jO 1 :-'-i JUS yet few linve in all rcsix'cts rcjiclicd tin- u|)-to-(late sttinle extent the maximum rate of s{)eed that has already been reached. In the meantime some idea uiay ])e forniecl of the possi])le saving in the con- 1>0 histohy or st/:.i.\/ x.wn.ATfox. HUiiiptioii ol' lucl wlicn it is statcn<'li tor ^i(),()0() indicated liorse-powor may l»e reduced to little more than onedialt", winch, to ])ut it hi"ietly, means a corresponding' sa\ in;^" in space, weij^dit and first cost* In Fact, well-inrorjiied mai'ine eiiiiineei's do not hcsi- tate to express their opinion that the day is not far distant wlien Atlantic iireNJiounds iiia\- he coursiiiiJ' across the ocean at tlie rate of thii't\' knots an hour, brinjjfine; Queenstown ami Sandy Jlook \vithin « ninety-three liours ol' each other. It is ditHcult to form a correct idea, from any verbal or pictorial I'epresentation, of the elegance, the con- venience and the comfort attaclnn;; t ) the ' Express Steamship." Nothinj^ sliort of a voya.l ir.V OF ST/JAM AM I'K.W . loX. 21 of ■uel It un- Ir'I" iinliscriliiiiwitrlv in tlir lloM of M Vrsstl ol' tlMin 'i-'O to 800 tons. (looiiH'd t«) .sul)sist on (.'oarM'st I'ooJ, jukI lialilc to l)t! iiiiiiiurcMl iH-iifatli liMtchcs Ini- 'lays or weeks at '"'lU' witlioiit nie(lieal atteiidane*', olil'n'etl to cook til" own tnoil. a'ui scantily sni)})lie(l with water; and all tliis Tor eiojit or ten weeks at a stretch! In one ol' his antol)ioi;'ra])hic sketches th(! late l^ishop Sti'achaii sa^'sthat lie saih' iiisronY or sr/:.\M .\.\ i'k.wt/ox. My own <'X)>('ci('iicc of sailiti;^- sliips, tlioiinli til'iy- sc\cii ycurs liasf cljijiscd, is ,st,ill IVcsli in iiiiiierha|)s, she iniii'lil he scuddine' under leei'ed topsails hefoi'e an caslei'ly ;4"al<', poopin;;' seas that wasliecl tin; (juartci'- deck aii'l tinnl)le(| like a walerl'all into tli<' waist ol" tli(- ship. 0(-c;isionally, a " white; S(jua,ll " coinin.! IC.V (H' S'ri:.\.\l AM \'/<;.lT/(t\ 2:\ <'()(»aiik, (.11" ( ovmock, on .liinr l!)tli, IMI, was \('i-y iiiilik<' tin- N;iiik<'<' ski|»j»(i' ol" t Im- |»|('\ ions voVJi'T. (';ii)t;iiii S was kin«l ;iihI ;iI liiiti\ •• lo Ilis passcn^tTs, hut iiol at all |»u|)iil;ii- willi his crrw. As I w;ilcliciu^' to !>(' some wc<'ks on l)oaiurse I'oi- his destination, and can usually estimatt; within a <'ew houi's, oi- e\ en minut(^s, when he will icach it. It is (juite difiei-ent with tiu; mast(;r of a sailin<»' vessel : al'ter contendini!- witli contfai-y winds and heiiie- (Irjvcui out ol' his course \\>v W(!eks at a time, hi- nnist often wrack his hrains hel'oiv; he can locate his exact jjosition on the chart. To Ix' enveloped In den.se \'<>ir in the neai' neiin [)asseiigers, and the only one of them wlio ventnred aloft with me was my now veneiabie friend, Mi'. Robert W. ( Jraham, of the Montreal >S7'.! \VX or STHAM .V.I Via A TIOX 25 3d i ^1 ^* " aihciiturc ' like tliat to adoni a talc, even witliout HO niueli as once speaking* to tlic captain. Not (ivciy one lias the chance of see in<;* Jack in his citadel. I was deputed hy the captain to interview the strikers an, Giirrick, and so forth, hence this was called tlie ''Dramatic Line." It is refreshing to read one of their advertisements in the Montreal Gaze'te, as old as XoviMuber 2()th, I8:i8 : >••(). I v. es, " Tlicsc sliii)s are of \\w first I'lass, u]i\vanls of S(H1 tons liiir- then, liiiill in tliecitv of Ncu York, witli such iniprovenients us to coniliine iire;.-.t sjiuiil with iinusuiil conifnrt to j»iuss(Mi;,aTs. Kvi'iv call' liiis been taken in Uio unan^'einenl of tlieir mvoni- modalion. The jtrice of jmssa^'e hence is ?!l4(i, for which ain|)lc stores, includinff wines, etc., will he im.viih'd; wtthoiil wines, etc., j-l-JO. These sliijis will he coiunianded t)v e.\|)orlence.l ir.V or STEAM AM VKIATIOS. 0») \,.i-(.in(r t()\vjinls tlic cciitfo, ami imonciI aioini'l tlic «l('ck in a circK', (lu; ])a(l:i'ked with his family and all his belongings, with a \ iew to making his experi- ment known in Britain and exhibiting his steandjoat. All went well until he reached the junction of the rivers Fulda and Weser, where the boatmen got up a hue-and-cry that their craft was endangered ]»y this iiniovation. In vain Papin protested that he merely wanted to leave the country. On the plea that their riirhts of navigating these waters had been iid'rinii'ed upon, they rose up en tnasse, seized the steamboat, dragged out the machinery and smashed it to atoms. * " Denis Papin," Ity Heiuy C. Ewart, in Sunday Mwjazitie, 1880, p. 316. 1 \ I).\ WS or STh'AM .V.I VICATIOS' 31 ,* wlio 1), and , lluy- line on IS ol' a iraitts, nd vet I'evolu- Ictters y that I tinned id tlic ls next versity d. He idea ot* <^ \\()\d steani- \y and 'Xperi- djoat. of tlie >t np a y tins nerely their in^'ed nboat, itonis. (/(iziiic, I'oor Papin I'onnd Ins way l)ack to Loi^lon a ln'oken- lirartcd man, ncNcr to sec the day when his <^reat diseovci'N' was to cinich the world. Fil't\' years later anotlxT experiment was made hy MILLKKS TWINHO.AT oN I-oCll DAI-SWINToX. 178». I'"i'niii " < 'liiuiil)L'i's" IJook of nays." I'atriek Miller, a banker in Ediidtnr^h, aided by Mr. Taylor, tutor in his fannly, and Alexander Syming- ton, a practical engineer. Mr. Miller had a boat built and titted with a small steam-ene-ine, for his annise- ment, on Dalswinton Loch, Dumfriesshire. It was a twin-boat, the en<;ine beint^- placed on one side, the : 32 JIISTUIIY or STh'AM X.l \/(;.\TI(}X. l)<)ilrr on tlic other, Mini tliu puddlc-wlu'cl in (lie ct'iitn'. It was lauiiclird in Octoltcr, 17^^, and att.'iiiUMl a sjn'cd of five miles an hour. The entwine, ol' one lio)-se-[M)\vei\ is still to l)e se«'n in the Andei'- sonian Museum, in (dasnow. Kneoura;..,a'd \)y his experinu'ut, Mr. Miller l)oui;ht one ot* thu boats used on the I'^oi'th and Clyde Canal, and had n steam- ♦ 'U^ine eonsti'ucted I'oi" it hy the Carron Ironworks I SVMIN(iTUNS "eilAKI.oTTK DINDAS," 1S(I-.'. From "<»iir Oi;cun Uailwa.vs." Company, under Symin(;ton's supei-intendeiice. On ])ecend)er 2()th, 17^0, this steand»oat towed a heavy load on the canal, at a speed of seven miles an hour; but, strange to say, the experiment was dropped as soon as it was tried. In ISOl the London newspapers contained the announcement that an expei'lment luul taken place on the Thames, on 'July 1st, for the ])urpose of propel- ling a laden bareo, or other craft, against the tide, by yi l>.\ ir.V or STEAM AM Vly Mr. Fulton, wjjo told uie lie was lately from Xoitli America, anil intendeil retui'iiini^ thither in a few months, l»ut could not tiiink of leas inj^ this counti'y without (iist \\aitin thereafter put the steand)oat in motion, and eaiiied him four miles west on the tianal, returning to the point from which we started in one hour and twenty minutes (heing at the rate of six miles an hour), to the great astornshment of Mi'. Fulton and .sevei-al gentlemen, who at our outset chanced to come on hoard. Duiing the trip Mr. Fulton asked if I had any ol»jection to his taking notes regarding the steandioat, to which 1 made no ohjeetion, as I considered the more j)ul>iicity that was given to any discovery intendeil for the general good, so much the better. ... In c(m; .e(|uence \\v pulled out a memorandum hook, and, after putting several pointed <|uesti()ns lespecting the general construction and etlect of the maehine, w hich I answered in .v most expliciit maimer, he jotted down particularly everything then described, with his own observations u|>on the boat during the trip." 34 iiisroin' or stkam am vn!.\rii>\. tons, lit a s)mmm1 of tlnvt; \i\v\ a liall' inilfs \\\\ hour, uixaiiist a .stronj^ ijalr of \\iii«l. TiKlcr ordiiiarv conditions slic ni;ul(' six miles un lioin*, l»ut \w\' ad- niittcd succi'ss was cut short l»y the Canal 'I'rust, who alh'^^L'd that tlio wash ol' tlio steamer wouhl destroy the cnd)ankment. Dkm/s "Cu.MKT."* Notliinji' more was lieard of the steamboat in JJritain until lcSl2, wlicn Unuy Hell suri»rised tlie natives of Stratliclych' hy tlie followin*; advertise- ment in the (ireenoek AdverliHev : STICAM I'ASSACiK HOAT. "THK COMKT,' UKTWKKN (!1,A,s(|u\V. <;I!KKN(M K ami IlKl.KNslil mill. Km I'ASMBXUKKS O.M,v. TIk' siiliscrilicr li;i\in;.", ;il luiicli cxpfiisc. (iticd ii|> ;i liaml- soiiR' Ncssi'l, to ]>ly ii]ii>ti the l{i\t'r <'ly(lt', lii'twct'ii Ciliisyow and (Jrot'MDck, to sail liy ilu' jiowtT of w iiid, aii' anil stfaiii, lu' intends that the v»'«si'l shall leaM'thc Uruoniiflaw (in Tucsdav s, Thiirsdiiys and Salnnlays, ahnni mid-day, nr at sm-h honr t tToaftfr as may answer from thi.' stale of tlu' ti»h' ; and to lea\c 2. .T ■ I 35 />.i II .V or sri:AM .v.i \ia.\riox, II liilan7. The son of a mechanic, lie worked for some time as a stone- mason, afterwards as a carpenter, and rained some experience in ship-buildino- at Bo'ness under ]\Ii'. Rennie. He remove 1 to Helensbui'i^h in hSOcS, wdiere his wife kept the Baths Inn while lie was experi- menting in mechanical projects. He was a man of energy and enterprise, but like most inventors was al\va3^s scant of cash. Had it not l)een for th(^ gen- erosity of his friends, and an annuity of £100 which he received from the Clyde Trust, he would have I /).\ ir.V OF N'/'A'.l.l/ AM IK; J TloX •>/ ■(.' e come to w.'int in liis old a^'c. He scoiiis to Iiunc liatioii on which testifies that "Henry Bell was the tirst in Gi'eat Britain who was Kuccessrul in practically ap[)lyin^' steam p(jwe)' j'or tlie purpijse of navi^'ation." The stone etli^'y of the man adjoinini'' his ji-rave in How churehvard an as placed thei-e l)y Ins friend Ivohert Na[)ier, whose fame and fortun<' were larmdv the rt'sult of Bell's entei'- })rise. Mr. Uell die(l at his inn in Helensl)ur<;h, Novemher I4th, 1S;](). Fifty years later witnessed the full development of Mr. Bell's ideal in the CvliiDiha, then as now the largest river steamer e\ er seen on the Clyde, and the swiftest. The Colamha is built of steel, is oil) feet h)Mi»- and oO feet wide. She has two oscillatinir engines of '220 horse-jiower, and attains a speed of twenty-two miles an hour. Her route is from (das- ii'ow to Ardrishaie- and l»a,ck, dailv in summer, when she carries fi'om 2,000 to 1^,000 persons throu^^h some of the finest scenery in Scotland. She is })rovided with steam machinery for steering- and warping her 38 uisti .!l" '/liir Wt /\m\ r . '" -' ,^ "COM .NU'.A,' rA.M(»rs (LVhK in\ i:ii sTKAMKH, us;:.. are ( Myde^-ljuilt. Her own river steamers are tlie finest and lleetest in tlie United Kin<''(h)m. Tlie Thames river steaniei's, thou;^]! far inferior to the Clyde l)oats, answei" their purpose l)y conveying vast nund)ers of peo[)le short distances at a clieap rate. The Victoria Steand)oat Association, witli its fleet of i'orty-tl\e rixer steamers, can carry 200,000 people daily for a ])einiy a mile. The Ivhine steamers and those plyintjj Oii the Swiss lakes are in ke(^])in<;' with the pictures([ue scenery through which they run. />.l ll'.V OF STKAM .V.I \i<;.\ri(i\. .".:• I'ainkMl in hri^lit coloui's, tlicy ]»n's<>iit m \<'iy Jitlr.-ic- tivc ami siniirt ;i))})0;ir,'iu(;t'. Tlicy arc k('))t scrupu- lously clean and ww aly iiiaiia;j,('(l. Many ot* them are lai'u'e, with saloon cahins the whole leniith of the \essel, over which is the promenade deck covered with a''U' awnino's. Thev run fast. 'J'he captain sits in state in his easy chair un' euiiines were afloat. The JifiKcs Waff was built in that year to ply between Leith and London. The laruvst steamer at that time was the Ui) itcd Kingdom, built by Steele of Greenock, IGO feet long by 2Go feet wide, bavin*;' engines of 200 hor.se-power — as much an object of wonder in those days for hei" " oigantic propoi'tions " as was the />.i ir.v o/' sri:.\M am vk.a riox. 41 Grvitt Kdslcrn tliirt y ycai's V.xU'W \\\ I.S'J.') tlM-i-c wt'i'c 1{)8 strain xcssi'ls in Hi-itaiii ; in iS.Sf) (licrc were 588; ill IS.'),') tlu'rc wvw. 'I'-WO, iiu'ludiiiL;' w.w vrssols afloat anuil(liii^' ; in ISf).') tlic iiuinl)er ol" steaiii vessels huilt in tlie Tnitcd Kiiii-doni was (388, of wliieli iiuiiil»er 90 per cnit. were l»uilt of steel. In 1897 the nuniltei" of steamers over 100 tons in the United Kino(l()in, ineludini;' the colonies, was coin[)nted to be 8,500, with a net tonnao-e of (i, 500,000 tons. The "Clermont." Three years hcfoi'e Bell's aehicviMiH'nt on the Clyde, a clever American, protitino- by the experiments of Symington, applied his inventive ornius to perfectin<^ the aj^plication of steam as i\ moti\e ])ower for vessels, and oainod for himself the honour of bein^ the first to make it available for [)ractical use on a payintr basis. This was Robert Fulton, a native of IN'iinsylvania, born in 1705, who connnenced business as a porti-ait painter and followed that profession foi- some years in France an'li. The Clermotit nia«' IVoin Xo w York to Alljany, August 7tli, I NOT. Hlt spued was '^s/f^ri^^^^^^U^j.-t^ Fri.ToN'S '•('LHH.MoNT" (>.\ THK IH l)S(i\, 1S((7. about five miles an liour. Duriiii»- tlie winter of 1807-8 she was enhir<;ed, her name beiiio- then clianged to North Hirer. Slie continued to ply successfully on the Hudson as a })assenger boat for a number of years, her owners having ac(|uired the exclusive right to navigate the waters of the State of New York by steam. The Car of Neptune and the Paroifon, of 800 and .S50 tons, respectively, were soon aly n tlif lludsoii I'oi' Jilxnit ten nmhii's, earninj'' Ji n'ood deal ol nioncN' lor tin* owiuts. Alxnit 1(S20, wliiU' ascLMidiiio- the river, slic ran upon a rock and Ix'camc a total wreck. ()tlicr stcauiKoats were huilt foi" other waters, and \ei-y soon tliei-e were steamers plyiu,!;' on all the na\i^able rivei's of the ra' =fii?g^,iii>^- \\/ .^ !B.!i-'i _!:-IJSy i^A. "\7\ 'I 1 sj, I < ifiii.iVJ liniTi'.liJi [^EECg iTTT MISSISSIIMM STKA>n^<»AT -.1. M. WinTK," lf«78. United States available for commerce. Mr. Fulton married a daughter of Mi*. Livingstone. He died in New York in 1815, at the hei<^ht of his fame and prosj)erity. The contrast between Fulton's Clermont, or l^ell's Comet and the Atlantic Liner coiirsin^^ over the sea at railway speed is very strikin('(1 a type of straniboat, oi* ratlici- tyjx's oi' stiNiinhoats, ix'cnliai'l v its own. Tlic li<'Iit-laiice to tlie lliidsoii liiver and Loii<:' Island Sound l)oats wliilt^ th(^ Amei-ican steam t'en*vd)()at is a tliin*'' eertainlv not of l)eant\\ hut \nii(|Ue. Dickens in his American Notes sj)eaks of the liurlini/foH, the craek steamer on Lak(^ Cham])lain in the early loities, as " a jterl'ectly ex(juisite achievement of neatness, elei;ance and order — a model ol' oi-jicel'ul eond'ort and heautit'ul con- trivance." IJut ])ickens never saw the Prisciltd. She was oidy launched in 1S!)4, and is claimed to ho " pre-endnently the world's (greatest inland steamer — the laro-est, tinest and most elahoratelv i'urnished steand)oat of her class to he found anywhere." 'J he Pri.i ir.v or sT/:.\M .v.i vicatiox 45 «l('(*()r.'iti()iis MIC \ (•)•}' claltoivitr ;m< I liainlsoiiic hi lici" ti'iplc f(»\v (»r statt'i'ooiiis (licit' is liixni'ious slccpiii*;' accomnKHlatinii I'or I ,.")()() itasscn^crs. In tlir spacious (liiiiii<;"-i'()()iii '-Vl^) jicrsoiis may ln' seated at iMie time. Tlie <^i'aii(l saloon is a macniticeiit spectacle, lar;^'e aii(' lofty, supei-hly decoi'ate*! and li^'lited Ky electi'icity. The Pi'iscllla lias car;;o capacity I'or SOO tons of OHIO STKAMMOAT ••IK(tN l^UKKX," Isjsj. freio-ht. " Her macliinerv is not only a marvel of desio-u and \vorkmans]ii]>, Itiit it fascinates all persons interested in mechanical devices." It consists of a douhle inclined compound engine, with two hieh- pressnre cylinders, each tifty-one inches in diameter, and two low pressure, each ninety-tive inches in diameter, all with a stroke of eleven feet. There are ten return tubular hollers of tlie Scotch type, each to lllSTOin or ST/:. I M \.l\l(,A//n.\ r»)Urt(M'li tV'ct ill fliailirtcl' mihI rdUl'tcni feet \nw^, construct*'*! tor ;i worUiiiL;' |ii"«'.ssui'r ol' !.")() Ilis. to tlu; smiJin! incli. Tlu' iinlicatcfl liorsc-iiowi'i' is (S.oOO. Tlic nuichiiH'iy is i)rinci[)ally 1jc1(j\\ the main .i ir.v OF sri:.\M .v.i viaMiox 17 '),.'ill.S tons. AI(h()UL;li so vast in Imt proportions, tin' Prisci/lu sits on the water as li;4litly and ^racci'nlly as a swan. Paintf I white as snow outside, as nearly all American ri'.cr steaniei's are, she pivsents a heauti- lul. you niiijht say a daz/lin^^', appeai'ance : and she is oid\' one ol" li\t' ma<:nitieent steamers of the Fall " NKW V(»KK.' Till' lutf-^l iIu(l>.Mi Www l»a\ StriiiiHT, 18!)7. River Lin<' all suhstantialh' alike in desiji-n and e([uipment, running;' rei;*ulai'ly all the year round between Fall River and New York, with a perfection of service that cannot ])e surpassed. This cut, kindly furnished by the owners, gives a faithful representation of the exterior of a very beautiful Hudson River day steaud)oat, The lYew ■1.^ IIISTOHY or STKAM XAVKIATIOW !: Yovk is l.uilt (»r steel, :>ll fccfc ovci' ull, hl't'julth of iH'ain 40 I'cct, ami oxci- tlu' mianls 74 I'ect ; uverai;!' draught dl' watci* (5 I'cct. She coinhiiics s|)ccecn surpassed on vessels of this class. She is cajjahle of I'unnin^' 1^4 miles an hour. This hoat and her consort, the AUninij^ aru clainie(| to he the finest day ]»asseno;<'r river steamers in th(* woj'ld. She is not crowded with 2,."')0() passen^^-ers, of whom \'1() may sit deculiar to America is the fei'ry-hoat. In one of its forms it is to be foinid fully dcvelo))ed in New Voi'k hai-l)our, and serves to c<)n\('y daily countl«'ss thousands of })eoph' whose business lii'S in New York City, hut whose homes are on Hrookl\-n lleiehts or elscwhei'c^ on riOn*"* Island, or the New Jerse\' coast. The boats are ver\' larii'e and \-ei-y u^-ly, but do their woi'k admirably, l)eing- adapted for the ti-ans])()rt of >'heeled carria-*;'es of every descrii)tion as well w the siehts of Ne the Fulton Ferry foot- )assenirers. Ol le o f \y wlien tl le crowds ai h . worth seeine- is a visit to .ne morning or in the evenin<^, •e the greatest. The Rohert Garrett, wliich I'uns down the ])av to Staten Islaiul, carries from 4,()()() to 5,000 passenoers at a ti'ip, and is said to be the laro-ost steam-ferry passene^er boat in existence. She is owned by the Staten Island Ka])id Transit (\)., and cost .S22:),000. Another type of ferry-boat is that which, in addi- tion to carryino- passenoers, is specially adapted for f>.\ ll'.V or STEAM .V.I VldATlOX 10 railw.iy j»ur|) )S('.s. The Ixist sj) 'ciimMi of this kiiwl of .stcinii))i)!it is |)r()l)iil»ly to Ix' lomKl on LmUc lOi'ir, wliiTe H pjiir of lio'its, precisely alike, keep up n-guliir eoiii- nmiiicition twiec a day, smmner jind winter, lu'tweeii Coiieant, Oliio, and hjrt Doscr, Ontario. 'IMiey are njinied Sliriiti in/ii, Istand 2nd. Tlx'y are eaeh •'{()() I'eet loniTJind r).S rcctin width. On tlie main deck are four railway tiacks, sulHcient for twonty-si.x loaded cars ffmriit:: rnillLJ — *;^i^j£;J /^ffrLTy..ViaiiM.v«ii^ii^v.T»»iH ,^ niijiiisi^iinnnnniiinraHraRinnnnRRici^nniiiiiqaiiMuiiii; i ■n-;^~;;l'i_.;^«>^iii«niuaaiiiiaBaaHii|fl ■•'■■<■■■■■■>■■■ ■•■■■>■■■■■*■«< II rm II II M If II illlli^=i i:i::..Jlillll! Til M li || ii||j] "UoliKKT (iAKKKTT," 1-HUIJV STi:A.MH(h\T, .\K\V VOliK. each containino- 60,000 II. s. of coal. On the uppei- deck ai-e handsomely fitted cabins for 1,000 passe no-ens. The ferry is sixty-five miles wide. Sometimes it is pretty roiio-h sailino;, but these steamers never fail tris( — lioijul W'lU'iaxi -l/ii'cr'pool — Sifiii-^ and dratl ]V('ili/7A, I! I r)s." 'Jlie (^)u('l)('C il/(^?r 2: ;/h >: O 'A w M >5 1^ O C H H si W C »*' c« -^ PI c o H X WW wV PI -1 o S H " - -." PI a: PI PI ^ ^-^ ^Z td. PI r: PI n - ". — ►*< 1— < PI 7- ^ Pi J> PI >. S ^^ H H PI > K o a •-^ PI «j ,~ -« -^ >: O PI -» o 7: PI ►> —I ^< n H PI o w PI H OP O w O O I— >: - 1: H Pi y. O PI ^ 73 PI PI ^ 7: K> 1— < 73 >< o PI i/. PI a PI W PI x I— I ^^ ;^ ,0 N t 5G lllsTonr OF sTh'A.U AM VHiATloX. 'I and a vast concourse of jx'oplo, Lady Aylnier naniinj;' the vessel witli the usual ceremonies after the reioniujr nionai'ch, William IV^. She was towed to Montreal, where her engines of 200 liorse-power were fitted by Messrs. Bennett and Henderson. She steamed l>;ick toQuehec in the he^iiniin^ of Au;;ust. She was huilt for the Quebec and Halifax Steam Navigation Com- pany, incorpoi'ated by Act of Parliament, Mai'ch 31st, 18.S1. This company comprised 28.5 persons whose names appear in the Act, amon^- them beine- the three brothel's, Samuel, Heiny and Joseph Cunard. Samuel, the founrt(Ml that unless thing's iiiciulcd tlu'^ would run shoi't ol' cnjil. The ehici" st(3\var(l at tlio .same time ('.xprt'ssed ^^ravc doubts as to his in'ovisions lioldiiij'' out. A consultation ]ia\inir been held, it was resolved to clian^e tlieir courses for tlu; Azores. Tlies' ri'aelicd Ka\al just as the last shovelful of coal was thrown on the fires. Foui* days were spent on the Island, durino- which time the passengers ■i'UK ••su{U's," i;s;js. were treated to a round of festivities. On arriving- at Liverpool, tlu'y learneil that the ship had been ^iven up as lost — not liaving been heard of since she sailed from New York thirty-nine days before. The "Sniius" and "(Jreat Western." The departure of these steamships from En<;land to America in 1(838 marks an important epoch in the history of steam naviij^ation, inasnnicli as the prac- 60 IIISTOHY OF sri:.\M XAVniATloX. ticjil)ility of ('stal)lisl^iiin- a iv<(ul;ii' transatlantic steam sorvice was now Tor the first time to be clearly (lemonstrsited. As the Slrius made only one round voya20 horse-power, l)uilt at Leith for the St. Geor<^'e Steam-packet Comjjany, and had plie(l successfully for some time between London and Cork. She was chartered bv^ the then newly formed " JJritish ane a distinct success. Slie was sold in 1.S47 lor C-'),0()(), after wliicli sIk; sailed remdarlv for ten veai's to tlu^ West Indies. In the meantime the (jwners of the Slrius had built a nnieh lai'tier boat, the liritUh Queen, whicli made hei- nuiiden v()yM<,^e from Ports- moutli in \S'.V.). After makinii' a nund)ei' of vovaws to New York this fine ship was sold to the IJel^^ians in 1841, chietly owin^* to the collapse of the comi)any occasioned by the loss of a sister-ship, the Presidevt, which sailed from Nt'W York, JMarch 11th of that year, and was neNci" afterwards lieard of. The "Great IUhtain " and "Great Eastern." Tlie Gredt Britain, designed by Brunei, and built at Bristol ])V Mr. Patterson, was the first iron steam- ship of laro'e dimensions. She was very laroe for her time, being IVI'I feet long, 48 feet wide, and 81 A feet deep : her tonnage was 8,270 tons, and her engines 1,500 horse-power. As originally I'igged she had six masts ; she had a six-l)]aded screw-propeller, 15} feet in diameter, which made 18 revolutions per minute, giving her a maximum speed of twelve knots an hour. A very handsome model, of prodigious strength, and a fine sea-boat was the Great Britain. She com- menced plying to New York, July 2Gth, 1845, and was a pronounced success. On the 22nd of September, 184G, on her outward voyage, she was stranded on the * Others say lOi dajs. I: I 62 lllsroHY or ST HAM XAVICATIOX. Irisli const, ami Ix'cainc dcrply ciiilx'ddud in the Han«ls of Diiiidrmii Wny, wlicrc slic lay all winter, exposed to violent storms: lait she withstood tlie strain, was raised From \\v.r watery j^rave, was retittccl and placed on tlu; Anstralian route, where she saile(l successi'nily until 1.SS2, when lier maehiiieiy was taken out and she closed her remaikahle career as a I'ull- TlIK "(UIKAT I5U1TA1N," 1845. fl! t I rigged sailing ship, when nearly tii'ty years old! and was tinally used as a coal-hulk at the Falkland Islands, where her remains are still to be seen. The Great Eastern. — The British Government liaving in 1853 advertised for tenders to carry the mails to India and Australia, a number of we dthy and scientific men foruKMl themselves into a compan}^ called tlie Eastern Steam Navigation Company, with i:.\i!L y y/:.i/,'s or sri:.\.M am vihatiox. «;;i »i capital ol' Xl,*2()(),0()(), uikI scut in a toiidrr, hut it was nob aoc('j»t('(l.* The compaiiy, however, icHulvml to huild a llccl of .steal HITS, of which the (jvatt PJdstcrn was to Im' tljc fii-st. Mr. Hriiiici, who had (h'sin'ru'd tlie Great Jirltaln, was scloctcd as tlic architect, and Mr. Scott Russell, as the ])uilde'r of th«> pioneer shij). '{'he pro[)osal suited Mr. nrunel's ^. THK "(iUKAT KASTKRN," iSfi?. san prove a <;'i<;fuitic failuri!. This oxtraordiu.iry sliip was coiuuioucimI at Millwall oil tlnj 'I'lianics, in May, 1(S54, and was coinplt'tcMl in I.S57, at a cost of nearly .S.'>,()()(),()()0. Wlioii ready for launching', lier estiiiiat(Ml w(.'i(^dit wjis soiiu.' 12,000 tons. As no siieli load had even* helore slid inches), at enormous expense. Mr. Brunei died in 1859. It was his misfortune to have landed on this planet about fifty years too soon. EAIiLY YI:M!S or STh'AM AM VK.'ATIOX. 07 'I'liK ScKKW Pl{()l'ElJ.ER. Is It Most people fail to tiiie pushed forward with the same force that is exerted by the screw in pushing- back against the water. If the screw is made to revolve in the opposite direction, the converse of this takes ])lace, an«l the ship is pushed backwards by the reaction of the screw.* The idea * Encyclopedia Britaimica, 8th Ed, Vol. xx, p. 657. 68 JlISTOliY OF STh'AM XAVKIATIOX. lias \i)\\\f occupiiMl the attention of inventive y experiments. In 1770 James Watt, who had so much to do with perfecting,' the steam-eni^ine, sug- gested the use of screw-pnjpellers. In 1815 Treve- thick to(ik out a patent for one. Woodcroft did the same in 182(); but it was not until ten years later that its utility was successfidly demonstrated. In 1S3I) Captain John Ericsson, a Swede, then residing in London, and Mr. T. P. Smith, of the same place, almost sinudtaneously had each small boats built foi" the [)ur[)ose of testing the screw. Ericsson's boat, named the Francis B. Of/den, was 4o feet long and 8 feet beam, and was fitted with two screw- propellers attaclied to the same shaft. The first experiment made on the Thames was successful beyond all expectation, for he towed the Admiralty barge, witli a nundjer of their Lordships on board, from Somerset House to Black wall and back, at the rate of ten miles an hour. Smith's boat was equally successful, the innnediate result being the formation of a joint stock company, called the Screwship Propeller Company, who bought out Mr. Smith's patent and proceeded to build the Archimedes, a vessel of 237 tons, and 80 horse-power. Smith's original propeller was a genuine screw, with two whole turns of the thread, made to revolve rapidly under water in the dead-wood of the vessel's run. In the meantime, about 1838, Mr. James Lowe obtained a patent for an important modification of the elon- i I m ,f 1 4 U s a II 8 In ed u- t EAULY YEA US OF STEAM XA VKlA TIOX. t)l) *^i\U'i\ sci'L'W -propeller. Tliis consisted in niakin^^ use of curved blades, each a portion of a curve, which, if continued, would form iv complete screw. Tlie " pitch of the screw " beino- the whole leno-th alonj^ the spindle shaft of one complete turn of the screw, if fully developed, it was found that by reihicin*,^ the pitch to a sej^jneiit of the screw and increasino- the diameter, the pro])eller could be reduced to more convenient dimensions. The success of the A rcltlmedes at len^^th induced the Admiralty U) make trial of the screw in the Royal Navv. The first Rattler was built in lcS41, and fitted with a screw-propeller. In 1842 the United States Government ma(h3 a similar experiment with the Ptlnceton, and in the foll(j\vin<:^ year the Fri'nch Gov- ernment Ituilt the screw warship, Porno iie* In each case the verdict was favourable to the introduction of the screw in preference to the paddle-wheel. The second Rattle), of 880 tons and 49() horse-power, was built and fitted with a screw-propeller, and attained a speed of DJ knots on her trial trip, Sei)tember .')th, 1851, That settled the (luestion in so far as the Royal Navy was concerned. In the mercantile marine the Great Britain was the first ship of large dimensions in which tht^ screw was adopted. For many years there continued to be a stront^ prejudice against it, thougli it was destined eventually to entirely supersede the pachile on the ocean. In order to prevent the screw " racing," wliich often occurs in heavy weather, to tlie discomfort of *" Our Oct'aii HaihvayH," p. V-J- ir 70 lllsToin: nF STEAM AM VlnATIOX. ])}iHS(' liters mikI the .'UiuoyaiUM' oC c'ii<.nn('ers, ji sy.st, ])ut it has Ix'cn practically al)an- doiu'il sinc<' the twin screws have come into wneral use, liy which the ditHculty alluded to has heen laro'ely overcome. A MVTHK'Ai. WIND-BOAT, KIJOM AN OI.I) KN(JRAVIN(J (ISOf)). Ill Ml lie 11- •al ■« C'HAPTKK III. TIIK crNARl) LINE AND ITS FOl'NDKIiS. THIS well-known line takes its name from Samuel CHniard (al'tei-wards Sir Sanniel), a native of Ifalifax, Nova Scotia, who liast()n on the l!)th, liavin;^' made tlie pas- sage in 14 days, 8 lioui's, including detention jit THE "MIAGAUA," AS A TKANSl'OHT IN ISfif). Halifax. So great was the enthusiasm in Boston, it is said that Mr. Canard, who liad come out in the Britannia, received eigliteen lumdred invitations to dinner during the tirst twenty-four hours of his stay in the city ! From that time until now the service has been maintained witli marvellous regularity, and the line has an unrivalled reputation for safety. i,' I •< M Till': crsAHh sri:.