HISTORY OF Ammran >tram Nmttgatum BY H. MORRISON M YORK W. F. SAMETZ < Sept. 2d, 1807. " The North River Steamboat will leave Paulus Hook ferry on Friday, 4th of September, at 6 in the morning, and arrive at Albany on Saturday in the afternoon. Provisions, good berths, and accommodations are provided. "The charge to each passenger as follows: " To Newburg .3 Dolls. Time, 14 hours. O" Poughkeepsie 4 " " 17 " " Esopus 4i/ 2 " 20 " " Hudson 5 " " 30 " " Albany 7 " " 36 " " For places, apply to Wm. Vandervoort, No. 48 Courtland street, on the corner of Greenwich street." The notice of her first trip is given thus: "This morning (September 4th) at six o'clock Mr. Fulton's steamboat left the ferry stairs at Courtland street dock for Albany. We under- stand she had 24 passengers." The latter is an error, for the EXPERIMENTAL STAGE. 25 passenger list consisted of 12 through passengers and 3 way passengers. The following advertisement of Hudson River traveling by steamboats at this time will be interesting reading so far as time and accommodations are concerned: STEAMBOAT. For the Information of the Public. The Steamboat will leave New York for Albany every Saturday afternoon exactly at 6 o'clock, and will pass West Point about 4 o'clock Sunday morning. Newburg " 7 " " " Poughkeepsie "11 " " " Esopus " 2 " in the afternoon. Red Hook " 4 " " Catskill " 7 " " evening. Hudson " 9 " " " She will leave Albany for New York every Wednesday morning exactly 8 o'clock, and pass Hudson about 3 o'clock in the afternoon, Esopus " 8 " " evening. Poughkeepsie "12 " at night. Newburg " 4 " Thursday morning. West Point "7 " " As the time at which the boat may arrive at the different places above mentioned may vary an hour more or less, ac- cording to the advantage or disadvantage of wind and tide, those who wish to come on board will see the necessity of being on the spot an hour before the time. Persons wishing to come on board from any other landing than those here specified, can calculate the time the boat will pass, and be ready on her arrival. Innkeepers or boatmen, who bring passengers on board or take them ashore from any part of the river, will be allowed one shilling for each person. 26 EXPERIMENTAL STAGE. Price of the passage from New York To West Point |2.50 " Newburg 3.00 " Poughkeepsie 3.50 " Esopus . . 4.00 " Bed Hook 4.50 Hudson 5.00 Albany ' 7.00 From Albany To Hudson f 2.00 " Red Hook 3.00 " Esopus 3.50 " Poughkeepsie 4.00 " Newburg and West Point 4.50 " New York 7.00 All the passengers are to pay at the rate of f 1.00 for every twenty miles, and half a dollar for every meal they may take. Children from 1 to 5 years of age to pay half price, pro- vided they sleep two in a berth, and whole price for each one who requests to occupy a whole berth. Servants, who pay two-thirds price, are entitled to a berth; they pay half price if they do not have a berth. Every passenger paying full price is allowed 60 pounds of baggage; if less than whole price, 40 pounds. They are to pay at the rate of 3 cents per pound for surplus baggage. Storekeepers, who wish to carry light and valuable mer- chandise, can be accommodated on paying 3 cents a pound. Passengers will breakfast before they come aboard. Din- ner will be served up exactly at 1 o'clock; tea, with meats, which is also supper at 8 o'clock in the evening; and break- fast at 9 o'clock in the morning. No one has a claim on the steward for victuals at any other time." Like all new inventions, her machinery was the subject of much care and attention for the first season, the weak points developing very quickly after the vessel was in ser- vice. The cast-iron shaft and the water-wheels were a con- stant source of trouble. EXPERIMENTAL STAGE. 2V The "Clermont" continued to run during the remainder of the season on the same route, and during the winter was lengthened and given an increased beam. In the spring of 1808 she was again put on the route, where she continued to do service as a passenger boat until July, 1814, when with- drawn from further service, as the "Richmond" had been just completed. As a further encouragement to the placing of steamboats upon the rivers of the State, the New York Legislature, on April llth, 1808, passed a bill for the benefit, and at the same time for the protection, of the steam vessels belonging to Livingston and Fulton. Livingston and Fulton afterwards built the following steam vessels for the Hudson River service, viz.: "Car of Neptune," 1808; "Paragon," 1811; "Fire Fly," 1812; " Richmond," 1813-14. The success of Robert Fulton appears to date from the time of the adoption of the side paddle wheels in his experi- ments. This means of propulsion had been on trial in this country prior to Fulton's use of them. They were tried on a small scale by Nathan Reed at Danvars, Mass., in 1789; by Samuel Morey, at Bordentown, N. J., in 1797; also by Nicholas J. Roosevelt, who was associated with Livingston and Stevens. As there was no part of the original "Clermont" that was an invention of Robert Fulto'n, though he obtained patents at a subsequent date on improvements, his theoretical knowledge of steam navigation and its adaptation to practical purposes was the cause of his success. He knew very nearly all that had been done in the way of experiments, and his ability lay in selecting those features that were of value and bri aging them together, so they were first seen in the "Clermont." He must certainly have had mechanical ability of no mean order for that day to have accomplished so much at one stroke. He found where changes could be made to advantage; but the location of the machinery in the vessel, so that it float on an even keel, was a great triumph for him. He, or his engineers, were fortunate in that regard. Builders of the present day, at times, have their own troubles in the proper distribution of the weights. 28 EXPERIMENTAL STAGE. " PHENIX." Tke small amount of information that has been handed down to us of this vessel, is very surprising, when we take into consideration that it was built just opposite New York City, and but a few months after the completion of the "Cler- mont." Probably the writers have given us all the data on the subject that was placed at their service, or to be obtained. There appear to be some differences between the accounts related by the best authorities and many facts regarding the vessel during the few years of its service, that seem to be irreconcilable. This was the second steam vessel in the United States, counting from the "Clermont" as the first vessel, and was the first of American build, of hull and machinery. Writers have named it as anywhere from the second to the seventh steam vessel in the United States. The earliest writer that can be found, was Prof. James Renwick, of Columbia College, in 1830, who says: "In the meantime Livingston's former associate, the elder Stevens, had persevered in his attempts to construct steamboats. In his enterprise he now received the aid of his son, and his prospects of success had become so flattering that he refused to renew his partnership with Livingston and resolved to trust to his own exertions. Fulton's boat was, however, first ready and secured the grant of the exclusive privilege of the State of New York. The Stevens were but a few days later in moving a boat with the required velocity, and as their ex- periments were conducted separately, have an equal right to the honors of invention with Fulton. Being shut out of the waters of the State of New York by the monopoly of Living- ston and Fulton, Stevens conceived the bold design of con- veying his boat to the Delaware by sea, and this boat, which was so near reaping the honor of first success, was the first to navigate the ocean by the power of steam." Then Prof. Charles King, also of Columbia College, in a lecture on the "Progress of New York City," in 1851, says of this vessel: "The palm thus -gained by Fulton was closely con- tested by John Stevens, of Hoboken, N. J., who, long in con- cert with R. R. Livingston, had made experiments in steam as a means of propulsion, but now, aided by the genius and EXPERIMENTAL STAGE. 29 practical and mechanical skill of his son, Robert L. Stevens, was operating separately. Almost simultaneously, but yet behind by that fatal .quarter of an hour which determined the fate of so many enterprises and so many human beings, both men and women, Mr. Stevens produced independently of Ful- ton's plans and experiments, his steamboat "Phenix," but, pre- cluded by the monopoly which Fulton's success had obtained for him of the waters of New York, Mr. Stevens first em- ployed her as a passage boat between this city and New Brunswick, and finally conceived the bold purpose of sending her around to Philadelphia by sea: and he executed it suc- cessfully. His son, Robert L. Stevens, went around with the boat in the month of June, 1808. A fierce storm overtook them. A schooner in company was driven out to sea and was absent many days, but the "Phenix" made a safe harbor at Barnegat, whence, when the storm abated, she proceeded safely to Philadelphia and plied many years between that city and Trenton." He also said, "that hollow and concave water lines in the bow r were introduced for the first time in the steamboat "Phenix." It were as well if the speaker had left this out, with some of his other claims. C. Elfreth Watkins, C. E., in 1892, in a paper on " John Stevens and his Sons," says of Robert L. Stevens : " He took the "Phenix" from New York to Philadelphia by sea in June, 1808. The "Phenix" was the first steamboat to navigate the ocean." Frank B. Stevens, 1893, in his paper on "The first steam- screw propeller boats to navigate the waters of any country," says of John Stevens: "He was engaged in building the "Phenix" when Fulton arrived from Europe with the engine made for him by Watt, in 1806, which, complete in all its details, and in these respects far in advance of any engine that could then have been built in this country, achieved success." "Fulton's engine was the first rotative steam engine that was allowed to be exported from England." "The paddle-steamer "Phenix" was completed a few weeks after Fulton's vessel; and as she was debarred from navigat- ing the waters of the Hudson by the monopoly given to Fulton by the legislature of the State of New York, she was sent by 30 EXPERIMENTAL STAGE. sea to Philadelphia. The "Phenix" was the first steamboat that navigated the ocean." These quotations will be recognized as from authorities of undoubted ability and reputation to speak on the subject. It will be noted how limited in the scope and how general in the terms they have treated the subject. Let us now examine some of the records of this early period, so far as relates to this vessel. In January, 1812, there was a paper published in a New York medical journal as a "Historical account of the appli- cation of steam for the propulsion of Boats," in which the writer says: "Not long after John Stevens, Esq., of Hoboken, engaged in the same pursuit, tried elliptical paddles, smoke- jack wheels, and a variety of other ingenious contrivances, sometimes of his own invention, and again in conjunction with Mr. Kinsley, late one of our most distinguished mecha- nicians. None of these having been attended with the desired eifect, Mr. Stevens has, since the introduction of Messrs. Livingston and Fulton's boat, adopted their principles and built two boats that are propelled by wheels to which he has added a boiler of his invention that promises to be a useful improvement on engines designed for boats." John Stevens, in 1814, replied to this paper, so far as it related to his steamboat experiments, and says in part: "It is very true that I now make use of water wheels on each side of the boat. It is surely very far from my intention to make any attempt to invalidate Mr. Fulton's claim to water wheels thus 'applied. It is an unquestionable fact that he was the first person who, for any practical useful purpose, applied water wheels on each side of a steamboat. "It may not be amiss to mention that in the year 1807, when the North Eiver Steamboat made her first appearance on the waters of the Hudson, I constructed an engine and boat on a very small scale, viz.: fifteen feet long, and four and a half feet wide. To this boat, considering her size, I gave a most astonishing velocity. At times not less than six miles an hour. To be sure, she had water wheels on each side. But that this extraordinary velocity was not altogether owing to this circumstance is evident from the fact of her goinjf. EXPERIMENTAL STAGE. 31 notwithstanding every disadvantage, much faster than the North River Steamboat. Mr. Fulton has, however, incontest- arbly the merit of being the first person who applied steam- boats to useful purposes." This letter of John Stevens shows that he built, after the "Clermont" was in service, a small experimental vessel with side wheels, but makes no reference to a larger vessel that he had constructed at this time with side wheels. Nor is there in the letter any data of the "Phenix's" original construction. We learn nothing further, or, it may more properly be said, the first we learn, so far as the light of the records at present reveals, is that John Stevens, on October 20th, 1808, issues a proposal for the formation of a company to run a steamboat from New York to New Brunswick. In this pro- posal he states that he has a steamboat that made a trial trip on the 27th of September previous. It is given in full and throws a great deal of light into the darkness that has sur- rounded this vessel. And coming from the owner, it cannot be denied. A STEAMBOAT from New York to New Brunswick, and from Trenton to Philadelphia. Proposal. The application of steam to propelling vessels has been the favorite object of the subscriber for upwards of twenty years past. It is unnecessary now to go into any detail of the very numerous experiments he has made with a view of effecting his purpose. Suffice it to say, that the result of so many years' unremitting attention, and an expenditure in money far beyond the bounds of credibility, has at length ter- minated in success: in the complete attainment of his object. That the public may feel proper confidence in the com- petency of the subscriber to carry into effect the objects embraced in these proposals, he begs leave to state the per- formance of a steamboat he has built with a view to the navi- gation of the North River, in a voyage he made to Perth Amboy. She left Hoboken at about half-past 12 o'clock on Tues- day, the 27th of September, but owing to repeated delays for 32 EXPERIMENTAL STAGE. adjusting various parts of the machinery, a very strong head wind, and a heavy swell in the bay, and adverse tides, did not reach Perth Amboy till a quarter after seven,' The next morning she left Perth Amboy precisely at half-past 12 o'clock. Passed by mouth Elizabeth T. Creek, 56 minutes after 2 " " Church on Staten Island. .50 " " 3 " " Bergen Point 50 " 4 " " Bedloes Island 30 " " 5 u " Paules Hook 6 " " 6 " " Hoboken .18 " " 6 Distance from Perth Amboy to Paules Hook, 80 miles; time, 5 hours and 35 minutes, which is more than 5y 2 miles an hour. Were his individual funds adequate to the completion of the object of the proposals, it would manifestly be his interest to retain the whole in his own hands. But he is induced by another consideration to make the following proposals. He wishes to engage as many of his fellow-citizens as possible to embark in the undertaking, in order that they may feel a warm interest in the promotion of an object of so great public utility. The subscriber will oblige himself to build a vessel of 100 feet keel and 16 feet beam, of the best materials, which shall possess every convenience and accommodation requisite for a passage boat between New York and New Brunswick, on board of which he will place a steam engine which shall give her a velocity of at least five miles an hour, but probably much more. He will also contract that she shall be completed in every respect as a passage boat on or before the first day of May next. The subscriber estimates from 'the most correct infor- mation that the number of passengers to and from New York and New Brunswick will exceed fifty each way. But the ratio of increase, which may reasonably be expected in the course of a few years, will probably exceed the most sanguine ex- pectations. EXPERIMENTAL STAGE. 33 100 passengers, averaged at $1.25, would be per day. .$125.00 The steamboat from New York to Albany requires from 12 to 14 loads of pine wood to perform the passage; the distance from New York to New Brunswick and back again is little more than one half the distance from New York to Albany; say then that 8 loads per day of pine wood will be required, which, at 10s. per load, is $10.00 Two Firemen and two Sailors, at 10s. per day, is. 5.00 Captain, per day, say 3.00 Extra expenses, say 7.00 $25.00 Clear profit per day $100.00 Supposing the navigation is interrupted for 60 days dur- ing the winter season, and other interruptions should amount to 55 days more, there would then remain 250 days which, at $100 per day, is $25,000 per annum. In this estimate no account is made for way passengers from South Amboy, Perth Amboy, Rahway, Elizabethtown, Staten Island, etc., etc., which, no doubt, would be very con- siderable. We will, however, estimate the whole at only $5,000, which may be placed against the necessary repair of the boat and engine. By this estimate, then, assuming the capital to be equal to $75,000, it would yield a neat return of 33 1 / 3 per cent, per annum, which may be paid quarterly, or even monthly, to the stockholders. This capital the subscriber proposes to divide into 1000 shares at $75 per share, and that subscribers may be secured from all possibility of loss, the subscriber will warrrant the payment of 8 per cent, per annum, in half-yearly payments, to any and every subscriber who will release to him one-half of the neat revenue on each share exceeding 8 per cent, per annum. The subscriber proposes opening a subscription for 250 shares in the following manner: On Tuesday, the 25th of October, at 12 o'clock, at the house of Abraham Degraw, in 34 EXPERIMENTAL STAGE. the City of New Brunswick, he will open a subscription for 100 shares. In like manner he proposes opening a subscription at the Tontine Coffee House, in the City of New York, at 12 o'clock on Friday, the 28th October, for 150 shares. Ten dollars of the subscription money to be paid at the time of subscribing, when proper certificates will be given. 15 dollars on the 5th day of December next. 15 " " " 1st " " January " 15 " " 1st " " February " 10 " " " 5th " " March 10 " " " 1st " " April On failure of payment of said installments when they shall severally become due, the subscriber so failing to forfeit his share and all and every of the installments previously paid up. The subscriber to give satisfactory security to the stockholders for due performance of the engagements and contracts on his part, mentioned in the above proposals. With the velocity expected to be given, the journey between New York and Philadelphia may easily be accom- plished in one day. (Signed) JOHN STEVENS. The issue of this proposal to form a steamboat company to run in the waters of New York State appears to have met with some opposition, for by the following letter that was published in one of the daily papers of that period, a little more light is let into the conditions surrounding the steam- boat question of that day. It shows the writer understood well the question he was discussing. It was what he left unsaid, or the reading between the lines, that had much mean- ing. It does not appear that any company was organized under charter in the State of New Jersey. The letter referred to above says: "Having seen some propositions of Mr. Stevens relative to the building of a steamboat, I wish, before I venture my money, to have candid answers to the following questions: " 1st. Has Mr. Stevens a patent for a steamboat from the United States or from this State? EXPERIMENTAL STAGE. 35 " 2d. If he has not, and no patent exists, cannot any other person build a boat or boats? If they can, what is to prevent them dividing the profits witji him? " 3d. Is there not at present a boat building to carry passengers to and from New Brunswick? And is not the number of persons which Mr. Stevens states as going to New Brunswick daily, extremely exaggerated? " 4th. If Mr. Stevens already has a boat -capable of going five miles an hour, why does he solicit subscriptions? And why is she not earning at this moment, when she has no com- petitor, the large profits he speaks of? " 5th. Have we any other evidence of Mr. Stevens' ability to construct a suitable boat than the voyage from Amboy? And did not a south-west wind blow on the day he specified with sufficient violence to have brought up an oyster boat in the same time under bare poles? " " 6th. Cannot a steamboat of the size he mentions be built for |20,000? And if it can, why should the public give him $75,000, if he has no exclusive privilege? . " 7th. Are not the persons who subscribe to Mr. Stevens' object, besides the risk of losing their money by its failure, to be personally liable to the penalty of the patent law, if they infringe the rights of any person having a patent from the United States? " 8th. What security will the subscribers have that their money will be refunded if Mr. Stevens' project fails? Will they individually think it worth their while to foreclose a mortgage for 75 dollars, and is not the whole a scheme to borrow money, or to get rid of a hopeless project? " 9th. Has not a grant from this State been already given to certain individuals to navigate its waters with vessels moved by steam engines? Have they not already, and are they not now making every exertion to render this mode of conveyance as generally useful and extensive as possible? And does it comport with that sense of propriety which every just and liberal man ought to respect, to intrude upon their rights by encouraging interlopers who copy their inven- tions? " 36 EXPERIMENTAL STAGE. After this first experimental stage has been passed there is no trace of any activity in service with the vessel for some time, but it is altogether probable that she was the subject of many changes during several months of the interval, as we find on April 29th and 30th, 1809, there was another trial made with the vessel, of which the following gives a fair idea of the vessel's speed: Passed Paules Hook, from Hoboken . . 10 minutes after 11 " Elizabethtown, Old Point 1 " " 2 " South Amboy 10 " " 6 Arrived at New Brunswick 42 " " 8 Returned next day: Leaving New Brunswick, a. m 25 minutes after 9 Passed South Amboy 24 " 11 Left Perth Amboy 45 " " 12 Passed Elizabethtown, Old Point 20 " " 4 Arrived at New York 7 " " 8 Passage to New Brunswick performed in 9 hours 32 minutes. Passage from New Brunswick to New York performed in 9 hours 20 minutes, exclusive of stop at Perth Amboy. * Distance from New Brunswick to New York, 45 miles. ^This voyage was probably taken to ascertain what time she could make between New York and New Brunswick, for we find on May 4th, 1809, she is advertised as the "New Brunswick Steamboat" to run on that route. She run there only to about June 5th, and, it is believed, not very regularly at that. This vessel remained at New York until June 8th, 1809, when she was cleared for Philadelphia, Pa., as the "Phenix," with Moses Rogers as Captain, and arrived at the latter port on June 17th for service on the Delaware river. The Marine News of June 8th, 1809, at New York, says: "We understand the steamboat "Phenix" starts to-day for Philadelphia." All * Distance from Battery at New York City to Perth Amboy, 23 miles (statute). Distance from Battery at New York City to New Brunswick, 37 miles. EXPERIMENTAL STAGE. 37 the early authorities had said it was June, 1808. They en- countered a severe thunder storm while off the coast, and that was probably the- reason for taking refuge in one of the harbors on the coast to make repairs, which accounts for the long time on the way. The story of a severe gale and a schooner accompanying her on the way is open to doubt. The record at the New T York Custom House fails to show any schooner leaving New York for Philadelphia for several days prior to June 8th. Robert L. Stevens, who in later years became one of our foremost marine engineers, accompanied the vessel on the outside trip. The vessel was in all probab- ility lengthened after the first season on the Delaware river, and had originally an engine with two 16-inch cylinders, but after a service at Philadelphia this engine was removed and another substituted when lengthened. Her first trip on the Delaware river was on July 5th, 1809, to Trenton, "from Becklies wharf at 8 o'clock to-morrrow morning." She made about ten trips in all during the summer, with vacations for repairs that became frequent, and in the fall was laid up for a change in the motive power, etc. At this time the "Phenix" is referred to by a Philadel- phia paper. After naming the "Clermont" and the "Rariton," the latter as the better of the two, it says of the "Phenix" : "After travelling in these boats, that in the Delaware is seen to great disadvantage. The power which moves her is too weak to produce adequate speed, as it is questionable whether she will at any time exceed 5 or 6 miles an hour, and against wind and tide not perhaps more than two miles an hour. It was hoped the proprietor would have remedied this defect. There is no question that if there was a steam- boat calculated to move with equal velocity with the "Rariton" boat, and connected with enterprising and practical men of business on the Delaware, she would prove a fortune to all concerned and a great advantage to the public. This boat need not be more than two-thirds, or at most three-fourths, the size of the "Rariton" boat, as her voyage would always be performed by daylight. No room for births (berths) is necessary. She ought to be constructed for drawing the least water possible to avoid inconveniences from the sand bar near Trenton. If the proprietors of the patent right would 38 EXPERIMENTAL STAGE. build such a boat at Philadelphia of suitable power and dimensions there can be no doubt but ample capital for the enterprise would readily be produced, and that it would result much to the advantage of all concerned." There is no reference to this vessel in the discussion on the steamboat monopoly between Golden and Duer. The only place it is further mentioned is in the New York and New Jersey steamboat controversy, in the petition to the legis- lature of New Jersey of the owners of the "Rariton," where they say: "That your petitioners for the two first years lost a considerable sum of money by the steamboat "Rariton." They tried to sell or charter the vessel, but failed. Your petitioners were, therefore, induced to continue the route under a hope that they would receive some encouragement by a connection with the steamboat "Phenix" in the Dela- ware, as a steamboat line had been established by John Stevens, Esq., and your petitioners, between the two great cities of Philadelphia and New York. In this they were fortunately not disappointed, as from that period to the present time the "Rariton" has afforded some compensation for the great risk your petitioners have run in making so expensive an experiment." The history of this vessel would, from all the light on the subject at present, appear to be that John Stevens had no idea in building a side-wheel boat prior to the construction of the "Clermont," for why did he construct a small steam vessel with side wheels, as he says, on the first appearance of the North River Steamboat? This was certainly an experi- mental vessel with side wheels. Then there is so far no record of a larger vessel until the fall of 1808, when John Stevens offers a proposal for the formation of a company to operate a steamboat to New Brunswick. This makes it altogether probable that the "Phenix" was commenced some time during the winter or spring of 1808 and completed in the following fall, when the trip was made as recorded in the proposal. There is every reason to believe the plans for the vessel were not worked out until after the small vessel was found a success. Or could this have been one of his former experi- mental vessels that had been lengthened? The "Clermont" was lengthened the same winter. She was not called "Phenix" KXL* KIM MENTAL STAGE. 