\Msni r roM/wxy. 75 J)iiriii^" Jill these iiit( r\ ciiiii^" years tlie ships of tlie Cuniii'd Line hjivc ciossed and I'ecrossed tlie stormy Atlantic witliout the loss of a sin^-le life. In tho early (lays of the sej-vice, the Unironi, i\n'\m'v\y of the Glasgow and Liverjxx)! Line, plied between (.»)il<'bt'C and rictou, N.S., in connection with the Atlantic steanierK, and is said to have lieen tlie first ti'ans- atlantic steaniei' to reach l)oston, on June 2nd, 1840. Tlie Unicorn was commanded l)y C^aptain Walter I)ouj;las — a s of l^,.*J()0 and •ijSTl tons, respectively, accounted the best specimens of marine architecture then afloat. The Cftina, launched in 18G2, was the first Cunard single-screw steamer. She was followed, in 1867, by the Russia, the queen of ocean steamers in her day. Passing a number of 76 insrOKY OF ST NAM AM VKlATiny. intervduiii^f .sliips, wo coino, in I.S8I, to tlio S^'vrut, tlio first of tlie line huilt oT .steiil a ina^^inflcciit vessel, 515 feet loii^. 7,'VA'2 tons, !),!)()0 liorse-power, and attaliiiiile conce)'n was V(»sttMl in the three fami- lies of Cunard, Burns, and Maclver. Sir Samuel attended to the business in London, Mr. Burns in Glasgow, and Mr. Maclver in Liverpool, and never w^as any business better manaoed than l)y these men and their successors, hi 1878 it was deemed expedient to consolidate the interests of the partners by the formation of a jnint stock company with a capital of £2,()00,()0() sterling;. The three families interested in the concern took up £1,200,000 in paid-up shares No shares, however, were offered to the public until 1880, when a prospectus was issued, setting forth the necessity for additional steamships of the most im- proved type, involving a large outlay of money. The shares were readily bought up and measures W(;re taken to increase the efficiency of the fleet, which had become at length imperative owing to the keen competition of rival lines. This was inevitable. The manifest success of the Cunard Company could not long continue without exciting competition, and this followed in due course from a variety of quarters ; nor was it to be expected that they should easily hold the supremacy of the sea against all THE rrXMih steamsiiip cn.u/wxv. I i lU'W-coiiMTs. I'lu'V Iiail, ill liict, to coiiteiifl vi<;()i'<)U.sly for tlu'ir lamvls, juul at Hucccssivt' intervals had to retire into the second vauk, hnt tlieii* determination to regain and hold, at whatever cost, the champion- ship has been well illnstrated in the newer sliips of tlu' line. The Umbria and Efntrla, steel ships launched in 1(S.S4, having- cost nearly two null ions of dollars each, were a deci urchased from the (Juion Company. Early in the muininuj of the 4th of Mai'ch she was run into l)y an unknown sailing- vessel when alxjut fifty miles from New York, and such were the injuries she sus- tained she oradually filled with water and went to the bottom, not, however, before the whole ship's company, numbering 91)5 souls were safely transferred to the FiiUht of the North German Lloyd Line, which fortunately came up to the scene of the disaster in the nick of time. Her bulkheads should have saved her from going under, and would have done so, but for some unexplained obstruction to the closing of a water-tight door. As it was, the bulkheads kept her afloat lonfj enough to save the lives of all on board. Among the famous captains in the forties were C. H. E, JudkinS; James Stone, William Harrison, Ed. G. Lott, Theodore Cook, Captain Moodie, and James (afterwards Sir James) Anderson who com- manded the Great Eastern on some of her cable- laying expeditions. Captain Harrison was the first .m 'f M Till-: ruxAni) sr/jiMs/rir aoMiwsY. 87 N « coninuunler ot tlie Great Eastern, sxikI was drowned in tlie Solent wlien ^oin^- asliorc fVoni his sliip in a dini;y. C'}ii)tain Judkins was liorn at Cliester in liSl I ; lie (Mitered the ('nnar v^ '"■/k vV A :!? I \ ST /'JAMS /IIP COM/WXY. 93 a ])()y, he often went about tlie stn.'ets with a basket on his arm sellin*,^ herbs that were <;rown in his mother's <^oir(len, to earn "an honest peiniy." In course of time, however, he becfune a prosperous mercliant and the owner ot* wlialing-ships tliat sailed from Halifax to the Pacihc Ocean. How he came to identify himself witli the Atlantic mail service has already been mentioned, and little else remains to be said about him. He was small of stature, but a man of rare intelliiience ; a keen observer of men and things, and who had the faculty, largely developed, of influencing other men. In private life he was one of the most gentle and lovable of men. He married, in 181."), a daughter of Mr. W. Daffus, of Halifax, by whom he had nine children. On March 9th, 18.")9, Her Majesty, on the recommendation of Lord Palmerston, made him a Baronet, in recognition of his services to the realm and to other countries in proiiioting the means of interconnnunication. He was elected a Fellow of the Royal Geographical Society in 184(). He died in London, April 28th, 1865, leaving, it is said, a fortune of £350,000. His title and his interest in the business were inherited by his eldest son. Sir Edward Cunard, at whose decease, in 1809, the reins of administration fell into the hands of his brother William, who married a daughter of the late celebrated Judge Haliburton, of Nova Scotia, and who now represents the company in London. Sir George Burns was, in many respects, a remark- able man. He was born in the Holy Land, a name I ILU- L f 94 HlSTOIiY OF HTEAM NA V 10 AT [ON. iii \ 13 I I 11 I ii'' iT.il ii: Bui popularly ^avon to a " laud " of houses iu (Jlasgow, in which five Tniuisters resided, one of theui beiu<^ his father, the Rev. John Burns, ]).])., of the old Barony parish, who ministered in that place for seventy-two years, and who died at the patriarchal age of ninety- six. George was born in 1795, He conmienced busi- ness in Glasgow with his brother James, under the firm of G. & J. Burns & Co., a name that has ever since been famous in shipping circles. They began steam navigation to Liverpool and Belfast over seventy years since, and gradually built up a large and lucrative business. Many years ago Mr. Burns retired and took up his residence at Wemyss Bay, on the estuary of the Clyde, where he spent the evening of his days, and was frequently seen sitting among his rhododendrons and laurels, watching his steamers as they coursed up and down the Firth. He was created a Baronet in his old age, May 24th, 18(S9. He died on the 2nd of June in the following year, being succeeded by his son, Sir John Burns, of Castle Wemvss, who is chairman of the Board of Directors of the Cunard Steamship Company. Sir John's elevation to the peerage, at the time of Her Majesty's Diamond Jubilee, when he assumed the name of Lord Inverclyde, was regarded as a well-merited honour by his countrymen, and in shipping 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 became an TiTi: cuxmh) sTKAMsiiir compaxy. 95 Episcopalian. " Sir Georo-e Bui-iih, Bart. : His Times and Friends, hy Edwin Hodder ; llodder and Stougliton, London," is the title of an admirable biography in which is to be found a fine portraiture of a man "diligent in business, fervent in spirit, serviniT the Lord." As a business man ho is described as " honourable in the minutest particulars, accurate in all his dealings, faithful to every trust, tenacious of every promise, disdaining to take the least advan- tage of the weakness or incapacity of any man." There is also much information in this volume, bearing on the history of the Cunard Line, that is valuable and interesting, and of which we have freely availed ourselves in compiling these pages. David Maclver, a Scotchman, as his name implies, had lived a good many years in Liverpool before his connection with the Cunard Company, and had ac(|uired a great deal of valuable experience in shipping affairs. His first intercourse with Burns was somewhat sinoular in the lioht of their future alliance. It was as the agent of an opposition line of steamers, plying between Liverpool and Glasgow, that their friendshii) began. A Manchester firm had started an opposition line, but they were no match for G. and J. Burns, who eventually bought them out, and secured a monopoly of the trade, excei)t the small steamer Enterprise, for which David Maclver was agent, and which the same firm cleverly bought also. Not to be outdone, Maclver succeeded in organizing the " New City of Glasgow Steam-Packet Company," of which he became the Liverpool agent. Determined, ii 90. IIISTOIiY OF STEAM XA VH1A T/OX. ill.' if poHsiblo, to drive liis rivals from the seas, it is said tliat lie usL'd to sail in the vessels hiniscH', ur<^in<^ liis officers to increased speed, liut it was of no use ; tlia new company were soon o-lad to accept oti'ers for amalo-amation, and from that time Maclver and Hui'ns became fast friends. Mr. Maclver liad first-rate executive ability, and as most of the workin^j details devolved upon him, he had a controllin^r iiiHuence in the Cunard Line while he livers in later years. He also received lar<^e orders for warsliips and transports from the British Admii'alty and from foreif^n (i^overnments. He huilt several lari;'e ironclads for the Royal Navy. He made the en^^'ines for the <;reat three-decker, i)«t/te of Wellington — all but tlu; last of the " wooden KOIiKllT NAPIER AND MRS. NAl'IKR. walls." He built and engined the famous Cunarders Persia and Scotia. Mr. Napier erected a princely mansion on the Gareloch, named Shandon House, where his declining years were spent in retirement, but in the exercise of unbounded hospitality, as the writer can testify from his personal expei'ience. Shandon House came to be < I '}\ i 98 insrO/tY OP STEAM XAVIOATIOX. if 1^ i}i. like a Tniisenin coiitaiinii^ a rare collection (jf pictures and anti(|mti<'s iVoni almost all parts of:' the world. Anion<,^ his cui'ios none was more hi<^hly prized than his mother's spinnin^*-wheel, and the painting that lie valued the most was the portrait of his wife plyin<; the same old-fashioned spinning-wheel, with which she had been familiar from jjirlhood. Does it not seem like the " irony of fate," and a melancholy commentary on the transitory nature of everything mundane, that this marvellous accunuilation of articles of virtu was, shortly after Mr. Napier's death, sold by public auction to the highest bidder, and that his palatial residence passed into the hands of a hydro- pathic company ? Having said so much about the Cunard Line, there is no need to dwell at similar length upon any of the other transatlantic lines of steamers. The history of the Cunard Line is the history of Atlantic steam navigation. It commenced at a time when steam power had only l)een used as an auxiliary to sails, but when that order of affairs was soon to be reversed. The intervening years have witnessed the transition from wooden ships to iron, and from iron to steel ; from the paddle-wheel to the single screw-propeller, and then to the twin-screw ; from the simple side- lever en^ les to the compound, and from the com- pound to tiie triple a. id (quadruple expansion engines of the present time. These successive changes, common to all the other important lines of ocean steamers, have resulted in greotly increased speed with economy of fuel. But no one at all conversant T![E cuxAiii) sTi'JAMsirrr co^frAxr. 09 with the suV)ject supposeH that tho limit in either of these directioiiH has been reacli(Ml. Her Majesty's torpedo boats can easily reel oft' their thirty knots an hour ; why not an express steamer ? The competition for the supremacy of the sea in these latitudes has been both keen and costly, but greatly to the benefit of the travelling connnunity ; and it has all along been conducted in an excellent spirit. Circumstances have frequently arisen when it might have been easy to take advantage of a rival, but when it resulted in acts of chivalry. Sir John Burns has mentioned one instance out of many such that have transpired : (.)n a certain occasion the Cunard steamer Alps was seized in New York for an alleged infraction of the Customs laws on the part of some of the crew, and before she could be released, security had to be given to the extent of £30,000 sterling ; when, " who should come forward and stand security for the Cunard Company but the great firni of Brown, Shipley & Co., the agents of the Collins Line ! " Another case in point is connected with the foundering of the Cunard SS. Oregon. When the whole of the passengers and crew, to the number of nearly a thousand, had been taken off the sinking ship, and landed in New York by the North German Lloyd SS. Fulda, the (i[uestion having been asked what compensation was demanded, the courteous reply was speedily received : " Highly gratified at having been instrumental in saving so many lives. No claim ! " * *Fry'8 "History," p. 240. 'Hi .^^iMS 100 insTonY or st/'JAAF na viaATiox. r .1 I The Fjiirfiiild Sliip-ljuildin^ aiiuil(h'nf^' linns in Ih'ibiin. 'Dk; yarcjs at (jovan on th(i (Jlyde (j(;(Mij)y an Mr(.'a of sixty acnis of ground, and ('ni])Ioy fi'orn (5,000 to 7,000 men. The shops are littfsd with niaeliinery of the most ap[)rov(;d descrip- tion, in vvhicli ev(ij'y nM|uisit(; of mariiK; arelntecture has a plac(!, whci-c massiv*; piat(!S of steel and iron arc; eli[)p<;d, sliaped and piereed witli riv(;t hoh^s ms if tliey wen; only sln^jts of wax (jr paper-. Ih^r-e have been huilt many of tlx; reeoi'd-la'cakin^ o(t to the triple and (piadi'Ujile exjiansion <'n;^in(! which has re\ olutionizi'cl the shipdtuildin;^ an700,()0(), an amount so far exceedinp" the orioinal estimate that the Government had to make the company an advance. Tlie credit of the country being in a sense at stake, provision was made for a liberal subsidy. $19,250 per annum had been the original sum specified for a service of twenty round voyages, but that was found to be totally innde([uate, and the Government eventually agreed to increase the subsidy to $33,000 per voyage, or $858,000 i)er annun\ for only twenty- six voyages, which was more than double what had been paid to the Cunard Company for a like service. The Collins Line, however, promised greater speed than their rivals, and that counts for much in po[)ular estimation. The Line soon came into favour, and its success seemed to be assured. The first voyage was com- menced from New York by the Atlantic, April 27th, 1849. The Arctic followed, making the eastward voyage in 9 days, 13 hours and 30 minutes; and the westward, in 9 days and 13 hours from Liverpool. Tims they had broken all previous records for speed which, added to their luxurious appointments, caused 4 fl KOIiTII ATLAXriC STEAMSHIP COMPAXIES. 105 them to be loyally pat)'onize' ATLANTIC," OF THE COLLINS LINE, 1849. long, and 50 feet broad ; her gross tonnage being 3,670. Her machinery, which was constructed at the Novelty Iron-Works, New York, consisted of twQ oscillating cylinders, each 100 inches in diameter, working up to 3,()00 indicated horse-power, witli a steam pressure of 20 lbs. to the square inch. Her paddles were 40 feet in diameter, and, at seventeen i, I ;l lOG ^IISTOin OF STEAM NAVWATION. III t! I- revolutions per ininute, ^ave her a speed of tliirteeii knots on a daily consumption of eighty-five to ninety tons of coal. Owing to financial embarrassments, resulting from losses by shipwreck, the company soon after broke up, and the richly- endowed fast line, that was to drive the Cunarders off* the ocean, itself came to grief. The Adriatic was laid up after making a few fine voyages, and finally came to an ignominious end as a coal-hulk in West Africa. In September, 1854, the Arctic collided with a small steamer, the Vesta, off' Cape Race, in a dense fog, and sank, with the loss of 323 lives. Captain Luce went down with his ship, but rose again to the surface, was picked up by one of the boats and landed in safety. Among those who were drowned were the wife, the only son, and a daughter of Mr. Collins, and many other pro- minent Americans. The loss of the Pacific, which followed two years later, proved the death-knell of the Collins Line. She sailed from Liverpool on June 2()th, 1856, in connnand of Captain Eldridge, with forty-five passengers and a crew of 141, and was never afterwards heard of. The Atlantic and Balti ' were sold and converted into sailing ships. Mr. E. K. Collins was a native of Massachusetts, where he was born in 1802. When a youth he went to sea as supercargo. Some years later he joined his father in the general shipping business, and event- ually became head of the New York firm, celebrated for its magnificent line of sailing packets. He died in 1878. . t.l m [\k ■]. i I : ll 1 f ;l 1 : , L '• te^-J^fHUIHa ( | l - ; ? = i f. c XOIiTlJ ATLANTIC STh'AMSU/r COM rA XI h'S. 107 The Inman and Intfknationak Line. This famous Line took its name from William Imnau, a partner in the firm of Richardson liros., ijiverpool, in connection with whom he founded this steamship service in 1850, under the title of the Liverpool, New York and Philadelphia Steamship Company. The line began with only two steamers — the City of Glasgow and City of Maitch ester — both screw steamships, built by Messrs. Tod and McGregor, of (Glasgow. Those boats having proved successfid and profitable, and especially popular with emigrants, their shipping port was changed from Philadelphia to New York in 1857. In the meantime a number of high-class steamers had been added to the fleet, each improving upon its predecessor, until the line became famous for speed and comfort. The City of Brussels, launched in 18G9, was the first on the Atlantic to reduce the voyage to less than eight days. This fine ship came to grief through collision with another vessel off' the mouth of the Mersey during a dense fog, January 7th, 1883. The Inman Line met with a number of other heavy losses. The City of Glasgow, with 480 persons on board, and the City of Boston both disappeared mysteriously in mid-ocean; the City of Montreal was burned at sea, but all liands were saved ; the City of Washington and City of Philadel- phia were wrecked on the coast of Nova Scotia ; the first City of New York and the City of Chicago became total wrecks on the Irish coast, the one on Daunt's Rock near Queenstown, the other on the Old Head of Kinsale in the same neighbourhood. ii w 108 iiisTOin" or sri:AM sa vk.'Atiox. Tlio CUij of lUniin, wliieli cjuik' out in 1875, proved ji ^rujit success, hut hxUw additions, culniiiuitin;;' in tlie new CUj of New York and C'i/// of Paris, ^^aincil tlii.s line for a time inidisputc! su})reniacy. These twin-screw ships, ])uilt l»y d. Sz (jr. Thomson, of (.}iaslished by Messrs. Handyside and Henderson, of (Jlasgow, in 1(S5(), thouiihit was not until 1(SG3 that this Ijranch of tlieir business assumed nmch importance. Since then the trade has developed rapidly, giving employment to a weekly line of steamers, and in summer twice a week. The ships have large carrying ca[)acity, from 3,000 to 5,000 tons and upwards, with good accommodation for passengei's at very moderate rates. Among these are the Fitrnessia and Belgravid, of over five thou- sand tons; the Devonia, Anchoria, Bolivia and Civ- cassia, upwards of four thousand tons each, not to speak of the City of Borne, a host in lierself. This is one of the handsomest ships afioat, and of large dimen- sions, being 540 feet long between perpendiculars, and GOO feet over all ; her width is 52 feet 4 inches, and her displacement at 25 feet draft of water, 13,500 tons. She is driven by three sets of inverted tandem engines of 10,000 h(jrse-power ; lier single screw is 24 feet diameter, and the screw shaft 25 inches. She has ample accommodation for 270 cabin passengers and 1,500 steerage: was built in 1881 for the Inman '5 m i; t 3 (l;^- ; ■ 1 u ft in, i I I ill lit IflSTOnY. OF ^TEAM XAVKiATION. Lino at Barrow-in-Furness, Lancashire, where all the above-named ships were also built, but as she did not come up to the reijuisite speed she was left in the builders' hands, and was taken over by the Anchor Line. She is not a slow ship, havinj:^ made 18| knots on her trial trip, and has crossed the Atlantic in 6 days, 20 hours, 35 minutes. From whatever cause, outsiders look upon her as a sort of " white elephant," unable w comp*)te successfully with the more thorough- paced ocean (greyhounds. The entire Anchor Line tieet consists of some thirty-tive steamers. The company has had its own share of losses by ship- wreck, and more than its share of lives lost. One of the most appallinti; marine disasters was the sinking of the Eatopla of this line in the Bay of Gibraltar, in LS91, from collision with a man-of-war lying at anchor, resulting in the loss of 52G lives. The National Steam Navigation Company. Although the National liine has not entered into competition with the " greyhounds," it is deserving of notice. It has been in existence since 1863, and has owned some tine ships, and at least one of high speed — the America, hwWi on the Clyde in 1883 — a ship of 5,500 tons and 7,350 horse-power. She broke the record in June, 1884, making the run home from New York in 6 days, 14 hours, 18 minutes.* She was soon after sold to the Italian Government for a trans- port. The ships of this line were among the first to have compound engines, and the first to have refriger- * Fry's "History," j). 193. 1 xonrii .\'r/..\XTtc steam sum coM/wx/h's. \\'> jitors for tlic rcecptioii of dcjid meat, and aiiioMi;' the first to carry l.ir^c sliipinciits ol' live cattle. Years a^o they ])roiiL;lit out more eini^'rants than any other line, but thev seem to have none out of that l)usiness now, and the ships are run as frei<^ht«'rs to J^ondon. Four of the company's s}ji])s have been lost — one lies Hubmer<;'ed near Sandy Hook, one foundered off' Cape Finisterre, one was burned at sea, and the fourth, the Erin, disappeared without anythin<^ hav- ino- been heard of Inn*. The i)resent Heet consists of ei^lit ships, iani;in^ from 8,750 to 5,800 tons. tt^ The (Uuon Line. As when a meteor shoots athwart the skies, emit- ting a blaze of light, and (piickly disappears, so was it with the Ouion Line at the zenith of its brief and brilliant career. It began in a modest way in 18G(), its promoters being Messis. Williams and (iuion, of New York — with a l)ranch firm in Liverpcjol — these being the owners of the famous Black Ball Line of ships, built especially for carrying emigrants. They had steamei's built for themselves ;\vith marvellous rapidity, beginning w'ith the Manhattaii of 8,000 tons — an iron screw steamer built on the Tyne. Li 1872 there was added to the then existing Heet of eight powerful sliips, each having accommodation for 1,000 steerage passengers, a pair of larger vessels, the Montana and Dakota. Neither of them, however, proved to be " record-breakers," and both of them were eventually wrecked on the Welsh coast, near iff 1 ,i.r 1,1 Tf 1« no iiisronv or :ni':.\M x.\ vhiatiox. iii y i »!» j »■• tlu' sjiiiir plact!, ill 1S77 .Mini I1S(S0 rcsjM-ctiN cly. Tlic n(;xt additions to tlw; Meet wore; tlit! eclchratiMl AriztHUt and xMuska, tliat for a time took the .sliine out of evcrytliin*; cIhc aHoat. TIichc inarvcllous .sliip.s were built by John Elder &: Co., of (Jlasoow. The foniun' was over '),0()() tons and tlu! latter nearly 7,000. Their engines, respectively (),()00 and 10,000 horse-power, are said to hav<' been the finest ever constructed up to that time; their sp(!ed was then accounted (piite j)hen(jinenal — seventeen an XOHTH ATLANTIC STEAMSHll* COMl'AXlh'S. 1"23 Company— the greatest railway coini)any in tlip ^vorld— but h 1 f ■ III I ' ■'i County Down, a Justice of the Pecace, and a member of Parliament, He was made a Baronet by tlie Queen, in 1885, on the occasion of the visit of the Prince and Princess of Wales to Belfast. Sir Edward died at his home, Glenfarne Hall, County Leitrim, December 28rd, 1895, a^-ed sixty -four years. Tlie rates of passage by the Cunard, the White Star and the American Line are nearly identical, and, all things considered, they are not unreasonable. Th<'y are cheaper than the fares by the sailing packets of sixty years ago. The ordinary rates for first-class passengers, in summer, vary from $75 to SI 50, according to the location of the; stateroom, and the number of berths in it : from S40 to $50 for the second-class cabin, and from $20 to $27 in the steer- age. The winter rates are somewhat less, say, from $75 to $150 in the steamers Luiumia ami dtrupcoiia, and from $00 to $150 in other fast boats. When the rush of travel is in full swing, say, from May to October, rooms must be secured months in advance. Tickets may then be held at a fictitious value, and those who will have special accommodation (suites of rooms, etc., etc.) must pay for it. A fellow-passen- ger with me, in one of the New York liners, not long since paid — so, at least, I was credibly informed — $3,000 for the single voyage for himself, his wdfe, two daughters, and two servants. The difference between an outside and an inside stateroom, in the busy season, may be $1J35 and upwards. At such times a room to yourself is a luxury that means money. XOnril ATLANTIC STEAMSIUr COMPANIES. 125 What about ocean steamerH racin<^ ? The (juestion was raised in the British House of Coinnjons a few years aw, and elicited the answer tliat there is no hiw in the statute hook forbiddin*^ it. Are not tliese ocean ^^'eyliounds built and subsidized with a s])ecial view to speed i Other thin^^s beinu; (Mjual, the fastest boat (h'caws most passen^jers. A competing- ship may be in siixlit or out of sii^ht ; it makes little difference. There is a race ji^oinj^ on all the same, and the palm is awarded to the one that lands the mails in London or New York, as the case may be, in the fewest nundx'r of hours and minutes. Probabl}'^ ninety-nine out of every hundred passengers on })oard the Majestic on a certain day in May, 189 !•, if placed in the witness- box, would swear that on that day an exciting race took place on the high seas, which ended in the SS. Paris outrunning the Majestic, and dashing across her bows in dangerous proximity ! It was an optical delusion. I^>oth ships, no doubt, were doing their level best, and had they continued their respective courses nuich longer, there is no saying what might have happened, but, at the proper time. Captain Parsell blew off steam, slowed his ship, put his helm down, and cro.ssed the stern of the Paris. It was beautifully done. t' And how about these so-called life-boats, hanging in the davits, so prettily painted, so neatly encased in canvas, and so firndy secured in their places ^ That they are useful sometimes, the writer knows from personal observation. On a recent voyage ;! '■^ 126 HISTOIIY OF STEAM XAVKiATIOX. ■ ''I i I i( Mil- from Liv^erpool to New York we ran into a dense U)\f off the Hanks of Newfoundland. Tlie steam wliistle <4;ave fortli its dok)rous sounds all hours of the nii;ht, hut the ship ruslied on at her accustomed pace. At 4.20 a.m. most of us were awakened out of our slumbers l)y a violent shakin^^ of the vessel. Had we been near land we mi^ht have fancied tliat the ship was gratiui^ along a pebbly bottom, but that could not be. Presently the engine stopped, and a loud roar of steam from the funnels brought most of the passengers on deck. It was a raw, damp morn- ing, about daybreak, with fog as thick as burgoo all around. You couldn't see half the length of the ship. Everything on deck appeared to be at sixes and sevens. Where the after-boats had been ropes and tackles were swinging to the roll of the ship ; orders were being given from the bridge in peremptory tones, a few sailors were hurrying here and there, yelling out their ready " Aye, aye, sir ! " Down goes another boat. Three or four had already left the ship and disappeared in the mist. What is it all about ? " Oh ! we have run down a fishing schooner and smashed it to smithereens." Listen ! voices of men in distress are heard ; they shout louder and louder, and are answered, call for call, by the steam whistle. The ship had overshot the scene of the disaster, but was broutrht back to the spot by the instant reversal of her twin-screws — it was that that shook the ship as if it would have shaken her to pieces. The boats came in sight one by one, each to be greeted with a hearty cheer. Seven of the eight B I XOliTIT ATLAXTir HTEAMSflir COM IWXI ES. Vll fishcniicn liavo been i-cscutMl 1 One hauid)ur;j'--Am(!rican Line conveyed 525,1)00 passengers to New York, vvliich was 50 per cent, morci than either the Cunard or White Stai- Lines dui'int;' the same ])eriod. Tht^ capital of the com[)any is about 557,000,000, and its affairs are said to be exceedingly well managed. It has paddled its own canoe without State aid from the commencement, the only addition to its freight and passenger revenues being a moderate compensation fi-om the American Government for carrying the mails from New York to Hamburg. The amount received for that service in 18!)() was S30,080.75, being at the rate of about 44 cents per ])ound for letters and post cards, and 4J cents per ^'^d for other postal matter.f The company is i to have in its employment a permanent staff of SIX thousand employees. The Aiignsta Victoria, on her first voyage, made the fastest maiden trip then on record between Southampton and New York — 7 daj^'s, 2 hours, 80 minutes. She has since made the run in 6 davs, 19 hours, 19 minutes. The Normannia has done it in i I * This was written before the Hispano-Anierican war began ; since then several of these vessels have been employed by the United States Government with a change of nomenclature. + " U. S. A. Report on Navigation for 1890," p. 104. XO/i Til . I ri. . I X TU ' STKA MSllir ( OMIW XJh'S. 1 33 (I t lon^- and 59 feet wi(h'. On lirr ti'ial trip shi; showed a speed of twenty-one i\nots. In athlition to lier main tri[»le expansion en*,dnes, slie makes use of fifty-six auxil- iary ones, and is pi-ovide(l witli a deek hoiler, hy 11 .1 AFCrSTA VtCTORIA." wliich steam is secured for lier pumps in case of tlie main hoilers bein^^ rendered useless l)y sucli an acci- dent as befell the Paris a few years ago. Her pas- senger acconnnodation is unsurpassed. The music room is described as a " marvel of elegance." The decorations throughout are by the best European artists. The line has not been exem.pt from marine dis- asters and loss of lives. The Austria was burned m 134 JI/STO/n' OF STEAM XAVIdATlOX in 1858, wli(!n only sixty-seven were saved ot* tlie whole ship's conqKiny of 5.S8. By the wreck of the SchiUci' on the Scilly Islands, in 1875, JiiU persons perished. In IHS'] the Ciiuhria was sunk of\' the coast of Holland, with the loss of .S89 ])ersons. The Novmannui, on a recent trip, narrowly escape p *>^ Cf^ L - c X ■* c* ^ *^ !» ■^ -> ^ J-. V* O W ,— < P S (TJ 1 .i- V j; a m P r^ o > t^ >; :ili ■;i il j - L 130 J//STO/!Y OF STEAM XA VKIATION. 225,000 and •200,000 indicated liorst'-i)uwer. Anion^ tlit'st! are a nunilxji- of very tine ex[)rtss steamers, mostly Clyde-built and fitted up with all the latest improvements in machinery and decoration. The Kitiaev WUhelm II., tin; Havel, Spree, Lahn, Trave and Fulda are all well-known and favourite shij)S on the Atlantic route. Besides maintaining' a weekly service between 8()utham[)ton and New York, this company lias a re^ulai* line runnino- direct from New York to Crenoa, Naples, Alexan'• -^ _ •/ ■." z. ~ — ff < I ii ;[;' \' XOiiTH ATLAXTIC STEAMS in I* ('OMI'AXIES. X'M /^. _ /. ^_ .^ 1 — — — ■/. L' knots. Not only has the l)i<;ocst sliij) beaten tlie Southampton i-econl, l)ut on hei" maiden trip slie lias made the fastest sini'-hi day s run. This she did on tlie nautical day endin*;' at noon on the 2<)th, when slie reeksd ott' r)(J4 knots. At times she devel(jped twenty-two knots. Her eoal consum})tion, however, was heavy, liein^ nearly five liundred tons a day. She was commanded l)v C'aiuain H. Kniilobart. Her return voyaj^e to Plymouth was made in 5 days, 15 hours, 10 minutes ; her averai^e speed was about 21.40 knots, and her daily runs were 8(j7, 504, 500, 507, 510, 519, 55 ; total, 2,962 knots.* The Kaiser der Gro»se is ()4'9 feet in lenoth, 60 feet in wddth, and 48 feet in depth. She is rated at 14,000 tons burthen and 80,000 horse-power. She has (piadruple expansion engines, workin(( at a steam pressure of 218 lbs., and turnin^^ her mannnoth twin screws at the rate of seventy-seven revolutions per minute, and is otherwise conspicuous by her four funnels. Even the Peniisylvdvia is thrown into the shade by this new-comer. She is desi<^ned to carry 20,000 tons of cargo, and fi-om 1,500 to 2,800 passen- gers. She is the largest steamship afloat at the present time, having larger carrying capacity than the famous Great Eastern; but her supremacy will be short-lived, for the new Oceanic, of the White Star Line, is still larger, and may prove faster. To * Lust April the gieat Kaisi r surpassed her previous rec.-ord, making the voyage from New York to Southamjjtoii (SiOtJo knots) in 5 (lays, 17 hours, 8 minutes, showing an average speed of 22.35 knots per liour. - ! ni f 13S II I STORY OF STEAAf XA VKIATION. load this ^reat ship entirely with wheat would re([uire the produce of a field of 40,000 acres, at sixteen bushels to tlie acre ; and to supply her full complement of passenir<'rs would depopulate a good- sized town. The Kaiser is essentially a new type of ocean steamship — a magnificent experiment, which will be watched with great interest in shipping circles everywhere, and one that is not unlikely to set the fashion for ships of the next decade. I N' iii'ii The CoMPAGNIE GkNJ^.RALE TllANSATLANTigr^E, connnonly known as the French Line, entered the lists of competition in 18G2, and has developed into a first-class marine service. The early ships of this company were iron paddle-wheel steamers, which were built by Scott & Company, of Greenock, but, owing to tlie prohibitory duty imposed on foreign- built vessels, it was found to be more advantageous to have them built in France, the more so as the Government had introduced the system of giving large "construction bounties." This French com- ]ia.ny has now a magnificent fieet, comprising upwards of sixty steamships. The Atlantic service employs six very fine express steamers. La Towraine, La Bourgogne,* La Bretagne, La Champagne, La *TnE "Bouroogne" Disastkr.— Since the sinking of the Ealopia in Gibraltar Bay in 1891, no such marine disaster has occurred as that which recently befell the 8S. Boiin/otjne — ti tragedy in some respects the most appalling that has ever been recorded. This vessel of 7,705 tons — one *)f the finest of the French line of steamers — sailed from New York for Havre on the I I NOirni ATLAXTW STI'JAMS/Iir COM PA XI KS. L'JO Gascogne, La Normandie, all of them built in Franco except the last named, vvliich was built at Barrow-in-Furness, in 1882. The Touraine was built at the company's buiklin*^ yard, at St. Nazaire, in 1890. She is a steel twin-screw ship of lO.OOO tons net, and 14,000 horse-power. Her len<.jth is 520 feet, breadth 5() feet, and depth -34^ feet. She has triple expansion entwines, and is classed as a nineteen-knot V)oat. She has made tlie voyaf^e from Havre to Sandy Hook (in July, 1892) in (i days, 17 hours, 30 minutes, the fastest on record between these ports, the average speed being 19.63 knots, 2n(l of July, 18!>S, with a .shijj's oonipuny, inchulini^ passengers and crew, of 72(5 souls. Early on the morning of the 4th, when about sixty miles south of 8able 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 Cromartyshire, of 1,554 tons, and in a very short time foundered, carrying down with her about 520 persons. Had it not been for her collision bulk- head the Cromarfi/shire must have sunk, too. As it was, she \\a.s badly damaged, but hove to all day in the hope of picking up survivors. In the meantime the Allan SS. Gr^ Ian came up to the scene of the disaster, the rescued passengers were taken on board, and the disabled ship was towed into Halifax harbour. The survivors were the purser of the ste;imship, 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, (tommander of the Jiour(/o;/ii<', was a lieutenant in the navy, and a knight of the Legion of H(mour, having umler him a competent staff of officers who appear to have done what they could to save the lives of others. All of them went down with their ship into the sailor's grave. The loss of life was appalling, but even more heartrending were the accounts given of the barbarous conduct of some of the steerage passengers and sailors in the terrible struggle for self-preservation. I'll! 'I ■ ■ '■I 1 !i 11 110 HfSTO/i'Y OF STEAM NA VlCAriOX. and the best day's run, 501 knots. The company's capital is .said to l»e 1?8,000,000, aner, 187'3, from collision with an iron sailing ship, the Loc/tearn, which involved the loss of 220 lives, eighty-seven being rescued. Besides the American business, which is very large, the company has extensive trade con- nections with the Mediterranean and the West Indies. The Netherlands Line, officially styled the " Nedei'landsch-Amerikaansche Stoomvart Maatschappig," of Rotterdam, has a fleet of thirteen steamers, most of them from the ship- yard of Harland & Wolff, Belfast, and ranging from 8,000 to 4,000 tons each. They are very fine boats of their class, and have attracted a fair share of the passenger traffic between New York and Amsterdam and Rotterdam, sailing alternately for these ports every week, calling at Boulogne-sur-mere. They carry the United States mails, which do not seem to be very weighty, as the pay only amounted to $105.03 in 1890. The latest addition to the fleet is the Spaarndam, formerly of the White Star Line (the Arabic), a fifteen-knot ship, of 4,308 tons and 1 I ' i-^aS' i' 1 1 i < 1. i i ill ki In 1 XOirni A TLA NTIC STI'JA MSIIfP ( 'OMPA Xlh\s\ 1 4 1 .S,()()() horse-power. Tlie conipany, which coimiienced this business in 1872, lias a capital of $1,080,000. The Thingvalla Line, clatin<4- from 1870, is a Danish enterprise, with a ref^ular service between Copenhajijen and New York, consisting of five ship.s, the largest of which is the Amerika, of .•3,8()7 tons, formerly the Celtic, pur- chased from the White Star Line in 189.S. This line came into notoriety in 1889 through the foundering of one of their vessels, the Dan m< irk, in mid-oci'an. She iiad on board 73.") souls. On April ')th she was sighted by the British steamship Missouri, Captain Hamilton Murrell. On April Gtli, though a hea\'y sea was running, by an act of heroism almost un- paralleled, Captain Murrell threw some of his cargo overboard, and in four and a half hours saved every soul by means of boats and lines, landing some at St. Michael's, Azores, and the rest at Philadelphia. The gallant rescue was suitabl}^ acknowledged by public testimonials from Britain and America to the captain, his officers and crew.* * Fry's "History," p. 800. , \ .11 %• I I I (^TIArTER V. STEAM TO INDIA AND TliE EAST. ,!i DURINCi the earlii^r years of coiimierce with India, the route from Britain was by the Medi- terranean, tlie Black Sea, and tlie Caspian, throu^li Persia, reacliing India at its nortliern extremity. Tlie sea route, via the Cape of Good Hope, was dis- covered by the Portu«^uese in 1497, and continued to be the ^reat highway of commerce to the East until our own times. Although circuitous, the Cape route was infinitely preferable to that of inland seas and deserts infested by hostile tribes, to say nothing of the advantage of reaching destinations without transhipment. The importance of India as a field of British enter- prise began with the incorporation of the East India Company in the year KJOO. From a small trading company it gradually became a vast aggres- sive monopoly, with a large standing army at its back, and a numerous fleet of ships that served the double purpose of carrying merchandise and fighting the French, or any other covetous enemy. In 1811, when the company had reached the zenith of its I STEAM TO IXhIA AX/) TIIH KAST. 113 power, it owned sixty-seven ships, each jiriiwd with tVoni .30 to .3(S (^nns : thirty-one sliips of from 20 to 2(S '^•ims, and fifty-two sliips of fi'oin 10 to 10 ^'uns. The sea route to ( aleutta was over 13,000 niiU's, and not unfre(|UentIy a whole year was occupied in nuikin<^ the round trip. In the days of clipper ships, however, the sin<;le voyage was sometimes accom- plished inside of one hundred days. Lieutenant Thomas Waghorn, R.N., an Knglish THE CA.MEl.-l'OST— "Sllll' ul' TUK DESERT." naval officer, applied to the British Government for assistancf^ in carrying out a project he had couceived of opening conununication by steam between Britain and her great East Indian Empire. The result of Ills labours was the opening up of the overland mail route, as it was called, consisting at first of a steam service from Marseilles to Alexandria, thence by camel and Nile steamer to Cairo, a caravan across the desert to Suez, and steamers via the Red Sea to Bombay and Calcutta. The next improvement was Ul fffSTO/n' OF ST NAM AM VHiATlOX J II I ■ 1 I '*'' the sulwtitution of ;i uiilvvny for "Tlic Ship of the Drsort," in I.SoS, nixl the traiisinissioii of tin* Eni;lish inails to IiJi'indi.si instejul of Marseilles, and tiiialK', tlic construction of the Suez (^inal hv Kenlinaiid JiOssens, the French (Mi<;ineer, at a cost of sixty million dollars. The canal is ninety-nine miles lonu' with a width of Wn feet for 77 niihvs and 19(5 fec^t for the reniainin«4' 22 miles ; the depth was originally twenty-six feet throut^hout, l)ut tlie canal is under^oin*^ proffressive enlarf^ement and deepening. The British ( Jovernment in LST') ac(|uired l)y ])urchase shares in the enterprise to the value of jC+.OOO.OOO sterling. By a convention signed in LSScS, the canal was exempted from block- ade, and vessels of all nations, whether armed or not, may pass through it in peace or in war.* The North (Jerman Ll()y TJIK EAST. 145 acconipIisluMl in al)(>ut tlu* same 1(Mi;4tli of time, via Ilussia, wlioii tli(5 ^es reference has heen almost ex- clusively made to the development of steam navi<;a- tion on th(^ North Atlantic: a brief allusion nuist now be made to the effects produced on the commerce of other parts of the world by the introduction of steam power. The Atlantic steamei's were probably the first to bridge the ocean; they are, perhaps, the most numerous to-day ; certainly they include some of the largest and most magniticent specimens of marine architecture in existence, but they are only a wing of the world's Heet of steamships. There are othei* great lines of ocean steamers performing services of equal importance elsewhere, though with their his- tory and their " records " we are less familiar. An excellent summary of the lines of communication with India, and the East generally, is given in "Whitaker's Almanacks" for 189G and 1897, under the caption of " Our Ocean Mail," Mr, Macdonald, in " Our Ocean Railways," devotes a couple of chapters to an interesting survey of this branch of our subject. The Peninsular and Oriental Company, commonly known as the " P. & O." Co., is the second oldest steam-packet company in existence. It had its origin in a small steamship undertaking, started in ! i ) I p ■y » 14G HISTOh'Y OF ST /'J AM XA VIGA TIOX. 18.*U) under the name of tlie " Peiiiiisnlar Company," to trade between Fahnoutli and Lisbon. Their first vessel was tlie WlUiarn Fawcett, a paddle-steanier of 206 tons, built in 1829. The first steamer despatclied for India by this company was the Hindostan of 1,800 tons and 250 liorse-power, about the year 1842. From that time until now tlie liistory of the company lias been a continuous record of progress and pros- IM p. &(). STKAMSUH' "CALKDONIA. perity. They now carry the mails not only to India, but to China and Australia, having in their service a magnificent fleet of over sixty steamers, ranging from 2,o00 tons to 7,0 GO tons, and aggregating some 220,000 tons. Tlie SS. Caledonia is at present the largest and fastest vessel employed in the Indian trade, and has succeeded in landing her mails in Bombay within 12 J days of their despatch from London. Their contract time for the delivery of mails in Shanghai is ST /'JAM TO INDIA AX I) THE EAST. 147 h 9 37 J days, and 35 i days to Melbourne, Australia. Over S35,000,000 have been expended on the fleet of the P. & 0. Company in the last twenty years, and they are now building several steamers of 8,000 tons for the mail service. Among the larger boats of the fleet at present are the Arcadia, G,G70 tons; Austra- lia, 6,901 ; Himalaya, 6,898 ; Oceanea, 0,670, and the Victoria, 6,527 tons. During the Crimean war, and at the time of the Indian nuitiny, this company rendered important services to the Government in the rapid conveyance of troops ar 1 stores. The regularity with which the mail service has been conducted is remarkable when the len I The Orient Steam Navigation Company was formed in 1877 by two well-known shipping firms — Anderson, Anderson & Co. and F. Green & Co. The first steamer to leave Loudon undqr the flag of the Ovieut Lino JO 148 HJSTOnr OF STEAM XA VIOATIOX. m ',i ■n was the Garonne, ac(iuired by purchase, and followed by the C/timhorazo, Liisitania and Guzco. Two of these are now used on exchisiva^ly pleasure cruisin^^ voyages in the Mediterranean and elsewhere, while a number of large and powerful ships have been built for the mail line. The Orient, l)uilt by Robert Napier & Sons, Glasgow, in 1879, was the largest steamer constructed on the Clyde up to that time. She was 400 feet long, 5,365 tons register, and with engines of 0,000 indicated horse-power. Her speed was seven- teen knots on her trial trip. The latest additions to the fleet are the Opliir, 0,057 tons ; Orizaba, 6,077 ; Oroya, 6,057, and the Oriniiz, 6,081 tons. The Ophir is 482 feet long, 53 feet beam, and 37 feet moulded depth. She is fitted with triple expansion engines and twin screws, and all the other modern improve- ments whicli go to make up a "floating palace." The company receives a subsidy from the Imperial Government of £85,000 sterling per annum for carry- ing the mails, which are despatched fortnightly from London calling at Plymouth, Gibraltar, Naples, Port Said, Suez, Colombo, Albany, Adelaide, Mellx)urne, and Sydney, Australia. The British India Steam Navigation Company dates from 1855, when the East India Company first took steps to establish a mail service between Cal- cutta and Burmah. In 1862 the name was changed from the Calcutta and Burmah Steam Naviiration Company to that which it now bears. Since then the business has greatly increased, and it now boasts STEAM TO IXDfA AXD THE EAST. 149 of liavino' more steamers than any company tra(lin<:j to tlie East. Its Heet consists of lOG vessels witli a total toinia^-e of about 270,000. Tliey are nearly all called by Eastern names, such as the Golconda, G,OoGt()ns: Mat lana, >), 000 tons; 0/.'/<^a, 5,2s3 tons ; Oiuhi, 5,272 tons, and Obra, 5,450 tons. The distance annually travelled by ships of this line counts up to 5,000,000 miles. The sailint^s are about fortnii;htly from London to Colombo, Madras and Calcutta. The fares to jVIadras and Calcutta are from £47 10s. to £52 10s., according- to acconnnodation. The tirst steamers of the line — the Creakino- out of the nuitiny in ItSoT, a detachment of the 35th Regiment was brought up from Ceylon to Calcutta by one of the ships of this line most op[)ortunely. Again, in 1803, thirteen steamers of this fleet were taken up by the Government in connection with the Abys- sinian expedition. Some years ago the Quetta, of this line, on her voyage from Queensland, struck a rock in Torres , 1 i w^ 150 II I STORY OF STKAM XAVWATIOX. Straits and sank in a low minutes with the loss of 133 lives. Among the survivors was a plucky young lady, a Miss Lacy, who, after having spent twelve hours upon a raft, attempted to swim ashore, and kept afloat in the water for twenty-four hours with- out a life-belt or support of any kind, until she was picked up by a boat from a passing steamer. The Clan Line, established in 1878, has a fleet of THK "tiUETTA" GOING UNDER, 1800. some thirty-flve ships, all rejoicing in the prefix of "Clan" to their names. They are comparatively small vessels, the largest of them being the Clan Grant, 3,.')45 tons; Clan MacAvthur, 3,934; Clan Macintosh, 3,985; Clan MacPherson, 3,921, and Clan Matheson, 3,1)17 tons They run from Glasgow and Liverpool to Bombay ; from the same ports to Colombo, Madras and Calcutta ; also to Cape Colony and Natal, Delagoa Bay, Beira and Mauritius. The saloon fare by this line from Liverpool to Madras or Calcutta is £45 ; second class, £80. STI'JAM TO IXhIA AXn Till': EAST. 151 II Tlio Bibby Line lias loii^ been fanious on tlie Mediterranean. It is now tbe direct route to Burniah, and controls a lar^je share of the trade with Cevdon and southern India. It employs five? ol* Harland & Wolrt's first-class steamships — the Stafi'ordahlre, Shropshire and Chetihire, twin screw ships of (),000 tons; and the Lantuishlre and Yorkskire of 4,2(j0 tons eacli. This line is the reco<^nized route for officers returnin«ij from India at the expiry of fur- lou(^h. The sailin<^s are from Liver})ool to E<;ypt, Colombo, southern India and Rangoon. Only first- class passent^ers are carried. Fare to Rangoon, £50. The Shaw, Savill & Albion Company, formed some tliirteen years ago, has been very successful. It has five fast mail steamers — the Arawa, 5,020 tons; Doric, 4,780; Ionic, 4,753; Tainui, 5,0.Sl, and the Gothic, 7,7'30. Besides these they have a large num- ber of cargo steamers and sailing ships. The Gothic is said to be the largest steamship employed in the Australian trade, and the Araiva the fastest, having made the run from Plymouth to New Zealand in 38 days, 30 minutes ; and from New Zealand to Plymouth in 35 days, 3 hours, 40 minutes — the fastest on record. The Union Steamship Company of New Zealand advertises to take passengers from Auckland to England, via San Francisco, in thirtij-OTic days ! Saloon fare, £60 ; steerage, £32 lis. 7d. The Anchor Line has two services to India: (1) from Liverpool to Bombay and Kurrachee ; (2) from Liverpool to Calcutta. The sailings in each case are ^\ 152 irisronr op steam xa via a tiox. I. i ■! •n ^#- about once a fortni^lit. T1h3Ui;Ii cliiutly a(la[)t(;d for freight, they cany a cousidcraltle iiuml)(3r of passeii- ^^ers at low rates, say, to Bom hay or Calcutta, first- class, X4.5, and s(3cond-class, £80. The City Line has also two distinct services, the same as the Anchor Line, to Bombay and Kurrachee and to Calcutta. The fares are the same. 'I'his line has a fleet of fourteen steamers, aniono- the lar^^'est of which are tlie Citij of Bombajj, 4,o4tS tons ; Clfi/ of Vienna, 4,(172 tons ; Clt}/ of Oxford, 4,019 tons; Citij of Calcutta, 8,90(3 tons, The Hall I^ine, from Liverpool to Kurrachee and to Bondjay, calling at Marseilles, sails about (jnce in three weeks The ships are all about four thousand tons. The fare from Liverjjool to Boml)ay is, for first-class, £47 10s., a\id for second-class, £80. The Henderson Line has sailings from Liverpool to Ranooon every three weeks, with acconniiodation for second-class passengers. The New Zealand Shijiping Company has a fine fleet of steamers, from four thousand to six thousand tons, sailing once in three weeks from London to New Zealand ports, Tasmania and Australia. Fare to Auckland, £08, and to Melbourne or Sydney, £72. The North German Lloyd Line has a monthly service from Southampton to China and Japan, and also to Australia. Holt's Line has sailings once a fortnight to China, Japan and Australia from Liv^erpool. There are various other lines of steamers in the Eastern trade, but the above-named are the most important, unless we include the Messageries Mari- mm I STI'JAM TO IX/>fA AX/> THE hWST. 153 time and the Riihaltino Lines, both of which are formidable competitors for the frei^^ht and passen^^er traffic. Tlie former is a Frencli line, wliich has been in existence since 1852, and has attained a hi<^h rank. The fleet numbers about sixty vessels, many of them very large, handsomely fitted and fast. They are noted for their elaborate cuisine, which attracts a certain class of travellers, and tliou*]jh their rates are some- what higher than the other first-class lines, they have long been very popular. The line to India has sail- ings from Marseilles and Trieste once a fortnight. The Messageries Company receives a very large sub- sidy from tlie French Government. The Ville de la Ciotat, built for the Australian trade, is a magnificent ship of 6,500 tons and 7,000 horse-power. The Riihattino is an Italian line, which has a numerous fleet of steamers, chiefly adapted for the Mediter- ranean trade ; but they have also a number of large vessels sailing at regular intervals from Genoa and Naples to Bombay. ii«'' > 1 Ull The Eastern trade is enormous. The total exports from and to India, Ceylon, the Straits, Labuan and Hong Kong amounted in 1889 to $1,031,000,000. The exports and imports to and from Australia amounted in the same year to nearly $526,000,000.* The net tonnage which passed through the Suez Canal in 1894 was 8,039,105 tons. r-i "Our Ocean Railways," p. 119. Mil M 154 JI/STOh'Y OF STEAM XAVKIATIOX. Steamship Lines to Africa. .M r; : Mf^L 11 ;i The African Steanisliip Compaii}'' is one of the oldest and largest sliippiiig concerns in the African trade. It originat«Ml in 1882 as a private expedition by MacGregor Laird, of Liverpool, for the })urpose of exploring the Niger River. Li 1(S52 the company received its charter, and agreed to perform a monthly mail and passenger service to West Africa in consid- eration of an annual subsidy of £8(),00(). The pioneer ships were the Forerunner, Faith, Hope and Charity. Year after year numerous fine vessels were added to the fleet, among which are the Leopoldville, 3,500 tons; Assaye, 4,296 tons; Mohawk, 5,658 tons, and the Mobile, 5,780 tons. In 1801 this company amal- gamated with the Elder, Dempster Company of Liverpool, and now have regular sei* vices from Liverpool to South- West Africa; from Hamburg and Rotterdam to West and South- West Africa ; and from Antwerp to South- West Africa. The Union Steamship Company vras first formed in 1853, with a fleet of five small collier steamers. In. 1857 a contract was obtained for a mail service to the Cape for five years at £30,000 a year. The service proved so satisfactory that the contract was renewed and extended. The Union Line now carries the English mail to the Cape and Natal, and also from Hamburg, Rotterdam, Antwerp and Southamp- ton to Cape Town, Port Elizabeth, East London and Natal, making calls at Madeira and Tenerifle. The Scot, built for this company by the Dennys of Dum- IP' STEAM TO IX hi A AXh THE EAST. 155 barton, is a tine slii[) of 0,850 tons, ann to Ca])e Town, vi/., 14 (hiys, 11 hours. Tlic Nonaan, of 7,587 tons, one of Hai'land »!t Woltl's steel twin- screw shi])s, is the lar^^est vessel employe*! in the South African trade. The Guelph, Greek, Gdiil and Goth are also twin-screw sliips, close upon 5,000 tons each. The Castle Line, founded by Sir Donald Currie in 1872, has attained a front raidv in shippin*;- circles. Since 1870 this line has carried the lloyal mails between Kn THE EAST. 161 trip, via Ciiibraltar, Suez, Colombo, Hong Kong, Yokohan)a and Vancouver, and thence by the Cana- dian Pacific Railway across tlie continent and lionie again by any of the Atlantic liners, all for the modest sum of ti^bOO. The proposal took readily, with the result that the three ships had a full complement of cabin passengers, all of whom expressed themselves as deliii'hted with the arrano-ements which had been made for their comfort. The first steamer, the Fm- pres!^ of India, with 141 saloon passengers, reached Hong Kong on the 23rd of March, 1891, under easy steam, in forty-three days from Liverpool ; leaving Hong Kong on April 7th, she reached Yokohama on the 16th. She left on the 1 7th, and, although encoun- tering a very heavy gale, reached Victoria, B.C., in 10 days, 14 hours, 34 minutes, an average speed of 400 miles a day, or just 17 knots an hour. The regular monthly service from Vancouver to Japan and China connnenced in the autumn of the ^ame year. For this service the company receives an animal subsidy of 11)^300,000, and an additional subvention of about $35,585 to secure their services to the British Government whenever the vessels may be required as transports or cruisers. The three ships are all just alike. Tliey are painted white and are beautiful models, with raking masts and funnels, and graceful overhanging bows. They are each 485 feet in length, 51 feet moulded breadth, and 30 feet in depth: gross tonnage about 0,000 tons each. They have triple expjnision engines of 10,000 indicated horse-power, whitli with 89 revolutions per minute, and a cou- , 1 ^■11 lU! i'r^sp Mi F ? ; I - !