39 till just before leaving for Philadelphia. The space that has been given to this vessel is not because of its success as a steam vessel, though it was the first out and out American- built steam vessel, but to present many facts connected with its career that have not been handed down to us. In that regard tradition has been remiss in her duties. There cannot be found any license or enrollment for this vessel either at New York, Philadelphia, or Perth Amboy, N. J. Livingston and Fulton, holding control of the navigation of the waters of New York State by steam vessels, and, after it had been demonstrated that they were successful in pro- pelling a vessel by steam as required by the conditions of the act giving them the exclusive rights, brought more clearly to the minds of the people the monopoly held by them, and doubts were entertained by many whether such a grant was valid. ^l In 1810 a company was formed at Albany who put on the river in 1811 two boats, named respectively "Hope" and "Perseverance," in opposition to the Livingston & Fulton line, which brought the matter to a crisis. These boats were originally built to be driven by engines with a "Pendlum" motion, but after a trial on a small scale that project was abandoned and steam engines and boilers, built by Robert McQueen, of New York, were placed- on board. Livingston and Fulton now applied for a perpetual injunction against the opposition company and, after the case had been carried through the courts of the State, it was granted. They were subsequently delivered to Fulton and Livingston who broke them up in 1813^ To further strengthen themselves against any opposition, Fulton applied for another patent, which was granted Feb- ruary llth, 1811, to be more fully protected regarding the application of paddle wheels and other parts of his steam engine. Also, on April 9th, 1811, an act was passed by the New York legislature for the further protection of the privi- leges granted to Livingston and Fulton. By the force of these enactments all opposition to the monopoly was for a time silenced, until Aaron Ogden, Gover nor of New Jersey, petitioned the legislature of New York to remove the restriction, and that he be allowed to run a 40 EXPERIMENTAL STAGE. steamboat, which he had constructed, between Elizabethtown in ; New Jersey and New York City. This steamboat was built by Aaron Ogden in 1811 and named "Sea Horse/' It was 75 feet keel and 14 feet beam, and fitted with a lever-beam engine from the designs of Daniel Dod, having the beam and connecting rod of woodl This was the pioneer of the Amer- ican beam engine. A few more of the same type were built at a later date. This petition was referred to a committee in the Assembly of the legislature who reported March 8th, 1814, "that as Ogden's boat had been duly enrolled for the coasting trade, and as the steamboats of Livingston and Fulton are in substance the invention of John Fitch, patented in 1791 to him, and after the expiration of his patent common to all citizens of the United States, and as Ogden had built his boat upon principles invented by Fitch, which had been improved by Daniel Dod, it was questionable whether a State had the power to pass any law interfering with the power of Congress to regulate commerce between the States"; and the act of 1811 they declared to be unjust, "that it shuts the courts of justice of this State against any person who may be desirous of bringing to a legal test the rights claimed by Livingston and Fulton, as by the provisions of that act the defendant in any suit to be commenced by them must lose his boat and his machinery, even should he eventually gain his cause." The bill, with some changes, was passed by the Assembly, but rejected in the Senate. Livingston and Fulton now compromised the matter with Ogden by giving him permission to run his steamboat on his ferry route under the privileges held by them for ten years. Thomas Gibbons, of Savannah, Ga., who was a part-owner in the ferry with OgdenJ subsequently opened an opposition ferry line to Ogden, and it was on this route that Commodore Cornelius Vanderbilt was captain on the "Bellona." Gibbons, in order to test the validity of the grant of the exclusive privi- lege by 'the State of New York, put on two steamboats, the "Stoudinger" and the "Bellona" between Elizabethtown and New York City, adjacent to the ferry run by Ogden under the Livingston & Fulton privilege. Ogden applied to the New York State courts for an injunction, which was granted, pro- hibiting Gibbons from running his vessels upon the waters of EXPERIMENTAL STAGE. 41 the State. The case was subsequently carried to the United States Supreme Court, where in 1824 a decree was entered against Ogden, thus breaking down the steamboat monopoly that had existed in New York State for 17 years. The long and costly legal contest ruined Ogden financially. Fulton in returning from Trenton, N. J., where he had been attending court in the case of Livingston vs. Ogden, con- tracted a severe cold, from the effects of which he died on Feb. 24, 1815. Robert R. Livingston, who had been associated with Fulton in his steamboat enterprises, died about a year previous. \ In the spring of 1813 there were in service in New York waters, three steamboats running to Albany, one to Amboy, N. J., one to Tappan, and one to Elizabethtown, N. J. The "Fulton" was building at this time for the New Haven route, but was not placed in service until 1815. There were also the ferryboats to Brooklyn and Jersey City. At the same time there were six passenger steamboats and ferryboats at Phila- delphia, Pa.\ Fulton's boats were mostly fitted with masts and sails, with a flush main deck, except around engine and boiler, with an awning covering a space for passengers near the stem and stern, which they used in pleasant weather. There were no pilot houses on these vessels, the pilots being exposed to the weather during the performance of their duties. Up to 1813 all of Fulton's boats were built with flat bot- toms, their bows very much like to our canal boats of the pres- ent day, the several horizontal sections being similar in mould to each other. It was not until the "Fulton" was built in 1813 that a "dead rise" was given to the floors of a steamboat, and a keel made use of to strengthen the hull, as the boats pre- vious to this date when in motion "worked" so much that their life-time was short compared to those in after years. After building the "Clermont" Fulton erected a machine shop at Jersey City, near where Secor & Co. built the Monitors for the U. S. Government during 1863, where he built some of the engines for his later boats and made the repairs to the ma- chinery. There was also a railway for repairs to the hulls of the vessels. The iron castings were purchased from Robert McQueen, and also from John Youle, both of New York. The 42 EXPERIMENTAL STAGE. brass work was furnished by James P. Allaire, who com- menced business in 1806, and who in after years established the Allaire Works. These repair shops w r ere removed to the foot of Beach Street, New York City, in the fall of 1811, but they were burned out during the same winter. They were shortly after rebuilt. These works had the only boring mill at that time for boring out large cylinders outside of the one at McQueen's foundry in Duane Street, New York. The North River Steamboat Company lost a valuable em- ployee when Louis Rhoda, the principal engineer of the Com- pany, was crushed to death in the machinery of the "Nassau" on 'the Brooklyn ferry on May 10th, 1814. There were but few engineers in this country at that period, as the number of steamboats was small. He was a trusted assistant of Robert Fulton, and had been with him as an engineer in some of the law suits of the Company to protect their legal rights from infringement. In 1815, after the death of Fulton, James P. Allaire leased the shops, and shortly after obtained the contract for the building of the engine and boiler for the "Chancellor Livings- ton," which were finished early in the following year. This was the largest steamboat that had been built by the North River Company and cost complete one hundred and twenty thousand dollars. In 1816, James P. Allaire moved all the tools and machinery to his brass foundry in Cherry Street, New York, and it was then and there that he laid the founda- tion for the largest and finest steam-engine works of its day. It was here that the only planing machine in the country was to be found in 1828, and that was originally built for other than steam-engine work. All of the steamboats enrolled at the New York Custom House from 1808 to 1820 consist of the following vessels, viz.: "North River Steamboat of Clerniont," 1808, details on another page. "Car of Neptune," 1808; 175'x24'x8'. "Paragon," Nov. 9, 1811; 167'x26'10x7'9. "Fire Fly," Sept., 1812; 81'xl4'x4'5. "Richmond," July 6, 1814; 154'x28'x9'. "Chancellor Livingston," 157'x33'6xlO'3, 44 EXPERIMENTAL STAGE. built by Henry Eckford and enrolled in the name of Dominick Lynch, Jr., March 29, 1817. All of the above-named vessels were of the North River Steamboat Company, and the hulls were constructed by Charles Brown, with the exception of the "Chancellor Living- ston." "Raritan," 1809, details on another page. "Hope," 1811, built at Albany, N. Y., for James Van Ingen and others; was 149'x20'x7'7. Passed into the possession of the North River Steamboat Company in April, 1813. There was a mate named "Perseverance." "Stoudinger," 1816, built by Tunis Bergh for James P. Allaire for an experiment with his system of paddles, but subsequently became Cornelius Vanderbilt's "Mouse in the Mountain"; was 47'xl2'x4'10. "Emeline," 1818, built by David Brown for John Fowler and Frederick Baits of New York; was 47'xl5'x5'. "Manhattan," Nov. 2, 1819, built by Noah Brown at New York for the New Orleans & Louisville Steamboat Company, consisting of Rich- ard Hopkins and Robert McQueen and others of New York; was 144'x31'4xlO'. Was sent to New Orleans, La. The first steamboat excursion appears to have been at an early date. The "Fulton" was built to run on the New York & New Haven route, but when completed the war with Great Britain was on in earnest and it was thought to be unwise to open the line as the British naval vessels were very active in the east end of Long Island Sound at that time. Before going on the Albany route, on May 25, 1814, she was sent on an ex- cursion to Sandy Hook, N. J., where there were 50 passengers carried, who were each charged f.3.00 for the pleasure of the sail to the Atlantic ocean. The "Phenix," on Lake Champlain, N. Y., commenced run- ning from Whitehall in Sept., 1815, under Fulton's privilege. TJ, S. SUPREME COURT. February, 1824. Gibbons vs. Ogden. Decree. This cause came on to be heard on the transcript of the record of the court for the trial of impeachments and corrections of errors of the State of New York, and was argued EXPERIMENTAL STAGE. 45 by counsel. On consideration whereof, this court is of opinion that the several licenses to the steamboats, "The Stoudinger," and "The Bellona," to carry on the coasting trade, which are set up by the appellant, Thomas Gibbons, in answer to the bill of the respondent, Aaron Ogden, filed in the court of chan- cery for the State of New York, which were granted under an act of Congress, passed in pursuance of the constitution of the United States, gave full authority to those vessels to navi- gate the waters of the United States, by steam or otherwise, for the purpose of carrying on the coasting trade, any law of the State of New York to the contrary notwithstanding, and that so much of the several laws of the State of New York, as prohibits vessels licensed according to the laws of the United States from navigating the waters of the State of New York by means of fire or steam, is repugnant to the said constitu- tion, and void. This court is, therefore, of opinion that the de- cree of the court of State of New York for the trial of im- peachments and the corrections of errors, affirming the decree of the Chancellor of that State, which perpetually enjoins the said Thomas Gibbons, the appellant, from navigating the waters of the State of New York, with the steamboats "The Stoudinger," and "The Bellona" by steam or fire, is erroneous, and ought to be reversed, and the same is hereby reversed, and annulled. And this court doth hereby direct, order, and decree, that the bill of the said Aaron Ogden be dismissed, and the same is hereby dismissed accordingly. CHAPTER II. HUDSON RIVER. NEW YORK TO ALBANY AND TROY. FTER the decision of the Supreme Court of the United States in 1824 in the case of Gibbons against Ogden, which removed all barriers to the free navigation of the rivers of the United States by boats propelled "by fire or steam," the num- ber of steamboats increased on the Hudson river both by new vessels that were built for that service as well as those that were brought there from other States.' These vessels were great improvements in both passenger accommodations and speed over the vessels that belonged to the North River Com- pany, that had for such a long time the control of the water transportation of the Hudson River. Opposition lines at once sprung up. The old line in 1825 was composed of the "James Kent" 364 tons, "Hudson" 170 tons, "Chief Justice Marshall" 300 tons, and "Saratoga" 250 tons. In the same year the Hud- son River line was started with two new boats, the "Constitu- tion" and the "Constellation," to which was added the "Inde- pendence" in 1827. In 1828 the "De Witt Clinton" was put on the river by parties in Albany. In 1827 Robert L. Stevens had the "North America," the "Albany," and the "New Philadel- phia" on the Albany route. John Stevens and his sons had refused to enter into competition on the river as long as the Fulton line was in active service, but on their withdrawal from business in 1826 the Stevens became very active in pas- senger transportation on the river and remained so for several years. All of the lines were consolidated in 1832 under the title of the New York, Albany & Troy line, or Hudson River Steam- boat Association, to which were added subsequently other and new boats when they run both night and day boats. It might be here stated that the only lighthouses on the river prior to 1840 were Stony Point light, Esopus Meadows light, 46 B'i 48 HUDSON RIVER. Rondout light, Saugerties light, Four-Mile Point light, Stuy vesant light, Coxsackie light. In 1822 Robert L. Stevens substituted for the heavy solid cast-iron working beam of the marine engine, the "skeleton" beam of iron with a wrought-iron strap. The skeleton beam of the engine in the ferryboat "Hoboken" was not the first skeleton beam, though no doubt the first of iron. There was one made of wood in use on a pumping engine in Holland, having a cylinder of 52 inches diameter that was constructed prior to 1802, and probably the beam of this engine furnished the idea for the skeleton beam of the marine engine. In 1824 James P. Allaire built the first compound engine for the "Henry Eckford," having cylinders of 12 inches and 24 inches diameter by 4 feet stroke, and afterwards several others for the Hudson river, among them being the "Sun," having cylinders of 16 inches and 30 inches diameter by 4 feet stroke, said to have made the trip from New York to Albany in 1826 in 12 hours and 16 minutes. Three of the Swiftsure line of towboats on the river that towed the Safety Barges at this time also had compound engines, of which line William C. Redfield was the chief engineer. Regarding these safety barges, the following copy of an advertisement will show the purpose for which they were brought into use: "Passengers on board the Safety Barges will not be in the least exposed to any accident by reason of the fire or steam on board the steamboats. The noise of the machinery, the trembling of the boat, the heat from the furnace, boilers, and kitchen, and everything which may be considered un- pleasant on board a steamboat are entirely avoided." These passenger Safety Barges were run in the summer season from 1825 to 1829, and under favorable conditions made eight or nine miles an hour. The increase in the speed and accommodations of steamboats during that period drew the passenger business from these barges, so that they were discontinued after 1829 for want of patronage. Time of these towboats and barges in 1825 was from 18 to 20 hours. In 1826 the "New Philadelphia," built at Philadelphia, Pa., and belonging to Robt. L. Stevens, was placed on the New York and Albany route. This vessel and her machinery was 50 HUDSON RIVER. the subject of many changes and experiments. It was after running a few trips that a false bow was added to the vessel to give her water lines an easier entrance. This addition was built up from the keel and about two feet above the surface of the water, decked over and caulked, and carried back far enough on the hull of the vessel to make it secure. The ves- sel had no less than six false stems at different periods. It is said that Mr. Stevens applied to Bell & Brown, who were among New York's best shipbuilders, to place the false bow on the vessel, but they refused, as they said it would be a subject of ridicule, and they did not desire to do what seemed to them an unsightly piece of work. The -work was done at the Hoboken yards. False bows were also placed on the "North America," the "Albany/' the "Trenton," the "Novelty," and the "Constitu- tion'' at a later date. The "New Philadelphia" had an experimental trip from New York to Albany on August 24th, 1826, time 12 hours and 23 minutes, being the shortest time on record at that time be- tween those points. A daily paper of New York City has the following advertisement oh August 26th, 1826: "The low-pressure steamboat /'New Philadelphia" will commence her regular trips to and from Albany on Tuesday, the 29th. She will leave the dock foot of Courtland street, for- merly occupied by the North River Co., on Tuesdays, Thurs- days and Saturdays, and Albany on Mondays, Wednesdays and Fridays. She will land and receive passengers at the usual landings. The "New Philadelphia" was constructed by R. L. Stevens. She has a low-pressure engine, and her boilers are not on board the boat, but are so placed over the water on her guards, which project from her sides, as to render it al- most impossible that any passengers should receive injury from an accident to the boiler. From the strength of the boat and the construction of her machinery there is little or no jar in any part of the vessel. Her cabins are light, airy, and spacious elegantly fitted up with mahogany, maple and mar- ble. Her dining-room is 44x22 feet, and decorated with a variety of paintings. "It is expected from the trip lately made that her pas- sages, from a difference in wind and tides, may vary from 10 HUDSON EIVER. 51 to 14 hours, so that at this season of the year passengers may calculate on being landed at Albany before dark!" The engine of this vessel also had balanced poppet valves, and wrought-iron side pipes about 30 inches diameter, fitted to her engine at a very early date. These latter were used for several years. Prof. Kenwick, in his treatise on the Steam Engine, says: "In a passage made by the author on the Hudson, in 1829, the wheels of the "New Philadelphia" averaged 25% revolutions per minute, and the piston moved with a velocity of 405 feet per minute, being 21 feet more than on the "North America." The North America was built by R. L. Stevens in 1827, with a pair of beam engines, and as she was a light-built ves- sel he put in her a frame or truss for stiffening the hull. This was the first framing of the kind for a similar purpose that had been made use of. The vessel had a "spoon bow," and her water lines were hard. The average number of revolutions of her engines were about 24 per minute, and steam pressure from 9 to 12 inches. XIn 1830 the piers in New York City of the several North Eiver lines were: North River line, foot of Barclay Street. Hudson River line, foot of Courtland Street. Newburg line, foot of Albany Street. Tarrytown, Sing Sing, and Peekskill, foot of Warren and Murray Streets. Safety barges for Albany, Battery Place. The "DeWitt Clinton" in April, 1831, left Albany at 4 minutes past 4 in the afternoon, and arrived at the foot of 52 HUDSON RIVER. Barclay Street, New York, 12 minutes before 3 next morning, making the trip, including landings, in 10 hours and 44 min- utes ;>Albany to Hudson, 1 hour and 54 minutes; Hudson to Catslull, hours 22 minutes; Catskill to Khinebeck, 1 hour 38 minutes; Rhinebeck to Poughkeepsie, 1 hour 10 minutes; Poughkeepsie to Newburg, 1 hour minutes ; Newburg to New York, 4 hours and 20 minutes. In 1830, Dr. Eliphalet Nott, then President of Union Col- lege at Schenectady, N. Y., and inventor of the anthracite coal-burning stove for domestic use, had built at Hyde Park on the Hudson Kiver, by Ghauncey Goodrich, the hull of a steam- boat 175 feet long which, when completed, was named the "Novelty." The engines of this boat were built at "Burnt Mill Point" on the East Kiver near the foot of Fourteenth street, New York City, and it was from the building of these engines that the Novelty Works, which in after years become so fa- mous as a marine engine works, received their name. Dr. Nott had associated with him Neziah Bliss, who had seen consider- able service in building and commanding steam vessels on our western rivers. This vessel was fitted with a pair of high- pressure engines,* one on each guard, with cylinders 30 inches in diameter and 6 feet stroke, with single poppet valves oper- ated by levers, connected to the separate water wheel shafts. Steam was furnished by four sets, of three each, tubular boil- ers of 40 inches diameter each, that are credited with being the first for marine purposes that were of any success. This vessel made a few trips to Albany with fair time to her credit, but her career appears to have been short-lived, as originally built. Her motive power was the subject of many experi- ments. In the "Mechanics' Magazine" of 1835 is a letter to the editor saying: "Being in New York a few days since and hearing of a large establishment called the Novelty Works, said to be owned by Dr. Nott and others, I procured from a friend a note of introduction to a gentleman who was one of the partners and visited the place. ... I found an immense *It is given to me upon good authority that the "Novelty" at first had a single high-pressure engine built at Pittsburg, Pa., but this was removed shortly after her completion, and the pair built at New York substituted. 54 HUDSON RIVER. establishment, in which were carried on all the different branches and operations in any way connected with making stoves, steam engines, boilers, and almost every other article of large machinery, and even steamboats." Y\In June, 1835, Daniel Drew, A. P. St. John, and others, started an opposition as the "People's line," with the "West- chester," a small boat of 134'x23'x8', and the "Emerald," a little larger, of 156'x23'x8', to Albany, as day boats with landings, the passenger accommodations of each vessel being for not over 150 passengers.^ This enterprise may be said to have been the nucleus of the present People's line. Daniel Drew's first interest in steamboats is believed to have been in the "Water Witch," in 1832, then a new boat run- ning to Hartford, Conn. There were during the period between 1830 and 1840 sev- eral steamboats built for service in the waters adjacent to New York, but none commanded so much attention as the "Rochester" and the "Swallow," built in 1836. The "Rochester" was built for the opposition company, and the "Swallow" for Anthony N. Hoffman of New York City, and others, who ran her in the interests of the North River line. This was the first lively and determined opposi- tion that had been met on the Albany route, and what made it more so was the equal, or nearly so, speed of the two boats. They have been known when racing to have made over 28 revolutions of their wheels per minute, with 40 Ibs. and over of steam, while their average pressure was about 20 Ibs. and 24 revolutions. This opposition was kept up for about five years, with racing at frequent intervals, and during all this time they were the acknowledged fast boats of the river. The best time made between New York and Albany, by either one of these boats, was about nine hours. The "Swallow" had single pop- pet valves and the "Rochester" double poppet valves. These two boats were each subjected to changes and al- f terations after running a year. The "Swallow" was lengthened 24 feet; when first built was considered an inferior vessel as regards speed; had a 46-inch cylinder replaced by a 52-inch cylinder, and her water-wheels increased in diameter. The "Rochester" had her power increased by the substitution of a HUDSON RIVER. 55 50-inch cylinder for a 43-inch, which was the size of her origi- nal cylinder. Both of these boats had return flue boilers of iron, and burned about 18 to 20 cords of wood on an average each trip, but when racing together, which was quite often, and taking the season through there was very little choice be- tween them, they would burn 23 to 25 cords per trip. The engines of both of these boats were built at the West Point Foundry, at that time located at the foot of Beach Street, New York City, but was removed to Cold Spring on the Hudson River in- 1839. Matters had got to such a state between these two steam- boats, after running nearly one season, that the suspense could no longer be endured by those interested, so a match was at last agreed on to test their relative speeds. It was decided that they should both make the trial without either one carry- ing any passengers, only those who were necessary to the working of the vessels and their machinery being permitted to accompany them. They started from near Jersey City ferry at 4 p. m., on the afternoon of Nov. 8, 1836, each prepared to do their best. They steamed up the river within sight of one another all the time, the "Swallow" having the advantage. All had worked smoothly and without a mishap during all the driving and straining to keep at the head of the procession until they were just below Hudson, when the engine of the "Swallow'' became partially disabled that made it necessary to slacken her speed for a few minutes, when she was put un- der full headway again, and they arrived at Van Wies Point, which is 140 miles from New York, the "Rochester" in 8 hours and 57 minutes, and the "Swallow" in 9 hours and 2 minutes, the "Rochester" winning by 5 minutes. When the "Swallow" was "slowed up" she was 4 minutes or about a mile ahead. The tide for the greater part of the distance was against the boats. This was a very close termination of the race, and if the "Swallow" had not been compelled to slow down, it was the opinion on both boats that the end would have been a close finish; but accidents will happen to steam- boats as well as to other means of conveyance. This race did not settle the question, for they were often afterwards en- gaged in trials of speed while on their trips, with the "Swal- low" as often as the "Rochester" the victor. 