(,■■? ■ !i! ^! iil ill < V2 3J H 72 Pi 1 1- STEAM TO INDIA A XI) THE EAST. 1G3 sumption of only 170 tons of coal a day, drive the shijjs at an average speed of 17 knots an hour. The arranoeinents and fittings for passengers are of the most com})lete and even luxurious description. The saloons and staterooms are tastefully decorated, hand- somely furnished, and brilliantly lighted by electricity. They have ample acconnnodation for ISO tirst-class, 32 SL'Cond-class, and GOO steerage passengers, with capacity for about 4,000 tons of cargo. They cost about .^1,000,000 each. The distance from Vancouver to Houij:; Kon^x is 6,140 nautical miles; the average |)assage is about twenty-two days. Yokohama is 4,800 knots from Vancouver, and the average passage is from eleven to eleven and a half days; but in August, 181)1, the Empress of Japan made the voyage in 9 oon tlic changes bron^'lit about by steam iia\ ii^^atioii ap2)lie(l to coiiiinorcial uses, tlie transformations of tlie navies of tlie world liave been even more i"('markal)le. It seems almost incredible that at the commencement of Her Majesty's reign there were less than twenty steamships in the British navy, and none of them over 1.000 tons burthen. Of the 5(50 "sail" comprisini^ the navy of 1836, ninety-live were " ships of the line." The largest of these were styled " first-rate ships ; " all of them wooden three-deckers, carrying 100 guns each, or more. One of the most ditHcult problems the Admiralty of that time had to solve was how to ensure a sufficient supply of oak timber for ship- building purposes. Forty full-grown trees to an acre of ground was accounted a good average ; at that rate it required the growth of tifty acres to produce enough timber to build one seventy- four-gun sliip ; and as the oak required at least a hundred years to reach maturity, and the average life of a ship I / ■??. ST/'JAM IN THE JllilTlSIf XA VY, 167 was not much over twenty-five years, tlie aci-ea<^e re(|uired to produce tlie entire ([uantity was enor- mous. JUit the prospect of an oak famine was speedily dispelled by the substitution oi' iron and steel h)V wood in naval architecture. Of tlie 089 vessels of all kinds constitutinir the i "DUKK OF VVKLLINdTON" BATTLK-SHU', ISfiO. British navy in 1897, there are oidy about twenty- two wooden ones, and these are nearly all used either as store ships or training ships, seldom, if ever, to leave their ancliorage. And so entirely has the paddle-wheel been superseded by the screw-propeller, there are not left a dozen paddle-steamers in the entire fleet, including the Queen's yachts and a few 1G8 UlsroitV OF STEAM AM V/CATIOX. ml \i ' U f light-drciu^lit river boats. As {drcady inontioiicil tho compound (!n<^nne was introduced into tlie navy in IcSG'S. The twin screw was first apjdied to tlie Penelope in liS()8, and lias since become universal in vessels of war, the result of these improvements beino- a marvellous increase of power and speed, with a great saving of fuel. Roughly speaking, a pound of coal is to-day made to produce four or five times the amount of power that it did in 1887. Experiments had been made with steam power in the navy as early as 1841. In 1845 as many as nineteen sets of screw engines had been ordered for the Admiralty, but it was not until some j^ears later that it came into general use. About 1851 the Duke of Wellington* the Duke of Marlhovougli, the Prince of Wales, etc., all full-rigged sliips, each armed with 131 " i^reat guns," were fitted with auxiliary steam- engines of from 450 to 2,500 horse-power. The intro- duction of iron armour-plating — first practised by the French towards the close of the Crimean war — presaged the beginning of the end of *' the wooden walls of Old England," and the disappearance for- ever of the beautiful white wings tliat had spread themselves out over every sea. The ITcm^ior, completed in ISCl, was built entirely m ' ' ' \ 1 1 1 *The Duke of Wcllingtoti was 240. G foot long, 00 feet beam, 3,82(> tons Inirthen, and 2,500 horse -])o\ver. She was engined ])y Robert Napier & Sons, Ghisgow, with geared engines and wooden eogs, and made 10.2 knots an hour on her trial trip in 1853. f'he Rattler, of LSSl, was 179^ feet long, 32^' feet beam, had geared engines of 436 horse-power, and attained a speed of 10 knots. *[P'W^'-g'-*«-»i'I^ MIJ i rttiJ M>MrM STEAM IN THE lU! IT IS II XA VY IGO of iron, protected at vital points by arniour-platiiig four and a lialf inches in thickness, whicli, at the time, was supposed to render lier invuhieral)le. She was the precursor of a chiss of enormous fi^ditint^ machines, wliicli, however un^aiidy in appearance, have increased the sea-power of Britain to an incal- culable extent. But, alas, for the four and a half inches of armour-platin<^ ! Developments in gunnery called for increased thickness of protecti\'e armour. 11 TORPEDO DESTROYER "HORNET," 1890. The rivalry betwixt gun and armour-plate, keenly contested for years, has not yet been definitely settled ; but when ships' guns are actually in use weighing 110 tons and over, capable of throwing a shot of 1,800 lbs. with crushing effect a distance of twelve miles, and, on the other hand, when ships are to be found carrying twenty-four inches of protective iron and steel plating, it seems as if the climax liad been nearly reached. In the meantime the insig- n [ ( ' I 170 IIISTOnY OF STEAM XAVK.'ATIOX. I ; 1 ipl t i ■ ■ ■.: i i jiJi^ \'^ iiificant-lookini^ "torpedo destroyer" is comiiifij to the front as one of tlie most formidable instruments of marine warfare, Altliou<;li only about 200 feet long, with a displacement of perlia{)s 250 tons, they have yet a motive power ol' 5,000 to (1,000 horse- power, and a speed ol' from 25 to 35 knots an hour. Some of these destroyers are supposed to be strong enough to deal a death-blow to a first-class battle- sliip, and all of them are swift enough to overhaul tlie fastest cruiser on the ocean. The estimation in which they are held by the Admiralty is apparent from the fact that already upwards of one hundred of them are in commission, and many more are being built. Twenty-five destroyers, it is said, can be built for the cost price of one battle-ship, and in actual warfare there would be exposed tlie same number of lives in fifteen destroyers as in one battle- ship. Although no great naval battles have taken place to test the power of the steam navy of Britain, it has been occasionally demonstrated in the form of object lessons. The great Jubilee review of 1887 was a magnificent spectacle, when there were assembled at Spithead 135 ships of w^ar, fully armed and manned, and ready to assert Britain's sovereignty on the high seas. Two years later the exhibition w^as repeated in the presence of admiring Royalty. In January, 1896, shortly after President Clevelands threatening mes- sage to Congress, and while strained relations with Germany had arisen out of complications in South Africa, in an incredibly short space of time the famous "flying squadron " was mobilized and made ready for ] M \^ STEAM IX Tir/'j nnirisH xa vy. 171 m Hoa cand any eincr^enoy tliat ini^lit trans]»iro, witlumt at all cncroaeliiii*^ on the strciij^th of the ordinary Chamiel fleet. The recent naval review in connection with Her IMajestv's Diamond .Inhilce, however, Hur- jmssed any |)revions display of the kind, not alone as a Kpectaenlar (,*vent, hut as a tellini,^ denionstration of sea-power, such as no other nation possesses. On this occasion 16G JJritish steanisliips of war were ranged in line extending to thirty niihjs in length, and , this without withdrawing a single ship from a foreign station : the oidy regret expressed on this occasion being that not one of the old " wooden walls " was there with towering masts and billowy clouds of can- vas to bring to mind the days and deeds of yore, and to emphasize the remai-kable changes introduced by steam. The following tal»le pul)lished by the London Grapliic exhibits in convenient form the numerical strength of the British navy at the beginning of 1897: CliAHSIKTCATIOX. Baltle-8liii)s, 1st class II '2ikI (^lass II 'ird fliiss II anuoiired Coast Defence, Iron-clads . . . Total armored Cruisers, 1st class M 2ii(l class II ;^r(l class Gunhoats, Catchers II Coast Defence Sloops Gunhoats, 1st class diolice) . . . Miscellaneous Vessels Torpedo Boats and Destroyers Grand Total tH* . >> •n s en 1 %% ! So • in 5 C5 2!) .S77,17<1 1 :!:)'>, 000 10,291 ],:{ol 12 1U.(«0 7;'), 000 r),(;72 34(5 11 77.820 .57,()00 .5,487 305 . 18 13(5,0(iO 11(5,000, 10,380 004 1« 01,410 3O,4(i0 3,211 20! » 7«7,o90 («4,0COi 44,047 2,825 17 1.57,0.50 278,(K)0' 11»,.514 088 .57 2 :-!,820 4(>],1(K) 19,34(i 1,359 .52 110,(18') 220,;{40 10,994 927 3:{ 2-),04O ll.s,:{oo 2,935 203 42 11,828 .5,800 l,r.27 1(3(5 22 2;5.:i0.5 28,(K»0 2,7()4 318 20 1.5,810 2;moo 1.(570 202 24 112,712 202,. SOO. 4,998 318 2.50 1 2i5,(X)0 300,(MM)i .5,8(50 (55)0 680 1 1,494,440, 2,2()0,3GO 104,855 7,638 I' 1 i:(il| n liiiyi IMAGE EVALUATION TEST TARGET (MT-3) 1.0 !f* I.I ,25 23. Ill 2.5 Hi m ^ 1^ 20 1.8 1.4 11.6 V2 ^ /a /. 7 /^ 7^ ^ lo h ^ 172 JtlSTOnr OF STEAM NA VIGATIO}^. m m^ m\ III lilHi m \ i First-class battle-ships are vessels of from 10,000 to 15,000 tons displacement, with steam-engines of 10,000 to 12,000 horse-power and attaining a speed of from seventeen to eighteen knots. To this belong the Majnificeiif, the Majestic, the Renown, the Ben- bow, etc. Till first three carry each four 12-inch guns, twelve 6-incli, sixteen 12-pounders, twelve 3-pounders, eight machine guns, and five torpedo tubes. The Benbow carries two IG. 2 5 -inch guns, each weighing 110 tons, in addition to her armament of smaller pieces. Second-class battle-ships, such as the Edinburgh and Colossus, are under 10,000 tons, and w^ith 5,500 horse-power develop a speed of about fourteen knots. Third-class battle-ships are represented by the Hero and Bellerophon, vessels of 6,200 and 7,550 tons respectively. First-class cruisers include such well-known ships as the Blake and the Blenheim, ep.ch about 9,000 tons with 20,000 horse-power and twenty- two knots speed. The Poiverful and Terrible, also belonging to this class, are among the finest ships in the navy, each 14,200 tons, 25,000 horse-power, twenty-two knots speed, and having crews of 894 men. Additions to the British navy are not made arbitrarily, but vvith due regard to the enlarged and improved naval arma- ments of other countries, and with the determination to keep well ahead of all foreign rivals. Accordingly we find that an order was given by the Admiralty in 1897 for the construction of four additional battle- ships and four large cruisers of great speed, the former to be of the Majestic type, but with heavier ;•'»■■ y. 71 - H - y. = y. y. ■f. a '"lli m- S!l X' i :! It ■: 1: > iJl. I IL mm ST /'JAM IX THE lilllTlsn NAVY. 173 guns, more efficient armour and higlier speed, at the same time of sliolitly less draft, so that if necessary they can pass througli the Suez Canal. The cost of a first-class battle-ship, including armament, is about £700,000 sterling or about $1^,500,000. A first- class cruiser of the ordinary type costs £4')0,000, but the Powerful and Terrible, when ready for sea, are said to have cost £740,000 eacli. The latest type of torpedo destroyer co'^cs £vy(),000. The largest pro- jectiles used in the service (as in the Benhow) are 16^ inches diameter, weigh 1,820 lbs., and are fired with a charge of 9(30 lbs. of powder. The average annual expenditure for construction and repairs is between four and five millions, but in 1896 it reached £7,500,000 sterling. An interesting feature of the Diamond Jubilee review at Spithead, as on former occasions, was the presence of representatives of the mercantile marine in the garb of armed cruisers. By arrangements between the Admiralty and the Cunard, the P. & 0., the White Star, and the Canadian Pacific Steamship companies, £48,020 were paid last year in the form of subventions, the vessels so held at the disposal of the Government being the Campania, Lucania, Teutonic, Majestic, Himalaya, Australia, Victoria, Arcadia, Empress of India, Empress of Japan, and Empress of China. Many other mercantile steamers besides these are also at the disposal of the Goverinnent, being subsi- dized, and the facilities for converting them into armed cruisers at short notice are most complete, a reserve ' >' ill ■Ml! w 17-4 in S TO If r OF STEAM NA VIGATIOX ■ i"' 'I iff ill stock of brccch-loadlnf,^ and machine <,nins bein^ kept in readinc'HS at convenient stations wlierc tlie transfor- mation can be effected in a few hours. The arma- ment of tlie Teutonic wlien she appeared at Her Majesty's Diamond Jubilee I'eview consisted of eight 4.7-incli (piick-firing ouns, and ei<,dit Nordenfeldt guns. As an example of how (piickly a large auxiliary fleet might at any time be equipped, the case of the Teutonic is in point. Leaving New York i,?*^p^ TEUTONIC," ARMED CRUISER, IN 1807. (hi on Monday, June 14th, with her usual mails and passengers, she reached Liverpool on the 2Lst. Between that and the 24th she discharged her cargo, was thoroughly cleaned, took on her armour and full complement of naval officers and men, and having on board a host of distinguished guests, was at her appointed place in the review on Saturday, the 2()th. Returning to Liverpool, she laid aside her guns, and on the 30th sailed for New York, as if nothing had happened. The Campania, which left New York two days later than the Teutonic, also appeared at the MARIXE DISTAXCES. 175 review in holiday dress, her only armament, however, on this occasion consisting of a large detachment of members of the Houses of Lords and Commons, among whom doubtless were many " great guns." Marine Distances. A nautical mile, or " knot," is about 6,0S2M feet ; a statute, or land mile, 5,280 feet; the knot is, therefore, eijual to 1.1515 mile. The circumference of the earth being divided geographically into 860 deo-rees, and each degree into (50 nautical miles, the circumference measures 21,600 knots, equal to about 25,000 statute miles. Knots can be readily reduced to statute miles by means of the following table : 115.148 When the Lucania averaged 22 knots, she was runninor at the rate of 25 V statute miles an hour; her longest day's run (560 knots) was equal to 644 J miles, about the distance covered by an ordinary fast express train on the Canadian Pacific Railway. The old-fashioned ship's " log " is a piece of wood in the form of a quadrant, loaded with lead at the circumference, to which is attached a line of 120 fathoms or more. Allowance being made for " stray line," the balance is divided into equal distances by i . t ; I- \ % K!/ i| < 176 HISTORY OF STEAM XA VIOA TIOX. ! iR? ! i'i knots and Hinall bits of coloured cloth. The distance between each knot is the same part of a mile that 30 seconds is of an honr (the 120tli) ; the length between knots should thus be a trifle over 50 feet. The number of knots run out in half a minute (as measured by the sand-glass) indicate the number of nautical miles the ship is running per hour. Even express steamships do net always sail between given points exactly as the crow flies. Various reasons lead to the selection of different routes, and even when following the same route, the actual distance run varies a little on each voyage. The Cunard Line, as a precautionary measure, has four sharply defined " tracks " across the Atlantic — two for the westward and two for the eastward voyages — one pair being used in summer and the other in winter, or the ice season.* The northern route, used from July loth to January 14th, is considerably shorter than the southern route, which is followed from January loth to July 14th. The distances by these routes are given by the company as follows : Queenstown to Sandy Hook, by northern track M II II M southern m Sandy Hook to Queenstown, n northern m II II It II southern n 2,78-2 knots. 2,861 II 2,809 I. 2,896 II Daunt's Rock, Queenstown, being about 244 knots from Liverpool, and Sandy Hook lightship 26 knots from New York, the distance from Liverpool landing- stage to the dock in New York by the Cunard's * See also p. 90. m MARINE DISTANCES. 177 northern track is about 3,052 knots, and by the southern track, 3,131 knots; from New York to Liverpool, 3,079 and 3,16G knots, respectively. Captain W. H. Smith says that the shortest dis- tance that can be made between Liverpool and New York is 3,034 knots. TABLE OF DISTANCES.* Sandy Hook to Antwerp 3,330 knots. „ Bremen 3,484 ,. „ Copenhagen " 3,8(J<) h „ Genoa ^'^^'^ " „ Gibraltar " 3,200 „ „ Glastjow, via North of Ireland .... 2,941 ,, „ Ilamhurj,' 3,.51() „ „ Havre '-^^^^^ " II London " 3,222 m „ Naples .*.l'*'^ " „ Southampton 3,100 n II Queenstown 2,809 m ,, Liverpool, via northern route 3,088 h Quebec to Montreal, by the river 160 miles. „ ,, by the Canadian Pacific Railroad - - • 172 .. „ Rimouski 180 ,i II Belle Isle 747 „ I, St. John's, Newfoundland 896 n ,1 Moville, via Belle Isle and North of Ireland - - - 2,460 knots. It Liverpool, m h m n • ■ - 2,633 h „ „ „ Cape Race .. ,. . . . 2,801 „ „ ,1 ,, i. and South h ... 2,826 n II Glasgow u Belle Isle ana North n ... 2,564 n I, II II Cape Race n m - - - 2,732 n II Queenstown, via Belle Isle 2,473 n Moville to Liverpool 1^ " Halifax to New York 538 .i II Quebec 680 m M St. John's, Newfoundland 520 n II Liverpool, via North of Ireland 2,450 n „ I, I, South II 2,475 ,. II London 2,723 h II Glasgow 2,381 n * Based on a compilation by Captain W. H. Smith. 1 i 'In m it % - u III ;■! . u w M ;> i I' I ! 1 I ! 1 1 1 i I 178 IT r STORY OF STEAM XA VKIA TIOX. Halifax to St. John, N.B. II I'ortland, Me. II Sahlt Island M Hostoii, Mass .St. John's, Nu\vfi)iin(Uan(l, tofJahvay, Ireland, wlii(!h is 1 mdtu-Iand voyaj^c Liverpool to St. .lolm, N.B., via North of Ireland II l'ortlan r J. i ! |ii f 1 1 «l '■ I : '!• ISl' llisronv OF STEAM .V.I VKlATinX. of tlu.'. ('Iiurcli ol' Kn;^l<'iii(l. Willi tlic uliiiost coiii- poHiuv, IIf)F(r(ii' TtfX)^ simply i^iioi-cd tlu; iM-autilul litiu'^ical H(3rvieo, (!()imnoiiC(Ml dc, noro, and went tlirou^^h tin; wlioh^ service alrosh, in ()i'tlio3'- teriaii fashion, to the surprise oi' the eonnrre;^a(i()n and tlw discoinlitui'(! of tlie waiters, wlio.se time lor si'ttin<^ tlic luncli-tal)Ie was lon^- past. A (listinetivc; and })leasino- fcaturi^ oi' tln'sc Sujiday S(;rvices at sea, especially in the larf^'er steainshi|)s, which ol'ten carry nioni ])assen^(!i's than would fill an ordinary chui'ch, is the heartiiuiss with which th(^ representative's of various reli<^ious denominations unite in the services. Tlu! lines of (hanarcation that separate tliem when ashore seem to Im^ lost si<^ht of at sea. Casual accpiaintanceship here fre(|uently ripens into closer friendshi]): people l)('ouiulers ; crew, Ifil nieii. might be called, on a grand scale of masses of ice in all manner of fantastic shapes and of dazzling white- ness — travelling to their watery graves in the great Gulf Stream of the south. Mountains of ice, some of them might be called. On one of them a grisly bear was alleged to have been seen sulkily moving to and fro, as if meditating how, when and where his 15*1' It • 4* f I('I'JJiJ'J/i'(,S IX THE ATLAXTIC. 1S5 ill li- ft rouiaiitic voyage was to come to an end. Tlu? day was calm and cloudless — a perfect day For snch a marvellous exlubiti(Hi. It mi^lit have been otherwise, and how difi'erent mav be imafifined from readiii"; what appeared in the Knglish papers a few weeks later — the account of a ship's narrow esca[)e from destruction in this identical locality : "Struck an Ickhekg. — Tlie SS. Efolin on her voyage from Montreal to Brist(jl narrowly esca[)ed { 188 IIISTOliY OF STEAM XA VIG AT/OX. i this kind, or have drifted into it, have often found themselves in a maze, and have been detained for weeks at a time, and not withcnit some risk to their safety in heavy weather. fi , Tidal Waves. — Xotwitlistandino- tdaborate treat- ment of tlie subject by hydro^j^raphers, stories about ocean tidal waves are most fre([uently relegated by landsmen into the same cat('<»;ory with tales of the jLjjreat sea serpent. Sailors, liovvever, have no manner of doubt as to their existence and their force. During violent storms it has been noticed that ocean waves of more than avera■'<■ TIDAL IIM TAX I S'J advance up that river like a wall of water thirty feet ill height, at the rate of twenty-five miles an hour, sveepin*^ all before it.* The ocean ti(hil wave dwarfs these and all other waves by its hu^re size; and tremendous energy. "^IMie effective pressure of such a wave being estimated at (),00() poun ! ■\tl 2 't - H^ 2 - - X f / ? ji — «■: 5 H T - 3^ IT, ~ :^ ^ ^ 4 c y 5 !^" '"^ Ci a -- M "^ -* o < ^ -• ri ■i. - — ^ 2 t*. 5 2r - Jt ■_ ^ *. f, * f ^ ^:5 J cr, 2 ■ ^ - ^ - (t = % I. '/. » i 2 r^ 'r. L. 15 "• P 2 7 C '■« i ^ 2. ^2 =: e. *■■ a = S "^ 7 2. ;? ^ It re 2. P X . ^ 3 ry) n 3 2 g, o .5 « = ff OS p p. fD 3- ':■ x; r* IT*, - — • ^ "— ■ •-»• 5 ^:; 2- '^ ■■* ^ ■*- 00 2-2. -T- o < ^' -• ?. C S .1 '5 X- i «*• 3* .- -• ^ I-* — 7" r. a '^ 3 c tt =^ % * ;£ -5" c' t s '/. t^ 2 E. !^ -1 -j et- "1 ■^ 13 p -1 O c« y: p 2 — . ■S "^ _x -■ 7-. ' T^ " ^ ^ p rV — ' ^ -' s: ■1 m 5' '^ §1 O 3-. >• p (t s 5 7 p H : o; (6 2 S ?r "I !;»^ =■ i=. ^ OT o" £ P I-- o P 3 « 3- O c»- a j: s'' 5 3 O P o 3 S. 3 =t 'r. 3* ... 3- P -. f hi ( IIAPTKK VII THE ST. LA\VREN(^E RorTE. : ' The AUiiii, Dominion, Heaver, and ctiier ('anadian Linos of Ocean Steaniships — Sif Hugh Alhvn- A Fast Line Service, etc., etc. WERE it not tliat tho St. Ltawrciico is lioniR'ti- eallv scaled t'oi- five moiitlis of the y^'^n'i it would undoubtedly be a more formidable rival to the Hudson than it now is. That ^reat (b-awback, however, is not the only one. Tlie navioation of the St. Lawrence has always been somewhat difficult and hazardous. The seven hun(b'ed and fifty ndles of landdocked water from Quebec to Belle Isle is notorious for swift and uncertain tides and currents, for treacherous submerged reefs and rocks, and shoals in long stretches of the river, for blinding snow- storms and fields of floating ice in the lower reaches at certain seasons of the year, for icebergs which abound on the coasts of Labrador and Newfound- land, and for bewildering fogs. With such a combi- nation of difficulties it is not to be wcmdered at that shipwrecks have been frequent ; that they have not been more numerous must be mainl}^ attributed to good seamanship and an intimate knowledge of the route. Nautical appHances and charts are very much better than they were thirty or forty years llL I Till-: ST. LAW I! i:\ci'. norri:. 1 iia aus(' systt'in has been oroatly iiKM'c.'iscd, and, what is vastly iniportiint, tlie nuisters of mail steamers are no lonmr restrictetl to time, ])iit on tlie eontrary are instructed that vvlmnever the risk of life or of the ship is involved, speed nnist ))e sacrifieed to safety'. The St. L svrenee route has some advantaiies over the otlier. It is nearly five hundre(l miles shorter from (^hielu'c to Liverpool than fi'om New York. Otlier thin<;s ])ein^' eipial, passens littl«> taken vvliicli has Ih'cii cxoi'cised ot* late years by senioi- olVicers of the Allan and otliei" lines tnnliny to Canaila ; and it will he ahsolutely necessary i'< r the safety of navi(j^ation that the connnanders and otHcc'rs of any new company should he selected from the most experienced officers of existing;' lines. In 185.S a Liverpool tii'm, Messis. McKean, McLarty and Lamont, contracted with the (^inadian (Jovern- nient to run a line of screw steamers, to carry Her Majesty's mails, twice a montli to Quebec in summer, and once a month to Porthmd durintr tlie winter, for which the company w^as to receive £1,288 currency per trip, under certain conditions, one of which was that the ships shouhl avera^-e not more than fourteen days on the outwaid, nor moi*e than thirteen days on the voyage eastward. The ships of tlie th*st year were the Genova, 350 tons: Lady Eglintoriy 335 toLs; and Sarah Sanch, 931 tons. Their averat^e passages were wide of tlie mark. Next year the Cleopatra, Ottawa and Charity were added to the line. The Cleopatra made her fiist trip to Quebec in forty -three days; the Ottaiva never readied Quel)ec at all, but after dodging about some time among the ice at the moutli of the St. Lawrence, made for Portland. The Charity reached Quebec in twenty-seven days. As a matter of course the conti'ftct was cancelled. Mil' I i k \ I .!, 13 IM jil 1 i n-rj- .- 1 <>♦; HISTOIIY or .^r/JAM XAVIilATinX. The Allan Link. M : I hi.i til The failure of tlio Liverpool ti'nu to fulHl tlieir con- tract opened tlie way for Canadian enterprise, and tlie man wlio was destined to see it carried out to a suc- cessful issue was already awaiting his opportunity. That man was Hugh Allan (the late Sir Hu<;h),a man of intense energy and force of character. Tlie Allans came honestly by their liking for the sea and ships. Their father, Ak'xander, was a ship-owner, and himself the well-known captain of the Fdvourite, one of the most popular vessels then sailing from the Clyde to the St. Lawrence. The five sons were born at Salt- coats, in sight of the sea. Two of them, James and Bryce, followed the sea for a number of years and reached the top of their profession. Alexander took up the shipping business established by liis father in Glasgow, wdiere he was afterwards joined by his eldest brother, James, under the firm name of James and Alexander Allan. Bryce, on retiring from the sea, became head of the shipping house in Liverpool. Hugh, the second son, became a partner in the well- known firm of Miller, Edmonstone & Co., afterwards changed to Edmonstone, Allan & Co., Montreal. His brother Andrew joined the firm some years later, when its name was changed to that of Hugh and Andrew Allan. The three firms, in Glasgow, Liver- pool and Montreal, had become the owners and agents of a large fleet of sailing ships ; but the time came when it was evident that ami Is and passengers must be carried to Canada, as elsewhere, by steam power. THE ST. LA wuhxce itoUTi:. i!>: Tlic opciiiiin- of tlic St. Lawi'oiK'e jukI Atlantic; Railway between Montreal and Portland in 1(S")2 was one of the most iiiH)ortant cvrnts in the coni- niei'cial histoiy of Canada It <;ave Montreal a , \ .■ \ CAPTAIN McMASTKH. winter port; for as yet ueitlier Halifax nor St. John liad any railway communication with the western provinces. Given a ^ood winter port, tliere seemed to be no reason why a line of steamships should not k 108 UlsroilY OF SThW.U XA VKiATIOX Ij^ . i 1 V i 5 • *■ be eHtaMishod to ply between Liverpool and Montreal in snnnner, with I'oi'tlaml for the winter ternnnns. The Allans, seein*.;- that the time had eoine for a new departure, succeeded in forniinn- a joint stock coni- ])any, under the name of the Monti'eal Ocean Steam- ship Company. As its name implied, it was vii'tually a Canadian eriterprise. The principal sharehoMers, besides the Allans, were Messrs. William Dow, John G. Mackenzie and Robert Anderson, of Montreal : George Burns Synies, of Quebec, and John Watkins, of Kingston. A few years later the Allans became sole owners of the concern, which then '>lc sme known as the Allan Line. The first two steamers of the Montreal Ocean Steam- ship Company were the Canadian and Indian, Imilt by the famous ])ennys, of Dumbarton. They were pretty little iron screw steamers, of about 270 feet in length, 34 feet wide, and of 1,700 tons burthen each. The Canadian made her first voyage to Quebec in September, 1854, but the Crimean war having com- menced, steamers of this class were in demand, and these two were taken into the service and profit- ably employed as government transports as long as the war lasted. In 1874 the Sarmatian and the Manitohan of this line were similarly employed to convey troops to the west coast of Africa, to take part in the Ashantee campaign. On both occasions they did excellent service. When the Canadian Government next advertised for tenders for carrying the mails, an agreement was THE ST. LA U'A7vA77; ItOI'TK. 101) made with the Allans by which they wore to receive £2o,000 a year for a fortniglitly service in summer and a monthly one in winter. Two other boats similar to the dtnadian and Indian, were l)uilt by the Dennys — the Xorth American anted U) the trade; l>ut the company had to learn from bitter experience Ikjw hazardous that trade was. To say nothiuf^^ of minor accidents, up to the year 18{S5 no less than fourteen of their steamers had come to grief. Since that time, singularly enough, none of this line has been lost, though many belonging to other lines have been wrecked. The Canadian, Captain Ballantine, on her Hrst trip to Quebec, in June, 18')7, through the negligence of lier pilot, was stranded on South Rock, off* the Pillar Lio'hthouse, fortv-tive miles below (i)uebec. No lives were lost, but the ship detied every etibrt to float her. The Indian, Captain Smith, bound for Portland, in J)ecember. 