56 HUDSON RIVER. A short time after building the "Rochester," the same company bought the "Utica," that was then building for other parties, and added as consort to the "Rochester." She was a smaller boat and no match for the racers. David Stevenson, an English engineer, in his work on "Engineering in North America," written in 1838, gives a very interesting account of a trip he made in 1837 on the "Roches- ter" from Albany to New York, in which he says : "The Rochester" and the "Swallow" were said to be the two fastest boats running on the Hudson in 1837. I made a trip from Albany to New York in the "Rochester," on the 14th of June, on which occasion, with a view to test the vessel's speed, I carefully noted the time of departure from Albany, the times of touching at the several towns and landing places on the river, with the reputed distance between them, the number of minutes lost at each place, and the hour of her ar- rival at New York. Thirteen stoppages, which I found to average three minutes each, were made to land and take on passengers. . The "Rochester" performed the voyage in 10 hours and 40 minutes. From this 39 minutes must be de- ducted for the time lost in making the 13 stoppages, which leaves 10 hours and 1 minute as the time during which the vessel was actually occupied in running from Albany to New York. Assuming the distance between those places to be 150 miles, the average speed of the vessel throughout the trip was 14.97 miles per hour, but even if we assume the distance to be only 145 miles, which there is every reason to believe is too small, the average rate is still 14.47 miles per hour. The current was in the "Rochester's" favor during the first part of the voyage, but the Overslaugh Shoals, and the contracted and narrow state of the navigable channel of the river for about 30 miles below Albany, checked her progress, and consequent- ly for the first 27 miles her speed was only 12.36 miles per hour. This was her average rate of sailing during the part of .her course when her speed was the lowest. After the first 30 miles the river expanded, affording a better navigable channel, when her speed gradually increased, and before the flowing tide checked her progress the vessel attained the maximum velocity indicated by my observations, which between two of the stopping places was 16.55 miles per hour. When going at HUDSON RIVER. 57 this speed it is possible that she was influenced by some slight degree of current in her favor, although it was quite impercep- tible to the eye, as the flow of the tide appeared to produce a stagnation of the water in the river. At West Point we en- countered the flood tide, as was very distinctly proved by the swinging of the vessels which lay at anchor in the river. Af- ter this we. had an adverse current all the way to New York, a distance of about 50 miles, and the vessel's speed during this part of the voyage averaged 14.22 miles an hour. About UTICA. one-half of the voyage was thus performed with a favorable current, and the other half was performed under unfavorable circumstances, owing partly to the shallowness of the water, and the narrowness of the channel in the upper part of the river, and partly to an adverse tide in the lower part of it. "When the "Rochester" is pitted against another vessel, and going at her full speed, her piston makes 27 double strokes per minute. On the voyage above alluded to, however, the piston, on an average, made about 25 double strokes per min- ute, so that the speed of 14.97 miles per hour, which she at- tained on that occasion, cannot be taken as her greatest ordi- nary rate of sailing. During the time, however, at which her speed was 16.55 miles per hour her piston was making 27 dou- ble strokes per minute, and at that time the vessel could not be far from having attained the maximum speed at which her engines are capable of propelling her through the water. . . . The pressure of steam in the boiler is 45 Ibs. on the square inch, and the engine works expansively and cuts off the steam at half stroke. The diameter of the "Rochester's" 58 HUDSON 1UVEH. piston is 43 inches, the length of the stroke is 10 feet and when going at full speed, the piston makes 27 double strokes, or in other words, moves through the space of 540 feet per minute." Stevenson also remarks, respecting the speed of Amer- ican steamboats at this period: "The speed of the American steamboats has excited con- siderable wonder in this country, and some people have been inclined to doubt the accuracy of the statements that have fre- quently been made . regarding the extraordinary feats per- formed by them: fast sailing is a property which is not pos- sessed by all American steamboats, but that a few of those navigating the Hudson Eiver and Long Island Sound perform their voyages safely and regularly at a speed which far sur- passes that of any European steamer hitherto built, every im- partial person who has had an opportunity of seeing the per- formance of the vessels in both countries must be ready to admit." In 1839 Robert L. Stevens sold the "North America" to Isaac Newton and others, who run her in connection with the "DeWitt Clinton," until the latter part of the season. . While on one of her trips from New York to Albany and when but a short distance below the latter city, she encountered a field of heavy ice which cut through her planking, and she sank. A German traveling in this country about this time says regarding a trip on the Hudson River: "I took a passage in the steamboat "North America" on the 23d of November, 1838, from New York to Albany. As the river was already nearly half frozen over a great deal of floating ice was coming down. The boat left New York at 5 o'clock in the evening and ar- rived at Albany the following morning at 7 o'clock. We made, therefore, including all stoppages, over 10 miles per hour up stream. The length of the vessel is 200 feet, greatest width 26 feet: she has two decks, the lower of which where the en- gines are is about three feet above the level of the water. She has two separate cabins, the gentlemen's cabin which is at the same time the dining-room, and the ladies' cabin. There were 320 passengers on board, each of whom slept in a berth, and as sufficient room appeared still to remain, one may imagine how colossal this floating palace must be. Two steam engines, with 44-inch cylinders, move the paddle-wheels of 22 HUDSON RIVER. 59 feet in diameter. The pressure of steam of this, as of most of the steamboats upon the eastern waters, is about 15 pounds per square inch, and the stroke 8 to 10 feet. The steam is generally cut off at one-third or one-half of the stroke and operates by expansion. For a voyage of 145 miles 25 to 30 cords of wood, (of 128 cubic feet) of soft wood are required. The "North America" draws when loaded six feet.XUpon the Hudson River the passenger fare is, in the most elegant boats, three dollars for the distance of 145 miles between New York and Albany, which gives two cents per passenger per mile. For meals an extra charge is made. In less elegant steamboats passengers are carried the same distance for one dollar, and at this moment even for fifty cents, which gives only one-third of a cent per mile." )( In 1839 the "Diamond" was built at New York for the Albany route, where she run on the opposition to the People's line, until taken into the Associated lines. In the same year the "Balloon" was built by Devine Burtis, of Brooklyn. This steamboat also run on the Albany route for a few years; but was a few years on the New York and Newark route, when she was sent to the Delaware River where it is believed she run until worn out. Her engine was built by James Cun- ningham, of New York City, and it is probable this engine was the first built with the long stroke of 14 feet, of the Beam- engine type. Isaac Newton and others in 1840 had built for them by Devine Burtis the "North America," and in the next year by the same builder the "South America," both for the Albany and New York route. The engines of both these vessels were 00 HUDSON RIVER. constructed by James Cunningham, who was a part owner in the "North America." The "South America" was about 30 feet longer than the "North America," but a few inches more beam and with considerable more power in the engine. She was a very narrow and crank boat, as were many of those built for speed at that period, and made a few trips during her career that placed her in the front ranks. The "North America" was the first steamboat that used blowers for an artificial blast in the furnaces of the boilers, driven by inde- pendent engines. These two boats continued on the day line for a few seasons, after which they were used as night boats and subsequently for the New York and Hudson route and finally broken up about 1863. To show the extent to which the rivalry and opposition of the different lines was carried at this period, although no more bitter and heated than previous or later oppositions, it is certainly reassuring to look back at the affair that occurred in June, 1840, and know that such practices are not possible at this period. This was not the first nor the last. Their en- vironment at this early period was much different from what it is at the present day. The "Napoleon" was a small and very indifferently fitted- up boat, that had been placed on the Albany route as an op- position boat to the Old Line. Her pier was further down town than that occupied by the Associated Lines. . On the morning in question, while on her way up the river and when nearly opposite the slip occupied by the "DeWitt Clinton," the latter started out and struck the "Napoleon" just forward of the wheel, careening the latter vessel so that her guard was under the water. The pilot of the "Napoleon" fired several shots from a pistol at the pilot of the "DeWitt Clinton," but fortunately, without any personal injury being done. It was claimed that the latter vessel lay at her dock working her engine full stroke, and when the "Napoleon" was but a short distance from the lower side of the slip the hawsers were cut with a sharp axe and she started out under a full head of steam. Such acts would not^be tolerated in these days, for the officers of the vessel committing such an act would have their licenses cancelled by the steamboat inspectors of the district, to say the least. HUDSON RIVER. 61 These contests of opposition lines involved more than the reputations of the speed of the vessels. The way passengers formed a large percentage of the travel on the river, and as they were in the habit of taking the first boat that arrived at the landing and going in the desired direction, it thus hap- pened that those vessels that were frequently second at the landings were sure to be a losing enterprise for their owners: and even some of comparatively fair speed, but not backed by ample capital, were withdrawn in a sharp competition by the low rates of fare that often prevailed. To show the intense feeling existing just prior to the "Napoleon" vs. "DeWitt Clinton" affair and the effort made to maintain an opposition, the following advertisements speak for themselves: " TO THE PUBLIC. "It is the first time in my life that I have been forced to appeal directly to the public; but after having been perse- cuted as I have been for the last three days by one of the greatest monopolies in this country, my duty towards my family, as I owe them a support, makes it necessary that I should inform the public of my situation. "I purchased the steamboat "Napoleon" last winter and as- sociated myself with E. C. Corwin and James Cochrane, who became equal partners with me in the boat, and the articles of co-partnership were drawn in such a manner that the boat was to run to Albany and nowhere else. Recently the mo- nopoly, after ascertaining that I was determined not to re- move the boat from this route has made extravagant offers, made in such a way that I was to be left alone, and conse- quently, as my means are small must, without doubt, be ruined and my family beggared. I now solemnly appeal to my friends to assist me in supporting the "Napoleon," for as long as she loses no money they cannot prevent me from running; but if she does, an injunction will be immediately served on the boat. "I can also state that E. 0. Corwin has spurned all their offers, even at the sacrifice of six thousand dollars. "J. W. HANCOX." Then a few davs after we have another: G2 HUDSON RIVER. "MONOPOLIES AND PERSECUTION." "Are the people aware of the disgraceful manner in which the Hudson River monopoly and the towboat monopolies per- secute the steamboat "Napoleon," and her owners especially, by hiring the most abandoned and profligate wretches to run n gainst her for passengers, and making use of the most dis- graceful language to prevent passengers from going on board of her. "They are guilty of the foulest lies and assertions, for they, on the 20th of May, asserted that the Old line, that is. the two monopolies, had bought the "Napoleon"; that is to say, she had become a Judas and betrayed the people. "We solemnly declare that it is false, and that no such crusaders can ever by their power, threats or money induce us to abandon our honest and honorable pursuits in which we are engaged. "We had been bred, we thought, on the free waters of the United States, but if this is the manner in which the people are to be driven from their lawful and honorable pursuits, away then with our boasted freedom and let us sink back into monarchy. "Are the people aw r are of the manner in which we have been driven from pillar to post for the last few days? When they found the}' could not traitorize but one of the owners of this boat, they said, "let's crush them, they are poor and can- not stand against such monopolies as we are but a few days longer. "Will the people suffer this, or will they patronize the "Napoleon" and keep the fare at $1.00 and thus sustain the poor in fair, honest and honorable pursuits? "NAPOLEON." "Monopolies and Persecution" is certainly a very odd business advertisement as viewed from that standpoint at this day. As an exhibition of class against class, it should re- ceive first prize, but probably the writer was "talking through his hat." In 1840 an Association was formed between the owners of the larger and better equipped boats, principally those run- ning to Albany. Among those in this Association were Daniel HUDSON RIVER. 63 Drew, Isaac Newton, A. N. Hoffman and William Kemble, and the owners of the "DeWitt Clinton," to which the title of the "People's Line" was given and that has been retained by their successors to the present day. An incorporated com- pany followed at a later date. \ The principal steamboat owners on the Hudson River and on Long Island Sound at this time were as follows, viz. : NORTH RIVER LINE. Steamboats "Albany," "DeWitt Clinton," "Swallow," "Champlain," "John Mason," "Columbus," "Union," "General "Jackson," "Robt. L. Stevens," "J. C. Heartt," "Utica," "Roch- ester," and "Saratoga." Anthony N. Hoffman, James A. Stevens, Robert Dunlop, J. C. Heartt, R. P. Hart, Daniel Drew, Isaac Newton. SWIFTSURE LINE. Steamboats "Swiftsure," "Commerce," "Constitution," "Illinois," "Sandusky," "Oliver Ellsworth," "United States," "Henry Eckford," "New London," "James Fairlie," John Jay," Avith 54 freighting vessels. W. C. Redfield, A. Van Santvoord, Isaac Newton, Henry Green & Co., Pope Catlin, Horace Stocking, Joy & Monteith. and Chas. S. Olmstead. NEWBURGH LINES, ETC. David Crawford, "Washington"; Benj. Carpenter, "Jas. Madison"; Thos. Powell, "Highlander"; Jas. Cunningham, "North America," "Huntress," and "Thorne." NEW HAVEN AND HARTFORD LINES. Steamboats "Splendid," "New York," "Bunker Hill," "Charter Oak." Mem. Sanford, Chas. H. Northam, S. B. Stone. BOSTON TRANSPORTATION CO. Steamboats "Massachusetts," "Narragansett," "Rhode Island," "Providence," and "Mohegan." Thaddeus Phelps, Nevins & Townsend, R. S. Williams, James G. King, C. H. Russell, and William Comstock. X 64 HUDSON RIVER. 1841. People's and Old People's Line Line Old Line Opposition Opposition at (U. S. Mail Line) Day Boats at at 6P.M. 5P.M. 7A.M. 5P.M. 6P.M. South America Swallow Troy Napoleon Diamond North America Utica Albany Rochester DeWitt Clinton This year was a lively one for opposition, the "Diamond"' running most all of the season, while the "Napoleon" was on the route but a few months. On the night of the 24th of April, as the "South America" was on her trip up the river, when above Poughkeepsie and going along at a good rate of speed, with the "Diamond" bringing up the rear at a respectful dis- tance, her shaft broke, followed by the breaking of the con- necting rod, which, leaving the opposite end of the working beam without any weight to sustain it, allowed the piston to fall with its rod and connections, thus breaking the steam cylinder and cover, and making a general wreck of the princi- pal parts of the engine. The escaping steam from the broken steam-pipe scalded some of the passengers by its inhalation. The opposition boat came up and took off her passengers and landed them in Albany. In October of this year the "Rainbow," owned by Robert L. Stevens, and built by him for speed, made a few trips to Albany in this month on the day line. She was an experi- mental vessel of very narrow beam, compared to her length, which was as 1 to 14. Her power was a pair of inclined con- densing engines, placed in the hold, one forward and one aft of the water-wheel shaft, with cylinders of 36 inches diameter by 10 feet stroke, and connected to one crank pin. Her boilers, which were in the hold also, were strapped with bar iron 6 inches by 1% inches every 10 inches apart for strength; the pressure of steam carried being from 80 to 100 pounds per square inch. The water- wheels were 24 feet in diameter by 7 feet face, and the water-wheel shaft was of boiler iron 3-8 of an inch thick, 36 inches diameter with cast-iron ends. She had very high wheel-houses, and taken all in all, was not what would be called a handsome boat in appearance. Upon trial, she failed to meet the expectations of her owner, not being able to make any better time than those called 10-hour boats, r i 66 HUDSON RIVER. or of fair speed. She was a few years after put to towing in New York harbor, but was afterwards sent to Philadelphia, Pa., where she continued in the same service on the Delaware River, where she was worn out. A story* is told of this boat while on the' Hudson River, that on one of her trips up the river she run into some vessel and knocked off part of her stem, and w r hen she arrived in Al- bany, in order to repair the damage received, they procured a few barrel staves, with which to make repairs to the damaged stem, that was exceedingly fine and sharp. Robert L. Stevens did probably more than any other person toward the early development of American river steamboats. Being possessed of abundant means and having a mechanical turn of mind, he was enabled to make experiments in Naval Architecture and Marine Engineering, that those not so fortu- nate i in the vicinity of Forest's Castle, or Riverdale. It was one of those accidents on the water which seem to electrify the community and cause them to ask, if there is any safety from such appall- ing disasters. The "H This vessel was not so large as the "Clermont," but had some improvements in construction and fittings over the latter, and cost twenty-six thousand dollars. She was on this route as late as 1818, for in that year it is found the front head of the boiler blew out from weakness of the braces and scalded the engineer so badly that he died from his injuries. This is the vessel that Aaron Ogden tried to drive, in 1814, from the waters of New Jersey by legal proceedings, because Fulton and his associates would not permit him to run his steamboat in New York waters. The monopoly also had the "Olive Branch," in 1818, on this route, a vessel larger than the "Baritan." She run here until 1822, when taken to the Hudson Biver for service. One of the through stage lines advertised as follows re- garding the steamboats of this period: "The steamboat, or rather "smoak" boat advertises to travel more expeditiously than any line except the mail. We therefore beg leave to inform the public that they leave New York before we do, and do not arrive in Philadelphia until our passengers have had a comfortable refreshment, if then; and the fare and the ex- penses on the road are nearly double to ours. We do not do this to injure their establishment, only to make them stick to the truth." Another advertiser tries the poetical strain: "Since steamboats are no more the rage, We'll introduce our new mail stage; As going by steam is out of date, Pray take your seats ere 'tis too late." Wonder what that stage owner would think of the trolley cars of this period? We just begin at this late day to think steam is out of date in some applications. ^fhe steamboat "Atalanta," belonging to Aaron Ogden, ran to Elizabethtown, in connection with a line of stages to Philadelphia, as an opposition line, for a few years. In 1818, Thomas Gibbons entered the field with the "Bel- lona" and the "Atalanta. 7 ^ It was at this time that Cornelius Vanderbilt began his steamboat career. He had for several years before this been running small sailing vessels, called periaugers, between New York and Staten Island on his own NEW JERSEY. 169 account. The first periauger enrolled at New York in the name of Cornelius Vanderbilt was the "Dread," on January 24th, 1816, of 49'xl4'5x4'4. Builder, James Day , of Norwich, Conn. The next was the "Governor Wolcott," in July, 1817, be- ing 49'xl3'x4', by the same builder; and the "General Arm- strong," on July 1st, 1818, by the same builder, with dimen- sions of 50'xl3'x4'6. Cornelius Vanderbilt was made captain of the "Bellona," and subsequently was superintendent of the line until Gibbons disposed of his interest in the line to the Stevens brothers. During the early days of the opposition, Gibbons, to get around an injunction that was placed on his boats running in New York waters, run them to the mouth of the "Kills," and there exchanged passengers to a ferryboat that ran from New York to Staten Island. He was enjoined at a later date, and his boats now made landings at the Hackensack bridge, just west of Jersey City Heights, his passengers from New Brunswick and way landings being transferred to stages that ran to Paulus Hook ferry, to New York. These makeshifts did not last very long at any one time. At one time he got so bold as to run direct to New York City, but that was soon stopped. All this time the main law suit was moving on, and it kept the opposition thinking all the time how to land their passengers in New York City with the least inconvenience. Vanderbilt with his perseverance and dash, and Gibbons with his dogged obstinac} 7 , made a pretty hard pair to overcome as an opposi- tion^ In 1820, they announced: ^The Old Union line via New Brunswick, Princeton, Trenton, and Bristol, 35 miles land carriage. Fare through, f 5.00. The Vice-President's steam- boat 'Nautilus,' will leave New York every day Sundays /; excepted from Whitehall wharf at 11 a, m., for Staten Island. From here the passengers will be received into the superior and fast-sailing steamboat 'Bellona,' Captain Vanderbilt, for New Brunswick, from whence in post chaises to Trenton, where they lodge, and arrive next morning at 10 o'clock in Philadelphia by the commodious and fast-sailing steamboat 'Philadelphia,' Capt. Jenkins, in time to take the Old Union line Baltimore steamboat."^ John Stevens had all this time been running the "Phenix," and later the "Philadelphia," on the Delaware River in connec- 170 NEW JERSEY. tion with the "Baritan," and later the "Olive Branch," but in 1820 the Old Union line formed, and Gibbons' line to Baritan Biver, making connections through the stage line to Trenton with the "Philadelphia" of Stevens' line. The connecting stage lines were a part of the Old Union line. It will thus be seen that the Monopoly and Stevens' connection had been broken. The "Olive Branch" now run in connection with the "Etna" and the "Pennsylvania" on the Delaware Biver as the Columbian Steamboat line, and a merry war was in- augurated that continued until the withdrawal of the Old line. There was toward the last another opposition line in the fray, to make it more interesting. Whether that was a Gibbons and Vanderbilt move to hasten the departure of the Old line there is no telling. Vanderbilt was good at it in later years. The principal lines were both backed by men of ample capital for the enterprise, and the business was carried on with a spirit to drive off all opposition, but they all fought with a grim determination to the end. After the decision of the Supreme Court of the United States in 1824, the service on both rivers was much improved by the addition of more modern and larger vessels, so that when the Gibbons' interest was acquired by the Stevens broth- ers they had a good fleet of vessels for the service at that day. Gibbons had built the "Thistle" in 1824 and the "Swan" in 1826. After Gibbons had withdrawn from the line,\Vanderbilt, in 1829, placed an opposition boat on the New Brunswick route named "Citizen," against the Old Union line, and gave them a lively time for a year, cutting down the through fare from $4.00 to $2.00, that was met by the regular line at $1.25.) He advertised at the time: "Travelers by the Despatch line can be comfortably accommodated, avoiding the pressure of a crowd of ten-shilling passengers." This is altogether prob- able the first of his steamboat enterprises on his own account. He was now thirty-five years of age. About 1830 he came into possession of the steamboat "Bellona," that he command- ed while in the Old Union line. The model of this vessel is in one of the offices of the Grand Central depot of the New York Central B. B. Company at New York City. The vessel was 102 feet over all, 22 feet 11 inches beam and 7 feet bold. NEW JERSEY. 171 Amboy had been used as a terminal by none of the lines permanently up to 1830, except the Monopoly line used it for a short time as a trial for an advantage when hard pressed by the outsiders. Then they made their connections by the way of Bordentown. ^The Union line, that had obtained control of all opposi- tion lines in 1830, was merged into the Camden and Amboy R. R. Company soon after its organization. The railroad was opened for travel in 1832, but prior to this the boats had been running to Amboy. -^Subsequently, the "Independence," that had been in the passenger business on the Hudson River, was bought and rebuilt for this route, and was followed by the "New Philadelphia" for a time. This latter vessel was the one Robert L. Stevens made so many experiments on, both with hull and engine. There was also the "Napoleon," a boat of 130 feet keel, that during her whole career was always in the thick of a tumult of opposition. The owners always seemed to be looking for business, and generally found it. The "Antelope" commenced running to New Brunswick in August, 1847, and at a later date, having been sold and sent to the Pacific coast, her original owners had the "Rein- deer" built for the New York and Raritan River service. She run here but a few trips, and for a few months from New York to New Haven, Conn., and during the next year was on the Hudson River, where she remained until destroyed by fire. During the early fifties the "Trenton" left New York at 10 a. m. for Amboy, cars to Bordentown, thence by "Richard Stockton" to Philadelphia. Express service by "John Potter" at 2 p. m. for Amboy, thence to Camden by rail. Through fare, |3.00. The "John Neilson," built in 1849, by the Stevens brothers, also run to Amboy and New Brunswick. This boat was an experiment for the purpose of testing by blowing engines to drive a current of air in two channels under the hull of the vessel, hoping thereby to reduce the frictional surface of the wetted skin of the hull, lessen the draft of water, and to increase the speed. The stern of the vessel was built similar to that of a scow. The effect of driving the air under the hull 172 NEW JERSEY. while under way, with the bad model of the vessel, was to make a great swell and commotion of the water and to cause the washing of small boats on shore and throwing of high waves over the ends of 'the piers, so great was the force imparted to the water. It is believed the shape of the \essel under water was responsible for part of this commo- tion. No permanent benefit seems to have been gained from this experiment. The null of the vessel has been in service for many years as an excursion barge. In 1852, the "Richard Stockton" was built by the Harlan & Rolling-worth Co., and was one of the early iron-hull river steamboats of large size. She had a beam engine 48"xl2'. After running for a time on the Delaware end of the line was brought around to run to Amboy, being the property of the Camden and Amboy B. R. Company. This vessel run here for many years, and was one of more than average high speed. Her paddle wheels were of iron, with iron buckets about 13 feet long. About 1875 the vessel was placed in the excursion business, for the passenger line to Amboy had now been withdrawn. In 1893, the vessel was given in part payment for a vessel built by John Dialogue, of Camden, N. J., for the Pennsylvania Rw R. Company. In 1865, the 'William Cook" was built and fitted with the "John Neilson's" engine. This vessel was constructed expressly for the Long Branch service, and was intended to be of high speed, but it is doubtful if, in the long run, she ob- tained as good an average as the "Richard Stockton." The frame of this vessel was of very light timber. About 1874 she was sold to Thomas Cornell for a milk route from Rondout, and was worn out in that service. The "Trenton" was retired in October, 1865, and "John Neil son" in November, 1865. The Camden and Amboy R. R. Company and the Delaware and Raritan Canal Company both received their charters from the State of New Jersey on February 4th, 1830, and were at first controlled by rival interests. Prior to the formation of these companies and during the public discussion of the prospective building of the railroad and the canal across the State, the canal interests were aided by the People's line . NEW JERSEY. 