1859, struck a rock otl' JMarie Joseph Harbour, seventy-five miles east of Halifax, and went to pieces. Every effort was made to save the lives of the 447 persons that sailed in her, but twenty-three perished. The Iluncjarian, Captain Jones, on the night of February 20th, 18<)0, during a blinding snow-storm, struck on the South-West Ledge near Cape Sable Island, l.SO miles east of Halifax. Every soul on board, to the nund)er of 237, perished with the ship, The cause of this sad disaster is not correctly known. The captain was one of the best THE ST. LAWRESVE UOVTE. 20 i seamen in the Allan l^ine, bnt it has been stated that the lio-jit U})on Cape Sable was not exhibited that nit^ht, in eonseciuence of the sickness of the lio-ht- keeper, who is said to have confessed this on his death-bed. The second Canadian, Captain (Jrahani, came in contact with a ])iece of submerged ice, outside the Straits of Belle Isle, in 'Inly, 18(11. The ship was jH'oceedin^' cautiously, but so hard and sharp was the ice, a rent was made in the ship's side below tlie water-line, and it was soon seen that she was done for. This is how she went down, as told by Captain Graham : " The wind had increased to a jL^ale. About 9.30 a.m. we came up to heavy field ice closely packed. We had been going half-speed till we saw the ice, when we stopped altogether, then turned lier head to the west, steaming slowly through a narrow passage between heavy ice on the starboard side and what appeared to be a light patch of ice on the port side, which scratched along the bow for sixty feet. The concussion was very slight, and I had no apprehension of any damage ; went below to see what was wrong, and found the water rushing along the main deck and up the hatch-way. The boats were ordered out, and the ship lieaded for land full speed. She soon began to settle down forward, taking a list to starboard, when the engines were stopped and the boats lowered. Innnediately after leaving her, the ship with a plunge dropped five or six feet by the head, and then directly afterwards her stern flew up in the air, and she went down head m ■'fX: 202 Jl/sro/tr OF STEAM XA VKlATlOX. foroinost." The mail- master, nine of tlie crew and twenty-six passent^ci's wcMit down with tlie ship. The North Briton, Captain (hanoc, was wrecked in Novend)er, 18(51, on one of the IMin^an Ishuuls, nortli of Anticosti (the usual track for steamers at that time). Tlien* was no loss of life. The A ng^o- Saxon, Ca})tain Bui'<;ess, in April, 18()3, was stranded in Clam Cove, three miles from Cape Race, during a dense iW. A heavy sea rollini^ in drove her farther on the rocks, from which she eventually slid oti and sank in deep water. The captain, some of the officers, and many of the passengers and crew were carried down into the vortex of the ship, and were drowned to the nund)er of 238 souls. The Norivegiav, Captain McMaster, in June, 18G3, was totally wrecked on St. Paul's Island, at the entrance of the Gulf. A dense fo<;' was prevailin<;'. The passengers and crew, numbering about 420, were all saved. The BoJiemian, Captain Borland, struck on the Alden Ledges, off Cape Elizabeth, near Port- land, in February, 18(54, when twenty passengers were drowned. The Dacian was wrecked near Halifax, April 7th, 1872. In the same year the Germany went ashore at the mouth of the Garonne River, near Bordeaux, France, and was totally wrecked, with the loss of thirty lives. The St. George, Captain Jones, was lost on the Blonde Rock, south of Seal Island, N.S. The Jura stranded on Formby Bank, at the entrance to the Mersey, in 18G4. The Moravian, Captain Archer, was wrecked on Mud Islands, near Yarmouth, N.S., in December, 77//; ST. A.i wnKXcH noi'Ti:. L>03 1881. The Ihtnovet'Uin, Captain Tlionipson, .struck a rock at tlie entrance of Xepassey Bay, Newfound- land, and was totally lost, Itutali hands wen; saved. The Puinentnian, Captain Dal/icI, a tine ship ol' 4,.'i()4 tons, ii) 189'i survived oiu' of tlu' stormiest Atlantic voya^^es on record. She sailed i'roiii (Jree- nock for New York, March 27th. After eieht davs l)attling with a furious oale, when about twelve hundred miles west of Ireland, she was well-nio always I'oom I'or one more. On a recent ()ceasit)n the PuriHian. l)rou;^dit over 255 cabin passen<:;ers. She can easily acconnnodate 120 seeond-elass and 1,000 steera«^e ))assen<^ers. Siie ean'ies a large cargo and is a very tin(! sea boat. The Heet ot* the Alhm Line consists at present of thirty-four steamers, aggregating l.*J4,0;i7 tons. In addition to tlu' weekly li!ie between Liverpool and Montreal, regular weekly services ai'e maintaiiied from Montreal, and also from New York, to Glasg(jw ; the London, Quebec and Montreal service is fort- nightly in sunnner ; there is also a direct service between Glasoow and Boston fortni'ditlv, and regular communication between I/iverpool, Glasgow and Philadelphia, as well as with River Plate and other ports. Some of the freight and cattle-ships of the Allan Line are large and tine vessels, such as the Biicnos Ayreaii, 4fX^05 tons, built at Dundjarton in 1879 — one of the first ships ever constructed of steel. The Carthaginian and SiheriaM are botli 4,000-ton ships, specially adapted for tlie cattle trade. The Mongolian and Numidian, of 4,750 tons each, are model ships in the class to which they belong. A few years ago the Allans acquired the State Line, plying between Glasgow and New York. Two of these, the State of California (5,500 tons) and the State of Nebraska (4,000 tons), are excellent ships with good accommo- dation for large numbers of passengers. The two ! 1 Till-: ST. A.I \\'i,'i:x('i-: itorTi:. 'KXi oldest sliips (>r tilt' line in coimnission are the WnUhn}- s'hih (roi-mrrly Sf. Atnlreiv), \)u\\t in lS(il.;unl ilic Phuiincldv d'oriiu'rly the St. I)tir\il), ])uilt in l.S()4, both of \vlii(!li arc still doini,^ .service in the South American tia(Ks iiisTttnv or sT/:.\.\/ am vilatiox. I . I vnyjij^c tVoiii lj\!)tli, I>SI0. lie caMU' to Canada in IS2(i and cntcrrd into l)usim'ss as alrcadx' stated. His whole lii'e was one ol' iiwcssant activitv. He was i'oundei' oi' the Merchants" iJanU ol Canada and its j)i-esi!' Canada and the Km])iri>. He died in Kdinbui-eh, suddi'idy, December J)th, 1882, and was buried in Mount Koyal cemetery, ^lontreal. Sir Hui;li was a man, very emphaticjdly, .siii generis. (^)uick to ari'ive at his conclusions, he was slow to abandon them: wliere he planted his foot there he uieant it to stay. A keen and enterprising- man of business, he accumulated a princely fortune. To those who knew him (jnlv on the street or in the Board I'oom he mi(.(ht, })erhaps, seem curt and brus(|Ue. His conscious ])Ower of influencin*;' others made him almost necessarily dogmatic and dictatorial, but in private lii'e he was one of the most amiable, kind- M ; _^^H^^|^^^^^^^^^^^^^^^^^H 1 Sir Ibiujh Hllan. ]\l iW^ ■ m \ m\ ■ ''/ ' 1 .'\ k "4 ki 1' "-^ '• \i ■ iij:' Hi! ::: ! ! t;;:^ 1 1 77/ a; .s'7'. la wnKxch: norri:. :»0!i hearted and genial of men. He was a stanneli Presbyterian, a liberal snpporter of the Anl'i/' W'lith'ln, s,'iilin<;' from Islay witli 240 ol' tlu' clan ( 'jiinplx'll as passnio-crs. Oiu'-liali' ol" these were lauded at Sydney, Cape Breton, and the other halt' at <^)uel)ec. The hardshij)s of the eniig'rants in tliose days were excessive, as they liad to provide tJK.'ir own food and heddin;;', and were allotteest they conhl foi' themselves. In 1845 Captain \Ic Master was placed in connnand of tlie clipper harque, Hoi'U (yMore, for wliich Echnonstone Ov: Allan wei-e the a^'ents. Leav- in<^ Montreal in tlie summer of 184(1, owin<^ to t);e lowuess of water the yai'ds and topmasts were sent flown and floated alon^'side, while cables, chains and other rit^^oi'jo- were put into lighters to enable the vessel to traverse Lake St. Peter, drawiniiuine feet of water! His next connnand was the ship Montreal of 4()4 tons, at that time the largest of the Montreal traders. In 1850 he was placed in connnand of the first SS. Canadian, and successively of each new ship as she was launched. In 1804 he retired from the sea, and entered the shipwright business in Liverpool. He died in the Isle of ]\lan in 1884. Of the subse(iuent captains of this line I can oidy mention the names of those with whom I remember having sailed and made their ac(|uaintance. None of them left a more lasting impression on my memory than John Graham, the genial captain of the second Cumtdian, and of the S((rm<(tvin when he retired from the service and the sea in 1885. It was he who so often and so strenuou.sly discussed the desirability of throwing a dam across the Straits of Belle Isle that THE ST. LA wincxcK nOUTE, 211 he actually came to believe in it himself as a possibility in the near future, by which in his estimation tlie climate of Canada was to l)e assimilated to that of the south of France That was his fad. But take him all in all, he was as fine a man as one could t f ■v to ■ft ,^B^^ l^^jB^ffip^ ^' ^ ' ^''^-~. *>^-. *^ '. - ■ ■- ^•= , . ■ . CAl'TAIN .JOHN GUAIIA.M. desire to meet. He was a ^i-and sailor. When his examination before the Nautical Board was concluded in re the loss of the C(nieen I'eady to " ^o aloft " at a moment's notice. .James and Hu<;h Wylie were liotli (juiet, unassum- ing men who understood their business thoroughly. . >-i.. f" «'. ■ »■■£ .. ^^v CAITAIN JA.MlvS WVLn:. The former rose to be the conunodore of the fleet. On retiring from the command of the Parisian, the citizens of Montreal honoured him with a bancjuet and an address, congratulating him on his remarkably successful career. Hugh retired from the command Tin: ST. i.Awnr.xd': novri:. 21:^ it. le id id ol* the Polfjwtiian shortly al'tt'i' a scriuuH accident that iK'fell his sliip on tlic iMvcr, tliroui;'h the careless- ness of Ill's pilot. James was noted for his caution, of which a somewhat humorous illustration was ^dveii one dark ni«;ht when the Parisian was speedinf^ down the (Julf of St. l^awreiice. Some of us were still pacino- the deck, thou^^'h it was near midni<(ht, when suddenly the engine stoppetl. To the uninitiated there is iiothinook of Prayer more effectively than Capt. Archer. He die(l at sea in the prime of life. William H. Smith, Lieut. RN.K., son of late Commander John S. Smith, H.X. — one of the last surviviuix officers of the battle of Trafalijfar — was born at Prospect House, Broadstaii's, Kent, En<^land, in 18.SS. He served as midshipman on board the Calcutta in the Australian trade : entere*! the Allan service during- the pi'ogress of the Crimean war, and was present at several of the enoacroments between the Russians and the allied forces: went to Odessa with the allied fleets, and was scrvini^ on board the Indum when she received sealed oi'ders to proceed to Kinljurn and lav buovs for tlic iron-clads which bombarded an- into wrecks, and one of the nautical advisers of the Government. This office he still holds with head(|uarters in Halifax, N.S. Capt. Smith was always very popular with the travelling community. On leaving- the service he w^as presented with a valuable set of plate. Alexander Aird, previous to joining the Allan Tin: ST. A.i ir/.'/vAV'/; nouTi:. 215 Line, had hccii in conniiand oF the John Bell and Untied Kingdom ol' the Anclio)' r^ine. His tii-wt connnand in the Allan Lino was the St. deoiye in l.S()4. Snlts('((nontly, lie was (.'ajjtain of tlio >S7. Jhwhl, Nova Scotidu, Xctstorlai}, Scttudinorld d, and, iinally, f ^ y s^ ^B&iiiniMP^ « ^ ^Ski. ^BM ^^^^^B^^^^^^^^^H^^<' • ^^^mjm^ , ■-^._ 'I li !!|'i CAPTAIN AIJ:X. AIKI). of the SniiiKftldn. Of the last-nanRMl ship he was very proud, and it was a feather in his cap that he brought out the Martjuis of Lome and Princess Louise in 1878, receiving from them a handsome recognition of his etlbrts to secure their comfort. Ii i'i.. \'i mi^^ m 210 UISTOHY OF ST HAM XAVICATIOX. Owin^ to iiii)){iii'('W 1 '^ ' . ■ • " J i J 4 J 1 . i V. t CAl'TAIN JOSKPII K. DITTON. services daily — one at 10 o'clock a.m., for \\q steer- age passengers ; one at 4 p.m., in the chart-room, and one at 7 p.m., in the forecastle, for his sailors. As to creed, he had drifted away from his early moorings, and achnittedly had difficulty in finding secure T/r/-: ST. LA wnEXcE itorri:. 21!) i aiichoraj^e. He Iwul, so to spc-ik, boxed tlic ccclrsia.s- tical compass. He lia days, 23 hours, 80 minutes. Her averaf^e speed on this voyage was about IG knots an hour, and her best day's run, 416 knots, ecjual to \1\ knots an hour. At a luncheon inlilein ol' the Canadian beaN'er, the company soon came to he [)o[)ularly known as the Beaver Line, a line which, thon<,di not remunera- tive to its oriii'inators and stockholders, is wortliv of honourable mention as havin<( contributed in many ways to the interests of Canadian trade and com- merce. The company commenceil with a very fine fleet of five Clyde-built iron ships of from 000 to 1,274 tons each. These were the Ijth'e Ontario, the Ld/i-e Erie, the Lcd-e M'wJi'ujan, the Lake Huron and the Ldl'e Superior. The ships were in themselves all that could be desired. They were beautiful to look at, and made swift voyages, but there was a neces- sary element of success wanting-. They did not pay. In fact, they began their short-lived career at the time wdien the days of sailing ships were rapidly drawing to a close. The important question of steam versus sails had been settled, 'llie Canai(joii, snn^' litth' ships of ahont 2,200 tons end), such as would [)ass nowa3; cod ow ,'re 79 )ut he on Aiidorsoii, Anderson ».^ Co. offered to provide a line of vessels " capable of runiunn; 20 knots" for the same subsidy. This dubious offer was acee[)ted })rovision- ally by the Canadian Government, but it was eventu- ally fallen from. Two years later another abortive attempt was made, when the Government of the day voted J?750,()00 as an annual subsidy for a 20-knot service; but nothing- resulted. In 1894 Mr. James Huddart, of Sydney, N.S.W. (the contractor for the Vancouver- Australian Line of steamers), entered into an a<*;reement with the .'. »ominion Government for a weekly 20-knot service for said amount of S750,000 per annum. For reasons that need not be explained, this proposal also fell throu^d]. In 1 890 the Allans were said to have tendered for a 20-knot service on the basis of a subsidy of $1,125,000, but the ofi'er was declined owing to some informalities. In view of so many failures it is scarcely safe to affirm that the fast service is now assured. In May, 1897, however, it was officially announced by the Canadian Ciovernment that a contract had been entered into, with the approval of the British Gov- ernment, whereby Messrs. Peterson, Tate & Co., of Newcastle-upon-Tyne, agreed to furnish a weekly service with a guaranteed speed of at least 500 knots a day. The contractors are to provide four steamers of not less than 520 feet in length, with a draft of water not exceeding 25 feet 6 inches. The ships are to be not less than 10,000 tons register, fitted to cany from 1,500 to 2,000 tons of cargo, with suitable cold storage accommodation for at least 500 tons. They .i(^' it m\ 1 238 niSTO/n' OF STEAM XA VKIATIOS. are to be equal in all respects to the best Atlantic steamships aHoat.sucli as tlie Ciiin[K(ni(i and Lttainia, witli accommodation for not less than oOO first-class, 200 second-class and 800 steera<^e passen<,^ers. The annual subsidy is to be ii?7oO,000, whereof the Cana- dian Government is to pay $500,000 and the British Government $250,000. The steamers are not to call at an}^ forei<^n port, and the company is forbidden to accept a sul)sidy from any foreign country. Tlie mails are to be carried free. The termini of the line will be Liverpool and Quebec durino- summer, the ships proceeding to Montreal if and when the navigation permits. In winter the Canadian terminus will be Halifax or St. John, N.B., at the option of the con- tractors, wdio are to provide a 22-knot tender of the torpi^do type to meet each steamer on her approach to the Canadian coast when recjuired, and pilot her to her destination. The contractors must deposit £10,000 in cash, and a guarantee of £10,000 addi- tional, with the Minister of Finance of Canada as security that the contract will be faithfully carried into effect. Twelve months having passed since the signing of the contract, without any substantial progress having •been made towards its fulfilment, a new agreement was entered into in April last whereby the Govern- ment ofi^'i^nted Messrs, Peterson and Tate an extension of time, and introduced several important changes into the contract. Under the new arrangement the contractors were rei^uired to have a steamship com- pany incorporated by May 30th, 1898, with a sub- THE ST. LA WRKXCE ROUTE. 239 iitic ni((, ass, p' ' ;.e na- :is]i to staiitial capital of 80,250,000, to have contracts signed with ship-builders at that date for four steamships, and to have two of them actually under construction. The 1st of May, 1900, was named as the time when the four steamers are to be ready to go on the route and commence a regular weekly service. The ])re- liminary conditions attached to the contract appear to have been complied with, and a company has been incorporated under the name of the " Cana o -< y r3 2 H 3 t— n 'Jn ^— ^ > H r t> 'X H o ?5 H ♦ fk! 1 il • ' ( <.i I i : I '• I i 1: irr^TOHY OF STEAM XAVWATfOX. m i f Sir Sandfor.l Fk'lMi^{,^ K.C.M.G., LL.D., C.E., is one of Canada's niont eminent civil en^-ineerH. He was born at Kirkcaldy, Fil'eshire, Scotland, Jannary 7th, 1827, came to Canada at the a<^e of eighteen, and has ever since been identified with the progress and development oF the conntry. He was on the engineer- ing staff of the Northern Railway from 1852 to 18G3, and for the latter half of that time was chief engineer of the work. He was chief engineer of the Inter- colonial Railway, and carried it through to a successful completion in 1870. In 1871 he was ai)pointed cngineer-in-chief of the Canadian Pacific IJailway ; he retired from that ])()sition in 1880 and was sub- se({uently electe Peterson, Tate & Company to fulfil the terms of their agreement, liave finally been set at rest hy the cancel- ling of the contract, and the Canadian CJovernment calling for tenders for a weekly steainship service lor carrying Her Majesty's mails for a period of two years from the 1st of May, 1899, from Montreal and Quebec to Liverpool, during the summer months, and from St. John, N.B., and Halifax in winter. The time occupied in making the voyage from Rimouski to Moville and rice versa, is not to exceed an average of seven days. This is clearly a temporary ari'ange- ment and not an implied abandonment gf^a faster service than already exists. The o])inion, however, in business circles seems to be gaining ground that something nmch less costly than a twenty-knot service might for some years to come meet the requirements of the country. 1 1 II! ' . : : <, ^ i i^i ?■- ■s 1) '^Z r- 4; v v it'i. 'i^ ta^ ^-^ o ^ .a 1 < 180 240 280 335 420 . 4' < • 65 500 247 7,3(M» 80 210 573 10,(M30 190 802 581 24,0(M) 88 868 581 25,600 160 1,008 601 32,(J(X> wWi i'i(' i; t Lake Michigan Hes wholly within the United States. l'k; iiisrany or steam xavicatios if! I' .! ■'il rn i \)vW\\\\X, KiH'iu'li a(l\ ciitunjr, La Salic, who liad Ihm.'ii a})j)()iMte(i G(j\ern()i" of Port FroiiU'iiac, and had a rovinjr con; mission to explore tlie western wilds of North America. Accompanied hy the i'anions Kecol- let Father, Hennepin, and some thirty others, La Salle set sail on the lOtli oi' Novemher, IGT^S, for the head of Lake Ontario. Findnig his furtlwr passat^e barred by the Falls of Nia^^ara, he wintered in that neii^hbor- hood and had another vessel built at Cayuoja Creek, a few miles above the Falls This vessel, which he named the Griffin, of about sixty tons burthen, vvas launched in May, 1679, and was probably the first to navigate the upper lakes. On the 7th of August the Griffin, e(piipj)ed with seven guns and a diversity of small arms and freighted with a load of goods, sailed away for Detroit and parts unknown. The Detroit River was reached in a few^ days, and Green Bay — at the head of Lake Huron — some time in September, when she was loaded with furs and despatched on. her return voyage to Niagara, which, however, slie never reached, the vessel and cargo having been totally lost on the w^ay. For many years after the loss of the Griffin the navigation of the lakes seems to have been chiefly confined to bateaux, and up to 1756 the construction and use of sailing vessels was largely, if not entirely, confined to Lake Ontario. The first American vessel built on Lake Erie was the schooner Washington, built near Erie, Pa., in 1797. After plying on Lake Erie one season, she was sold to a Canadian and carried on wheels around the Falls to Lake Ontario, where she sailed w STh'AM OX Till': iHiKAT LAKES. 247 II from QueeiiHton for Kin^^ston in 1798 an a British vessel, uii(i(M' i\w naiiu' of Lufh/ Woshinffton. In ISK) tilt' wliol.' sailiiii'' toiuiair*' on Lake Erie was only 2,()()7 tons. In KSIS th(" fleet on Lake Ontario nuniln'red about sixty vessels. It is not necessary to enlari^e on the «Mntat.Mi ••;*"^**:**lir.r'iSlM""»"***5il^^" jlCf ..«„■■ i. .i ■■■».■,.. ■-- — ■.■.■■»-■-. ' - ,. - >i ..— » — ■•■' " T*^!-^^ n a H n o Hi u H a a " ° y^ ill !!*• \\t- ! I "QUEEN CHARLOTTE." Second steaiuer on Luke < >iitiirio, 1818. struction of that vessel. She was launched on the 22nd of April, 1818, and was soon read^' to take her place as the pioneer steamer on the Bay of Quinte.f * Mr. C. H. Keep, in his report on tlui "Internal Commerce of the United States for 1891," has given a graphic; History of Navi- gation on the Great Lakes, and is our chief authority for these notes on the early American lake steamers. t Robertson's "Landmarks of Toronto," p. 847. L>50 HlSTOIiY OF STEAM XA VIUATIOX. ) \ \ li !| The Qaeeii (Jharlotte was a much smaller boat than the Fronfevac. Her machinery ^ as made by the brothers Ward, of Montreal, and she seems to have ])li(!d very successfully for twenty years from Prescott to the " Carry in (^ Place" at the head of the Bay of (^)uinte, where passentrers took stage to Cobourg and thence proceeded to York by steamer. She was com- " WALK-IN-THE-WATER." Vjrst steaiDor on Lake Krie, 1818. manded at first by old Captain Richardson, then for a short time by young Captain Hosier, and aftervv^ards, to the end of lier career, by Captain Gildersleeve, of Kingston. She was finally broken up in Cataracjui Bay : but in the meantime upwards of thirty steamers were plyiug on Lake Ontario and the T-pper St. Lawrence, to some of which particular reference will be made latex on. :['i fiTEAM OX rillC (IIIKAT LAKES. 251 The first steamer on Lake Erie was the Walk-'ni- the- Wider, built at Black Koek, near Buffalo, \)y one Noah Brown, and launched May 28th, 181 cS. She was schooner-riiJi'ired, 1.S5 feet in lenjjfth, 82 feet beam and 18 feet 3 inches deej) : her tonnage was 8S3!;? tons. Her machinery was brought from Albany, a distance THE "VANDALIA." From Scrihnt'r's Maijazinr for March, 1S!»0, i i 1 m m of three hundred miles, in wagons drawn by five to eio'ht horses each. She left Black Bock on her first voyage August 25th, and reached Detroit, 290 miles, in 44 hours 10 minutes, " Wiiile she couhl nav.gate down stream, her power was not sufi^cient to make Ml im. ■ •;> ■•h iHin m I HISTORY OF STEAM XA VIGA TIOX. headway af^ainst the strong current of the Niagara River. Resort was therefore made to what was known in the early (hiys as a " horned breeze." The }V((lk-in the-WnffaIo and Chicajio in 184") — had twin serews, and a speed of eleven miles an hour. a good-natured crowd, bent on having a "good time." Dancing was kept up in the main saloon every even- ing till midnight, after which many of us were glad to get a shake-down on the cal)in Hoor. The year 188G marks an important era in the navi- gation of the Great Lakes, for in that year the first cargo of grain from Lake Michigan arrived at Buffalo, Hli' ill .1. t iii^ '1: T 251 HISTOHY OF STh'AM XAVKlATlOX. \\\ ' 'I i'l I i • l)rought by the brig John Kevzie from Grand River. It consisted of three thousand busliels of wheat. Previous to that date the eonnnerce of the lakes liad been all westward, and, curiously ('nou<;h, the cargoes carried west consisted for the most ])Mrt of flour, grain and other supplies for the new western settlements. In 1840 a regular movement of grain from west to east had been established. In the early years of the grain trade the loading and unloading of vessels was a very slow and irksome business. As much as two or three days might be required to unload a cargo of 5,000 bushels. In the wdnter of 1842-43 the lirst urain elevator was built at Buflalo, and a new system of handling grain intro- duced which was to prove of incalculable benefit to the trade. The schooner Philadelphia, of 123 tons, was the first to be unloaded bv the elevator. The Canadian steam traffic on Lake Erie com- menced with the steamers Chqypeu'a and Emerald, plying between Chippewa and Buffalo : the Kent, which foundered in 1845: the Ploiighboy, ow^ned by a company in Chatham, and the Clinton, owned by Robert Hamilton, of Queenston. A much larger Cana- dian steam traffic developed on Lake Huron. One of the earliest passenger steamers on the Georgian Bay was the (roi'e, of 200 tons, built at Niagara in 1838, and called after the Lieutenant-Governor of that name. That boat, which had plied for some years between Niagara and T(^ronto, w^as plnced on the route between Sturgeon Bay and Sault Ste. Marie. On Lake Huron proper, the Bruce Mine,s was probably the earliest STEAM OS' rill-: <;i!i':.\T i.aki:s. !;).) (/jinadian Htuamci". Slie was emplovcd in caiTvinii' copper oiv from the Bi'uce minus to Montreal, and was wrecked in 1854. Shortly after, on the com))letion of the Northern Railway, in lfS.')4, the etnapany, with a view to developin;!^ their interests, entered into a con- tract with an American line of steamers to run from CoUingwood to Lake Michigan ports tri-weekly and jiMsi' ^ Lon n^nilfEiECifKCi ^ TUI-: " K.Ml'lHK." I'.iiili lit Clt'velaiKl in 1S44 ; u iioUihk' steamer in her day, Iteint,' Uie lar;;est, the fastest. and the most liandsonielv (itled-up vessel on the r])i)er Lakes at that time ; ran nian\ years l)et\vcen BntFalo and ('hicaj;o. once a week to Green Bay. In 18G2 six hiroe pro- pellers were put on the route. Later, a line of first- class passenger steamers began to ply twice a w^eek from CoUingwood and Owen Sound to Duluth at the head of Lake Superior. Among the steamers of that line, which became very popular, were the Chlcora, Francis Smith, Giimherland, and Algoma. These in turn were superseded by the H ■\\ m ) ' < li , ■(; r n 'r'iff. 20(1 HISTOIiY OF STEAM XA VK.IA TIOX. m iii.-iiinilici-'iit steamers of the Caiuuliaii Paciiic and other liiu s olsewliere referred to. Tlie coininerce of Lake Superior developed lono- after that of the lower hikes had been estab- lished. In the earliest records of the navigation of this lake, a brigantme named the Recovery, of about 150 tons, owned by the North- West Fur Compan}', is mentioned as beino- one of the tirst to sail on Lake Superior, about the year LSOO. It is said that during- tlie war of LS12, fearing that she might be seized by the Americans, her spars were taken out and her hull was covered up by branches and brush wootl in a sequestered bay till peace was proclaimed. She was then taken from her hiding-place and resumed her beat on the lake until about 1880, when she was run over the Sault Ste. Marie rapids and placed in tlie lumber trade on Lake Erie, under the command of Captain John Fallows, of Fort Erie, Canada West. Another vessel, the Mink, is mentioned as having been brought down the rapids at an earlier period. In 1835 the John Jacob Astor, accounted a large vessel in her time, was built on Lake Superior for the American Fur Company, and placed in command of Captain Charles C. Stanard, who sailed her until 1842, when Captain J. B. Angus became master and remained in charge of her until she was w^recked at Copper Harbour in September, 1844. Passing by a number of other sailintj vessels we come now to the introduc- tion of steam on Lake Superior, and this, according to the statement of an old resident at Fort William, is how it began. STEAM OX Tin-: GRKAT LAKES. 