173 AS well as other opposition lines of steamboats on the Dela- ware River, on account of the railroad interests being in the same hands as controlled the Union line of steamboats on the Delaware River. When the promoters of the railroad showed a bold front and a purpose to obtain a charter to construct the road, the opposition raised the cry of "a monop- oly in transportation across the State" held by the Union line. But this soon died out, and the companies were sub- sequently united under the so-called "Marriage Act" of Feb ruary 15th, 1831. The canal charter was for a period of fifty years, and contained a provision "that no canal should be constructed within five miles of the canal and feeder without the consent of the company." There was also a provision in the railroad charter, that was for thirty years, "that the State should not authorize the construction of any other railroad across the State from New York to Philadelphia which shall commence and terminate within three miles of the commencement and termination of the road authorized by this act." This monopoly or exclusive privilege was not included in the orig- inal charter granted in 1830 to the railroad, but was subse- quently obtained when the State became interested in the railroad, and by an agreement on the part of the railroad corporation to pay in lieu of taxes to the State ten cents for each passenger passing over the State on their railroad, and fifteen cents a ton for all merchandise transported by them. These charges were not to be paid until the railroad was earning dividends on its operation. The State thus became an interested party in the successful operation of the railroad that was for several years an important link in passenger and freight transportation between Washington and Philadel- phia; on the south, and New York and the Eastern States on the north. .Its income from all foreigners (residents of other States) passing over the road, through the excessive passenger rates charged, as well as the high freight charges demanded by the railroad, was a matter of no small moment for the State Treasury for a long period of years. For many years the power of these companies in the politics of the State was a matter of national reputation. Fulton's monopoly of the waters of the State of New York would 174 NEW JERSEY. appear to have been more equitable than the privilege granted to this railroad across the land of the State. >/The railroad was completed from South Arnboy to Bor- dentown in December, 1832, and to Camden in 1834. The canal was completed in 1838.X The first board of directors of the Camden and Amboy R. B. Company included Robert L. Stevens and Edwin A. Stevens, of Hoboken, N. J. ; J. H. Sloan, of Camden ; Abraham Brown, of Mount Holly; William McKnight, of Bordentown; William I. Watson, of Philadelphia; and Benj. Fish, of Trenton. Those of the Delaware and Raritan Canal Company were James Neilson, of New Brunswick; James Parker, of Perth Amboy; William Halstead, of Trenton; G. D. Wall and James Mcllvaine, of Burlington; James S. Green, of Princeton; with Robert F. Stockton, of Princeton, as President. Prior to the expiration of the original charter of the railroad they obtained an extension of their original grant to January 1st, 1860. In 1867, the New Jersey R. R. and Transportation Company, running from Jersey City to Tren- ton, was consolidated with the above companies under the title of "The United N. J. R. R. and Canal Co.," and in May, 1871, the railroad and canal were all leased to the Pennsyl- vania R. R. Co. for 999 years. These original companies were almost wholly owned and controlled by residents of the State of New Jersey. The last passenger service by boat to South Amboy was by the "William Cook," making one trip daily in connection with a way train to Philadelphia as late as July, 1872. The "John Potter" and the "Joseph Belknap" run as passenger and freight boats, and the "Transport," "Amboy," and "New Philadelphia" as freight boats. There w r ere several large side- wheel tow boats of the Camden and Amboy R. R. Co., at this period, that were built expressly most of them for the purpose of towing the freight barges and carrying freight themselves, and among the fleet were the "Princeton," "Bordentown," "Weehawken," and "New Philadelphia." The distinguishing feature of these vessels were the enormous wheel houses they had, in fact, it seemed as though the "Princeton" was all a wheel house, her w r ater wheels being each 40 feet in diameter. These boats were NEW JERSEY. 1?5 about 180 feet long, and had beam engines, 54 inches by 10 feet, excepting the "Princeton." Of late years there has been running to New Brunswick the "G. T. Olyphant," and in 1877 the "Wyoming," that had formerly run to Elizabethport in connection with the New Jersey Central K. R. This boat was laid aside in 1880 and the engine placed in a new hull named "New Brunswick." The latter vessel was destroyed 'by fire in the Raritan River on August 7th, 1902. KEYPORT. The communication between New York and Keyport by steamboat was opened in 1836, by the steamboat "Monrnouth," belonging to the Steamboat Company of Middletown Point, built in that year at Baltimore, Md., by Rogers, Brown & Cully, who built the steamship "Natchez" about that time. The "Mon- mouth" was 124'xl8'6x8'7, and fitted with a square engine. The vessel run here for a few years aiid was followed by the "Hope," a smaller vessel with same type of engine, then by the "Rockland," built in 1830, and in 1848 by the "Joseph E. Coffee" for about two years. Afterwards, the "John Hart," the "Ocean Wave," and the "Golden Gate" run at various periods until 1853 or 1854. The "Chingarora," the largest ves- sel that had run on this route up to 1850, was in service here for a time, was then sent south, where she was destroyed by fire; was sold in March, 1851, to run between Mobile and New Orleans. The engine was brought to New York and put in the "Keyport" when .built in 1853. At this time Keyport began to develop mainly through the construction of the Florence & Keyport plank road: and another important factor was the monopoly held by the Camden & Amboy R. R. Co., of the rail- road transportation across the State of New Jersey. In 1853, the Keyport & Middletown Steamboat Co. was or- ganized, and during that year the "Keyport" was constructed for them at that place. This vessel run here until chartered for a despatch boat on the Potomac River, in 1862, by the Army Department, and was shortly after sold to the Potomac Steam- boat Co., who had her under charter several times during the Civil War. Subsequently, the vessel was brought back to New York waters, and in 1885 her name was changed to "James T. 176 NEW JERSEY. Brett," and for many years has been running on the lower Hudson. The "Keyport" commenced running in 1853, and with the "John Hart" and the "Eagle" for a time, there were ample accommodations for the landing, with three boats daily, during which time passenger fare fell to as low as twelve and one-half cents. The "Armenia" run a portion of this season as a morning boat from New York by the way of the "Kills." In 1862, the "Matteawan" was built for the same company and continued on the route until 1880, when sold to J. H. Starin, when the old company retired from business, as the railroad had cut into the business so much. The "Minnie Cor- nell" was built during the same year at Athens, N. Y., for Joseph Cornell, of Rondout, N. Y., and fitted with an engine taken from the "New Champion," that had been on the Hudson River. This vessel run on the route until destroyed by fire at Keyport, on March 27th, 1893. Since then the "Magenta" has served the route for a portion of the time. After the "Keyport" went to the Potomac Eiver, and be- fore the "Matteawan" was completed, the "D. R. Martin" and the "T. V. Arrowsmith," at different times, filled her place. The "Keyport" and the "Matteawan" were both, when on this route, very able boats, and it is very doubtful if there was any steamboat during the period they run through the Narrows that was able to cope with them, unless it might have been at one time the "William Cook," or the "Jesse Hoyt." There has been running from Matteawan, that is a short distance from Keyport, a line of freight propellers for many years. "Keyport," 184'x28'6x8' ; beam engine, 40"xl2'. "Matteawan," 206'x27'8xlO'; beam engine, 44"xl2'. "D. R. Martin," 207'x31'x9'; beam engine, 53"xlO'. "T. V. Arrowsmith," 201'x28'6x8'7; beam engine, 44"xlO'. SANDY HOOK LINE OP THE NEW JERSEY CENTRAL RAILROAD. The present line running to the Atlantic Highlands was the outcome of the building of the Raritan and Delaware Bay R. R., or, as later known, the New Jersey Southern R. R. This road was started in 1860, by the construction of five miles of the road from Port Monmouth, on the shore of Sandy Hook NEW JERSEY. 177 Bay, about midway between Keyport and the Highlands. Be- fore the construction of the railroad, a wharf had been built at Port Moumouth, arid a steamboat named the "Eagle," and a propeller named the "Argus" had run to New York. After the railroad had begun operations, the "Alice Price," that had been running to Bed Bank, was run in connection with the railroad to New York until September of that year, when the "Taminend" took her place until the following summer; then the "Naushon," followed by the "Aurora," continued the ser- vice until the "Thomas Collyer" x "Antelope," and later "Twilight," began running on the route that ended during the latter part of the year 1862. In 1863, the "Jesse Hoyt," that had just come from the New York and Glen Cove route and had her name changed to "J. D. Beers," and shortly after changed to the original name, commenced running in connec- tion with the railroad, and, up to the time of the removal of the termini of the railroad to Sandy Hook, had as consorts on the line, at various times, the "Wyoming," the "Magenta," the "Neversink," the "Nelly White," the "Josephine," and some others. The "Jesse Hoyt" was one of the few boats not on the Hudson River that had her engine placed in the vessel with the shaft forward of the cylinder, though she was originally built for the upper Hudson River route. In 1862, seventy-three miles of railroad had been constructed to extend from the Port Monmouth branch. In 1864, the Camden & Amboy R. R. Company still having the monopoly in carrying passengers and freight across the State of New Jersey, compelled the Raritan & Delaware Bay R. R. Company to change their termini from New York to Brooklyn, in running in connection with through trains to Philadelphia. The fare was reduced from New York or Brook- lyn to Philadelphia to two dollars for several months. The purpose was to stop the boats making a connection to the lower New Jersey points. But the boats still run and made the connection with the railroad. When the New Jersey Southern R. R. Company was or- ganized out of the Raritan and Delaware Bay R. R. Company, in 3869, and had purchased the Long Branch and Sea Shore R. R. from the Edwin A. Stevens estate, the latter road was extended from Spermaceti Cove to a deep water termini at 178 NEW JERSEY. the Horse Shoe on Sandy Hook. The original owners of the Long Branch and Sea Shore R. B. had built and run the "Will- iam Cook," and at times the "Richard Stockton" and "River Queen" from New York to the termini of the railroad for about four years prior to its sale. When the terminus at Sandy Hook was ready for use in June, 1870. James Fisk, Jr., who was the controlling spirit in the Narragansett Steamship Company, and was one of the principals in its organization, and was the means of the ab- sorption of the Fall River line at that date, had the "Plymouth Rock," "Metropolis" and "Empire State" and some others on his hands as idle boats. He made an arrangement with the New Jersey Southern R. R. Co. to cover the water service of the route and fitted out the "Plymouth Rock" in elaborate style for the passenger travel, and razeed the upper works of the "Metropolis" and laid tracks on her deck to transfer freight cars. These boats, with the "Jesse Hoyt" and the 'Long Branch" x "Sleepy Hollow," performed the service under the Fisk and Gould management for three years and eight months, when Fisk having died, the line was abandoned. From early in 1874 until 1879 the New Jersey Southern R. R. and Steamboat line was operated by the trustee of the first mortgage bondholders, ex-Chancellor Benj. Williamson, with William S. Sneden as general manager. The steamboats operated during this period were the "Jesse Hoyt," continuous- ly, the "River Belle" in 1874, until destroyed by fire at her dock in New York on September 3d the hull is now the barge of the St. John's Guild, of New York the "Jane Moseley" in 1874 and 1875, with the "Day Star" in the latter year, and the "Crystal Wave" in 1875, 1876 and 1878, and the "Empire State" in 1877. The "Jane Moseley" was built by Lawrence & Foulks in 1873, for the Long Island R. R. Co., to run from Greenport to Newport as a connecting link of a through line from New York to the Eastern States, but it was abandoned after a short time. The "River Belle," the "Day Star" and the "Crystal Wave" belonged to the American Steamboat Co. of Providence, R. L They were all boats of over 200 feet long, good accommoda- tions and with ample engine power. The "Plymouth Rock" was taken to Boston, Mass., in September, 1886, and broken up as old junk. NEW JERSEY. 179 After the New Jersey Southern R. B. passed under the, control of the Central R. R. Co. of New Jersey in 1879, the lat- ter company refitted one of their large ferryboats, the "Kill Von Kull," in good style, to run on the Sandy Hook route. The boat proved to have too little power to make the time re- quired, and, after running one season, was withdrawn. This vessel was destroyed by fire at Elizabethport March 3, 1889. The "Cape Charles," that had run on Delaware Bay, in connec- tion with a railroad from Cape Charles to Norfolk, Va., and the "City of Richmond," that had seen service on the Delaware River, was run with the "Jesse Hoy t" until the "St. John," in 1879, was chartered and subsequently purchased from the Commercial Navigation Co., who had run her from Charleston, S. C., to Jacksonville, Fla. These two boats continued the ser- vice until the "Monmouth" was built in 1888, when the "Jesse Hoyt" was laid aside, and during the next year the company had built the "Sandy Hook" as a consort to the "Monmouth," since which time the two fine twin-screw propellers, the "Mon- mouth" and the "Sandy Hook," with the side-wheeler "St. John," have filled the water service to the Atlantic Highlands, to which the railroad terminus was changed in 1892. A new vessel for the line has lately been placed on the route, named "Asbury Park," but from all appearances she has not come up to the expectations in regard to speed thus far. The "Jesse Hoyt" was 239'x29'7x9'2, with beam engine, 56"xl2'. The "Jesse Hoyt" was originally 219'x29'x9', with a beam engine 46"xl2'. "St. John's" was 250'x38'xl4', with beam engine 66"xl2'. "Monmouth," 260'6x35'xl4', with two triple-expansion en- gines each; cylinders 19" and 30" and 50"x30". Vessel and machinery constructed by Wm. Cramp S. & E. B. Co. "Sandy Hook," 260'6x37'xl4'3, with two triple-expansion engines each; cylinders, 22" and 35" and 55"x28". Vessel and machinery constructed by Harlan & Hollingsworth Co. After the railroad terminus was changed from Port Mon- mouth to Sandy Hook, the residents of the former place had at times a small steamboat to transport their freight to mar- ket, and in 1880 a side-wheel boat was built named the "Wm. V. Wilson," for the service which was maintained to a few years ago. There was also running here in 1870 a email stern- 180 NEW JERSEY. wheeler named "Orient," built at Cape Elizabeth, Me., in 1865, and was 121'7x21'6x5'8 deep, with two high-pressure engines, each 15 inches by 5 feet. RED BANK AND SHREWSBURY. first steamboat to run regularly to Bed Bank after the "David Brown''* was the "Frank," built by James P. Al- laire in 1834. She continued to run from New, York for about three years. Then the "Osirris," built in 1838 by Bishop & Simonson for the same owner, made Ked Bank her landing. She also run to Cranberry, N. J., for a year or morej* The Monmouth Iron Works was opened in March, 1815, by Shippan & McHurtrie, of New York City, to manufacture stove castings from the bog-ore in the vicinity. In 1822, J. P. Allaire bought this furnace that was located near the present town of Allaire, N. J., and in 1828 he was the principal or- ganizer of the Howell Works Co., where was manufactured hollow ironware, sadirons and other cast-iron wares on a very extensive scale, and in 1831 had 400 men employed at these works. Three years after the organization of the company, Mr. Allaire was the sole owner of the stock of the company. It was successful as a furnace until about 1840, when an- thracite iron began to be successfully made, but the other de- partments of the works were run until 1850. The steamboats were employed in transporting the manufactured product from the works to New York. The "Osirris" run until 1842,, when the "Orus" was built for the same owner. The latter vessel was larger, being 135'x21'x7'8, with two beam engines, each of 25 inches cylinder by 8 feet stroke. This vessel run to Ked Bank until 1850, when sold to parties who sent her to the Chagres River before the building of the Panama railroad and the time of the gold excitement in California. There was also in the early forties the "Frank," from the Hudson River, and of about the same size of the "Orus," being run in the same in- terest as the other steamboat on the route. The "Edwin Lewis" was an opposition boat, while the "Orus" still was running on the route to Shrewsbury River, and was serving the route as late as 1855. In 1853 the * See " David Brown" in Coastwise Steamers. NEW JERSEY. 181 "Thomas Hunt," then a new boat and larger than any that had preceded her on the line, except the "Confidence" that was run to Red Bank the previous season, but found to draw too much water for the Shrewsbury River, and the "Thomas G. Haight," a smaller boat, and the "James Christopher," of about the same size, the latter being 145'x25'x7'6, with a beam en- gine 28 inches by 8 feet stroke. This latter vessel was subse- quently known as the "Long Branch," and was chartered by the Quartermaster's department in the early part of the Civil War from George H. Power, and left her bones on one of the Southern rivers. The "Ocean Wave" and the "Golden Gate" were two more of the light-draft boats that run here prior to 1860, and were a few feet shorter than the "Hunt," but with much less power. The "Alice C. Price" was also one of the early boats on the route. The "Alice C. Price" and the "Thomas G. Haight" were sold at auction in 1855, the former for $10,620, and the latter for $13,600 to a company for use on the Potomac River. From 1856 to 1858 there was frequent communication with the Metropolis, and complaint could not be made about excessive rates of fare, for they were as low as twelve and one-half cents, and for months at a time twenty- five cents was the ruling rate on these lines. There was plenty of life then on the bay to the Hook. In 1858, the "Highland Light" was built for this route, and was of about the same size as the "Thomas Hunt," the former having an engine 38"xlO', and the latter one of 36"xll'. The "Highland Light" was under charter to the War department during part of the Civil War at $350 per day, and toward the close of the strife another charter at $150 per day. The vessel remained in Southern waters, and was employed on Chesa- peake Bay until 1894, when laid aside from further use. The "Thomas Hunt," after running on almost every route within a short distance of New York, has found her way into Starin's excursion fleet, under the name of "Valley Girl." The "Meta" was also on the route for a time during the early sixties. In 1866, the "Sea Bird" was constructed at Brooklyn, N. Y., for the Merchants' Steamboat Co. for the Red Bank route, and is the largest steamboat that has run to that landing. It is 187'x30'x8', with a beam engine 42"xlO'. The vessel was par- tially destroyed by fire on May 5th, 1867, was rebuilt and on the 182 NEW JERSEY. route again in July following, the "Nelly White" taking her place in the interval. The "Helen" was built for the same par- ties in 1862, but was a much smaller vessel, and run until the "Albertina" was built in 1882. The "Albertina" was originally 165 feet long, but subsequently was lengthened; has a beam engine 38"xlO', and with the "Sea Bird" has filled the wants of the line for several years. The shifting nature of the sand bars at the mouth of the Shrewsbury River has been an obstacle to the navigation of the two branches of the river by any but very light-draft steamboats, and these must time their arrivals and departures by the condition of the tide. Since 1871 Congress has appro- priated about two hundred and fifty thousand dollars for the improvement of the channels, that has been expended mainly for dredging. The first steamboat we find to the South River was the "Franklin," that run from New York to Shrewsbury near "Long Branch" in 1819 for a short time, three times a week stopping at Fort Diamond in New York Bay. Passenger fare 8 sh. This branch does not appear to have had any steamboat line for many years after, probably on account of Allaire's line of steamboats filling all the need for communication by water for that section of the State. There was no steamboat running here until the "Edwin Lewis," about 1848. This was a small vessel of only 124 feet in length, like unto one of our harbor tugs, with very large power for her size of hull, having a square engine 29 inches by 8 feet stroke. They made it lively very often for the Red Bank boats in those days, as there was plenty of opposition on hand at frequent intervals. She run there for several years. The "J. G, Christopher" also run up the South branch. After the completion of the New Jersey Southern R. R., or as then known the Raritan and Delaware Bay R. R., to and along the Atlantic coast in 1862, there were no steamboats running to the South River for many years. It was not until 1883, when the "Wilbier A. Heisley," a stern- wheeler of the Western river type, was constructed at Nyack, N. Y., for a company composed of residents in the immediate vicinity of the Shrewsbury River. The vessel was 185 feet over all, 155 feet keel, and was fitted with two high-pressure engines, built NEW JERSEY. 183 by Jaines Bees & Sons, of Pittsburg, Pa., having cylinders each 18 inches diameter and 8 feet stroke. The stern-wheel was 24 feet diameter, with buckets 25 feet 4 inches long. There was fitted to furnish steam a water-tube boiler, built by Charles Ward, of Charleston, W. Va. This vessel run to the Shrewsbury River for a year or more, and having proved an expensive boat to run, the company closed up the business and the vessel was sold at sheriff's sale. Her name was now changed to "City of Long Branch." The vessel run again for about two more seasons to same points, and after an interval of a few years was placed in service between Philadelphia and the towns on the upper Delaware River; She was afterwards chartered for a year by a wrecking company searching for a British treasure ship in the Delaware River. In 1892, she was sold to parties in North Carolina, and on November 3d, of that year, was destroyed by fire while on the Roanoke River. This was the largest stern-wheeler that had been on the North At- lantic Coast. The "Helen" was at one time a stern-wheeler, or partly so; and then there was a freight boat that run to Port Monmouth prior to 1870, but these were smaller vessels. After the "City of Long Branch" was withdrawn, a side- wheel vessel was built for parties owning summer residences on the river, at Bath, Me., and named "Shrewsbury." This vessel was 161'x26'6x7'6, and fitted with an inclined com- pound engine having cylinders 25 inches and 44 inches by G feet stroke. This was a well-built and serviceable vessel for the route, but was another expensive one to run, pretty much the entire hold of the vessel being filled with machinery. Not proving a success on the route, this vessel was in operation but one season, and after being laid up for several months was sold for service on Lake Ontario, where she has since re- mained under the name of "New York." One trouble with her operation on the waters of the South River consisted in the filling of the tubes of. her surface condenser with the sand brought in by the water of condensation. The present "Patten line" is the development of an in- terest Thomas Patten had in the steamboat "Pleasure Bay," built at Nyack, N. Y., in 1890, and that run to Long Branch and points on the South River. Two years prior to this the "Elberon" had been built at Nyack also, for the Merchants' 184 NEW JERSEY. Steamboat Company, owners of the Red Bank line, and run to Shrewsbury and landings on the river. This boat had the en- gine and boiler of the "Helen,'' that had now been laid aside. An opposition now began between the two lines that was fierce and determined while it lasted, during a period covering nearly two years, and when it was over developed the purchase of the "Elberon" and the controlling interest in the "Pleasure Bay," .by Thomas Patten, and subsequently the formation of the Sea Bright and Pleasure Bay Steamboat Company, with a capi- tal of $30,000. In 1893, the "Mary Patten" was built at Brook- lyn, N. Y., for this same service, and has proved a very pro- fitable boat for the company. In 1894, a company was or- ganized of residents in that part of the State adjacent to the river, who had a vessel constructed at Tompkin's Cove, N. Y., of the dimensions of the "Pleasure Bay," and named "Little Silver," and after this steamboat was placed on the route there was a war of rates and all other factors that accompany an opposition line, that would have done justice to some of the earlier contests with similar weapons, and at its ending in about two seasons the Patten line owners were found in con- trol of a majority of the stock of the opposition company. So the Patten line owns at this time the steamboats "Pleasure Bay," the "Elberon," the "Mary Patten," the "Little Silver," and their latest and largest of them all, the "Thomas Patten," and controls all the passenger business and freight by water from the south branch of the Shrewsbury River. DELAWARE RIVER. The first experiment with a steam vessel in this country was that made by John Fitch, in 1787, on the Delaware River, as detailed on another page. It was several years before a better steam vessel was seen on the river, but, in the meantime, such progress had been made in steam navigation that the question of a successful steam vessel was no longer in doubt. The "Phenix," built by John Stevens, at Hoboken, N. J., and sent around to the Delaware River in June, 1809, is also mentioned on another page. There is a handsome oil painting of this vessel in the gallery of the late E. A. Stevens, at Ho- boken, N. J., where the name Moses Rogers is painted in bold NEW JERSEY. 