'Ihl Tho twiii-scrt'vv propeller Independevcr, Captain A. J. Averill, of Cliica«;(), was the first steamer seen on Lake Superior. This vessel, rigged as a t'ore-and- aft schooner, was ahont 2()0 tons burthen, and was hauled over the Sault Ste. Alarie rapids in LS44. Her route of sailino' was on the south shoi-e of the lake. Another propeller, the Julia Pidmer, was in like manner <1 ragged up the Ste. Marie rapids in lcS4(), and was the first steamer to sail on the north shore. At intervals, prior to the opening of the ship canal, several other steamers were taken up the rapids, among which were the propellers ManJiatta n, Monti- cello, and Peu'insidar, and the side-wheel steamers Bidtlmore and Hdin Ward. Previous to the completion of the Welland Canal the transportation of freight o\er the portage from Queenston to Chippewa had come to be ([uite a large business, giving employment to many "teamsters," for the entire trafJic between Lake Erie and Ontario at this point was by means of the old-fasliioned lumber-wagon. At the Sault Ste. Marie portage, Mr. Keep informs us that " one old grey horse and cart " did the business for a time, but as the volume of trade increased tw^odiorse wagons wxn-e employed until 1850, wdien a light tram-road was built by the Chippewa Portage Compan}^ operated by horses, which with a capacity for moving three or four hundred tons of freight in twenty-four hours, answered the purpose up to the time of the opening of the canal in 1855. ifi' ^i' L'oS IflSTOHY OF STh'.lM AM VKlATIOX. The Canadian Canals. Before the construction of canals tliese great inland waters were of but little value to conniierce, the only means of reachin<^ them beinf Lower Canada, appreciating the advantages of improvtjd navigation, made liberal appropriations to that end, resulting in the comple- tion, in 1804, of a channel three feet in depth along the shore line of the Lachine Rapids connected with short canals at the Cascades, 8i)lit Rock, and Coteau du Lac, which were provided with locks eighty-eight feet lonof and sixteen feet wide — small dimensions, perhaps, but at the time regarded as a vast improve- ment, admitting of the passage of " Durham boats," which then took the place of bateaux, with ten times their capacity. Two small locks had also been built at the Long Sault rapids, above Cornwall. But at many points the aid of oxen and horses was required, and for many years, up to the opening of the St. Lawrence canals, indeed, the chief cash revenues of the farmers along the river front were 'lerived from the towage of barges up the swift water, in many cases to the serious neglect of their farms. In the * Brvce's "Short History of the Canadian People," p. 3.S3. 17 ' illi ^ A % 9\ /; r^ / o 7 M 6^ m 262 III STORY OF STEAM XAVKIATIOX. long, 45 feet wide, and 9 feet deptli of water, costing $2,149,128. Tlie recent enlargement, connnenced in 1875, cost .S(i,:)OO,O0O. By this the locks were increased to 270 feet in length and 14 feet depth of water thronghont the canal. The Wellaxd Canal. II ijiii M li • I i,; it. mi ' yi ■■)' ! ft i if The necessity of devisino- means to overcome the stupendous obstacle to na\igation caused by the Falls of Niagara had long been apparent, but it was not until 1824 that work was commenced on the Welland Canal which was to connect Lake Ontario with Lake Erie and the west. This important work was com- pleted in 1829, chieliy through the energy and perseverance of tlie Hon. William Hamilton Merritt, son of a U. E. Loyalist family, born in New York State in 1793. A man of great enterprise, he had this project on the brain for years, but like Cunard and his steamships, had difhculty in " raising the wind " — the people and the (lovernment of Upper Canada being at that time both alike poor. He crossed the Atlantic, and, on the ground of military expediency, was said to have secured a subscription of £1,000 from the Duke of Wellington, which greatly aided him in the formation of a joint stock company who carried the work to its successful completion. The original locks were constructed of wood, 120 feet in length, 20 feet wide, with 7^, feet of water on the sills. The entire length of the canal was twenty-six miles. This accommodated vessels carrying 5,000 bushels of c-^"^^ STEAM OX THE (/NEAT LAKES. 263 wheat. Half a million of pounds were spent upon it up to the year LS41, wlien it was assumed l)y the United Canadas* and inuaediate steps taken for its eidaroenu'iit. With locks 145x20 x 9, vessels loaded with 20,000 to 23,000 bushels could pass from lake to lake. A second enlargement (1873- 'S3) increased the depth of water to twelve feet ; and a third, in 1887, gave the canal a uniform depth of fourteen feet, admittintjj tlu; passa<»;e of vessels with a carrying capacity of 75,000 to 80,000 bushels. When this depth shall prevail throughout the entire system of the St. Lawrence canals, vessels of 1,(500 to 1,800 tons ren^ister will l)e able to bring full carmoes from the Upper Lakes to Montreal, and to cross the ocean if their owners see fit.-|- In the meantime the Montreal * Kingsfo'd'.s " Canadiuii Canals"' (Toronto, 18(io) contains an elaborate history of the Welland and the financial difficulties that attended its construction. The Imperial (iovernnient seem to have contributed some £'}'), oo~) towards it, while stock was taken in the enterprise In' in V. \ I U 1 ■ 1 ! 1 1 1 ; 1 ,j,p fr i' ,1 i) t i <| ia : 1 1 1 1 i ^ ' i t I'iiili '"" ,1' i|: 1 1:;. I'r ■!' tlij ij' M STEAM OX Tllh: a HEAT LAKES. 265 mile — in all 71 J miles, with 08 locks, and 5.")1| feet loeka<>o. In 1871 the Government decided to enlarge the locks of the whole system to 270 feet by 45 feet, and to deepen the canals to fourteen feet. These dimensions were decided upon after consultation with the Boards of Trade of Oswego, Toledo, Detroit, Milwaukee and Chicago ; but so great has been the increase of connnerce on the lakes since then, so much larger are the vessels now employed in the trade, and so keen has the competition become in the trans- portation business, it is already apparent that the limiting of the locks to 270 feet has been a mistake, and that before the work in hand is finished there will be a call for locks of at least double that capacity. Under the new arrangement the Lachine Canal has two distinct systems of locks, giving two entrances at each end. The Cornwall Canal has in the same manner two sets of locks at its lower entrance, and Las in other respects been greatly improved. Tiie Beauharnois Canal was not enlarged, but, instead, an entirely new canal on the north shore of the river is being constructed, fourteen miles in length, of the same dimensions as the other en- larged canals, at a cost of $5,000,000. The total cost of the St. Lawrence canals and river improvements west of Montreal has been $29,000,000; of the Welland Canal, $24,000,000; the Sault Ste. Marie, $3,258,025 ; of the Ottawa and Rideau canals, about $10,000,000; and of the whole canal system of the Dominion about $75,000,000. The total revenue i'i ■:rii> i ! J % \ jr IB r ' liiiH iiliin^ Bi ! Ill 2C)G iiistohy of steam navkjatiox. derived from tolls and hydraulic and other rents for the year 1895 was $839,890.49; 2,412 vessels passed through the Welland during the season of 1894, carrying 1,008,221 tons of freight. The quantity of freiirht moved on the St. Lawrence and Ottawa canals was 1,448,788 tons, and on all the canals over 3,000,000 tons, whereof the products of the forest, 1,077,083 tons ; agricultural products, 993,348 tons — the remainder being general merchandise and manu- factures.* The deepening of Lake St. Peter and other shallow reaches of the St. Lawrence between Montreal and Quebec has created what may be called a submerged canal, fifty miles long, three hundred feet wide, with a minimum depth of 27 J feet, permitting ocean steamers of the largest class now in the trade to discharge their cargoes in the port of Montreal, wdiicli is undergoing enlargement at the present time at a cost of many millions of dollars. ]3uring the season of 1897 the number of sea-going vessels that arrived at Montreal was 796, w^ith a total tonnage of 1,379,002; 752 of these were steamers, aggregating 1,368,395 tons. The inland vessels num- bered 0,384, wiih a tonnage of 1,134,346. The sea- going steamers were eighty-three in excess of the previous year, with a marked increase of tonnage, i" During that summer steamships of 10,000 and even 12,000 tons burthen were to be found loading and discharging cargo alongside the wharves of Montreal. * " llepoit of Doniiiiion Railways and Canals, 1805," p. 2o(>. t " Montreal Board of Trade Report, 1897, ' p. 70. STEAM ON TIJ/'J UREAT LAKES. 267 The total value of merchandise exported from tluH port durino- the year 1897 was $55,15(),9.5(j. The chief articles of export were as follows : Profluci' of tlif iMiiK's ,, ,, tishi'rics ,, II fort'sl Horses HoriiedCiUtle ■ Sliei'i> Mutter Cheese Ejrt's . - - - Meat of all kinds Wheat India!) Corn other jrrains (harlev, oals, i)eas, et< Klour Ai)ples Manufactured and miscellaneous ai (Juaiititii. ides Niunher) I'i,l7!» If 11!).18S tt ()(;,:{i'.» (Pounds) l(),r)!>4,«24 11 102,:V2"2,42() (Dozen) 4,8(M),()11 (I'ounds) l(i,:{77,8(H) (Bushels) !),!)( K),.'J(t8 II 9,172 t)7fi M 10,298,444 (Barrels) 89l,r)(ll It 175,194 . I'alitc. *188,127 "Mt 120,242 (HI .■..7;n,r.8;{ m 1.20r),941 0(1 7,ir)!,280 (H) ;!40,(M)O ir) 00 I4,;i2r),i7(i ,782 (M) l,:{4r),894 (H) 8,41.'),2<51 IHt :5,121,7.');{ 00 :{,904,128 00 ;{, 120,253 00 :{50,t I ' m iir iiii iiiiiil ^ 11 'J ' I I I I i 270 HISTOHY OF STEAM XA VH.'ATIOX. lake sliipyards, sixty-five vessels, thirty of which arc steel freight steamers which u'ill average 400 feet in length and 4,000 tons capacity — costing in all J?l),000- 000.* i^p to a coni])aratively recent date the hulk of the lakes connnerce was done hy sailing vessels. Kvery town of any importance had its little fleet of schooners. As time went on, the vessels increased in size, and eventually a very tine class of three-masted schooners, with some brigs, bar' ■ I ■ j 1 H i.4i It I i! II I Zenith Transportati(3u Company, is of the same dimensions, less one foot in deptli. She is now the hxr^est o'rain carrier on the lakes, having capacity for 21.^,000 bushels. The Minnesota Iron Company have a fleet of fourteen steamships, each canying from 100,000 to 180,000 bushels of orain. The Lehio-h Valley Transportation Company own a fleet of laroe and powerful steel freijLi^ht steamers which ply bt;- tween Buffalo and Chicago. These are but a few of the many transportation companies that do business on the (h'eat Lakes. As to the vessels at present employed in the trade, it is safe to say that they are to be regarded only as the precursors of a still larger class of freiii'ht steamers that will navio-ate these Walters when the contemplated twenty-one foot channel shall have been establishe) ■ f . , n i ■'Hi - ■ ' i jl' fil!: i !■. l!; 270 mSTOh'Y OF STEAM XA VWA TIOX. It helps one to realize the iinineusity of the lakes' traffic to learn that the number of vessels that cleared from the district of Cliicao;o in 1893 was 8,78P, with a gross tonnage of 5,449,470 tons — actually a larger tonnage thai\ cleared from the port of Liverpool in 18!)2.* The tonnage passing down the Detroit River from lakes Superior, IMichigan and Huron, during the seven or eight months of navigation, is, by official statements, greater than the entire foreign and coast- wise trade of London and Liverpool combined in twelve months. It is estimated by competent experts to be three times greater than the foreign trade of the port of New York, and to exceed tlie aggregate foreign trade of all the seaports of the United States by 10,000,000 tons ! Sault Ste. Marie Ship Canals. To accommodate the vast volume of traffic emanat- ing from Lake Superior ports, magnificent canals have been constructed on either siile of the St. Mary River, which connects Lake Superior with Lake Huron. These works, the most remarkable of their kind in existence, have reached their present dimen- sion by a succession of enlargements and a large out- lay of money. The first canal on the western or American side of the river was constructed by a joint stock company formed in 1853, who undertook to con- struct it for the State of Michigan upon receiving therefor a grant of 750,000 acres of land. The work * «* Chicago Board of Trade Report, 1895." STEAM COMMEUCE OF THE GREAT LAKES. zt i was coiiiploted in 1855, and from tliat date the coin- morce of Lake Superior may bo said to liave had any appreciable existence. The opening of the canal was, as it were, the opening of a sluice-gat«5 through which a flood of connnerce was soon to roll. The first canal cost about $1,000,000. It wao a little over a mile in lenoth. Its width at the water line was 100 feet, and its depth 12 feet. There were two locks, each 850 feet long and 70 feet wide. The growth of traffic and the increase in the size of the lake vessels soon rendered it apparent that the canal must be enlarged. In 1870 the United States Government made its first appropriation for deepen- ing: the canal to 16 feet and increasinij its lockaiie. A new lock was built, 550 feet in length by 80 feet in width, and 18 feet lift, at a cost of 5*2,404,124.88. The work was completed in 1881. Its opening was followed by an enormous increase of connnerce — so nmch so that it soon became quite ina > 1 ( 1 y 1 4 I. 1 1 1 ; .1 ' m H [\ ■ M ■ ST/UM COMMKIiCn OF TIIK UREAT LAKES. 279 of sawed lunilxT : 100,3.*]7 tons of niamifacturod and pier iron; 209,019 barrels of salt— in all, 15,002,580 net tons of freii^lit. 'I'he froijxKt traffic of the St. Mary's Canal, in seven months of 1895, was more than twice that of the Suez Canal, which is open all the year. During the year 1897 it was iniich greater than in any previous year, the registered tonnage being 17,019,933, the tons of freight 18,- 218,411, and the number of passengers 40,213. The gradual development of .steam navigation on Lake Superior is shown in a table of parallel columns, extending over thirty years. In 1804 the sailing vessels that used the canal were three times as numerous as the steamers; but in 1895 the steamers were three times as numerous as the sailing vessels, and they had increased enormously in ton- nage. The number of sailing vessels built on the Great Lakes in 1890 was nineteen ; in that year there were built seventy-five steamers, aggregating 75,743 tons register, and of these thirty -five were built of steel, with a combined tonnage of 03,589 tons. The principal ship-building yards on the Upper Lakes are at Buffalo, Cleveland, Deti'oit, Bay City, Milwaukee, Chicago and Superior. At most of these points there are plants for the construction of iron and steel vessels. It is said that Cleveland is the largest ship-building port, and also the largest iron ore market in the United Strites. The transportation of iron ore, it will be noticed, forms a large element in the commerce of Lake M Pi!! It iiiiiHi -fi r if !l I f i, 280 IIlXTOIfY OF ST NAM XA VKIA TION. SujM'rior. Not only is i\\v. oit I'ountl in ;j^rt'at altuinlanci! in that re<,a()n, but it is the best in <|uality and i\w most in ital en<4a;j,«'d in iiiiiiiii;^ and trans) )ortin;^^ the ore to the 120 furnaei's in Ohio, Peinisylvania, Pniflalo and Chicago is aljout S2;J4..()()(),000.* IJut for the nunil^er and tho size of the steamers thus emi)loyo^ 1 'Jit 'S. km! HIT inilfjs lon^, witli ri^^rjity-tliroc locks, (»ach 90 Tt'i't l)y 15 feet, and 4 feet «le|)th of water. The first enlai'irenimt of this canal was coi Miienced in 1 8:i(i and eoni])l('ted in 1 8(52, at a cost of S?44,4(5:),4 1 4, making the entire cost up to the last-named date over 5?:)0,00(),00(). It is now \\:^\\ miles in length, 70 feet wide on the surface and oG feet wide at tlie bottom havin<,^ 72 locks, each I 10 feet 1>^^ IS feet, ann;;th- enin^ all the locks, Tlu're will be no increase in the w'i m m i i m\ ml 286 HISTORY OF STEAM NA VKIATIOX. the lakes previous to this under different names. The other two are fine steel ships, built by Aitken & Co. of Glas ■ ; ' iJM ' II Llu.^ .„.j 288 IIISTOh'Y OF STEAM XA VKIATIOX ports, Kin;^.ston {ind JMontrcal. The Collins Bay Kaftino- Company has on the same route three steamers, three lake bart^^es, and two tug steamers. The Jac(|ues & Co.'s Line has two steamers running from the head of Lake Erie and one from the head of Lake Ontario to Montreal. The Great Northern Transit Company, with liead- ([uarters at Collingwood, has four freight and passen- ger steamers — the Majestic, Pacific, Atlantic, and Northern Belle — keeping up a well-appointed service twice a week from Collingwood to Sault Ste. Marie, and having connection with the Northern Railway to Toronto. The Majestic, built at Collingwood, is a steel screw steamer, 230 feet long, 30 feet wide, 1,600 tons register, and cost SI 2.") ,000. She has compound condensing engines of 1,200 horse-power, and is fitted up internally with great elegance. The North Shore Navigation Company has five excellent steam- ers plying on the Georgian Bay and northern shores of Lake Huron from Collingwood and Owen Sound to Sault Ste. IMarie and Mackinac Lsland, where con- nections are made with American lines of steamers to Chicago and other ports on Lake Michigan. The steamers are the (rtty of Collingwood, 1,400 tons; (Hty of Midland, 1,300 tons; City of Toronto, SOO tons; City of Parry Sound and City of London, each 600 tons. Reference will be made hereafter to steamers ply- ino; on Lake Ontario and the River St. Lawrence. STEAM rOMM/'Jh'C/'J OF rilE (UiEAT LAKES. 2S0 I The Transpoutatiox Business. Ill the matter ot* transportation it may be in- terestin^j^ to learn how a consignment of wheat is *'lian(lled" from the time it leaves the field in Manitoba, where it is grown, until it reaches its destination in Liverpool or London. When there 11- 11 C. p. R. GRAIN ELEVATOR AT FORT WILLIAM, ONT. were only a few hundred thousand bushels to be sent to the seaboard, the means of transport were very simple and primitive. It was carried on men's backs from one conveyance to another, and floated down rivers or shallow canals in small boats or on rafts of timber. But when the thousands became millions the problem of cheap transportation became a serious 290 IIIHTOHY OF STEAM AM VKIATION. jfP ! 1 tH M ii m i'mI iitt!' . 3i J i,^ m i m L^ IM^ ono. Anu'ricaii in^t^iiuity rose to the occaHion and invented the most marvellous of labour-savin^^ ap- pliances — THE GRAIN ELEVAT(Jll. The farmer sells his crop of wheat to the grain- dealer, and carts it, say, to Brandon, where the pur- chaser takes delivery of it at his elevator. Let us examine this thing somewhat miinitely, taking by way of illustration ore of tlie elevators belonging to the Canadian Pacific Railway Company at Montreal. It is a medium-sized one, having capacity for storing about 600,000 bushels of grain. The same company's elevators at Fort William and Port Arthur are much larger, having capacity for 1,500,000 bushels. In Chicago and Buffalo there are elevators of three millions of bushels capacity ; but, whether larger or smaller, in their main features they are all alike. The elevator is a wooden structure of great strength. Its massive stone foundations rest on piles ind^edded in concrete. The framework is so thor- oughly braced and bolted together as to give it the rigidity of a solid cube, enabling it to resist the enor- mous pressure to which it is subjected when filled with 18,000 t(ms of wheat. The building is 210 feet long, 80 feet wide, and 142 feet in height from base- ment to the peak of the roof. Including the steam- engine (built at the C. P. R. works) of 240 horse- power, the entire cost of this elevator was $150,000. It consists of three distinct compartments — for re- ceiving, storing, and delivering grain. On the ground floor are two lines of rails by which the cars have I ST/'LIM COMM /•:/!('/'] OF TII/'J (IIIILAT l.AK/'JS, 291 HI inf^n'ess and oe retiuired, are used at the London docks, and aie said t(» be capable of transferring wheat at the rate of a bundled and fifty tons an hour — Vide Strand Maf/azine for May, 1898. 19 ■ n m i i- i;. 292 III S TO I! r OF STEAM NAVWATIOX. into tlie upp(3r regions in fifteen minutes. When all the leos are at work 30,000 bushels are handled in an hour. The foui'-story house on top of the <^ranary contains a number of ditierent mechanisms. In the uppermost flat the leg's revolvin}. It I ! : lli'^ ■ i 1 i ■ il 1 ': ; 1 1 1 ' i^ \ i I 4 !v!i I! i) III II jiriiiiii m m 111' !^ fl ifj ik. 3 i 'S P 1 J ^^ 'i y. -ti-. 294 iiisTonv OF sTi<:.\ m xa via a tion. Williiini, a distaiKHi of o;")!) inileH l)y railway. The consijL^nniont is tlie pnxlucc of 1 1,000 acres and weighs (),(»00 toiiH. It will load \V.)0 l)ox-car.s, uacli containing 40,000 pounds. As eacli car W(3ifjlis about 2'),0()0 pounds, th(3 entire wei,0(HI bushels ; one by the Moore Company, for r)00,00() bushels, and one by James Richardson & Sons, for 2r)0,000 Inishels. Tlie Prescott Elevator Company has erected one at Prescott of 1,000,000 capacity, and still another has been built atCoteau Landing in connection with the Canada Atlantic Railway system, with 500,000 capacity. All indications are that the enlargement of the 8t. Lawrence canals is confidently expected to result in a large increase in the Canadian grain trade and for- warding business. There are sixteen tloating elevatois in Montreal harbour, capable of handling from 4,000 to 8,000 bushels of grain each per hour. p I I , i i 1 » i I ' 3 '1P "' \i u --■.■: ^ i 1 II. 29G msTonr or stI':am am vicatiox. Mr. }Iu<;li McLt'iiium, tilt.' piv.sideiit ut" the Montreal Transportation Company, is also one of tlio most extensive shippers of «,a'ain in Canachi. No hetter ilhistration can he ftanid anywliere of the man who is the ai'cliitect of liis own fortune. Mr. McLenjian was ))orn in the County of (ik'n^arry in 1825. Mis father's family eame from Koss-shire, Scotland, in 1802, and his mother's family were United Eir.pire Loyal- ists, who settled in Clen<^rariy at the close of the American War of lndep(!ndence. After .servint,^ some years in the hardware business in Montreal, Mr. McLennan joined the mail steamer Gfinadd, as purser, under Captain Lawless. In 1850 he started business on his own account in Kiuf^ston, as whartint^er and shipping agent. During that season he united with some others in organizing a steamboat line to run between Kingston and Montreal, in the furtherance of which enterprise he removed to Montreal in 1851, adding the business of general shipping agent. In the year 1854 he was joined by his elder brother John, when they entered exten- sively into the grain trade, Mr. McLennan going to Chicago in connection with that business. In 18(j7 he returned to Montreal, and organized the Montreal Transportation Company, of which he has been president to the present time. Mr. McLennan's name soon became identified with many of the leading enterprises of the city, as well as in its educational and benevolent institutions. He still continues his active connection with the trans- portation and grain exjDort business, and by reason of l|L, . fiiltuj'f- I'M? ,1 [J , M- ',n / ( liW 4 i; 1 I nn i 1 STEAM COMMERCE OF THE C It EAT LAKES. 297 his lonfi^ coT'nection luis become an acknowledged authority in everything pertaining to the past history of the^e important 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 season. He is a director of the Bank of Montreal, a governor of McGill University, and of the Montreal General Hospital, and is treasurer of the Sailors' Institute. He is also an active '.iiember of the American Presbyterian Cliurch. A large proportion of the wheat grown in the Western States and in Canada is made into flour and transported in that form to eastern and foreign markets. Minneapolis, in the State of Minnesota, claims to be the greatest Hour manufacturing centre in the world. Its milling capacity is said to be 54,800 barrels daily. Its actual output in 1895 was 10,581,- 633 barrels. Although Canada may not compare with Minneapolis in its annual output of flour, she claims io have the largest individual miller in the world, in the person of W. VV. Ogilvie, of Montreal. Mr. William Watson Ogilvie was born at St. Michel, near Montreal, April 14th, 1836, being descended from a younger brother of the Earl of Angus, who, some centuries ago, was rewarded w4tli the lands of Ogilvie, in Banffshire, and assumed the name of the estate. His innnediate ancestors belonged to Stirling- shire, Scotland, his grandfather having come to this country in the year 1800. ■PiF 298 HISTORY OF STEAM NAVIGATION. WM iii 1 '' , ; -■■'■ ! 1 ■ I Hi, i 1 \ \ % ■!' ■% r \ k The milling business now represented by Mr. Ogilvie was begun by his grandfather, who, in 1801, erected a mill at Jacques Cartier, near Quebec, and also one at the Lachine Rapids, in 1808. In 18G0 he became a member of the firm of A. W. Ogilvie & Co., then formed, whose transactions in grain soon became very extensive, resulting in the building of the '' Glenora Mills," at Monti eal, and others of large capacity at Goderich, Seaforth and Winnipeg. On the death of M^- John Ogilvie, in 1888, Senator A. W. Ogilvie, having retired in 1874, Mr. W. W. became the sole member of the tinn, and has since proved himself a man of marvellous executive ability. He went to Hungary to see the rc^ller process at work, where it came into use in 1868, and was one of the first to introduce it into this country He acquired by purchase the famous Gould Mills in Montreal, at a cost of S250,000, thus adding 1,100 barrels to his daily milling capacity, which, at the present time, is about 9,000 barrels a day. The annual output of Mr. Ogilvie's mills is about 2,500,000 barrels. About JiO per cent, of that amount is exported to difierent European countries; and, recently, a demand has arisen in Japan, Australia, and even in the Fiji Islands, for "Ogilvie's Hungarian Hour." The balance is sold in all parts of the Dominion. Mr. Ogilvie purchases between four and five millions of bushels of wheat annually, and is rich in elevators, having as many as sixty-nine of these for his own special use in various parts of the country. In carrying on his extensive business he occasionally charters whole STEAM COMMERCE OF THE GREAT LAKES. 299 fleets of lake steamers and Imr^es, and it is said of him that he is as fair in his Ijusiness methods as he is generous in his charities. Mr. Ogilvie is a director of the Bank of Montreal, ex-President of the Montreal Board of Trade, and largely interested in several of the leadinof commercial interests of Canada. Deei'ER Waterways. The enlargement of the St. Lawrence and Erie ctuials cannot fail to prove advantageous to the inland shipping trade ; but, so far from solving the ((uestion of " cheapest transportation," it seems rather to have accentuated the demand for greater facilities of a like kind. The cry for " deeper waterways " has been in the air for many years, but never has it been louder than just now. The tirst enlari-ement of the St. Mary's Falls Canal in 1881, and the subseciuent deepening of the channels connecting the Upper Lakes had the efiect, almost inniiediately, of doubling the tonnage of vessels plying the lakes and of pro- ducing a corresponding reduction in the rates of freight. The increase of the commerce of the lakes, incredible to those who are not engaged in it, and what appears to be its limitless future, liave been keenly discussed in conventions as well as on the floors of Parliament and Congress for a number of years past, but it was only in 1894 that the movement assumed an organized form. 1; • •' '■' wwi * ; 11' It '* i HH ^ t lipHi' m iHii m 300 HISTORY OF ST I'] AM NA VWATIOy. At a meeting held in Toronto in September, 1894, there was formed "The International Deep Water- ways Association," the declared object of which was " to promote the union of the lakes and the high seas by waterways of the greatest practicable capacity and usefulness ; and recognizing the supreme utility of such waterways' development." At that meeting it was resolved : " That the depth of all channels through the lakes and their seaboard connections be not less than twenty-one feet, and that all permanent structures be designed on a basis not less than twenty-six feet, in order that the greater depth may be (j[uickly and cheaply obtained whenever demanded by the future necessities of commerce." On the 8th of February, 189."), it was resolved by the Senate and House of Representatives of the United States of America in Congress assembled, " That the President is authorized to appoint three persons who shall have power to meet and confer w^ith any Similar committee which may be appointed by the Government of Great Britain or the Dominion of Canada, and who shall make in(piiiy and report whether it is feasible to build such canals as shall enable vessels engaged in ocean commerce to pass to and fro between the Great Lakes and the Atlantic Ocean, where such canals can be most conveniently located, and the probable cost of the same, with estimates in detail ; and if any part of the same should be built on the territory of Canada, what regulations or treaty arrangements will be necessary between the United States and Great Britain to STEAM COMMERCE OF THE dREAT LAKES. 