185 letters across the paddle-box, this being a custom not uncom- mon in the early days, when the name of the captain was as well known as that of the vessel he commanded. This Moses Rogers was at a later date the captain of the American steam- ship "Savannah," that was the pioneer of the Atlantic Ocean steamers, and that sailed from Savannah, Ga., for the British Isles and Russia in 1819. After the "Phenix," that did service on the river until about 1813, came the "Philadelphia," or "Old Sal," built at New York in 1815 and run to Trenton in connec- tion with the stages from Amboy and New Brunswick, N. J., that made a through line from New York. Both of these ves- sels were about 140 feet long by 20 feet beam and drew about 4 feet of water. The engine of the "Philadelphia" had a cylinder 33 inches diameter and her water-wheels were 18 feet diameter. This vessel was laid aside in 1825. There were two high-pressure boats built at Philadelphia in 1820, named the "Etna" and the "Pennsylvania," to run as opposition to the Union line. They were 120 feet long by 20 feet beam by 4 feet draft. They remained here but one or two seasons, when they were sent to New York waters. The "Pennsylvania" was a towboat on the Delaware River after 1840, belonging to the Lehigh Valley Coal Company. There were several opposition boats that tried their fortunes on the upper Delaware at this period and found it to be a poor in- vestment, as the stage connections were in the hands of the regular line. The Union line, in 1825, put in service the "Trenton," built at the Stevens yard at Hoboken, N. J., the year before, and was a vast improvement over the slow old tubs that had been the only means of communication by water between Phila- delphia and Trenton for many years, and in 1826 the "Bur- lington," built at the Hoboken yard also. This vessel was originally about the same size as the "Trenton," but like the latter was subject to changes until the hull was 229'x23'x8' deep, with an engine 38-inch cylinder by 7 feet stroke. The "New Philadelphia" was also on the Delaware for a few sea- sons, running to Bordentown at the same time as the "Bur- lington," and the "Swan" of same dimensions generally as the Trenton" was here for a few years. Most of these boats, after running a few T seasons, were sent back to New York waters to 186 NEW JERSEY. run on the Amboy end of the route. The "Rainbow," built in 1841, and after doing service on the Hudson River and not de- veloping as high speed as anticipated, was sent to the Dela- ware River, and after some years went the way of many pas- senger boats towing canal btoats and coal barges. Every few years there would be some of the out-of-date and inferior class of passenger bo#ts sent from the Hudson River to the Delaware River to run as opposition lines, or offer themselves up as a sacrifice to be bought off, prior to 1850, but after that date some fine passenger boats of independent companies were sent from New York. The Camden & Amboy Railroad Co., the transportation monopoly of the State of New Jersey of this period, in 1845 built a fine side-wheel passenger boat with an iron hull, the "John Stevens," at the Hoboken yards for a passenger boat to Bordentown, but when about ten years old was burned at her dock at Bordentown on July 17th, 1855. This vessel was 245'x 31'xll. feet hold, with a "steeple" engine of 75-inch cylinder by 8-feet stroke. She was about the first, if not the pioneer, of our iron-hull steam vessels that was fitted with a collision bulkhead, in this case being 27 feet from the stem of the ves- sel. After being burned the machinery was removed and a pair of propeller engines erected on board and twin-screws fitted to the vessel, placed in the freight service of the rail- road company, where she is doing duty to this day in New York waters, but of late years for the Pennsylvania Railroad Company. The "John Neilson," with the blowing engines to blow air under the hull of the vessel, also run from Philadelphia in the passenger service of the Camden & Amboy R. R., at times, after 1850; and the "Joseph Belknap," from the New York end of the route, was on the Delaware. These were all pretty fast boats for the river, but none of them was the equal of the "Richard Stockton," built in 1852, and in the same service. VThe "Ohio," built in Philadelphia in 1832, and whose dimensions were 175'x25'x9', and the "Robert Morris," a smaller boat than the "Ohio," built in 1830, were for some years running to Cape May, both being owned by the Union line. In 1839, the "Linnaeus," from New York, was also run- ning to Cape May.>( After 1840, the "Napoleon," from New NEW JEESEY. 187 York, took a respite from the labors of the opposition in those waters and run as the disturbing element to the Cape. This was a small boat that was in the thick of the fight of opposi- tion. In 1850, the "Balloon" and the "Kip Van Winkle," and, in 1851, the "Thomas Powell,'' all from the Hudson River, were on the lower Delaware River. The "Thomas Powell" and the "General McDonald," from Baltimore, Md., run to Cape May for about four years, when they were brought to New York. There was also at this period the "Manhattan," that had been on the Hudson River for some years, and was a passenger boat of good dimensions. Prior to 1880, there was the "Sue," the "T. V. Arrowsmith," from New York, and in 1878 the "Repub- lic," the largest and best equipped vessel for the Cape May route that had been there to that date. This vessel was 270'x37'xl2'6, with beam engine 66"xl2'. X, The first steamboat of any size to run to Wilmington was the "Wilmington," built in 1829, at Philadelphia,)^ S. Grice, for J. A. Bayard and others, and whose dimensions were 156'x 22'x8'3, and had a beam engine, built by Thos. Halloway, of 38- inch cylinder by 7 feet 6-inch stroke. Six years later the vessel was lengthened and the engine enlarged to a 40-inch by 10-f eet stroke, the ownership having passed to the Wilmington and Philadelphia Steamboat Company. During 1840, the vessel was sold to parties who started to take her south, but she was lost on the way.xfln 1836, J. Vaughan, of Philadelphia, built for Wilmon Whilden, Jr., the "Telegraph" for this service, a boat , of 169'x22'6x8'9, having a beam engine, built by Thomas Hoi- loway, of 36-inch cylinder by 10 feet stroke, and that run in connection with the Wilmington and Baltimore RailroadX Be- tween 1845 and 1850 the "Napoleon" and the "Balloon" were at times putting in a season on the route. In 1845, the "W. W'hilden" was built by the Harlan & Hollingsworth Company for Capt. Whilden for this service, and her hull dimensions were 192'xl9'7x8 r , with a beam engine of 40 inches by 9 feet. She run to Wilmington until about 1857, afterwards being altered to a propeller and placed on the Philadelphia and Baltimore route. In 1847, the Wilmington Steamboat Company had the "Zephyr," whose hull dimensions were 179'x27'x8'6, with a beam engine of 34 inches by 9 feet stroke and run to Wilmington until 1863, when sold to go south 188 HEW JERSEY. but was lost on the way. She was built for the Hudson River and proved very fast while there. In 1865, the "Samuel M. Fel- ton," a fine boat of 211'x29'x9'6, with an engine of 56-inch cylinder by 11-feet stroke was built, began running from Phila- delphia to Wilmington and continued on the route until 1885, when the opposition became so strong and fare cut to so low a figure that it was a losing investment to continue, when the vessel was withdrawn from the service. The finest boats that have been on the route are the pres- ent propellers covering the distance, the "Brandywine" and the "City of Chester." The former was built in 1885, by the Harlan & Hollingsworth Co., and the latter in 1887, by the same builders. The former is 177'x25'x8'6, with compound en- gine having cylinders of 24" and 42"x24", and two locomotive boilers originally. The latter is 185'6x28'x9', with triple-ex- par sion engine having cylinders IS 1 /^" and 27" and 42"x24-inch stroke. One of the owners in this line of boats, J. Shields Wil- son, was among the early -marine engineers of this country in applying the compound engine during the period of its develop- ment with the screw engine about 1872 or 1874. Outside of the four-iron-canal propellers that were built at New York, in 1842, for the Delaware & Raritan Canal Com- pany,, there was built the same year at Philadelphia, by Moses Starr & Sons, who had a boiler and machine shop in the upper part of the city, an iron-hull side- wheel steamboat, whose dimensions were 80 r xl2 / x4%', with two high-pressure engines, named "Appiquinuminck." This vessel run a short time to Odessa, but was subsequently sold for service in Central Amer- ica. This was the first iron-hull steamboat built on the Dela- ware River for local use. The next year John F. Starr built at Camden, N. J., for the Baltimore and Philadelphia Steamboat Company, the "Conestoga," a twin-screw propeller of 80'xl6'x6', having an iron hull. Builder of the hull also built the boiler, and propellers that were of Ericcson's patent, while the engine was constructed by Reanie, Neafie & Co. In 1844, the sam3 builder constructed the hull of a small side-wheel steamboat named "Independence," also having an iron hull of 90'xl5'x5'. She w T as fitted with an oscillating engine of 16"x6', built by I. P. Morris & Co., of Philadelphia. The vessel run to Bridgeport, for a time, and shortly after was placed in the towing business NEW JERSEY. 189 on the river. At one time the name "W. G. Thomas" was on her wheel-houses. There were a few iron-hull barges built about the same time for the transportation of freight, but the former named were the first three iron-hull steam vessels con- structed on the Delaware River for local use. Tn 1844, Jesse W. Starr, of Camden, N. J., constructed the side-wheel tow-barge "Camden" for the Delaware & Karitan Canal Company, of 130 feet by 20 feet beam, and in 1845 built the tow-barge "Mars" for the same company. CHAPTER IV. WESTERN RIVERS. HE first steamboat to ply upon the western rivers was the "New Orleans," built at Pittsburg, Pa., by Livingston & Fulton, under the supervision of Nicholas J. Roosevelt, in 1811, who had been as- sociated with Livingston and Stevens in their ex- periments with steam navigation on the Hudson River, prior to Livingston being appointed Minister of France, in 1800. The plans of this vessel were decided on in New York by Robert Fulton. It was 116 feet long by 20 feet beam and about 7 feet depth of hold, and fitted with a low-pressure en- gine of 34-inch cylinder, and propelled by side wheels, with the boiler in the hold of the vessel. This vessel was built on the bank of the Monongahela River, close by a small creek and under what was known as Boyd's Hill, on the site occupied by the Pittsburg and Connellsville R. R. depot, and in close proximity to Beelen's foundry. A shipbuilder, as well as the mechanics required to erect the machinery, were brought from New York, but the ship carpenters who were accustomed to building barges were obtained at Pittsburg. The timber for the vessel was procured by sending men into the forests to cut it, then transporting it to the Monongahela River and raft- ing it down to the shipyard. White pine was used for plank- ing, as the only material that could be obtained without de- lay. In this vessel there were two cabins, one forward and one aft, the former a large one for men, and the latter for women, which was fitted with four berths and comfortably furnished. The vessel was also fitted with tw r o masts and sails, as Fulton believed at this time that sails were occasion- ally useful. This vessel cost about $38,000. In the latter part of September, 1811, the "New Orleans," after a short experimental trip up the Monongahela River, commenced her voyage* with Nicholas J. Roosevelt and his * The First Steamboat Voyage on the Western Waters, by J. H, B. Latrobe. WESTERN RIVERS. 191 wife as the only passengers. There was a captain, an engineer named Baker, Andrew Jack the pilot, six hands, two female servants, a man waiter, a cook, and an immense Newfound- land dog named "Tiger." Thus equipped, the "New Orleans" began the voyage that changed the relations of the West, which may almost be said to have changed its destiny. When it became known that Mrs. Roosevelt intended to accompany her husband on the voyage, the numerous friends she had made in Pittsburg endeavored to persuade her from what was regarded as utter folly, if not absolute madness, and her hus band was told that he had no right to peril his wife's life, however reckless he might be of his own. It should be here stated, that about June, 1809, Roosevelt started from Pittsburg, accompanied by his wife, for the pur- pose of making investigations regarding the currents of the rivers to be navigated by steam vessels, in a flat boat he had built at Pittsburg, and that was manned by an experienced crew and a pilot, three hands and a cook. It was then a question whether steam could be employed in navigating the western rivers, which its success on the Hudson River was not regarded as having entirely solved. He stopped at Cincinnati, Louisville and Natchez, which were then the only places of any size, and that very small. Furnished with letters of in- troduction to the leading citizens he stated his purpose in visiting the West, but from none did he receive any encourage- ment, as they were incredulous of steam being able to resist the strong and whirling currents of the western rivers. He gauged them; he measured their velocity at different seasons, and obtained all the statistical information within his reach, and formed a judgment with respect to the future development of the country west of the Alleghanies that has since been amply corroborated. Not only did he do this, but finding coal on the banks of the Ohio, he purchased and opened mines of the material, and so confident was he of the success of the project on hand, that he caused supplies of the fuel to be heaped upon the shore in anticipation of the w r ants of a steam- boat whose keel was yet to be laid. He arrived in New Orleans in December, 1809, and immediately sailed for New York, where he arrived in January, 1810. His report, bearing on its face the evidence of the thoroughness of his examinations, im- 192 WESTERN RIVERS. pressed Fulton and Livingston with his own convictions, and in the spring of that year he returned to Pittsburg to superin- tend the construction of the "New Orleans." It has been stated by some writers that it was probable that the engine for this vessel was one of Bonlton & Watt's construction, but this was not so. Shops were erected for the building of parts of the machinery, and as Roosevelt had built steam engines at his works at Belleville on the Passaic River, New Jersey, where all the work in the experiments by Livingston, Stevens and himself were done from 1797 to 1799, the construction of the vessel was in the hands of one who had some experience in the construction of steam vessels. Besides, Robert Fulton had built at New York the engines for the "Raritan," the "Car of Neptune," and the "Paragon," prior to the engine for the "New Orleans" being constructed. There seems to be no doubt in the least that the larger part of the machinery for this vessel was built at New York, sent out in parts and put together on board the vessel. Mechanics were sent from the East for its erection on board, and some of these men remained in the West, and grew up with the country. Shops were erected and tools sent from the East at a later date for the construction of the engines of their other vessels. It was, no doubt, of the same type of engine as Fulton had built for his Hudson River boats. The incidents of the trip from Pittsburg to New Orleans, with the effects of the earthquake on the river while they were on the way after leaving Louisville, form a very romantic tale as told by a relative of Mr. Roosevelt. "The people of Pittsburg turned out in mass and lined the banks of the Monongahela to witness the departure of the steamboat, and shout after shout rent the air, and handker- chiefs were waved, and hats thrown up by way of "Godspeed" to the voyagers as the anchor was raised, and heading up stream for a short distance a wide circuit brought the "New Orleans" on her proper course, and steam and current aiding, she disappeared behind the first headlands on the right bank of the Ohio. "Too much excited to sleep, Roosevelt and his wife passed the greater part of the first night on deck, and watched the shore covered then with an almost unbroken forest, as reach WESTERN RIVERS. 193 after reach, and bend after bend, were passed at a speed of from 8 to 10 miles an hour. The regular working of the en- gine, the ample supply of steam, the uniformity of the speed, inspired at last a confidence that quieted the nervous appre- hension of the travelers. Andrew Jack, the pilot, delighted with the facility with which the vessel was steered, and at a speed to which he was so little accustomed, ceased to express misgivings and became as sanguine as Mr. Roosevelt himself in regard to the success of the voyage. The very crew of un- imaginative men were excited with the novelty of the situa- tion, and when the following morning all hands assembled on deck to return the cheers of a village whose inhabitants had seen the boat approaching down a long reach in the river, and turned out to greet her as she sped by, it probably shone upon as jolly a set as ever floated on the Ohio. "On the second day after leaving Pittsburg, the "New Or- leans" rounded to opposite Cincinnati, and cast anchor in the stream. Levees and wharf 'boats were things unknown in 1811. Here as at Pittsburg, the whole town seemed to have assembled on the bank, and many of the acquaintances of the former visit came off in small boats. 'Well, you are as good as your word; you have visited us in a steamboat/ they said, 'but we see you for the last time. Your boat may go down the river, but as to coming up it, the very idea is an absurd one.' This was one of those occasions on which seeing was not believing. The keel boatmen, whose shoulders had har- dened as they pressed their poles for many a weary mile against the current, shook their heads as they crowded around the strange visitor, and bandied river wit with the crew that had been selected from their own calling for the first voyage. Some flat boatmen, whose ungainly arks the steamboat had passed a short distance above the town, and who now floated by with the current, seemed to have a better opinion of the newcomer, and proposed a tow in case they were again over- taken. But as to the boats returning, all agreed that could never be. "The stay at Cincinnati was brief, only long enough to take in a supply of wood for the voyage to Louisville, which was reached on the night of the fourth day after leaving Pitts- burg. It was midnight on the first of October 1811, that the 194 WESTERN RIVERS. "New Orleans" dropped anchor opposite the town. There was a brilliant moon; it was as light as day almost, and no one on board had retired. The roar of the escaping steam, then heard for the first time at the place, where now its echoes are increasing, roused the population, and late as it was crowds came rushing to the bank of the river to learn the cause of the unwonted uproar. A letter now before me, written by one of those on board at the time, records the fact that there were those who insisted that the comet of 1811 had fallen into the Ohio and had produced the hubbub. "The morning after the arrival of the vessel at Louisville, Mr. Roosevelt's acquaintances and others came on board, and here the same things were said that had been said at Cincin- nati. Congratulations at having descended the river were without exception, accompanied by regrets that it was the first and last time a steamboat would be seen above the Falls of the Ohio. Still, so far, certainly Mr. Eoosevelt's promises had been fulfilled, and there was a public dinner given to him a few days after his arrival. Here any number of compli- mentary toasts were drunk, and the usual amount of good feeling on such occasions was manifested. "Not to be outdone in hospitality, Mr. Roosevelt invited his hosts to dine on board the "New Orleans," which still lay anchored opposite the town. The company met in the forward, or gentlemen's cabin, and the feast was at its height, when suddenly there was heard unwonted rumblings, accompanied by a very perceptible motion in the vessel. The company had but one idea. The "New Orleans" had escaped from her anchor, and was drifting toward the Falls, to the certain destruction of all on board. There was an instant and simul- taneous rush to the upper deck, when the company found that instead of drifting towards the Falls of the Ohio, the "New Orleans" was making good headway up the river and would soon leave Louisville in the distance down stream. As the en- gine warmed to its work, and the steam blew off at the safety valve, the speed increased. Mr. Roosevelt, of course, had pro- vided this mode of convincing his incredulous guests, and their surprise and delight may readily be imagined. After going up the river for a few miles, the "New Orleans" re- turned to her anchorage. WESTERN RIVERS. 195 "It had been intended on leaving Pittsburg, to proceed as rapidly as possible to New Orleans, to place the boat on the route for which it was designed, between that city and Natchez. It was found, however, on reaching Louisville, that there was not sufficient depth of water on the Falls of the Ohio to permit the vessel to pass over them in safety. Noth- ing was to be done, therefore, but to wait as patiently as possible for a rise in the river. That this delay might, as far as practicable, be utilized to the extent at least of convincing the incredulous Cincinnatians, the "New Orleans" returned to that city, where she was greeted with an enthusiasm that exceeded even what was displayed on her descent from Pitts- burg. No one doubted now. In 1832, I was detained for sev- eral days in Cincinnati on my return from a visit to the South. There were numbers then alive who remembered the first ad- vent of steam, and from some of these I learned what is here stated in regard to the public feeling at the time the univer- sal incredulity of the first visit, the unbounded confidence in- spired by the second. "Returning to Louisville, the great interest of all on board the "New Orleans" centered in watching the rise in the Ohio. Bain in the upper country was what was wanted, and of this there seemed small promise. There was nothing in the aspect of the heavens that indicated it. On the contrary, there was a dull misty sky without a cloud; the leaden atmosphere that weighed upon the spirits, and the meaning of which would have been better understood at Naples, under the shadow of Vesuvius, than on the banks of the Ohio. The sun, when it rose, looked like a globe of red hot iron, whose color brightened at noon to resume the same look when it sank below the horizon. All day long, one might have gazed on it with un- flinching eyes. The air was still and heated, and a sense of w r eariness was the characteristic of the hours as they wore slowly by. At last, and when a nervous impatience affected every one on board, it was announced one morning that there had been a rise in the river during the night. There was an- other announcement of a very different character: Mrs. Roosevelt had become a mother. The events of the voyage were certainly multiplying. Morning after morning the rise in the river during the night was reported, and finally in the 196 WESTERN RIVERS. last week in November, it was ascertained that the depth of water in the shallowest portion of the Falls exceeded by five inches the draft of the boat. It was a narrow margin, but the rise had ceased; there was no telegraph in those days to tell hourly what was the weather in the country drained by the Ohio, and Mr. Roosevelt, assuring himself personally of the condition of the Falls, determined to take the responsibility and go over them if he could; it was an anxious time. All hands were on deck. Mrs. Roosevelt, whom her husband would willingly have left behind to join him below the Falls, refused to remain on shore and stood near the stern. Two pilots, for an extra one had been engaged for the passage through the rapids, took their places in the bow; the anchor was weighed. To get into the Indiana Channel, which was the best, a wide circuit had to be made, bringing her head down stream, com- pleting which the "New Orleans' 7 began the descent. Steerage way depended upon her speed exceeding that of the current. The faster she could be made to go, the easier would it be to guide her. All the steam the boiler would bear was put upon her. The safety valve shrieked, the wheels revolved faster than they had ever done before, and the vessel, speaking figurative- ly, fairly flew away from the crowds collected to witness her departure from Louisville. Instinctively, each one on board now grasped the nearest object, and with bated breath awaited the result. Black ledges of rock appeared only to disappear as the "New Orleans' 7 flashed by them. The waters whirled and eddied, and threw their spray upon the deck, as a more rapid descent caused the vessel to pitch forward to what at times seemed inevitable destruction. Not a word was spoken ; the pilots directed the men at the helm by motions of their hands. Even the great Newfoundland dog seemed affected by the apprehension of danger, and came and crouched at Mrs. Roosevelt's feet. The tension on the nervous system was too great to be long sustained. Fortunately, the passage was soon made, and with feelings of profound gratitude to the Almighty at the successful issue of the adventure, on the part of Mr. Roosevelt and his wife, the "New Orleans" rounded to in safety below the Falls. There was still the same leaden sky, the same dim sun during the day, the same starless night ; but the great difficulty had been overcome, and it was believed WESTERN RIVERS. 197 that there would now be nothing but plain sailing to the port of destination. It was yet to be seen how far the expectations of those on board in this respect would be realized. "Hitherto, the voyage had been one of pleasure. Nothing had marred the enjoyment of the travelers. The reception at Louisville and Cincinnati had been great events; but now were to come, to use the words of the letter already referred to, "those days of horror." The comet of 1811 had disappeared and was followed by the earthquake of that year, of which the atmospheric phenomena just mentioned were the prognostics. But the earthquake accompanied the "New Orleans" far on her way down the Mississippi. "The first shock that was observed was felt on board the "New Orleans" while she lay at anchor after passing the Falls. The effect was as though the vessel had been in motion and had suddenly grounded. The cable shook and trembled, and many on board experienced for the moment a nausea re- sembling seasickness. It was a little while before they could realize the presence of the dread visitor. It was wholly un- expected. The shocks succeeded each other during the night, and when morning came the voyage was resumed, and the monotonous beating of the wheels and the steady progress of the vessel prevented the disturbance from being noticed. "It has already been mentioned, that in his voyage of ex- ploration, Mr. Roosevelt had found coal on the Ohio, and that he had caused mines to be opened in anticipation. Their value was now realized, and when he reached them on his way down the river, he took on board as much coal as he could find room for. "Some miles above the mouth of the Ohio, the diminished speed of the current indicated a rise in the Mississippi; this was found to be the case. The bottom lands on either shore were under water, and there was every sign of an unwonted flood: canoes came and w r ent among the boles of the trees. Sometimes the Indians attempted to approach the steamboat, and again fled on its approach. The Chickasaws still occupied that part of the State of Tennessee lying below the mouth of the Ohio, and on one occasion a large canoe, fully manned, came out of the woods abreast of the steamboat. The Indians outnumbering the crew of the vessel paddled after it; there 198 WESTERN RIVERS. i was a race at once, and for a time the contest was equal. The result, however, was what might have been expected; steam had the advantage of endurance, and the Indians with wild shouts, which might have been shouts of defiance, gave up the pursuit and turned into the forest from whence they had emerged. "While the crew of the "New Orleans" were more amused than alarmed at this incident of the voyage, Mr. Roosevelt, who had not forgotten the visit to the flat boat on the prelimi- nary exploration, was not sorry now when he lost sight of the canoe. That he bestowed a second thought upon the matter, illustrates the nervous excitement that prevailed on board. Mrs. Roosevelt and himself were discussing the adventure when they retired to rest; they had scarcely fallen asleep, when they were aroused by shouts on deck, and the trampling of many feet. With the idea of Indians still predominant, Mr. Roosevelt sprang from his bed and seizing a sword the only weapon at hand hurried from the cabin to join battle, as he thought with the Chickasaws. It was a more alarming enemy that he encountered the "New Orleans" was on fire and name and smoke issued from the forward cabin. The servant who attended there had placed some green wood too close to the stove in anticipation of next day's wants, and laying down beside it had fallen asleep, the stove becoming overheated this wood had taken fire. The joiner's work close by had caught fire, and the entire cabin would soon have been in flames had not the servant, half suffocated, rushed on deck and given the alarm. By dint of great exertion, the fire which by this time w r as making rapid headway was extinguished, but not until the interior woodwork had been either destroyed, or grievously defaced. Few eyes were closed for the remainder of the night, nor did the accident tend to tranquilize the nerves of the travelers. "A supply of provisions had been taken on board the "New Orleans" at Louisville, amply sufficient for the voyage to Natchez, and this was occasionally supplemented by pur- chases at settlements along the river. These, however, were few and far between, and not at all to be relied on. The crew accustomed to the simple fare of boatmen on the Mississippi was easily provided for; the commissariat of the voyage, WESTERN" RIVERS. 199 therefore, longer than a voyage to Europe now gave no trouble. "Early in the afternoon of each day 'the steamer was rounded to and fastened to the bank, the crew going ashore to cut the wood required, after the coal was exhausted, for the next day's consumption. On some of these occasions, squat- ters came on board with tales of their experience upon the land, which they insisted shook and trembled under their feet. At New Madrid, a great portion of which had been engulfed, as the earth opened in vast chasms and swallowed up houses and their inhabitants, terror-stricken people had begged to be taken on board, while others, dreading the steamboat even more than the earthquake, hid themselves as she approached. To receive the former was impossible. The would-be refugees had no homes to go to, and ample as was the supply of pro- visions for Mr. Roosevelt and his wife, it would have been altogether insufficient for any large increase of passengers, and as to obtaining provisions on the way, the "New Orleans" might as well have been upon the open sea. Painful as it was, there was no choice but to turn a deaf ear to the cries of the terrified inhabitants of the doomed town. "One of the peculiar characteristics of the voyage was the silence that prevailed on board. No one seemed disposed to talk, and when there was any conversation it was carried on in whispers, almost. 'Tiger,' who appeared alone to be aware of the earth- quake while the vessel was in motion, prowled about moan- ing and growling, and when he came and placed his head on Mrs. Roosevelt's lap, it was a sure sign of a commotion of more than usual violence. Orders were given in low tones, and the usual cheerful 'aye, aye, Sir' of the sailors was almost inaudible. Sleeplessness was another characteristic. Sound, continuous sleep was apparently unknown. Going ashore for wood was the event of each 24 hours, and was looked forward to by the crew with satisfaction, notwith- standing the labor it involved; and yet the men, if not sullenly, toiled silently; and if the earth shook, as it often did, while they were at work, the uplifted axe was suspended, or placed quietly on the log, and the men stared at each other until it ceased. Nor was this depression confined to the steamer; flat 200 WESTERN RIVERS. boats and barges were passed whose crews instead of bandy- ing river wit as they had done when met on the voyage from Pittsburg to Louisville, uttered no word as the "New Orleans" passed by. Before the travelers had been many days on the Mississippi, they fancied as they looked at each other that they had become haggard. Mrs. Roosevelt records 'that she lived in a constant fright, unable to sleep, sew or read.' "Sometimes Indians would join the woodchoppers, and occasionally one would be able to converse in English with the men. From these it was learned that the steamboat was called the "Penelore," or "Fire Canoe," and was supposed to have some affinity with the comet that had preceded the earthquake, the sparks from the chimney of the boat being likened to the train of the celestial visitant. Again they would attribute the smoky atmosphere to the steamer, and the rumbling of the earth to the beating of the waters by the fast revolving pad- dles. To the native inhabitants of the boundless forest that lined the river banks, the coming of the first steamboat was an omen of evil, and as it was a precursor of their own expul- sion from their ancient homes, no wonder they continued for years to regard all steamboats with awe. As late as 1834, when the emigration of the Chickasaws to their new homes west of the river took place, hundreds refused to trust them- selves in such conveyances, but preferred making their long and weary pilgrimage on foot. "One of the most uncomfortable incidents of the voyage was the confusion of the pilot, who became alarmed, and de- clared that he was lost, so great had been the changes in the channel caused by the earthquake; w r here he had expected to find deep water, roots and stamps projected above the surface, and tall trees, that had been guides, disappeared; islands had changed their shapes, cut-offs had been made through what \was forest land when he saw it last. Still, there was no choice but to keep on; there was no place to stop at, there was no possibility of turning back. "In the first part of the voyage when the steamboat rounded to at night, she was made fast to the river bank, but when it was seen that trees would occasionally topple and fall over, as the ground underneath them w r as shaken or gave way, it was thought safer to stop at the foot of an island, RIVERS. 201 which, might serve as a breakwater, taking care the trees were far enough from the boat to obviate apprehension from them. Once, however, when such a fastening had been made and a plank carried ashore, and the wood-chopping had been finished at an earlier hour than usual, a new experience was had. No shock had been felt during the day, and Mrs. Koosevelt an- ticipated a quiet rest. In this, however, she was disappointed. All night long she was disturbed by the jar and noise pro- duced by hard objects grating the planking outside the boat. At times severe blows were struck that caused the vessel to tremble through its entire length; then there would follow a continuous scratching, mingled with the gurgling sound of water. Driftwood had caused sounds of the same sort before, arid it was thought driftwood was again busy in producing them. With morning, however, came the true explanation. The island had disappeared, and it was the disintegrated frag- ments sweeping down the river that had struck the vessel, from time to time, and caused the noises that Mrs. Roosevelt had been disturbed by. At first it was supposed that the "New Orleans" had been borne along by the current, but the pilot pointed to land marks on the banks, which proved that it was the island that had disappeared while the steamboat had kept its place. Where the island had been there was now a broad reach of the river, and when the hawser was cut, for it was found impossible otherwise to free the vessel, the pilot was utterly at a loss which way to steer. Some flat boats were hailed, but they, too, were lost; their main effort was by dint of their long oars to keep where the current was the strongest. This was evidently the best plan for the "New Orleans"; it was not without its peculiar risks, however, in the bends, where the rushing waters struck the shore to whirl around the curve, and glance off to form a bend in an opposite direction; the deepest water was immediately under the bank, and here the trees, undermined by the current, would be seen at times to sink into the stream often erect until the waters covered their topmost twigs, sometimes falling against each other, inter- lacing their great arms, as strong men might do struggling for life when drowning: sometimes they fell outward into the water, and then woe to the vessel that happened to be near them in the bend. This danger, however, steam enabled the 202 WESTERN RIVERS. "New Orleans" to avoid. Referring to it all, it is not wonder- ful that the survivor of the voyage still speaks of it as 'one of anxiety and terror.' "As the "New Orleans" descended the river it passed out of the region of the earthquake, and the .principal incon- venience was the number of shoals and snags, and "sawyers." These were all safely passed, and the vessel came in sight of Natchez, and rounded to opposite the landing place. Expect- ing to remain here for a day or two, the engineer had allowed his fires to go down, so that when the boat famed its head up stream it lost headway altogether, and was being carried down by the current far below the intended landing. Thousands were assembled on the bluff and at the foot of it, and for a moment it would have seemed that the "New Orleans" had achieved what she had done so far, only that she might be overcome at last. Fresh fuel, however, was added the engine was stopped that steam might accumulate, and presently the safety, valve lifted a few turns of the wheels steadied the boat, and a few more gave her headway, and overcoming even the Mississippi current, she gained the shore amid shouts of exultation and applause. "The romance of the voyage ended at Natchez, where the same hospitalities were extended to Mr. and Mrs. Roosevelt that had been enjoyed at Louisville. From thence to New Or-, leans there was no occurrence worthy of note." Xlt is known the "New Orleans" arrived at the city of that name about January 12th, 1812, and about a week later was placed on the route between New Orleans and Natchez, for passengers and freight, which service she continued to per form until July 14th, 1814$vhen, while lying a few miles above Baton Rouge over night, and the water in the river having fallen, it was found in the morning, upon preparing to resume her trip up the river to Natchez, that she was lodged on a stump, and, while working to free her from the perilous situation, a leak was sprung, sinking her in a short time: no lives were lost. Her speed was about three miles per hour against the current of the river. In 1813, Daniel French, of Pittsburg, Pa., altered a river barge, giving her more freeboard by building up her sides, into which he placed an engine constructed by himself. This WESTERN RIVERS. 203 vessel was about twenty-five tons burden, called the "Comet, 1 ' and was owned by Daniel 1). Smith. She went as far as Louis- ville in the summer of the same year, and during the next year went to New Orleans. She made a few voyages between the latter city and Natchez, after which she was sold, her engine taken out and put up in a cotton mill, and her hull broken up. In December, 1813, the "Vesuvius'' was launched from the shipyard of Fulton & Livingston, at Pittsburg, Pa. This was a side-wheel boat of 153 feet long by 28 feet 6 inches beam and 9 feet 4 inches depth of hold, and 6 feet 6 inches draft of water, with an engine similar to that in the "New 7 Orleans.'' She had below the main deck a ladies' cabin, and on the main deck a house about 60 feet in length, fitted with about 60 berths. Her boiler was in the hold of the vessel, and the freight was carried below the main deck. Her speed, as developed upon her trial trip, was eight miles per hour with the current. In the spring of 1814, she was placed on Ihe route between Louisville and New Orleans, and her time from Pittsburg to New Orleans was 260 hours. In July, of the same year, she started from New Orleans for Louisville, but was grounded on a sand bar TOO miles up the Mississippi, where she remained until the 3d of December following, when, being floated off by the tide, she returned to New T Orleans. In 1815 and 1816 she made regular trips for several months from New Orleans to Natchez. During the lat- ter year, w r hile approaching New Orleans with a valuable cargo on board, she took fire and was burned to the water's edge. After being submerged for several months, her hull was raised and she was again fitted for service. She was subse- quently in the Louisville trade, and was condemned in 1819. The "Vesuvius," with some other boats of Fulton's com- panies, believed to have been the "New Orleans," the "Etna," and the "Buffalo," were under contract with the U. S. Govern- ment during the war with England at this period, for the transportation of troops and munitions of war on the western rivers. The former vessel while in service got aground from a fall of water in the river, remaining in that situation for 204 WESTERN RIVERS. nearly three months, for which her owners claimed a re- muneration from the IT. S. Government equal to the profits they might have made in that time, had she not been impressed and taken for the service of the government. This matter, with some other claims by the heirs of Robert Fulton against the government, was the subject of a bill passed in Congress in July, 1846, for their settlement. The "Enterprise" was built at Bridgeport, on the Monon- gahela River, during the spring of 1814, for the New Orleans and Pittsburg route. This was a stern-wheel boat of 80 feet in length and 29 feet beam, fitted with mast and sails, as were the steamboats of this date; but daring the winter of 1814 the sails and rigging were laid aside. She was owned by parties at Brownsville, Pa., and was fitted with an engine constructed by D. French, under his patent, who had built one for the "Comet" in 1813. On her trial trip she attained a speed of three and one-half miles per hour against the current of the Monongahela River. She made two voyages to Louisville in the summer of 1814, and in December, of the same year, con- veyed a cargo of ordnance stores from Pittsburg to New Or- leans. While at the last-named port she was pressed into ser- vice by General Jackson, for which her owners were after- w r ards paid by the IT. S. Government, and while engaged in this service was useful in transporting troops, arms, and munitions >. of war. |>She left New Orleans for Pittsburg on the 6th of May, Q. 1815, and reached Louisville after a passage of 25 days, thus ^<^ completing the first steamboat trip ever made from New Orleans to Louisville. ^ At the time this trip was made, the water was so high in the rivers that the banks in many places were overflowed, consequently there was little, if no current. The "Enterprise" was able to make her way up without much difficulty by running through the "cut-offs," and over inun- dated fields in still water. In view of these favorable circum- stances the trip was not generally held to be satisfactory, the public being still in doubt whether a steamboat could ascend the Mississippi when that river was confined within its banks, and the current as rapid as when at its average depth. Dur- ing the spring of 1815, this boat made a trip from New Orleans to Natchez, 273 miles, in four days, against an unusually strong current then running in the Mississippi River. It is believed WESTERN RIVERS. 205 this vessel was in use on the Father of Waters until about 1819. In July, 1814, there was launched from Fulton & Com- pany's shipyard, at Pittsburg, the "Buffalo," which was de- signed to run between Pittsburg and Louisville. This was one of the steamboats under contract with the U. S. Govern- ment at the same time with the "Vesuvius," and the "New Orleans" and others of the Fulton Company. The following copy of a letter of Robert Fulton to David Cook, of Pittsburg, Pa., will show some of the trials and vexa- tions attending the construction of steamboats on the western rivers by the early promoters of the enterprise. The letter is written from New York, but the post-mark is from Trenton, N. J., on the day following January 25, 1815, and as Fulton w r as at this time engaged in a legal contest with parties in New Jersey regarding his steamboat interests, it is more than prob- able that he was at Trenton when he mailed this letter: NEW YORK, January 24, 1815. Mr. Cook: DEAR SIR After writing you yesterday I received your let- ter of the 13th inst., from which I find I do not yet correctly understand the complicated and disastrous affairs of the "Buf- falo." You say the amount of debts due workmen and others left unpaid by Mr. Latrobe amount to *|9,600. Mr. Latrobe makes claim of *f 6,000. Mr. Stoudinger states in his estimate that it will require to finish her and her freight boat, to make them good and serviceable, *f 13,000. Mr. Latrobe has received of the stockholders, $37,000; of me about f 1,600. Total for one boat, f 67,200. Is this the true statement that is, are the three sums marked* correct? To give me a clear and correct view of the facts, let me know by return of post, or as soon after as possible. First What is the amount of all demands from workmen and others against the "Buffalo?" 'Second What the total amount of Mr. Latrobe's de- mand, and for what? Apply to him for it. Third How much will it require to complete her and her freight boat, kitchen and furniture and every outfit included? 206 WESTERN RIVERS. With this information, I can judge of her total cost, the sums required, and whether it be practicable to procure them. Until such information arrives, 3-011 cannot do anything for the "Buffalo." I have no funds of her company. But proceed with all despatch to finish the "Etna" and get her off. I have made such arrangements for her payments and all sums due by her owners that the whole shall be paid before June, the major part in much less time, hence the creditors of the "Vesuvius" and "Etna" need have no concern. You will also proceed with the "New Orleans" and "Natchez" hull, for which her company will provide as required. As to Mr. O'Hara's land, on which Mr. Latrobe built shops, T cannot purchase it, how r ever advantageous. I am tired of dis- tant operations, nor will the Ohio Company purchase it; they are alarmed and disgusted with the expenses and state of their affairs. The whole expense of the shops and tools erected and constructed by Mr. Latrobe, without my sanction, advice or consent, must not be admitted into his accounts. The cost of the boats and machinery in their present state, and his salary for the time he was employed, is all that can be admitted. Please answer me fully on these points without delay, particu- larly on the first question. Yours, ROBT. FULTON. When do you think the "Etna" will start and the "New Orleans" be launched?* In 1814, the "Etna" was built of the same dimensions as the "Vesuvius," at Fulton's yard, and w r as intended to run in connection with the latter vessel, between Pittsburg and Louis- ville, to form a through line from Pittsburg to New Orleans. She was subsequently under contract with the IT. S. Govern- ment at New Orleans. There was launched at Bridgeport, Pa., in the summer of 1815, the "Despatch," owned by the "Monongahela & Ohio Steamboat Company, the same parties w r ho owned the "Enter- prise.'- Her engine was designed and constructed by I). French, of Pittsburg, Pa., and was intended for a fast boat of *The original letter is now in the possession of the Author of this work. WESTERN RIVERS. 207 that day, but whether she ever fulfilled the expectations of her owners, there is no record. In the same year there was built at Wheeling, W. Va., by George White, under the direction and superintendence of Capt. Henry M. Shreve, the steamboat "Washington." Her length was 148 feet, and her engines were constructed at Brownsville, Pa. The entire construction of the boat com- prised various innovations, which were suggested by the in- genuity and experience of Capt. Shreve. This vessel was the first "two-decker" on the western waters ; the cabin was placed between the decks. It. had been the general practice to place the boilers in the hold, but Capt. Shreve placed them in this vessel on deck, which arrangement was found such an improvement that the practice has been continued to this day on the western river boats. The engines constructed for Fulton's vessels, or under his patent, had upright and stationary cylinders, while in French's engines* vibrating cylinders were used. Capt. Shreve had: the cylinder of the "Washington" placed in a horizontal position, and gave the vibrations to the pitman, or connecting rod. Fulton, and French used single and low-pressure en- gines. Shreve employed a high-pressure engine, 24 inches diameter by 6 feet stroke. This was the first engine of that kind ever used on the western rivers. David Prentice had previously used cam-wheels for working the valves of the cylinder. Capt. Shreve added his invention of the cam cut-off; also flues to the boilers, by which three-fifths of the fuel was saved. On the 24th of September, 1816, the "Washington" passed over the Falls of the Ohio on her first trip to New Orleans, and returned to Louisville in November following. W r hile at New Orleans, the ingenuity of her construction excited the admira- tion of the most intelligent citizens of that place. Edward Livingston, after a critical examination of the boat and her machinery, remarked to Capt. Shreve: "You deserve well of your country, young man, but we (referring to Fulton and Livingston's monopoly), shall be compelled to beat you in the courts, if we can." *In all probability, this D. French was the first builder of an oscillating engine for marine purposes. He was in Mew York pre- vious to his building engines on the Ohio River. 208 WESTERN" KIVEES. V An accumulation of ice in the Ohio compelled the "Wash- ington" to remain at the Falls until March 12, 1817. On that day she commenced her second voyage to New Orleans. She accomplished this trip and returned to Shippingsport, at the foot of the falls, in forty-one days. The ascending voyage was made in twenty-five days. It was now practically demonstrated to the satisfaction of the public in general, that steamboats could ascend this river in less than one-fourth the time which the barges and keel-boats had required for the same purpose.X This feat of the "Washington" produced almost as. much popular excite- ment and exultation in that region as the battle of New Or- leans. The citizens of Louisville gave a public dinner to Capt. Shreve, at which he predicted the time would come when the trip from New Orleans to Louisville would be made in ten days. Although this may have been regarded as a boastful declaration at that time, the prediction has 'been more than fulfilled; for even in 1853 the trip was made in four days, nine hours and thirty-one minutes. V After that memorable voyage of the "Washington," all doubts and prejudices in reference to steam navigation were removed, xf Shipyards began to be established in every con- venient locality, and the business of steamboat building was vigorously prosecuted. But a new obstacle now presented itself, which, for a time, threatened to give an effectual check to the spirit of enterprise and progression which had just been developed. We refer to the claims made by the interests of Ful- lon and Livingston to the exclusive right of steam navigation en some of the rivers of the United States. This claim being re- sisted by Capt. Shreve, the "Washington" was attached at New Orleans, and taken possession of by the sheriff. When the case came for adjudication before the District Court of Louisiana, that tribunal promptly negatived the exclusive privileges claimed by Livingston and Fulton, which were decided to be unconstitutional. The monopoly claims of Livingston and Fulton were finally withdrawn in 1819, and the last restraint on the steamboat navigation of the western rivers was thus removed, leaving western enterprise and energy at full liberty to carry on the great work of its improvement. This work had so progressed, that in 1856 no less than eight hundred steam- WESTERN RIVERS. 