301 preserve the free use of such canals to the people of this country at all times." By an order of Council dated at Ottawa, l4th December, 1895, Messrs. O. A. Rowland, M.P.P., of Toronto, Thomas C. Keefer, C.E , and Thomas Munro, C.E., of Ottawa, were appointed Connnissioners on behalf of the Canadian Government to meet and confer with the Connnissioners appointed by the President of the United States on this important su))ject. Several meetings of this International Waterways Commission have been held, a good deal of money has been spent in preliminary surveys, and reports favourable to the proposal, embodying much exceed- ingly interesting information as to the amount and rapid growth of the commerce of the lakes, have been submitted to the respective Governments. The American Connnissioners favour the construction of a series of ship canals connecting Lake Erie with tlie seaboard, suggesting that the minimum depth of navigable water should be 28 feet, with canal locks 560 feet long and 64 feet wide. They present a choice of routes: (1) "The natural route" via the St. Lawrence to Montreal, and via Lake Champlain to the Hudson River. (2) Via Lake Ontario to Oswego and thence through the Mohawk Valley to Troy on the Hudson. The latter would be entirely through United States territory ; the former would necessarily be of an international character, and pre- ferable, provided that satisfactory treaty arrangements could be effected for the settlement of any differences 302 HISTORY OF STEAM NAVIGATION. that iiiii^lit arisL' betw(3en tlie two Goveniinonts interested. In either case the construction of a ship canal at Niagara Falls on the American side of the river is jiult^ed to be necessary. The international route would involve a ship canal from some point below Ogdensbur<^ to near the boundary line on Lake St. Francis, and thence throu<;h Canadian territory to Lake Champlain. The Canadian Commissioners in general terms endorse the international proposal as the one " wdiich would give an opportunity of doing what our canals were intended to do, but have failed to do, that is, to obtain the maximum amount of the western trade for the St. Lawrence route." It is agreed that the class of vessels adapted to the Welland and St. Law- rence canals, limited to a draft of fourteen feet, can never compete successfully with the large United States vessels plying on the Upper Lakes ; and the fact that these larm* United States vessels are unable to leave the Upper Lakes, "seems to embrace the whole ' Deep Waterways ' (juestion in a luitshell."* Regarding Montreal as a seaport and the natural outlet for the connnerce of the West, it is conceded Hi- ■ •t; ■; i- ::;; jf i V ' * i 1 J i ; ' til;' ||i ! *Tlie following paragraph, taken from the North- We.stern Miller for November 12th, 1897, doubtless reflectK the opinion of the majority of Western grain dealers in the United States, with whom the feeling of sentiment for the " natural route " is of small account : "The steel barge Amazon left Fort William recently loaded with 205,000 bushels of Manitoba hard wheat for Butt'alo, indicating that the Buttalo route is still at its best, and that the nionster craft is cutting off the Montreal route as effectively as could be desired by any rival." STKAM CO.UAfEIfCE OF THE (HiEAT LAKES, .?03 that its luir])our accoiiiinodation iiiUHt ])e largely in- creased, that it sliouM be furnished with the best known appliances for the stora^ije and shipment of TKK X. IN THE PROVINCES OF THE DOMINION. The History of Steam Navigation in the several Provinces of the Dominion and XewfouiKlland. In the Province of Quebec. A MONG the names of those who were chiefly con- /v nected with the introduction and development of steam navigation in this province may be men- tioned tlie Hon. John Molson, Messrs. John and David Torrance, and George Brush. The founder of the Molson family and father of the steamboat enterprise in Canada came to this country from Lincolnshire, England, in 1782. Two years later he returned to Britain and raised money on his paternal estate to erect a brewery in Montreal. Subsequently he sold his English property, which enabled him to complete the Canadian enterprise that eventually grew into an extensive and lucrative business. Mr. Molson was an excellent business man aiid did much to advance the commercial and educa- tional interests of his adopted country. He was President of the Bank of Montreal from June 1826 20 I!,' 308 iijsroin' or steam xavkiatiox. till his (Icalli, which ofcurrcij in .Montfcjil in 1-}. Alter some time spent >n mei'- cantiie ])Ui'suits, he eni;'a;;rush died in .Monti'eal, at the advanced ami of ninetv veai's .ind two months, 'i'he i'olhjwine' extracts I'l'om memoranv hi.Mi are interest- ine- and v;dual»le : " 'i'lui steam-en-e (LSI 7), wer<; all made })y Bolton & Watt, of Solio, Ene-land, who would not allow moi'e t]\iu\ four pounds pressure of steam ; and a hand-))ipe was usey <;i'avitation. 'I'he first steam-en^^ine built in Canada was in 18 li), foi- the Montreal, a small ferry-boat, of nbout foui'teen horse- power, b\iilt by Jolni J). Ward, at the Ka;;l(3 Foundry. In 1823 the merchants of IMontreal formed a stock coMij iiy for the purpose of buildin;^- tow-l)oats. I was employed ]>y that comj)any to Iniild their l)oats. l^H \n r. /x '/'///■: ri!()vix,'i:s of the domixiox. :'.1 I 'rih' tii'st Ctlic IlrrciiJcs) \\v ])uilt in Muiin's shipyarc!, iiljoiit where II. \' A. Allan's otlicj' now staii' ii: !^i: \ 312 IIISTOHY OF ST /'JAM XA V Id ATI OX. engiiiLMl by Ward, Hnisli & Co., with a pair of side- lever eiifi^ines, and proved to be one of the fastest vessels in the Royal navy of tliat time." Connected with Mr. Brush there is a fjood fish story, wliich is ])etter autlienticated than some of that class that have passed 'current. A pike headeit of ntihvay is oiu^ ol' the oldest in Canada, and is further reinarkalile as ])ein^" the only one of .") feet (5 inclies j^au«;e in the country. It was |)Urehased l>y the Ottawa River Njivig.ition Company in IS')(), and is operated oidy in connection with their steamers, not ])ein;^ used in winter. The completion of the ({renville Canal in its orioinal form opened up a new i-oute to the West, somewliat circuitous, doubtless, but witli ^roatly increased facilities for the transportation of merchandise, tlie immediate effect of which was to transfer the great bulk of west-bound traffic from tlu; St. Lawrence route to that of the Ottawa and Rideau. Al)out this time was formed " The Ottawa and Rideau Forward- ing Company," by leading merchants in Montreal, with Mr. Cushing as manager*. A few years later the forwarding business became a lucrative one, and was cai'ried on by a nund^er of prominent firms repre- sented at Montreal, Prescott, Brockville and Kingston. Cluef among these were tlie Messrs. Macpherson, Crane & Co., Hooker & Jones, Henderson & Hooker (afterwards Hooker k Holton), H. 6.>: J. Jones of Brockville, and Murray & Sanderson of Montreal. Messrs. Macpherson and Crane were easily the foremost in the enterprise, for they owned a private lock at Vaudreuil and thus held the key to the navigation of the Ottawa, and had complete control of the towage until 1841, when Captain R. W. Shepherd, then in command of the steamer i^t. David, belonging to a rival company, as the result of a clever and hazardous experiment, discovered a saie channel through the Ir' '■ ' ' /.v y/A/v rnovixcEs of tuk noMismx. •>!'•> ra\)icl.s at >St. Ami's, which jmt an vwA to tlio monopoly. Up to 18:^2 the lon«;- porta<;'0 bL'twecn ( arillon and (iJrcnvillc was a soi'iouH drawback to tratlic, neces- sitating- a , and whieli commenced to ply tlie followin*^' year between ({renville and Hull, coverinf,^ the distance of sixty miles in about 24 hours 1 On the lower reach the Will HI m Kiiui be<(an to ply about iS'iO or bS27, at first commanded by Captain Johnson, afterwards by Captain De Her\.'i. The aS7. Aridrnv followed soon after. In IS2S the Slmnnon, then consideretl a lari^^e and p()W(n'ful steamer, was built at Hawkesbury and })laced on the upper route, connnanded at first l)y Captain Grant and afterwards by Ca])tain Kaines. At the height of the forwarding ])usiness on tlie Ottawa, Maepherson & Crane ownevi.\('h:s or the noMixiox. \vi\ J }i[)j)li('s ill sonic (l('»:jr(M', indciMl, to tli«' early history ol' stL'jiin on tli«» Ottawa. 'J'lic »S7. Ihii Id was the only steanu'i' that conld pass thi'ou«;'h the (irenville Canal in liS41. The tirst truly passenger sorvicc on the Ottawa commenced in 1842 with the Oldjield on the lower route and the Porcupine on the upper. In 1840 the Oldjiddwan purchased by Captain Shepherd and others who t'oniied a private company naiiUMl the " Ottjiwa Steamers Company." The steamer 0////w'a Chief was built by that comj)aiiy in 1848, but she was found to draw too much water, and in the follow- ing sprino- was chartered by Mr. Hamilton and ])laced on the St. Lawrence route. The Lad/j N/m/wor?, built in 1850, was the precursor of a number of excel- lent steamers that have made travellinj; on the Ottawa popular with all classes. Among these were the Atlas, Prince of M^a^es (which ran for twenty- four years), Queen Victoria, Dagmar, Alexandra, etc. The reputation of the line is well sustained at present by the Emjyress, Captain Bowie, and the Sovereign, Captain Henry W. Shepherd, both very fine and fast steel boats of 400 and 800 tons, respectively. Other steamers in commission and employed in the local trade bear such loyal names as Maude, Princess and Duchess of York. i Captain Robert Ward Shepherd retired from active service in 1853, when he was appointed General Manager of the line. In 18()4 the Steamers Company w^as incorpjorated by Act of Parliament under the name it now bears, the Ottawa River Navigation ii ii m j t\22 If/STOUr OF ST NAM XA VlnATIOX. Cniiipaiiy, of wliich Mi-. Slicphci'd was IVosident as l()n<;'aHli(' lived. Mi". Slicphcnl wasliornat Sliernn<;'- liaiii, County Norfolk, Kii<;'lanent unw^orthv of the vessels. As ffood a breakfast and IX Tfl!'] P/^'OVIXCKS OF TJri<: DOMIXIOX. 325 dinner was served on board as could be desired." Siiclr were some of tlie early steaiid)oats in Uj^per C'uiada more than fifty years ao-o, for wliich the public are indebted to the Hon. John Hamilton, Ui\ Alpheus Jones, of Prescott, Mr. J)onald Bethune, of Cobourg, and Mr. Heron, of Niaoara, as well as to Captains ])ick, Sutherland and Richardson. OLD "Wn.LIAM IV.," 1S:{2. Up to 1837 the lake steamers did not venture farther down than Kingston, but about that time they commenced rumiino- through the Lake of the Thousand Islands to Prescott. From that point the small steamer Dolphin sailed every morning for the head of the Long Sault rapids, enabling passengers to reach Montreal the same evening:. The route was i a2G 'li: ^ilMI il: IIISTOHY OF STKAM .V.I VKIATIOX. iBff!^" lilllii Iroiii Oiekeiison's Laiidiu*;' to C'Oniwall by stage, thence throupi;h Lake St. Francis l)y steamer to Coteau du Lac, tlience by stajjje over a plank i-oad to tlie Cascades, where tlie qnaint old steamer GJiiefhiin would be waiting to convey passengers to Lachine to be driven thence in a coach an\iS('i:s of tiik noMisiox. 3l'; Tlu' eomplctioii ol* tlic cauiils pruparud tlic way lur a larm'T class of straiiiurs bi'tween Lake Ontario and Montreal, and the" Royal Mail Line" was accord in«;ly re-enforced, 'i'lie Pussport was built ot* iron on the C'lyde and })r()Ui;ht out in sections in l-S^T, and is still in commission and in g'ood runnin<4' order. The Mag- net, also built ol' ii'on and on the Clyde, and in which Captain Sutherland had a lai'o-o pecuniary interest, came out shortly after the PiiHsport, and under the name of the Hamilton, in connnand of Captain A. .1. leaker, is now, in her oreen old age, and with lier hull as sound as a bell, performinuf a weekly service l)etween Montreal and Hamilton. The Kingsfoii, since named the Algerian, followed in 1ening of the Grand Trunk Railway in 1855 proved disastrous to the steamboat interests. ]Mr. Hamilton, as well as many others, struggled gallantly for a time, endeavouring to stem the tide of competi- tion with the new system of transportation, but about the year 1862 he was obliged to retii'e from the busi- ness which he had created and carried on successfully for thirty years. The steamers in which he had a large personal interest were sold to a joint stock com- pany, v/hich was named the ** Canadian Steam Navi- gation Company." Mr. Hamilton was appointed General Manager of the new company ; Sir Hugh Allan, President, and Alexander Milloy, Secretary- Treasurer. A few years later Captain Thomas Howard became Superintendent of the line, a position which he held until 1881, when he was appointed Harbour-master in Montreal. He died in Montreal on Easter Sunday, 1898. In 1875 the company united with the Richelieu Company, as already stated. L(fke Ontario. — The volume of steam traffic on Lake (Ontario at the present time, though not to be compared with that on the Upper Lakes, is by no means inconsiderable. From the official " Report of Jving nited tTork. iiner- iiiess, ation 1855 Mr. [intly ipeti- ibout busi- iulJy lad a com- ^avi- inted iugli tary- omas dtion inted al on nited c on :o be y ^^^ rt of ^ m : • \\ m Mlh ■ '% All'-'- -■■>.,!;' " ;■; ,. I' '■I'lA J 4, 'A- X, '.y* '••^.',''-^' , • , '/;h i '. ,"r/. ', '-I. £ x> ■■) ■ p— 1 •^ ■ '■ ',/ ll^ i** ' ■ ;". f.i ■■M •-J ■"" 1 -< » ' ^ < . ' ■ . ' ( .1 -< -^ >'< -• ' M y. /x rill-: /'/,'(}\-/\('/:s or /•///■: domixkkv. .'{i-'D Traih' and N{ivi<;-}iti()ii ol" the Domiiiioii for 1S!».'),' tlu^ arrival and f the again 3f her . The iig, 20 Her ced in iiclied. sailed iptain . On t the I5iiti.sli Lv T//M rnovixcKs or the do.u/x/ox. :}3r) mouth of the Cohnnhi.-i River, having- made th<' voyao-e in 204 days, in her lo<;'-book it is recorded On May IGtli: " Carpenters strip] )ino- paddle-wheels. At 4 pin. engineers got up steam, tried the engines, THK LAST (»K THK OLD "KEAVRR." and found to answer very well : at 5 o'clock, came to anchor, and moored in our old berth ; at 8 o'clock all hands were mustered to ' splice the main brace ' " — a nautical pln-ase used in reference to the custom, less common .ow than then,of celebrating particular events 'Mi . ll . i :f ^i ;HS \W fiii 3.3G inSTOh'V OF STEAM AM [Vr.'.l 770.V. by soi'vinc^ out a libi'ia! supply of rnm. Tlic Hcovcr went into survieo without dulay, running; up and down the coast, in and out oC every bay, river and inlet between Pu<»*et Sound and Alaska, collectinix i'urs and carryintr goods for the company's posts. On March bSth, 184'3, the Beaver arrived at Caniosun witii Factor Douiilas and some of the Hudson's Bay Company's people to found the Fort Victoria, and the first salute which echoed in what is now Victoria harbour, was tired on the l;ith of June, when the fort was finished and the company's flag Iioisted.* "The old steamer Beaver," as she was called, continued her rounds under different owners with remarkable regularity a,nd success until the fatal trip in July, lcS88, when she went on the rocks near the entrance to Vancouver harbour, and was totally wrecked. It was fourt(3en years after the arrival of tlie Benver before much effort was made at steamboating in these waters. About that time several small steamers v^'ere built on the Columbia River. In 1852 the Hudson's Bay Company had another vessel built at Black wall : this was the Otter, a screw steamer of ! I!j - li' * Vancouver Island was at that time a British possession — leased to the Hudson's Bay Conipanv. When ths lease expired, in 1859, the Island was made a Croun colony, and the old fort, with the large cattle farm attached to it, hecaine tl.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 valued at $20,000,000. The Island and British Columbia were made one Province in 18GG, and entered the Dominion in 1871. T Bvitvcr \\\) and ver and )llectin<>' KSts. ived at of the lie Fort what 18 f June, y's flacr le was owners itil the e I'oeks id was of the coating small n 1852 A built mer of ess ion — jired, in rt, with of the lilways, ition of lid and entered IX THE PROVIXCES OF THE DOMIXIOX. -'^37 220 tons, with a pair of condensing engines hy Perm, of Greenwich, whicli took the first prize at the London Exhibition in ISol. The Otter left London in January 185:3, and arrived at Victoria five months later. The year 1858 witnessed a boom in steam navimition, con- sequent upon the rush and wild excitement of gold- seekers to the Fraser River and Cariboo. "The Surprise first woke the echoes in the grand mountain gorges in the wild regions of Fort Hope with the A / ^S=-T '-'K A ^.sMilllad: V i^.^5iJ I fiiTii i I ^ -I / x/ • ■!■< ^ — ;ii im*: ^r""' " i-'^'^^- THE STEllNWHEELER "NELSON," AT NELSON, B.C. shrill scream of the steam-whistle, and astonished the natives with her wondrous power in breasting suc- cessfully the fierce current of the now world-renowned Fraser. That wild and unearthly yell of the imprisoned steam escaping into the free air of heaven must have astonished the denizens of those mountain fastnesses and startled man and beast into the belief that some uncanny visitor, not of earth, had dropped in upon their solitude." Tlie Surjnise was followed by a fleet of small steamboats built in the LTnited States. ''■;■' 1 1 1 ! Hh ' 1 i 1 ^I^^B m fi ^1 ¥^ ' ' ! ' i I • , 1 1 !i; i '^?,^ lllsroHY OF ST HAM XAVKIATIOX. Anioii<( those were; the lin lujcr and Mird and mmense ^r trade. Lnd, 1-40 ' arrival money- er these Moody, Por this as they mother mchere, 32 feet itinned granted etween er first han in ded to id the •ntinu- to the lity of which 'r and IN THK PROVIXOES OF TIIK DOM IK ION, 339 the Kootenay lakes there are some of the finest river steamers hi the Dominion, fitted with every comfort and appliance that experience can suggest. The development of the coast wise trade has also led to the building of special steamers both in British Columbia and also in Enulanhn, in April, 181(5. Her owners were John Ward, Hugh Johnson, sen., Lauchlan Donaldson, J. C F. Brennier, of St. John, and Robert Smith, of Fredericton. This vessel was run between St. John and Fredericton, making the round trip in a week. She started from St. John on her first trip, May LSth, 1810. She was a paddle boat. No official description of her is extant, as the registry book of that date was burned in the great fire of 1877. Later steandjoats on this route were the St. George, John Ward, Fred- ericton, St. John, Forest Queen, Heather Bell, Olive, Prince Arthur, David WeMon, Rothsay (which after- wards ran between Montreal and Quebec), the Fnvn and M/ Queen. The second steamer, the St. George, was launched on April 23rd, 1895, from the yard of John Owens, at Portland, St. John. Her owners were John and Charles Ward, of St. John ; Jedediah Slason and James Segee, of Fredericton — the last-named being the first master of the vessel. Her tonnage was 204i\i; length, lOo feet; greatest breadth, 24 feet 6A inches; depth of hold, 8 feet 6 inches. She had one mast, a standing bowsprit, s<|uare stern, and was carvel built. She had a copper boiler, and, like the General Smyth, made one trip each way between * Information furnished l)y Mr. Keith A. Barber, of H. M. Customs, St. John, N. B. mm ''illHIii 'i 'j ■:ii. t il 344 HISTOh'Y OF STEAM \A Via ATI ON. Fredericton and St. Jolin in a week. The Victornt, the first steam feny-boat between St. John and Cark'ton, conunenced runnin<^^ September otli, IN.'iO. Th(^ pioneer steamboat on the Hay of Fundy was the St. John, bnilt at Deer Ishind, X.B., in 182(). In her was phiced the machinery ol' tlie General HmytJi. Her tonnage was STIm ; lengtli, (S9 feet: breadth, 18 feet; depth, 8 feet. Later boats on this route were the Royal Tar, Fairy Queen, Maul of Erin, Pilots Emperor, Gomifnodore, Envprei^ss, Scud, Secret and City of Monti cello. The steamers at present running from St. Jolui are : to Digby, the steel paddle SS. Prince Rupert, G20 tons, liaving a speed of ISJ knots; to Windsor and Hantsport, N.S., the jH((watli((, 148 tons; to Yarmouth, N.S , the AlpJia , 211 tons : to Grand Manan, the Flushing, 174 tons. The first New Brunswick steamer to ply between St. John and Boston was the Royal Tar, 25()y4 tons, Thomas Reed, master, built at Carleton in 18*J5. She was burned in Pen()l)scot Bay, October 25th, 1836, on her voyage to Portland, Maine, when thirty-two lives were lost ; also a whole menagerie with elephants, horses, etc. Tliis service is now performed 1/ ■ M iiitifiii^ ■ i!»li!il ■]\\/\ i I t : ■ i ^i' y" HI 1 1 !! 346 HISTORY OF STEAM NAVIGATION. its production, belongs rightfully to Canada. Though experiments had been made in using steam twice for the same engine, it was only in 1856 that John Elder, of the Fairfield Ship-building Company on the<)lyde, reduced it to a practical success in Britain, and it was not until 1 870 that it came into general use. Captain Waring states that the steamer Reindeer, 129 feet 9 inches long, 13 feet 8 inches wide and 8 feet deep, was built by Thomas Prichard at Fredericton, N.B., and launched April 20tli, 1845, and that she was fitted with compound engines, the diameter of the high- pressure cylinder being 17 inches, of the low-pressure cylinder 32 inches, and the length of stroke 4 feet 9 inches. " This," says Captain Waring, " w^as the pioneer steamboat with engines using steam the second time. For the first four or five years she was not a success. While the principle was good, the machinery was defective, and between the incredulity of the people and the defects in the machinery she was near being laid up as a failure. After a thorough overhaul, it was demonstrated on her trial trip — the writer being on board — that she was a success, in proof of which the owners of the steamers on the St. John River bought her at an advance of four times what they offered for her in the fall." It is added that the Reindeers machinery was placed in a new boat called ih.Q Antelope, which proved a great success, being very fast. It was next placed in the Admiral, where it now is, the original compound engine of 1845. ffonour to whom Honour ! Mr. Barber states that s H 1 1 i 1111; Though twice for hn Elder, le €lyde, icl it was Captain 129 feet set deep, n, N.B, as fitted le hi^h- iressure > 4 feet ^^as tlie im the he was od, the edulity iry she :>rough [3— the 3SS, in the St. times added a new iccess, yiiral, le of I that IN THE PROVINCES OF THE DOMINION. Ml the first steam fog-whistle in the world was started on Partridge Island, at the entrance of St. John harbour, in 1860, under the snperintendency of Mr. T. T. Vernon Smith. " The whistle was made by Mr. James Flem- ing, of St. John, in 1859." In Prince Edward Island.* The smallest of the provinces of the Dominion and the last to enter Confederation, in 1873, has long been noted for its marine 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 and steel in these days have so largely superseded wood, this branch of industry has greatly decreased in' Prince Edward Island, which modestly claims not much more than 2 per cent, of the registered steam tonnage of the Dominion of Canada. The first steamer to enter any port in Prince Edward Island was a tug-boat, built in Pictou for the Albion Mines Coal Company, and named after the then manager, Michard Smith. She brought over a party of excursionists to Charlottetown, on August 5th, 1830, and returned the same day. On September 7th, 1831, the famous lioyid William, on her first return voyage from Halifax to Quebec, called at Charlottetown, but as the merchants of that place declined to purchase the fifty sliares of stock in the ♦Information supplied l,y Mr. VV. F. Hales, of Charlottetown. ^Hiiii fvl ; ' m i ! i :u8 HISTORY OF STEAM NA VIGATION. new enterprise, whicli they had been offered condi- tionally, .she called there no more. On May 11th, 1832, a steamer named the Pocahoiitaf^, built in Pictou, conunenced to ply between that port and Charlottetown, about fifty miles distant, under ar- rangement with the post-ofKce authorities. Th's vessel was followed at successive intervals by the Cape Breton, the *SV. Ge tons; the Ahenleen, ()74 tuns; thf Acadia, 52G ton.s— all ui' Halifax ; the Lansdovnie, 680 tons, of St. John, N.B. ; the Quadra, 573 tons, of Victoria, B.C. ; La Canadiertne, Ji72 tons, of (Quebec, etc., etc. iti I in I' • 1 I -r:' '^'It f I .I'M Newfoundland.* The history of steam navigation in this province begins with the year 1840, when Her Majest3''s ship Spitfire — a paddle steamer — entered the harbour of St. John's with a detachment of soldiers to strentrthen the garrison. In 1842 the steam-^hip John McAdam visited St. John's, and a number of ladies and gentle- men made excursions in her to Conception and Trinity bays, startling the natives by the sight of a vessel walking the waters without the aid of sails or oars. In 1844 the Goverrnnent arranged with the owners of the steamship North American to carry mails and passengers regularly between St. John's and Halifax. When this vessel first entered the harbour, with her huge walking-beam and a figurehead of an Indian, painted white, half of the populatioi of the city crowded the wharves to see her. She had made the run from Halifax in sixty hours. Soon after this a contract was made with the Cunard Company for a mail service between St. John's and Halifax, fort- nightly in summer and monthly during the winter * By the kindness of Rev. Moses Harvey, D.D., of St. John's. i r • toiiH ; the IIS— all of )1hi, N.B. ; IC; La IX Til /'J rnonxc/'js of the do mix/ox ;ir)5 province sty's ship arbour of trengthen McAdam id gentle- id Trinity a vessel or oars. |e owners lails and Halifax, ith her Indian, the city lade the r this a y for a X, fort- winter iJohn's. months. In 1873 dir^'ct steam conniuniieation witli England and America was established by arrange- ment with the Allan Line for the conveyance of mails, passengers and goods, fortnightly during nine months of the year and monthly during the remaining months, though at a later date fortnightly trips were made all the year round. At the present time there are five regular lines ot steamships sailing from St. John's — the Allan Line, the Canadian and Newfoundland Steamshij) Company, the Red Cross Line, the Black Diamond and the Ross Lines. Besides these, a steamer plies regularly be- tween Halifax and the western ports of Newfound- land ; and two local steamers ply between St. John's and the principal ports north, south and west. The total number of steamers remstered in St. John's is thirty two, with a gross tonnage of 9,272 tons. About 1,500 vessels arrive and depart annually from the several ports of Newfoundland. The sealing fleet comprises some twenty steamers, with a united tonnage of 6,230 tons, and crews numbering 4,080 men. The first steamers to engage in the seal fishing were the Bloodhound and the Wolf in 18G2. The former arrived with 3,000 seals, and the latter with only 1,300. The largest catch of seals recorded was in 1844, when 685,530 were captured. The cod- fishing industry is carried on by sailing schooners. The annual catch in the Newfoundland waters is about 1,350,000 quintals of 112 pounds. But the total amount of cod caught in North American waters is estimated at 3,700,000 quintals annually. Allowing 23 ' ii it -51 ■iil im h !