209 boats were in constant operation on the Ohio and Mississippi and their tributaries. It was on this steamboat that the first explosion of a marine boiler occurred on the western- rivers. Before she had taken her place on the route to New Orleans, and while on the Ohio River on June 9, 1810, the head of one of the boilers blew out, killing eight and scalding seven persons, among the latter being Capt. Shreve and the chief engineer. The cause of this explosion was the slipping of the safety-valve weight to the end of the lever, thereby permitting an over-pressure of steam to accumulate in the boilers. The subject of the steamboat monopoly, held by Fulton and Livingston, would appear to have received the attention of the legislature of Orleans about the time the "Wash- ington" was enjoined from navigating the western rivers, by the following report, made by a committee of the House of Representatives, of the Territory of Orleans, January 18th, 1817: "Regarding the expediency of repealing an Act of the Legislature of the Territory of Orleans, granted to Robert R. Livingston and Robert Fulton, the sole privilege of using steamboats for a limited time. "Your committee of Commerce and Manufactures, to whom had been referred the resolution for the purpose of inquiring whether it would be proper to repeal the charter granted by the legislature of this State, in the year 1811, to Robert R. Liv- ingston and Robert Fulton, have examined the subject with due attention, and beg leave to make the following report : "Messrs. Livingston and Fulton, after having, in the year 1811, obtained the charter which grants to them the exclusive privilege of navigating the Mississippi, with vessels propelled by steam, have used the utmost activity and exertions in order- to put it in execution. "In the year 1812, the citizens of this State witnessed, for the first time, the magnificent spectacle exhibited by the steam- boat "New Orleans," navigating the waters of the Mississippi. They soon were enabled to appreciate the manifold advan- tages which result from that sublime invention, so happily protected by the State. The first of those advantages, and the one which was most lively, was the facility and promptness 210 WESTERN RIVERS. of the intercourse between the most distant parts of the State, which that new means of conveyance affords, and next, the re- duction which took place in the price of freight. Your com- mittee owe it to justice and truth to say, that the privileged owners immediately complied with that part of the charter, which made it their duty to show whether the steamboat "New Orleans" possessed all the necessary qualifications in order to enable them to make use of their privilege, and to establish a rate of freight, by one-fourth less considerable than that which was customary between Natchez and New Orleans. The an- nexed certificate signed by Messrs. Thos. Urquhart, William Donaldson, Jacob Trimble, B. Chew and L. P. Seguin proves that those formalities were complied with on the 19th of Jan- uary, 1812. Encouraged by this success, the owners soon gave us another steamboat, and in 1813 the "Vesuvius" appeared at New Orleans. She was followed in 1814 by the "Etna." However, the company experienced very severe losses. Every one knows the "New Orleans" was wrecked in 1814, and that the "Vesuvius'" was, in 1816, consumed by fire in the port of this city. These losses were soon repaired. A new boat, bearing the same name, w r as built in this port in 1816, in the place of the one wrecked, and we all witnessed the "Vesuvius" springing up again from her ashes in the space of two or three months, much to the credit of the skill of our shipbuilders, and of the zeal of the company; that fine boat, although she was launched but a few weeks ago, is now nearly ready to get into operation. "The committee, whose inquiries have enabled them to ascertain the truth of the facts just stated, far from think- ing it useful or necessary to repeal the charter of the company, do, on the contrary, think that they ought to be encouraged by all possible means. Four years have already elapsed since the privilege was granted, and we have already seen in this State five steamboats which contribute to give life and pros- perity to commerce. Have we not every reason to hope, that in a few years hence, we shall have a sufficient number of them to allow us to carry on with the Western States a trade which cannot fail to be extremely advantageous to this? Hitherto, States that come and bring the fruits of their soil and industry here, used to draw the manufactured goods and colonial prod- WESTERN RIVERS. 211 uce necessary for their use from the Atlantic ports. But the expenses of transportation are so considerable, that during the late war a great number of barges were employed at a very high rate, to sail up the river to carry to those States the prod- uce of Louisiana, and the goods from foreign importation. Nobody can entertain a doubt, that if the number of steam- boats was sufficient to enable us to supply regularly the countries situate on the western streams, those countries would soon abandon their connections with the Atlantic States, and draw all their wants exclusively from New Or- leans. Such an outlet for the commerce of Louisiana is very desirable, and, no doubt, the surest and most efficacious means to attain that end is to encourage the company which may best secure its success. The specie which the people of the western country carry home, and send afterwards to the north- ward, will all remain here, and we shall soon reach that degree of prosperity which we can only expect from an extensive com- merce with the interior of the country. "Well convinced of the truth of the above statement, your committee could not avoid reflecting upon the motives which had induced this honorable house to pass the resolution of- fered to them. No doubt, the member who introduced that resolution, must have thought the company had forfeited their privilege by violating some of the provisions of their charter. It, therefore, became the duty of your committee to inquire on that subject. The result of their inquiries has been most favorable to the company. They faithfully abided by the tariff of freight established by the Commissioners, whose names ap- pear at the foot of the annexed certificate, and your committee do not learn that that tariff ever was departed from in any cir- cumstance. That company have scrupulously executed all their obligations. Why should their charter be repealed? Would it not be violating the faith of the State, upon which that company must have relied, when they entered into a spec- ulation, which has, until now r , occasioned to them nothing but enormous losses? Would the legislature choose to operate their ruin, at the time when they have been obliged to lay out considerable funds for the re-building of the boat destroyed by fire? Such an act on the part of a private individual would justly be reprobated by the laws: and not a legislature could 212 WESTERN RIVERS. be found in any of the United States, so little acquainted with their duties as to consecrate it by a statute. "Your committee are therefore of opinion, that there is no motive for repealing the law, which grants to that company the exclusive privilege of navigating with steamboats for a limited time. Signed, P. L. MOREL, "Chairman." While on the subject of the exclusive privilege of Living- ston and Pulton to navigate with steam vessels the waters of the Mississippi, it may not be without interest that the follow- ing letter will be read, which shows the circumstances that led to the introduction of steam vessels on the western rivers. The writer of the letter was at that time Governor of Or- leans: "New Orleans, January 25th, 1817. "In reply to your letter of the 22d inst., I can only give you the following statement: "In the summer of 1810, being in the city of Washington, I became acquainted with the late Mr. Joel Barlow, and had frequent conversations with that distinguished man on sub- jects of national interest. Mr. Barlow was a great admirer of the talents of the late Mr. Eobert Fulton, and believed that the steam navigation, so much improved by Mr. Fulton, could be brought to still greater perfection, and that the day was not far distant when vessels propelled by steam would be em- ployed not only on all the bays and rivers of the United States, but also in the coasting trade. He made inquiries of me as to the difficulties of ascending the Mississippi, and particularly as to the strength of the current in high water. These being answered as far as my personal knowledge allowed me, Mr. Barlow seemed to think that steamboats might be introduced on the Mississippi with a certainty of success. On this point, I expressed some doubts, but accompanied them with a wish to see the experiment made. Mr. Barlow subsequently opened a correspondence with Mr. Fulton on the subject, and it resulted in an invitation from Mr. Fulton to me, that on a tour which I contemplated making through the Northern States, I would take Albany iu my way, and ascend the North River in one of the steamboats. In the fall of 1810, I went on to New York, WESTERN RIVERS. 213 and the morning after reaching that city finding a boat pro- ceeding to Albany, I took my passage in her. The captain hav- ing readily satisfied my inquiries as to the machinery, the force of the steam, and the speed of the boat through still water, my doubts as to the practicability of stemming the cur- rent of the Mississippi were wholly removed. Keturning from the northward, I passed several days in New York, and was much gratified with several interviews which I had with Mr. Fulton and his associate, the late venerable Chancellor Liv- ingston. Those gentlemen were strongly urged by me to in- troduce the steam navigation on the Mississippi, with assur- ances of my entire conviction of its success, and the most lib- eral encouragement. They entertained no doubt as to ultimate success of the experiment, but spoke of the great expenditure and heavy advances with which it would be attended. These they were unwilling to encounter, unless previously assured of the protection of the legislature of the Territory of Orleans. I inquired as to the nature of the protection desired, and was in- formed: "An exclusive privilege to navigate the waters of the Mississippi, passing through the territory of Orleans, with boats propelled by steam, was the only condition on which they would embark in this enterprise." Much conversation ensued on the same subject, and it resulted in a promise on my part to lay before the territorial legislature a petition from Messrs. Livingston and Fulton, requesting the exclusive privi- lege, and a promise on their part, that if it were granted them by an act of the legislature, one or more steamboats should be sent to New Orleans as speedily as they could be built. "In January, 1811, 1 had the petition before the territorial legislature, and recommended it to their early and respectful consideration. The act, entitled "An act granting to Kobert R. Livingston and Robert Fulton this sole privilege of using steamboats for a limited time in the territory," was passed on the 19th day of April, 1811. An attested copy of this act I immediately transmitted to Messrs. Fulton and Livingston, who, in fulfilment of their promise, did, in the winter of 1812, send to New Orleans the steamboat "New Orleans," and subse- quently three others. Shortly after the arrival of the first boat, a committee of five respectable merchants in the city of New Orleans was assembled by me for the purpose of ascer- 214 WESTERN RIVERS. taining whether the requisites of the law had been complied with, and, further, to fix the rate of freight which, under a par- ticular provision of the law, the boats might exact. "The committee reported favorably, and settled a standard of freight, which I handed to the agent of the boat for his government. "Such are the facts, as far as related to my agency, and you are at liberty to use them as you shall think proper. I am, Sir, very respectfully, your obedient servant, "W. C. C. CLAIBORNE. "J. Lynch, Esq., New Orleans." The first towboat in service on the Mississippi River was at New Orleans, in November, 1815, for towing vessels from the mouth of the river up to the city, which took them two to three days to perform. In the summer of 1816, the "Oliver Evans," of 75 tons, was built at Pittsburg, Pa. She was 122 feet long, and a side- wheeler, and was considered a very fine boat of her day on the Ohio and Mississippi Rivers. Her name was a short time af- ter changed to the "Constitution." On May 4th, 1817, while on a trip up the Mississippi River, and opposite Point Coupee, her boiler exploded, resulting in the loss of eleven lives and about twenty being very seriously scalded. In 181.8, the "General Pike" w r as built at Cincinnati, Ohio. She was 100 feet keel, 25 feet beam, and about 6 feet hold. She had a spacious cabin for a small boat, and was well fur- nished wi1h passenger accommodations for those days: was run between Cincinnati and Louisville in 1819, and was com- manded for a portion of the time by Capt. Neziah Bliss, who was in after years interested in steam navigation in the waters of New York, and one of the founders of the Novelty Iron Works at New York City. About 1820, there were six or eight boats, of about 200 tons each, built at New York and at- Philadelphia, and sent to New Orleans under their own steam. There was one built at New York in 1824, named "Post Boy," for towing, that had a beam engine with a steam cylinder connected at each end of the beam, and having pistons of 6 feet stroke. This was the first of that type "high and low-pressure" engines built in this WESTERN RIVERS. 215 country, or as called at this day, compound engines. The Al- laire Works was the constructor. A majority of the first-class steamboats in these early days were commanded by imported ship captains, from the Atlantic Coast, or Gulf of Mexico ports, and but few of them succeeded with the wild-western boatmen, who thought those far-fetched sailors were tyrannical and put on too many airs. The cap- tain, when his vessel was ready to leave on her trip, would mount to the highest point of observation on his vessel toward the wharf, and from there would give his orders to those under his command through a small metal trumpet (generally of brass), which he carried in his hand. In fact, this custom w r as handed down, but it is many years since it was practised on the western rivers, as well as along the Atlantic Coast. The crews handled their cargoes without much hired outside help. The forecastle was the eating and sleeping place for the deck hands, and it was comfortable and clean. It was common for a crew of deck hands to remain on a boat the whole season, and at a subsequent date they made good pilots and mates; also many firemen, favorites of the engineers, became good engineers. It was not thought important, at that time, for an engineer to have a classical education, as the builder of the engines in those da}^s set the cams and marked the safety-valve lever. An intelligent fireman soon learned how to line the shafts, how to keep the furnaces in order, and the right quan- tity of water in the boiler. That was about all that was ex- pected of engineers for high-pressure engines in those days. All these vessels, up to about 1830, were built heavy in the hull like a sailing vessel, and a great many were fitted even with bowsprits and figure-heads. In making landings at any point where there were other vessels, they had to be carefully handled to prevent doing damage with their bowsprits. They could not land head on, as done at a later period when this fix- ture had been dispensed with, but would come in slowly, side- ways, and thus avoid piercing the joiner work or rails of any vessels lying at the landing. There had been a custom prevailing on very many of the river boats, of the barkeeper furnishing the dinner table with spirituous liquors, brandy, whiskey, gin, and wines, when on a trip for the use of the passengers and also the crew up to 216 WESTERK RIVERS. about 1838, and, in addition, the officers were permitted to have all the liquor they desired to partake of at the bar on board the boat, and the crew were furnished with a certain quantity while on duty. These were in payment of the privi- lege of a bar. In a report of the Secretary of the Treasury, of 1838, to the House of Representatives on steamboats, etc., there are re- ports received from several districts, a few of which from the Western States mention the use of spirituous liquors on steam- boats by the officers and crew, in the following language: From Louisville: "There is a practice in all the boats on the western and southwestern waters of serving out to the crews intoxicating liquors: there is not believed to be a single ex- ception." From the Mississippi District: "The use of spirituous liquors on board of boats is universal in this trade.' 7 Wheel- ing District, referring to engineers of stationary engines, "that they are always conducted by temperate engineers, which is not often the case in regard to boats. " The use of intoxicating liquors by the officers and crew of steamboats, at this date, was not confined to those employed on the western rivers, but the practice existed in a more modified form on the Atlantic Coast, and there does not appear to be any record that the owners of these steamboats allowed their officers and crew that freedom in the use of spirituous liquors while on duty that existed on the western river steamboats. It is not to be de- nied that there were accidents on the Atlantic Coast, involving the loss of life, but it was not attributed to the use of liquors b3 T the officers or crew. In 1834, Louisiana passed a law for the inspection and government of steam vessels entering or plying on the waters of that State. This was brought about by an explosion of a quantity of gunpowder, which was being transported as freight on the "Lioness," in 1833, when forty miles above Alexandria, on the Red River, resulting in the death of fourteen persons and inj.u ring twelve others, among the former being the mem- ber of the U. S. Senate from Louisiana. The law established the office of State p]ngineer, whose duty it was to examine once in every three months the strength of the boilers of the steam- boats within the jurisdiction of the State; to test them by hydrostatic pressure to three times the pressure of steam they WESTERN RIVERS. 217 were supposed to carry. In case of accident, the boat, not possessing the proper certificate, neither captain, owner, or agent could recover any claim for freight; and the captain was subject to a fine of not less than foOO.OO, nor more than $2,- 000.00. and to imprisonment for not less than three months, nor more than three years. If lives were lost, the captain was to be adjudged guilty of manslaughter. The same penalties were provided in case of any accident in navigation; for over- loading, racing, carrying higher steam than the certificate al- lowed, or any accident that might occur while the captain, pilot, or engineer was engaged in gambling, or attending to any game of chance or hazard. There was a rule also made as fol- lows: In passing up the river, the descending boat was com- manded to shut oft' steam and float down, when within a mile of the ascending boat, the latter to assume the responsibility of keeping clear of the descending boat, and to be held liable for any damage occurring from collision. In the matter of rates of freight, etc., on the early steam- boats on the western waters, the following copy of an affidavit made at the time the claim of the heirs of Eobert Fulton was before the United States Congress, and which was a part of the papers forming the claim, will be accepted as authoritative on the subject. "I, Jasper Lynch, of the city of New York, having been requested, in behalf of the heirs of the late Robert Fulton, to state, under oath, first the facts within my knowledge as to the seizure and impressement of the steamboat "Vesuvius" for the use of the government at the invasion of New Orleans in 1814; and, second, my opinion as to the probable loss to her owners by the detention occasioned in consequence of her grounding while in the public service, and being duly sworn, do depose and say : That I visited New Orleans for the first time in the spring of 1816, and, of course, know nothing personally in re- spect to the fact of the seizure and detention of the boat in 1814. "I went to New Orleans, as sole agent of the steamboat u New Orleans/' trading between New Orleans and Natchez, and shortly after my arrival there, became the sole agent of the steamboat " Vesuvius" above mentioned, which two boats I employed on the river until the autumn of 1818, with the ex- 218 WESTERN" RIVERS. ception of an interval of about eight months, during which I rebuilt the "Vesuvius," which was burned in 1816, after she came into my possession, and the ownership thereby cast on me. "It would, in my opinion, be difficult to assign a limit, pre- serving the appearance of credibility, to the amount of money which the steamboat "Vesuvius" might have earned, if afloat during the season of navigation and business, from November, 1814, to July, 1815, before and after the scene of bustle grow- ing out of the invasion of New Orleans. I should not estimate it at less than $100,000. This, I am aware, will appear extrava- gant to those unacquainted with the prices of freight and pas- sage on the Mississippi, and the situation of New Orleans at that time. Application has been made to me for the last two or three years, for a written statement under oath, on this subject. I have been averse to making it, because I knew, un- accompanied by the facts and reasons from which I deduced my estimate or conclusion, it might bear the stamp of extrava- gance or improbability. I had hoped that an opportunity might be afforded of giving testimony orally, and of explaining them more fully and satisfactorily than could be done on paper. In justice, therefore, to myself, as well as for the in- formation of those whom it may concern, I will now state them. )( "On my arrival in New T Orleans, in 1816, 1 found the follow- ing prices of freight in steamboats on the Mississippi estab- lished, I believe, by the legislature of Louisiana in 1812: "From New Orleans to Louisville, 4% cents per pound for heavy goods, and 6 cents for light, averaging 5 cents per pound, or per ton, $112.00. "From New Orleans to Natchez, % of a cent per pound, or $1.50 per barrel: and the same rates were charged for all the intermediate landings Donaldsonville, 75 miles; Baton Kouge, 120 miles, etc., or per ton, $15.00. -"From New Orleans to Louisville, passage, $125.00A "From New Orleans to Natchez, passage, $30.00. And half price for passage down. "These rates continued uniform; I never received less, and they were not reduced till 1819. "The tonnage of the 'Vesuvius' was, as nearly as I can WESTERN TIIVERS. 219 recollect, 394 tons (Custom House), and she carried over 1,300 bales of cotton, averaging 400 pounds each. She was, at that time (1814), a new ; boat just from Pittsburg, and the only steamboat at New Orleans, or indeed on the river and, of course, without competition as to freight or price; her speed through the water was eight miles an hour. From these facts an estimate may be made of the amount she could have earned. A boat of the same tonnage, at the above rates, without com- petition and under like circumsta-nces on the Hudson, would, T have no doubt, greatly exceed the estimate I have made. The cases are not dissimilar. I employed this boat between New Orleans and Louisville during the seasons of 1817 and 1818, at the above rates. I have not at present the advantage of refer- ence to my books ; but I well recollect that one trip made in the spring of 1817, from New Orleans to Louisville and back, she was absent from New Orleans about forty days, and her re- turns were about f 800 a day for the whole time." "JASPER LYNCH." "Borne, Oneida Co., N. Y., Feb'y 29, 1836." In a report made by the Secretary of the Treasury, on December 12th, 1838, by request of the House of Representa- tives, for information regarding steamboats, causes of ex- plosions, etc., the following regarding the progress of steam navigation of western rivers appears as a portion of the re- port: "On the western and southwestern waters alone, near 400 are now supposed to foe runaing, where none were used till 1811, and where, in 1834; the num ; ber was computed to be only 234. Of these 400, about 141 are estimated. On the Ohio River alone, in 1837, about 413 different steamboats are reported to have passed through the Louisville and Portland Canal, be- sides all below and above, which never passed through. But it deserves notice that of those 413, nearly 60 went out of use by accidents, decay, etc., within that year, and several of the others, viz.: 104 were i\ew, and many of them prob- ably were destined to run on other rivers. As an illus- tration of the rapid increase in business in steamboats on the Ohio, the number of passages by them through the Louis- ville Canal increased from 406, in 1831, to 1,501, in 1837, or 220 WESTERN RIVERS. nearly four-fold in six years. The largest boats passing Louis- ville, in 1837, were the "Uncle Sam," of 447 tons, and the "Mogul," of 414 tons; though below Louisville, the "Mediter- ranean," of 490 tons, and the "North America," of 445 tons, on the Ohio, and the "St. Louis," of 550 tons, on the Mississippi, are running. The greatest loss of life, well authenticated on any one occasion in a steamboat, appears to have been by collision and consequent sinking in the case of the "Mon- mouth," in 1837, on the Mississippi Elver, by which 300 lives were lost. The next greatest were by explosions of the "Oro- noko," in 1838, on the same river, by which 130 or more lives were lost, and of the "Moselle," at Cincinnati, Ohio, by which 100 to 120 persons were destroyed. The greatest injury to life, by accidents to boats from snags and sawyers, appears to have 'been 13 lost in 1834, in the case of the "St. Louis" on the Mississippi River." David Stevenson, an English engineer, in 1838, says of steam navigation on western rivers: "Most of the" vessels at present employed have been built on the banks of the Ohio, and a few at St. Louis, on the upper part of the Mississippi, but the building yards which have produced the greatbsb num- ber are those of Pittsburg and Cincinnati, on the Ohio. Pitts - burg, although about 2,000 miles from the Gulf of Mexico, is a place of great trade. Its population is 30,000 persons, a great part of whom are employed in the construction and manage- ment of steamboats, and some idea may be formed of the ex- tent of their trade, when I state that I have counted no less than thirty-eight steamboats moored opposite the town in the Monongahela, all of which were engaged in plying to and from the port?)L "The vast number of vessels on the western waters, the peculiarity of their construction, and the singular nature of the navigation of which they are employed, make them objects of considerable interest to the traveler. We must not expect, to find, however, in that class of vessels the same display of good workmanship, and the attainment of the high velocities which characterize the vessels on the eastern waters. These qualifications may be easily dispensed with, and the want of them is by no means the worst feature in the western naviga- tion ; but, what is of far more importance, too many of the ves- WESTERN RIVERS. sels are decidedly unsafe, and, in addition to this, their man- agement is intrusted to men whose recklessness of human life and property is equalled only by their ignorance and want of civilization. "Economy would indeed seem to be the only object which the constructors of these boats seem to have in view, and, there- fore, with the exception of the finery which the cabins general- ly display, little care is expended in their construction, and much of the workmanship connected with them is of a most superficial and insufficient kind. When the crews of these frail fabrics, therefore, engage in brisk competition with other vessels, and urge the machinery to the utmost extent of its power, it is not to be wondered at that their exertions are often suddenly terminated by the vessel' taking fire and going to the bottom, or by an explosion of the steam boilers. Such acci- dents are frequently attended with an appalling loss of life, and are of so common occurrence that they generally excite little or no attention. A steamer called the "Ben Sherrod" was burned on the Mississippi, when 120 persons were re- ported to have lost their lives. I am happy in being able to add, that there is reason to believe that in consequence of this accident, the Government of the United States have resolved to take some measures to insure the better regulation of this navigation, which has been too long neglected by them. "The vessels on the western waters vary from 100 to 700 tons burden, and are generally of a heavy build to enable them to carry goods; they have a most singular appearance, and are no less remarkable as regards their machinery. They are built flat in the bottom, and generally draw from six to eight feet of water. (?) The hull is covered with a deck at the level of about five feet above the water, and below this deck is the hold, in which the heavy part of the cargo is carried. The whole of the machinery rests on the first deck; the engines be- ing placed near the middle of the vessel, and the boilers under the two smoke chimneys. The fire-doors open towards the bow, and the bright glare of light thrown out by the wood fires, along with the puffing of the steam from the escapement pipe, produce a most singular effect at night, and serve the useful purpose of announcing the approach of the vessel when it is still at a great distance. The chief object in placing the WESTERN RIVERS. boilers in the manner described, is to produce a strong- draught in the fireplace. The other end of the lower deck, which is covered in, and occupied by the crew of the vessel and the deck passengers, generally presents a scene of filth and wretchedness that baffles all description. A staircase leads from the front of the paddle boxes on each side of the vessel, to an upper gallery about three feet in breadth. This surrounds the whole after part of the vessel, and is the prome- nade of the inhabitants of the second deck. Several doors lead from the gallery into the great cabin, which extends from the funnels to within about thirty or forty feet of the stern of the vessel: the aftermost space is separated from the great cabin by a partition, and is occupied by the ladies. The large cabin contains the gentlemen's sleeping berths, and is also used as a dining room. This part of the western steamers is often fitted up in a gorgeous style; the berths are large, and the numerous windows by which the cabin is surrounded give abundance of light, and what is of great consequence in that scorching climate, admit a plentiful supply of fresh air. "From the gallery surrounding the chief cabin, two flights of steps lead to the hurricane deck, which in many of the steamers is at least thirty feet above the level of the water. The wheelhouse in which the steersman is placed, is erected on the forepart of this deck, and the motion is communicated to the helm by means of ropes or iron rods, as in the eastern steamers. "The first cabin of a Mississippi steamboat is strangely contrasted with the scenes of wretchedness on the lower deck, and its splendor serves, in some measure, to distract the at- tention of its unthinking inmates from the dangers which lie below them. But no one who is at all acquainted with the steam engine, can examine the machinery of one of those ves- sels, and the manner in which it is managed, without shudder- ing at the idea of the great risk to which all on board are every moment exposed. "The western water steamers are propelled sometimes by one, and sometimes by two, engines. When two engines are used the ends of the piston rods work in slides, and the con- necting rods are both attached to cranks on the paddle-wheel axle, placed at right angles to each other, as is the case in WESTERN RIVERS. 