■ f,: m m r 'ili I 1 Mi 'I if !ii ii|' 1 ( .•jno JflSTO/fY OF STEAM NA VKIATIOX. fifty fish to a qviintal, we have the enormous imin- ber of hS5,000,000 tisli caught every year. And still they continue to nuiltiply and replenish the sea! As yet no steamers have been built in Newfound- land. General Summary. The total number of vessels on the registry books of the Dominion on December 81st, 1890, was 7,279, with a gross tonnage of 789,2!)9 tons. Of that num- ber 1,762 w^ere steamboats, with a gross tonnage of 251,17(> tons.* The steam tonnage of the Dominion is divided about as follows: Ontario, 41.1 percent.; Quebec, 32.8 percent; British Columbia, 10 percent.; Nova Scotia, 7.9 per cent.; New Brunswick, 3.8 per cent. ; Manitoba, 2.G per cent. ; Prince Edward Island 2 per cent. The total number of steamers registered and en- rolled in the United States in 1896 (including steam yachts, barges, etc ), w^as 6,595 vessels, with a tonnage of 2,307,208 gross tons.f The total number of steam vessels in the United Kingdom of Great Britain and Ireland, over 100 tons gross, recorded in Lloyds Register for 1896-97, was 6,508; their gross tonnf>ge was 9,068,573 and their net torn ge, 6,143,9.82. Including the British Col- onies, the number of steam vessels is 7,373 and their * " Statistical Year Book of Canada, 1896," p. 280. t "Report U. S. Commissioner on Navigation, 1896," p. 201. iV. iiious imni- And still e sea ! NowFoiuul- istiy books was 7,279, that num- toniia^re of i Dominion 1 per cent.; per cent.; 3k, 3.8 per ird Island id and en- ing steam a tonnage le United 100 tons }6-97, was and their itish Col- and their ," p. 201. ix Till': ritovixcEs or Tiih: hoMixiox 357 gross tonnage, 10,508,4-l'3 tons.* Of these only about 4*20 arc hiiili oi' W(K)d, .S,(S83 are huilt of iron and the rest of steel. The WoiiLiVs Steamers. According to Lloyds Register above (juoted, the total number of steam vessels, over 100 tons, in the world in 1807 was 13,()52, and their gross tonnage, 17,737,825 tons. The number of wooden steamers was 1,163 ; of iron, 7,009, and 5,390 of steel. The British Empire owns 54 per cent, of the entire merchant marine tonnage of the world, estiniated hy Lloyds at 25,()1 4,089 tons gross; she owns 62 per cent, of the entire merchant marine steam tonnage. If to these figures were added the numbu' of steam vessels in the navies of the world, the grand total would be very largely increased. The British navy alone would increase the number of vessels by 700 at least, and the tonnage by more than 1 ,500,000 tons. Conclusion. Reliable statistics are not easily found and are often accounted dry reading. From a variety of causes, figures are peculiarly prone to err. But what ever m.ay be thought of the merely numerical argu- ment which has almost unavoidably been introduced in these pages, the indisputable fact remains, that of all the triumphs of mind over matter in this nineteenth * (4 Report U. S. Commissioner on Navigation, 1896," p. 127. 358 HISTOIiY OF STEAM NA VlflA TIOX. century nothing lias contributed more to the advance- ment of civilization and the spread of Christianity, to the wealtli of nations and tlie convenience and comfort of the human race, than tlie marvellous development of steam navigation which will ever be identified with the history of the illustrious reign of Her Majesty Queen Victoria. (iPtfii 'ilfillil HI; ' ih : r.'i APPHNDICHS. I. CAPTAIN JOHN ERICSSON. 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 memory. As a mechanical genius, he was one of the most remarkable men of his time, and did much to promote the development of steam 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 remarkable career as an inventor. In 1836 he married Amelia, daughter of Mr. John Byam, second son of Sir John Byam. Accompanied by his wife, he came to the United States, arriving at New York, in the British Queen, November 2nd, 1839. His wife, however, soon afterwards returned to England, and during the rest of their lives, " by an amicable arrangement," the Atlantic rolled be- tween. Before leaving England, Ericsson had already patented a number 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 many other ways. The introduction of his system of !i,1 ! liiiii ! 1 ! .il .SfiO APPENDIX artificial draught was the key-note of tlie principle on which rapid locomotion chiefly depends. He electrified Jjondon with his steam fire-engine, but the conservative authorities would m,t countenance "a macliine that con- sumed so much water I " In 1829 he entered into compe- tition with Robert Stej)henson, when a prize of £500 was offered for the best loct)motive. He came ofi' second-best, but it w.is a feather in his cap that his locomotive, the Norellji, glided smooth' y over the track at the ama/ing speed of thirty miles an hour ! His experiments with hot air occupied much of his time, and not without valuable results. His forte, however, was in the construction of steam-engines, of which he designed a large number, intro- ducing many new principles, some of which were destined to survive. Ericsson's first stroke of business in the United States made him 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. Soon after the completion of the Princeton, he embarked in what he then accounted the greatest enter- prise of his life — THE CALORIC SHIP " KHICHSON." With the financial assistance of several wealthy friends in New York, Ericsson proceeded to build a large sea-going vessel, to be propelled by means of hot air. It was a costly experiment, involving an outlay of .$500,000, the engmes alone costing .f 130,000. The cylinders were 1G8 inches in diameter, with six-feet stroke. The machinery was in motion within seven months of the laying of the vessel's keel. On her trial trip the Ericsson attained a speed of jit'lii- i m A I* r EX 1)1 X. :i61 jrinciple on 3 electrified jon.servative le that con- into compe- F .£500 was iecond-best, motive, the le aniazinir ts with hot it valuable t ruction of iber, intro- •e destined ited States ; page 69), direction, it success, e govern- est enter- y friends sea-going a costly engines nches in was in vessel's speed of eight miles an hour, and subsecjuently as much as eleven mUes an hour. The Ericsxon w.as at once a success and a failure. 8he sustained the inventor's theory as to the power of heated air, Jnit so excessive was the temperature of the air re(|uired to develop the power, the cylinders were warped out of shape and some of the fittings were burned to a crisp. The costly experiment was conse- <|uently abandoned. The caloric engine was replaced by an oi-dinary steam-engine, and thus transformed the Erics- son earned her livin*; for manv vears. THK ".MONITOR."' This further product of Ericsson's fertile brain is in the form of an arinour-protected, semi-submerged steam vessel for war purposes, and first came prominently into notice in connection with the memorable contest which took place in Hampton Roads on the 9th of March, 1862, between the Merrinmc and Munitor. The former was an old wooden vessel refitted by the Confederate Government at Norfolk navy-yard, and covered with protective armour to the water-line. The Monitor was a fiat iron boat resem- bling a scow, with nothing visible above water save the flush deck, from the centre of which rose a massive iron tower containing two guns of heavy calibre. The " cheese- box," as the Monitor was contemptuously styled, held her own against the Merrimac, which carried eleven guns. It was a drawn battle, but a victory for Ericsson, and resulted in many other steam vessels of this description being built for harbour and coast defence unde^- his supervision. John Ericsson died in New Yori. -n the 8th of March, 1889. Vide "Ericsson and His Inventions," in Atlantic Monthly for July, 1862, and "John P]ricsson, the En- gineer," in Scrihners Magazine for March, 1890. IhH !'i| Tl. IHK WHALKHArK P«"liant, of its ZusZZ ^\ '''""" "' ^■^'"-^ The »""«.."« .st,.e„.th of huMcl '""•'*^"''P"-'f-». 7^l<.-n«, an,l U,;, oa,., ^I 'X^^ »' «- e„,t anc' f pendant on its Tteam.; t^ tli: "'''"' '^ ^"«-'3' ''own or heavy ueathe. r „! f f '" «-« "^ - b-ak u"n.ana«,.a.,le; but, on the ot r taJ"!' .'""P'-'^ "-' tl.at .so long as ,)„, ,.„, sufficient wT " ™"''''>de'f practically un.sinkahl,. She In , ""''"' ''«■• «'«' i« e..nso,uently nothing' t„ JISTV;! f'"'\"' »P-'k of, and ."•'-'. play ha,.n.le.,sry over W . XT"^ '"'^ "'« ---«• -. -to speak, he..„Lica ,v e^^:! r''"^"- '''*'■ '»'^' tench.d to car,.y t^ei^Ut, the -lapt , v T"'' ^'"'^'"^ '"" a« a pa.ssen«er ste»,e . LTl "' ""^ "''-'•'-back 'if y as an exc„,^io„ steamer at L r, ''"""'P'^' '"d an.l is now plyin, ,e„„| "'' "' "'« C'»«'«o World's fair Ci.;ca«o and .ni.'aukli J aV:^'"^^ '-' '-tween ■' « «aid,xn the world « !, ^ '''"^"'•■™" "'earner, ,so MOO, which nun.berof'per o^!f ] """-^'"^ «-P"-ty of P-te.i on a nun.ber of oc^ t",^ -"^o-'tably trans- '» l"n«th, has engines of o 80(V I """"■ '-^ ^«2 feet t e ..at., of twenty „,i,e„ anl^ ''T:'""T' ""-^ ■•""" -" <-t "whalebacks" are now en!;,- ^'°"™'*"''''''« ""mber «.-ain and iron ore trade I, 7h' '," "" ^PP""' ^-kes «'« «'eel Barge Company^;; ^^^r; -^^ ^- buiit by ArPKXDlX. 363 ^ Captain el-headed ay. The ical form, co.st and ^lrau<(ht entirel}' a break - less and ►ntended r she is of, and ^ waves, er hold efly in- aleback tested, le, did ^ Fair, tween ler, so fy of trans- 2 feet ns at ml)er akes tby -I 2 - H "« •■r. n 3 X O o 3 » 5< c K r CO a; o The abovo cut is ii faithful representation of a type of steamer peculiar to the Upper Lakes, which, though soniinvhat odd-looking, is said to answer its purpose well as a grain-cairier. % '.'It 'Mi ,1 rphw/jix. Tlu' laf'st :HUlition to tlic Hect is tlie bij;t;est vessel of ]uH- class, and just now tlie larjjjest grain-carriei' on tiio lakes. This vessei, namod after the invenoor, Alexander McDoHg((ll, is 430 feet in length over all, 50 feet moulded breadth, and 27 feet in depth. Her double bottom is five feet deep, giving her a total water ballast capacity of 2,000 tons. Her displacement on a draught of 18 feet is about 10,000 tons, and she is able to carry the enormous cargo of 7,200 tons, ecjuivalent to 240,000 bushels of wheat. She is built of steel, and has quadruple expansion engines. The only departure from the original whaleback in this instance is the substitution of the j)erpendicular stem for the "swinish snout ' or "spoon bow," which has called forth so many uncomplimentanr remarks, and which is much in evidence in our cut. In 1891 the whaleback Wetmore was the first of this class of vessels to bring a cargo of grain from the Upper Lakes to JNlontreal and continue the voyage to Liverpool, where she arrived safely on July 21st. From Liverpool the Wetmore sailed to the Pacitic coast via Cape Horn, and while carrying a cargo of coal from Puget Sound to San Francisco she was disabled in a violent storm, went ashore, and was wrecked. IIL lit THE TURRKT STEAMSHIP. The hull of the turret ship closely resembles that of the whaleback, but instead of the " spoon bow " it has the straight stem, and is further distinguished by a " turret deck," so called, about one-third the width of the vessel and extending over its entire length, at a height of some five I A r/'/:x/)ix. 365 !', Ale.Tffnder feet moulded e bottom is ^ capacity of ' ^'f 18 feet '»e enormous l>ushels of B expansion whaleback I'pendicular ^%" whicii narks, and ■«t of this be Uppei- Li\erpool, Liverpool f-forn, and lid to 8an It ashore. or six feet above the turn of the luill. This forms the working deck, and towering above ic are the bridge, the cook's galley, the engineers' quarters, and other two-story erections, formin?( an unship-shapely tout ensemble of a most unprepossessing appearance ; and yet, this is the type of steamship at one time seriously proposed hv the con- tractors for the Canadian fast-line service ! There are some thirty-tive such vessels afloat in different parts of the world, all built at Sunderland, and most of them engaged in the coal trade, for which they are said to be well adapted. The Turret Aye, which plies between 8y(hiey, C.B., and Montreal during the season of navigation, was built in 1893, and is owned by ^lessrs. Petersor, Tate i^- Co., of Newcastle 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 l)y a single screw, has a speed of eleven knots, and carries 3,700 tons of coal. Her capa- cious, unobstructed hold and continuous hatchway permit of loading and discharging cargo with marvellous rapidity, and she is said to be a fairly good sea- boat. t of the bas the ' turret ^sel and me five IV. WATER JET SYSTEM OF PIOPULSION. While Ericsson, Smith, Woodcroft and Lowe were busy- ing themselves with experiments for perfecting the prin- ciple of the submerged screw as a means of propelling vessels through the water, another plan was bein**- devised which, for a time, excited much interest, and was very nearly becoming a success. This was Ruthven's water-jet i ^lil ^iiiiira liiiHii^^ ■ I'll III i : ;£: !■ ^ IB' i ■ I MO 1 ( 4 . ■ M'i *■■ - ■ ^ li ''•1 ' ; i 1 ii^^^ ^i[L_^ i 1 ^66 J "rEXinx. propeller. It differed from Ericsson's ii) the singular fact that t)i3 actual propeller was placed inside of the ship instead of on the outside. This propeller, in the shape of a fan-wheel with curved hlades, was made to revolve hori- zontally and rapidly in a tank of water placed in the hold of the vessel, fed from the sea through openings in the 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, Tn proportion to the velocity with which tiie 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 nozzles 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 experiment with this appli- ance was made by Messrs. Ruthven, 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, and the jet-propeller was buggested in this case as being less liable to become entangled with the nets than the screw or paddle. The water-jet system w.as also tried 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- sumption of fuel. See HJn, Britannica, 8th ed., vol. xx., p. 661. A rr/:x/)i.\'. :m] )t ' singular fact 3 of tlie ship the shape of revolve hori- i in the Iiold "ings in the lied to expel- i pipes witli ^rtion to tl)e irough these )etus in the The nozzles d easily to- ■or forward I this appli- ^gfi, on the length, in 5 ''ittained. fthen, was ' January 5 miles an sa fishinjr, as beinff the screw 1 a Rhine ^ess; hut failed in respects the con- ^'OJ. XX., V. THK CUiAK STKAMHOAT. Experiments with this style of river craft have been frecjuent on botli sides of the Atlantic without, however, long ago as being followed by substantial success. So 1835, the Jiap'il, consisting of two hollow cylinders, pointed at either end in cigar fashion, placed ten feet apart, with a large wheel between them in the centre, appeared on the Upper. St. Lawrence, fitted with the steam-engine of the superannuated Jack Dofudng. Her first trip down the river was also her last, for, after many fruitless attempts to return, she was wrecked, and for a time abandoned. Eventually, she was towed, by way of the Ottawa and Rideau canals, to Ogdensburg, where Hhe was refitted and plied for some time 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 steamer, reminding us of Patrick Miller's first attempt at steam-boating, propelled, however, by side-wheels, may 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 the St. Lawrence, near Montreal. lilll: ^nl' 1.1 a :: lilH: ilU i;S! I i| :iii 'MH Ar/'h'X/)/\. VT. THK HOLLKIt STKAM IJOAT. Tlu* rtjuler is retjuested to i)ut on his tliinkiiiller." On the 8th of September, 18U7, there was launched from the yard of the well-known Poison's Ii'on Works Company in Toronto, an enlarged model of the strangest craft ever seen a huge innovation upon all preconceived ideas of marine architecture. The exterior of the boat in (juestion, if it can be called a boat, has all the appeanance of a round boiler 1 10 feet long and 25 feet in diameter. The outer cylinder is built of one- (|uarter inch steel plates stoutly ribbed and riveted, and armed with a number of tins, or small })addles, the ends being funnel-shaped, witli openings in the centre. This is made to revolve by means of two engines of 60 horse- power each, placed one at either end of the vessel. An inner cylinder similarly constructed, corresponding to the hold of a ship, remains stationary while the other is sup- posed to be 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 diameter, ought to cover the distance between New York and Liverpool in forty-eight hours ! This model was built at a cost of 110,000. The results of the trial trip on Toronto Bay have not been made public. Arrhwh/x. .•JO!! VII ,'<-'aj) before ' now to be Septeinbei', vcll-kiiown 1 enl,'u-ge(i innovation lu-e. The ef] H boat, ' loii«r and It of one- eted, and the ends This is 30 hoi'se- sel. All g to the '^• is sup- ^gardJess ^t calcu- structed m(//it to q^ool in cost of to Bay Till-: "TL'HIUXIA." \\\ June, 1897, there appeared on the Solent, at the time of tlie <,n'eat .lu))il(M« Naval Review, a steam vessel furnished with a novel method of propulsion, by whieh a speed far in excess of any pre .ous record was attained. In the opinion of comj)etent ex])erts this new a[>plieation of steam power is likely to bring about in the near future a revolution in steam navigation. The following account of this phenomenal craft appeared in the Mtmtreal Sftir: "LoNDov, July nth, 1H<)7. "The record-break i Hi,' 100 foot torpedo })oat Turhin'm has intensely interested the public he>'e <,'enerally, and ex- perts in marine engineering in j)articular. It is adinitted that if the })jinciple of the steam turbine invented by Charles Parsons and fitted in the Turhinin can be ex- tended to large ships, it will mark the greatest revolution in mechanics since the invention of the steam-engine itself. •'Mr. Worn; M.P. for Belfast, head of the famous firm of Harland c^- WolfJ', of Belfast, and himself the designer of the ^\'hite Star Liners, says : " ' r saw the Tnrhinia at Spithead going nearly eight miles an hour faster than any vessel had ever gone before, and even then she was not being pushed to her full speed. She passed quite close to the Teutoyiir, on which T was. She dashed along with marvellous speed and smoothness. " ' I must say, however, that I felt more secure on the l^eutonir than I should have felt on the 2\irhinif steam motors. Hut, althoii;;;!! he has carried the; eeoiiomi/in^ of steam to a ^reat pitch for a tiir))ijie! engine, still tVom my observation the wastes of l)oth steam and fuel undei' his system, if a{)|>lied on a lar^'e seah', would he almost fatal. That there is a hi of the Parsons type." Quotin<; from a papcu- n^id at a meeting of the Institu- tion of Civil Engineers in London, by the Hon. Charles A. Parsons, the inventor of this new system, the advantages of the turbine system are thus summarized : "(1) (Greatly increased speed, owing to diminution of weight and smaller 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 vessel ; (6) reduced weight of machinery ; (7) reduced cost of attendance on machinery ; (S) 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 TurhiniaiH 100 ft. in length, 9 ft. beam, 3 ft. draught amidships, and 44.^, tons displacement. She has three screw shafts, each directly driven by a compound steam turbine of the parallel How type. The three tur- bines are in series, and the steam is expanded — at full power — from a pressure of 170 pound absolute, 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, making nine in all. The ■ tors. iJut, ■st<'}un to a •bscrvutioii •ystcni, if 'I'liiit there Jiichos and Ht he can Ifith, 1S97, (i than the 3y a little ! power is e Institu- ^Miaries A. intages of nution of increased y in coal [J shallow reduced ance on ew pro- (10) n cod risk m, ;? ft. ^he has mpound "ee tur- -at full which jsolute, iclined, The %'■ A rrh:xi)ix. 371 screws have a diametei' of 18 in., and when runnin^Tj at full speed they niakt; iV-OO revolutions per minute. Steam is supplied fiom a water tui;e boiler, and tln^ di'au<;ht is forced by a fan, mounted on the prolongation of the low pressure motor shaft, the advantage of this arrangement being that the draught is increased as the demand for steam increases, aiui also that the power to drive the fan is obtained du'ectly from the main engi.es. " I7p t(» th(! present the maximum mean speed attained has been ',Vl'-\ knots, as the mean of two consecutive runs on the measured mile. 'J'heso runs were made after about four hours' steaming at oi\\ov sj)eeds, and the boat on the day of the trials had been hfteen days in the wat(»r. Tt is anticipated that on subse. Allan, Andrew, l»fj, 29H. Allan, Bryce, MMJ, 20!>. Allan, .lames, 196, 20!). Allan, 8ii- Hugh, I9(i, 208. Allan Steamship Line, lUO Alps, SS., 99. Amazon, steel barge, .S02. Americ SS., 114. Amerikn, SS., 141. American Steamship Line, Lake Ontario, :i27 . Anchor Steamship Line, 1 i;i, 151 Ancient, Rev. W. J., 122. Anderson, Captain, 86. Angloman, SS., 225. Anglo-Saxon, SS., wre(;ked, 199. Appomattox, S., 272. Archer, Captain, 202, 21.'{. Archimedes, S., 68. Arctic, SS., 104, 106. iner, " SS " Ocean Steamer. Arizona, SS., 116. Armed cruisers, 172. Armed mail packets, 73, Arrow Steamship Line, 129. Athabaska, S., 284. Athenian, SS., 164. Atlantic, SS., Collins, 104-106. Atlantic, SS., White Star, 121. Atlantic TianHport Steamshin Lin; \vreike(l,202. Boothhy, Captain, 18(). Boulton & Watt, engineers, 3.'U. lirandon to Britain, 2!)'). Bristol City Steanjship Line, 121). Britannia, SS. , 72, 74. Britannie, 88., 11 H. Bi'itish and Afri(;an Steamship Company, 155. British and Colonial Steam Navi- gation Com])any, 15(5. British Columhia, 334. British \ndia Steam Navigation Company, 14S. Britisli and North American Royal Mail Steam-Packet Com- pany, 73. British navy, KH), 175. British Queen, SS., !)7. Brooks, Captain, 102. Brown, Captain, 21(). liruce Mines, 8., 254. lirunel, Isamhard, 06. Bru.sh, (;eorge, 307. 310. liuenos Ayrean, SS. , 206. Hulvver, Sir Edward, 159. Burial of dead at sea, 183. Burlington, 8., 44. Burns, Rev. Dr., 94. Burns, Sir (ieorge, 71, 93. CalcTitta and Burmah Steam Navigation Company, 148. Caledonia, SS. , Cunard, 73. Caled(mia, SS., P. & 0., 146. Calvin Company, 287. (Jameron, Captain, 123. Campana, S., 235. Campania, SS., 78, 174. Campbell, Cai)tain Howard, 234. Canada, SS., Cunard Line, 75. Canada, SS., I)t)minion Line, 226. Canada Shipping Company, 229. Canadian, 88., 198-200. I Canadian canals, 258. Catiadian (commerce on lakes. 283. Canadian Pacific Railway, 158. Canadian Pacific steamers, KiO, i 164, 284. I Canadian Steam Navigation Com- i panv, 316. Canartaritfs, 303. Cape of (Jood Hope, S8 , 149. (Jar of Conunerce, 8., 310. Caj'thaginian, SS.,206. Castle Steamshij) Line, The, 155. Celtic, 88., 118. Charitv, 88., 195. CMiarlo'tte Dunda.s, .S., 33. Chesapeake and Ohio Steamship Line, 129. (Jhicora, 8., 255. Chieftain, 8., 326. Chimhoi-a/.a, 88., 148. China, SS., 75. Chipi)ewa, 8., 254. Cimbria, 88., sunk, 134. Circassia, 88., 186. Circassian, 88., 205. City of Berlin, 88., 108. City of Boston, 88., 107. City of Brussels, 88., 107. City of Chicago, 88., 107. City of Glasgow, 88., 107. City of Manchester, 88., 107. City of Montreal, 88., 107. City of New York, 88., 108. City of Paris, 88., 108. City of Philadelphia, 88., 107. City of Rome, 88., 113, 128. City of Washington, 88., 107. City Steamship Line to India, 152. Clan Steamship Line, The, 150. Cleopatra, 88., 195. Clermont, 8., 41. Cleveland, Ohio, 278, 281. Clippei- ships, 26. Clyde River steamers, 38. Codrish industry, 355. Collingwood and Owen Sounady Eglinton, S., 195. Lali, Kldci it ('o., lOO. paiiy 'MS. Ovcilaml route, The, 14:{. Owi'uo, S. , 'JTO. Pacific, SS., 104, 10(). Rates of passage, l'J4. Katliltun Compaiiv, ''VM), Italtlrr, H. M.S.. ■()«>. Ki'coM'iy, luigant iiif, 'iiK). KimI Star Stcamsliij) Line, 112, I'afilic Stranisliip Navigation Krnowii, H.M.S., 172. ( onipany, l.)^. Packet -ships, 27. l*a;>in, Denis, 20. I'aiis, SS., I OS, 12."), ISO. Parisian, SS., 205. Paiscll, Captain, 12.3, Passport, S , .327. Patterson of Hristol, (50. Paynter, (Jeorge, 102. Peneioi)0, H.M.S., 1()S. Peninsular and Oriental Stijam- siiip Company, 14o, lVinis\lvania, SS., 101, 1.34, Persia, SS., 7"), 07. I'ernvian, SS., 205. Peter.son, Tate & C^)., 237. Piiuebec and Halifax Steamship Companv, ()(>. Quebec, S,\ 311, Quebec Steamshij) Companv, 235, (Jueen Charlotte, S., 249. Queen City, S. , 293. Quetta, SS., wi'ecked, 149. Ueamboat Coinpan_> , Kepublic, SS., Wiiite Star, 1 IS. Riihardson, Captain, 217. Kicliard Smith, S., 347. Kichards. Mills it Co., 224. Richelieu 314. Rideau Canal, 204. Ritchie, Captain, 210. Robert Oanvtt, S., 4S. Rob Rov, S., 40. RockefeUer Kleet, 271. Rosemount, S. , 2S0. Royal Mail West Indies Steam- Packet Companv, l.")0. Royal William, S.S,, 54, 340. .347. Rul>attino Steamship Line, 153. Russell, Scott, 03. Russia, SS., 75. Sail (V /••nv/.s' Steam, 247. Salier, SS., lost at sea. 13(), Sampson, propeller, 2.')2. Sam Ward, S., 257. Sarah Sands, SS., 195, Sardinian, SS. , 205, 217. Sarmatian, SS. , 198. Sarnia, SS,, 222. Saxdt Ste. Marie Canal, 270. Savannah, SS,, 51. Sccjtia, SS., 75, 97. Scotsman, SS., 22."). Scott & Company, 138, Schiller, SS,, wrecked, 134, Screw propeller. The, 07. Sealing steamers, 355. Servia, SS,, 70. Shaw, Savill and Albion Steam- ship (.'onipany, 151. Shenango, ferry steamer, 49. Shepherd, Captain H. W,, 322. Shepherd, Captain R. W., 321. 380 INDEX. Illii I ! \A > liiU. 11! liii I I i'l'f' Sliiplniilding, 279. Ship canals, 30.']. Siberian, SS., 20G. Simpson, Sir (ieorge, 258. Sini(!oe, (ieneral, 258. Sirius, SS., 51). Sir Robert I»eel, S., 324. Smith, T, P., inventor, (57. Smith, Captain W. H., 194, 214. Smith, Donald A., 159. Smythe, Major C, 158. Sophia, S., 249. Sovereign, S., 317. Spaarnuam, SS., 141. SpitHre, H.M.S., 354. Spithead reviews, 173. Spree, SS., 136. Stanley, S , P. K. I., 351. State Steamship Line, 129 Steam Navigation in British Columbia, 334. Steam Navigation in New Bruns- wick, 343. Steam Navigation on the Ottawa, 317. Steam Navigation in Newfound- land, 354. Steam Navigation in Nova Scotia, 340. Steam Na* 'gation in Prince Edwanl Tsknd, 347. Steam Navigation in Quebec, 307. Steam I~^p, ligation in Manitoba, 332. Steam Navigation in Ontario, 323. Stearns, Captain, 324. Steel barges, 282. Steel steamships, First, 206. Stephen, George, 159, 164. Stewart, Macleod, 304. Stone, Captain, 86. Strachan, Bishop, 21. St. (ieorge, SS., wrecked, 202. St. John harbour, N. B., 345. St. Lawrence canals, 258, 264. St. Lawrence route, 192. St. Mary's Falls Canal, 276, 278. St. Louis, SS., 110. St. Paul, SS., 110. Strathcona, Lord, 159, 164. Subsidies to steamship com- panies, 104, 111, 161. Suoventions, 120. Suez Canal, 144, 149. Summary of Steani Navigation, 356. Sunday at sea, 178. Sutheiland, Captain, 327. Swearing, Profane, 220. Swiftsure, S., 310. Symington, William, 31. Tartar, SS., 164. Taylor, T. F., 284. Taylor, Dr. W. M., 179. Tate Brothers, builders, 314. Thingvalla Stoamship Line, 141. Thomas MacK-.y, S., 320. Thomson, .'. A., steamboat inspector, 334. Thomson Steamship Line, 2.35. Thomson, .1. and (4., steamship builders, 108. 113, 123. Teutonic, SS., 119, 174. Tidal waves, 188. Tod & McGregor, engineers, 107. Tonnage on theCJreat Lakes, 276. Toronto and Steam Navigation, 329. Torpedo boats, 1 69. I'orrance, .John, 228, .308. Torrance, Messrs. David, & Co., 221, 307. Transportation companies, 284. Transportation business, 289. Trave, SS., 1.36. 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. INDEX. 381 United Eni})ire, S., 287. ^?>o«'^ J'^"U>»re Loyalists, 258, United Kingdom, SS., 40. Uinted States JShinpinir Com. pany, 129. ^ Up-to-date steamships, 18. Utiea, barge, 270. V^ancouver Island, 336. Vancouver, 8S., 222. Vandalia, propeller, 252 Vesta, SS., 106. Vicksburg, SS., lost, 224. Victoria, B.C., founded, 336. Victoria Steamboat Association, Ville de Havre, SS, lost, 140. \ ille de Ciotat, SS., 153. Voyageurs, Early, 258. Waghorn, Lieut., 143. Waldensian, SS., 207. VValk-in-the- Water, S., 251 Ward & Co., 310,311. Waring, Cantain W L., 345. V\arrunoo, SS., 164. Warrior, H.M.S., 168. VVashington, schooner, 246. Waterways of Canada. 244. VJ att, James, engineer, 67. Welland Canal, 2i)2. West Indies and l^acific Steam ship Lines, 156. Whale captured, 312. White Star Steamship Line, 116. William Fawcett, SS., 146. \Vi ham IV., S., 324. I Williams, Captain, 122. Wilson Connoly Company, 313 \\ ilson Steamship Line, 128. Winter Ferry, K K. I., 349. VVoodcroft, Engineer, 67. Woodruff, Captain, 74. World's Steamers, 357. Wylie, Captain, 212. Young, Captain, 128.