223 most of the steamers in this country. When only one engine is used; which is more generally the case, a large fly wheel, from ten to fifteen feet in diameter, is fixed on the paddle-wheel shaft, arid serves to regulate the motion of the engine, and enable it to turn its centres. The cylinders are invariably placed horizontally, and the engines always constructed on the high-pressure principle. "The engines are generally very small in proportion to the size of the vessel which they propel, and to make up for their deficiency in volume, they are worked by steam of great elas- ticity. The "Rufus Putnam," for example, a pretty large ves- sel, drawing three feet of water, which plies between Pitts- burg on the Ohio, and St. Louis on the Mississippi, is propelled by a single engine having a cylinder 16 inches diameter, and 5 feet 6 inches in length of stroke, but this engine is worked by steam of a most dangerously great elasticity. The captain of the vessel informed me that under ordinary circumstances the safety valves were loaded with a pressure equal to 138 pounds on the square inch of surface, but that the steam was occasionally raised as high as 150 pounds to enable the vessel to pass parts of the river in which there is a strong current: and he added by way of consolation, that this amount of pres- sure was never exceeded, except on extraordinary occasions! I made a short voyage on the Ohio in this vessel, but after re- ceiving this information, I resolved to leave her on the first opportunity that presented itself. "The 'St. Louis,' one of the newest boats on the Mississippi, is 230 feet in length on deck, and 28 feet in breadth of beam. She draws 8 feet of water and carries atoout 1,000 tons. This vessel is propelled by two engines, with cylinders 30 inches in diameter and 10 feet in length of stroke, worked by steam hav- ing a pressure of 100 pounds on the square inch of the boilers. "Explosions, as may naturally be supposed, are of very frequent occurrence; and, with a view to cure this evil, sev- eral attempts have, at different periods, been made to intro- duce low-pressure engines on the western waters, but the cheapness of high-pressure engines and the great simplicity of their parts, which require comparatively little fine finishing and good fitting, certainly afford reasons for preferring them to low-pressure engines, in a part of the country where good 224: WESTERN RIVERS. workmen are scarce, and where the value of labor and material is very great. It must also be recollected, that a condensing or low-pressure engine, takes up a great deal more space than one constructed on the high-pressure principle. I do not ap- prehend, however, that the number of accidents would be diminished by the simple adoption of low-pressure boilers, without the strict enforcement of judicious regulations, and if those regulations were properly applied to high-pressure boilers, they would not fail to render them quite as safe as those boilers which are generally made for engines working on the low-pressure principle. One very obvious improvement on the present Jiazardous state of the Mississippi navigation, would be the enactment of a law that a pressure of steam should in no case exceed perhaps 50 pounds on the square inch. "The boilers of these steamers are all tubular, and have circular flues in them which permit the passage of the flame through the body of the boiler. Those of the "St. Louis" are nine in number ; they are 42 inches diameter and 24 feet in length; two circular flues, 16 inches in diameter, pass through the interior. The whole of the flues and outercoating of the boiler are made of sheet iron three-sixteenths of an inch in thickness, and the end plates are formed of materials of greater strength. The boiler is strengthened by numerous in- ternal ties, or braces, and is calculated to sustain a pressure of 100 pounds on the square inch of surface. The only pro- tection which the boilers have from the atmosphere is a layer of clay, with which they are in all cases covered, to prevent the radiation of heat. "The steamers make many stoppages to take in goods and passengers, and also supplies of wood for fuel. The lib- erty which they take with their vessels on these occasions is somewhat amusing, and not a little hazardous. I had a good example of this on board of a large vessel, called the "On- tario." She was sheered close in shore among stones and stumps of trees, where she lay for some hours taking in goods. The additional weight increased her draught of water and caused her to heel a great deal, and when her engines were put in motion, she actually crawled into deep water on her paddle wheels. The steam had been got up to an enormous pressure to enable her to get off, and the volumes of steam WESTERN RIVERS. 225 discharged from the escapement pipe at every half-stroke of the piston, made a sharp sound, almost like the discharge of firearms, while every timber in the vessel seemed to tremble, and the whole structure actually groaned under the shocks. "During these stoppages, it is necessary to keep up a proper supply of water to prevent explosion, and the manner in which this is effected on the Mississippi is very simple. The paddle- wheel axle is so constructed that the portions of it projecting over the hull of the vessel to which the wheels are fixed, can be thrown out of gear at pleasure by means of a clutch on each side of the vessel, which slides on the intermediate part of the axle, and is acted on by a lever. When the vessel is stopped, the paddle wheels are simply thrown out of gear and the engine continues to w r ork. The necessary supply of water is thus pumped into the boiler during the whole time that the vessel may be at rest, and when she is required to get under way, the wheels are again thrown into gear and re- volve with the paddle-wheel shaft. The fly wheel, formerly noticed, is useful in regulating the motion of the engine, which otherwise might be apt to suffer damage from the increase and diminution in the resistance offered to the motion of the pis- tons, by suddenly throwing the paddle wheels into and out of gear. The water for the supply of the boiler is first pumped into a heater, in which its temperature is rafsed, and is then injected into the boiler. "I saw several vessels on the Ohio, which were propelled by one large paddle wheel placed at the stern of the vessel, but it is doubtful whether this arrangement is advantageous, as the action of the paddle wheel, when placed in that situa- tion, must be impeded by the floatboards impinging on water which has been disturbed by the passage of the vessel through it. "The Mississippi steamers carry a captain, clerk, two en- gineers, and two pilots, one of whom is always at the helm. The fireman and the crew are people of color, and generally slaves. The passage from New Orleans to Pittsburg, against the current of the river, is generally performed in from 15 to 20 days, and from Pittsburg to New Orleans in about 10 days: the distance is rather more than 2,000 miles, and the cabin .passage, including all expenses, is about f 50.00." 226 WESTERN RIVERS. The BaronDe Gerstner, traveling through_the United States about 1840,, says : "The largest shipyards are at Louisville, New Albany, Cincinnati, Pittsburg and St. Louis. Upon the Ohio Eiver, stone coals are now brought by steamboats two hundred and fifty miles down to Cincinnati; or, rather, the flatboats loaded with coal are taken in tow and brought down the river by steamboats, and the empty barks taken back in the same way, because the cost of transportation is found to be less in this manner. It is true, the extremely high wages of the boatmen and all other laborers, contribute much to this extraordinary result, but, as I shall have occasion to show hereafter, the crew of a steamboat is also very well paid, and it is to be ascribed entirely to the perfection in the construction of the vessels, and the engines used in them, and in the application of steam, as also to the improved arrangements in the steamboats generally, that they have produced in America the results which have been arrived at neither in England, nor in any other part of Europe. "The Americans boast of a system of navigable streams in the Southern and Southwestern States, not to be met with in any other country of the globe; they maintain that the length of the Mississippi, with the Ohio and all other tributary streams, comprises an extent of 100,000 miles (?) of waters navigable by steamboats. I would not answer for the correct- ness of this number, but the Mississippi alone is navigated by steamboats from New Orleans, under the thirtieth degree, to the Falls of St. Anthony, under the forty-fifth degree of North latitude, a distance of not less than 2,000 miles, and the num- ber of navigable tributary streams of the Mississippi is indeed so large, that a European, who is accustomed to our short travels by steamboats, can only, by being an eye witness, con- ceh:g the magnitude of the system of steam navigation in this country ^y There are daily at least four or five steamboats starting from New Orleans for Pittsburg in the business sea- son, and as many arrive daily. The distance is 2,000 miles, or two-thirds of that from England to New York across the Atlantic, and, nevertheless, the voyage is regarded as nothing- extraordinary, and is undertaken after a few hours prepara- tion. N WESTERN RIVERS. 227 "The steamboats in the West, or upon the western waters, are throughout very flat, and go, when loaded, generally five feet deep; some, however, only thirty to thirty-six inches. When the water in a river is only thirty inches deep, the steamboat contains only the engine and fuel and the cabins for the men, and flatboats loaded with goods are taken in tow. The passenger boats have two decks, the upper one is for the cabin passengers. The elegant boats contain a large, splendidly furnished and ornamented saloon, used as the dining room, and an adjoining saloon for the ladies. The saloons are surrounded by small apartments (state rooms), each of which contains two berths, and round the state rooms is an open gallery, to which a door opens from each state room. Such a vessel offers to a European an imposing and entirely novel aspect. All steamboats upon the western waters have high-pressure engines, the pressure of steam being from 60 to 100 pounds per square inch. Often two engines are used in a boat, and then each engine propels one of the paddle wheels. The cylinders are horizontal, the stroke is 8 to 10 feet, and the steam is generally cut off at five-eighths of the stroke, and then operates by expansion. The escaping steam is applied to heat the water pumped from the river before it gets into the boiler. J'ln the year 1818, a cabin passenger paid for a passage in a steamboat, from New Orleans to Louisville, a distance of 1,450 miles, $120, and for returning, $70; the passage up took 20 days and down 10 days; at present, cabin passengers pay in the most elegant steamboats, $50 for a passage up, and $40 for one down stream, while they go up in six, and down in four- days. The charges include boarding, which, considering the abundance and choice of victuals, &c., ought to be estimated - <; at $2.00 per passenger per day. The fare is, therefore, now, ^ for the passage alone, taking the average betweep^" trip up and down (excluding board), 2.41 cents per mile. Less elegant boats take cabin passengers up in eight days for $30, and for $25 down in five days, which, after deducting $1.50 per day for board, gi^es only 1.22 cents per mile at an average between a trip up and down. "Upon the lower deck of these steamboats, which is a few feet above the surface of the water, are the deck passengers, 228 WESTERN RIVERS. who provide their own meals, and pay for the same passage of 1,450 miles only $8.00; if they assist the crew in carrying the wood upon the boat, they pay only $5.00. In the former case they pay, therefore, per mile, 0.55 cents./ "Merchandise was carried before the introduction of steam navigation in sailing vessels, which took a load of 150 tons^in the year 1817, the charge for freight per pound, from New Orleans to Louisville, was seven to eight cents; in 1819, the steamboats commenced carrying freight, and imme- diately reduced the charge to four cents per pound. At pres- ent, the charges per one hundred weight, from New Orleans to Louisville, are, according to the quality of the goods and the season, at least 33 cents, and the most $1.50. At an aver- age, they may be taken at 62% cents for the distance of 1,450 miles. This makes 86 cents per ton per mile.^ ^("Between Cincinnati and Louisville, the first steamboat, "General Pike," was put in operation in 1819, and made weekly a voyage down to Louisville, 150 miles, in 18 hours, and up again to Cincinnati in 40 hours. A cabin passenger paid at that time $12 for a passage. At present, the steamboats have so much increased in number that at least six boats are daily starting from and arriving at Cincinnati or Louisville. Upon the finest boats, as, for instance, the "Pike" and "Franklin," the fare is $4.00, and the time occupied in going up is, including all stoppages, 15 hours, and in going down only 11 hours; but these boats have frequently made a passage up in 12, and a passage down the river in T 1 /^ hours; in the latter case, the speed was, therefore, over 20 miles per hour. If $1.00 be deducted for .board, there remain $3.00 for a passage, which is at the rate of two cents per mile. The deck passengers, who assist in taking in wood, pay only $1.00, or two-thirds of a cent per mile, and find their own victuals. For merchandise, the charges are 15 cents per one hundred weight, or two cents per ton per mile.^ \ "From Cincinnati to St. Louis, the voyage is 538 miles down the Ohio, and 192 miles up the Mississippi, making, to- gether, 730 miles. The passage to St. Louis, or from there back, is performed in four days. A cabin passenger pays $12.00, of which we ought to deduct at least $4.70 for board; this leaves only one cent per mile for the passage alone, The WESTERN RIVERS. deck passengers pay (400, without board, which makes nearly one-half cent per mile. Goods pay at an average, 50 cents per one hundred weight, $1.37 per ton per mil<^ V "But three years ago, eight days were required for a trip from New Orleans to Louisville, which is now regularly per- formed in six The most remarkable result is, that a boat of 400 tons required, 20 years ago, for this voyage of 1,450 miles, 360 cords of wood, while at present, for a six days' passage, only the same quantity of wood is required. "What appears most striking is, -that while the charges for transportation have been constantly reduced during 20 years, wages and the prices of all commodities rose from year to year. The captain of a steamboat received, 20 years ago, a salary of f 1,000 per year, now he gets upon the better boats $2,000. Every steamboat has two pilots, who change every four hours: each of them received, in 1822, only $60 per month, but since that time their salary has risen, and was, jn 1833, $300, which is still now paid to the pilots of the best boats. There are also two engineers upon each steamboat, their salary was, in 1822, only $40 per month, and rose in con- sequence of the great demand for engineers to $100 and $150. The fireman and common laborers received, 20 years ago, only $14 per month, and now get $30 to $40. The whole crew besides have free board upon the steamboats. The provisions necessary for the nourishment of the passen- gers upon the steamboats have risen in price, during the last five years, 33 per cent. "The steamboats upon the western waters use almost ex- clusively wood as a fuel, which, 20 years ago, was quite value- less; in 1834, it sold on the Ohio and Mississippi for $1.75 to $2.00 per cord, and costs at present $2.25 to $3.50. The price has, therefore, increased in the last five years about 50 per cent. "The steamboats upon the western waters, whose plan of construction might be adopted to great advantage upon our rivers in Europe, are principally constructed . in Louisville, Cincinnati and Pittsburg. Generally, the hull of the vessel is built by ship carpenters, the steam engine delivered from a manufactory and put on the boat, after which the joiners build the cabins and finish the whole. Three different classes of 230 WESTERN RIVERS. mechanics are, therefore, required, with whom separate con- tracts are made. There are, however, individuals who under- take the building and furnishing of a whole steamboat by con- tract. As the prices differ much, according to the solidity and elegance of the vessels, the cost of some of the vessels is given, which are among the best. \ "Between Cincinnati and Louisville, the two steamboats, "Pike" and "Franklin," make regular trips, carrying the United States mail ; one of the two goes daily up, and the other down the river^ The "Franklin" is 183 feet in length on her deck, and the extreme width is 25 feet, the depth of hold, or the distance from the keel to lower deck, is 6% feet. The ton- nage 200 tons. Upon the upper deck are 42 state rooms, each with two berths, making in all 84 berths; but mattresses are laid upon the floor of the dining room when required, and 150 cabin passengers may sleep upon the boat. The boat is propelled by two engines; the pressure of steam is 80 pounds per square inch, the diameter of the cylinders, which are in a horizontal position, is 25V-> inches, the stroke being seven feet. The steam is cut off at five-eighths of the stroke, and acts through the remaining three-eighths by expansion. The diameter of the paddle wheels is 22 feet, their width 11 feet, the dip is 22 inches; the paddle wheels generally make 28 revo- lutions in a minute; the length of the connecting rod is 23 feet. There are six boilers of wrought iron on board the boat, each 23 feet in length, and 60 inches in diameter; each boiler has two flues of 15 inches diameter.^ VjJIjA - i/CM\. Eads, who had solved several difficult engineering problems in the West at that period. There was considerable friction between the advocates of the rival systems that was carried into the halls of legislation, and it resulted, after being referred to a committee composed of three army engineers, three engineers from civil life, and one from the United States Coast Survey, as to the proper method of opening the mouth of the river, in favor of the jetty plan, to be applied to the South pass. Capt. James B. Eads made a contract to obtain a channel 20 feet deep in thirty months from March 3, 1875, and having obtained such a channel, he was to receive $500,000 tor every two feet in depth until a depth of 30 feet was obtained. He was to receive |500,000, with additional pay- WESTERN RIVERS. 25? ments for maintaining the channel. There was also a pro- vision in the contract which gave Capt. Eads f 100,000 a year for twenty years, for maintaining and keeping the jetty works in repair. The method adopted in constructing these jetties was in the use of willow mattresses laid in layers and weighted with stone, and on this foundation a concrete wall was built. The east jetty, as constructed, is 2 1 / 3 miles long, and the west jetty is 1% miles. They were completed in July, 1879, and the depth of water at the South pass that was in 1875 on the bar but 14 feet had been increased at the time of the completion of the jetties, to from 27 to 30 feet, with a navigable channel from the head of the passes of 26 feet and a width of 165 feet. The cost of the construction of these jetties to the government has been near to |6,000,000. Ac- cording to the latest survey, there is in the channel, between the jetties and the head of the passes, a depth of water ranging from 28 feet to 33 feet. Dredging has to be resorted 'to at times, for the mud banks keep forming through some sub- terranean agency, and shoaling up the channel. DIMENSIONS OF SOME OP THE PROMINENT WESTERN-RIVER STEAMBOATS RUNNING IN 1850. "Clipper No. 2." Hull, 215'x32'x6'9 ; water wheels, 25'x 11'4; boilers, 4 of 26 / x36"; engines, 2 of compound type, with 16" and 32" cylinders by 8 feet stroke to each engine; shaft, 12" diameter; steam pressure, 150 Ibs. "Brilliant." Hull, 227'x32'x7'6 ; water wheels, 29'6x 11/4; boilers, 5 of 26y/x40"; engines, 2 of 26"x8'; steam pressure, 140 Ibs. "Keystone State." Hull, 250'x30'x7'6; water wheels, 30'xl2'; boilers, 4 of 30'x42", with 18" flues; engines, 2 of 25% "x8'; steam pressure, 140 Ibs. "Buckeye State." Hull, 264'x30'x7'10; water wheels, 31'xll'6; boilers, 5 of 30'x42", with 18" flues; engines, 2 of 29"x8'; steam pressure, 140 Ibs. "Messenger No. 2." Hull, 244'x31'x7'3; water wheels, 30'xl2'; boilers, 5 of 30'x40", with 16" flues; engines, 2 of 28"x7'6; steam pressure, 150 Ibs. "Cincinnati." Hull, 242'x31'x7'4; water wheels, 32'6x 11'; engines, 2 of 24"x7'; boilers, 4 of 28'x40". 258 WESTERN RIVERS. "Hibernia No. 2." Hull, 226'x28'x7'; engines, 2 of 28"x8'; boilers, 5 of 27'x40"; water wheels, 26'xl2'. "Ben Franklin." Hull, 255'x34'x7'; engines, 2 of 30"x8'; boilers, 6 of 32'x40"; water wheels, 27%'xl4'7. "Bostona." Hull, 265'x34'x7'6; engines, 2 of 27"x 9'; boilers, 5 of 34'x42"; water wheels, 30'xl 4'. "Alex. Scott." Hull, 266'x34'x8'; engines, 2 of 25"xlO'; boilers, 6 of 31'x42"; water wheels, 30'xl5'. "Peytona." Hull, 265'x33'x8'; engines, 2 of 30"xlO'; boilers, 6 of 32'6x42"; water wheels, 30'xl6'. "Magnolia." Hull, 295'x35'x9'; engines, 2 of 30"xlO'; boilers, 6 of 30'x42"; water wheels, 40'xl2'. RUNNNING AFTER 1850. "Arkansas City," 1882. Hull, 275'x44'x8'; engines, 2 of 26"x9'; boilers, 5 of 30'x44"; water wheels, 34'xl4'6. "Annie P. Silver," 1878. Hull, 300'x40'x9'. "A. L. Shotwell," 1852. Hull, 310'x36'x8' ; engines, 2 of 30"xlO'; boilers, 6 of 32'x42"; water wheels, 37'xl5'. "A. 0. Donnelly," 1876. Hull, 283'x41'x7'4 ; engines, 2 of 22"x7'. "Bostona," 1879. Hull, 302'6x42'x6' ; engines, 2 of 25"x 8'; boilers, 4 of 3()'x47"; water wheels, 27'xl6'. "Belle Lee," 1868. Hull, 300'x43'x9'6; engines, 2 of 34y 2 "x9'; boilers, 8 of 30'x40". "Bismarck," 1867. Hull, 287'x45'6x9'; engines, 2 of 26y 2 "x9'; 'boilers, 5 of 26'x40". "Belle Memphis," 1866. Hull, 275'x42'6x8'4 ; engines, 2 of 27"x8'; boilers, 5 of 28'x44"; water wheels, 34'xl4'6. "Belle of Shreveport," 1872. Hull, 250'x43'x6'9 ; engines, 2 of 22"x7'; boilers, 4 of 24'x38". "Charles Morgan," 1874. Hull, 302'x43 / x7 / 6 ; engines, 2 of 28"x8'. "Charles P. Chouteau," 1876. Hull, 300'x56'x7'8; engines, 2 of 22"x8'; boilers, 4 of 32'x42". "Centennial," 1876. Hull, 300'x41'x7'8; engines, 2 of 26"x7'; boilers, 4 of 32'x42". "City of Greenville," 1879. Hull, 275'x45'4x9' ; engines, 2 of 26"xlO'; boilers, 5 of 32'x42". "City of Providence," 1880. Hull, 283'x44'x8'6 ; engines, 2 of 26"x9'; boilers, 5 of 30'x44"; water wheels, 34'xl4'6. WESTERN RIVERS. 259 "City of Alton," 1873. Hull, 280 / x50'x9'; engines, 2 of 30"x9'; boilers, 5 of 28'x44". "City of Vicksburg," 1870. Hull, 280'x44'x8'6 ; engines, 2 of 26"x9'; boilers, 5 of 30'x44". "City of Cairo," 1864. Hull, 272'x44'x7'6 ; engines, 2 of 26"x9'; boilers, 5 of 30'x44"; water wheels, 35'xl5'. "City of Quincy," 1870. Hull, 275'x47'x6'8; engines, 2 of 28"xl(K; boilers, 5* of 26'x4.1". "City of New Orleans," 1881. Hull, 3(KKx49'6x9'6 ; draft, 3'7; engines, 2 of 26"xlO'; boilers, 5 of 30'x44"; water wheels, 35'xl5'. "City of Baton Rouge," 1881. Hull, 300'x49'6x9'6; draft, 3'7; engines, 2 of 26"xlO'; boilers, 5 of 30'x44" ; water wheels, 35'xl5'. "City of St. Louis," 1883. Hull, 310'x49'6x9'6; draft, 3'7; engines, 2 of 26"xlO'; boilers, 5 of 30'x44"; water wheels, 35'xl5'. "Charles Bodman," 1870, Hull, 276'x46'6x7'6 ; engines, 2 of 26"x9'. "Commonwealth," 1864. Hull, 260'x43'x8'8 ; engines, 2 of 22"x9'; boilers, 6 of 28'x37". "Cherokee," 1873. Hull, 211'x39'x6'; engines, 2 of 16"x5'. "Dacotah," 1879. Hull, 250'x48'8x5'6 ; engines, 2 of 18"x7'. "Eclipse," 1852. Hull, 363'x36 r x9 r ; engines, 2 of 36"xll'; boilers, 8 of 32'6x42"; water wheels, 41'xl4'. "Ed. Richardson," 1879. Hull, 310'x50'xlO r 6 ; engines, 2 of 38"xlO'; boilers, 9 of 32'x42"; water wheels, 41'x . "Ed. J. Cay," 1859. Hull, 250'x40'6x8'3 ; engines, 2 of 27"x8'; boilers, .6 of 32'x42". "Exporter," 1872. Hull, 210'x48'x8'; engines, 2 of 22"x8'; boilers, 4 of 30'x40". "Fleetwood," 1866. Hull, 303'6x44'x7' ; engines, 2 of 25"x8'. "Fleetwood," 1880. Hull, 303 r x44'x7'; engines, 2 of 25"x8'6. "Fred A. Blanks," 1879. Hull, 260'x41'x9'6; engines, 2 of 26"x9'; boilers, 6 of 30'x42"; water wheels, 32'6xl4'6. "Frank Pargoud," 1868. Hull, 250'x41'x9'4; engines, 2 of 32"x9'; boilers, 7 of 28'x38"; water wheels, 36'xl5'6. 260 WESTERN RIVERS. "Great Republic," 1867. Hull, 328'x51'xlO' ; 2 engines of compound type, with cylinders of 28" and 56" diameter by 10' stroke to each engine. "Grand Republic," 1876. Hull, 350'x56'8xlO'6 ; draft, 4'6; engines, 2 of compound type, with cylinders of 28" and 56" diameter by 10' stroke to each engine; boilers, 7 of 28'x42"; water wheels, 38'6xl8'; engines from "Great Republic." "Guiding Star," 1878. Hull, 302'x40'4x7'6 ; engines, 2 of 26"x7'6. "Gem City," 1881. Hull, 300'x46'x6'; engines, 2 of 28"x7'; boilers, 4 of 28'x44". "Glencoe," 1871. Hull, 293'x44'x7'4 ; engines, 2 of 24"x8'; boilers, 6 of 26'x37". "Golden City," 1876. Hull, 280'x40'6x6'4 ; stern wheeler; engines, 2 of 22"x8'; boilers, 4 of 28'x47"; wheel, 25'x29'. "Golden Crown," 1877. Hull, 261'6x41'x6'6; engines, 2 of 19"x7'. "Golden Rule," 1877. Hull, 261'x41'x6'6; engines, 2 of 22"x7'. "General Quitman," 1859. Hull, 260'x40'x8'6; engines, 2 of 30"xlO'; boilers, 7 of 30'x40". "Gold Dust," 1874. Hull, 250'x40'x7'6; engines, 2 of 22"x7'; boilers, 4 of 32'x42". "Governor Allen," 1867. Hull, 218'x41'xlO' ; engines, 2 of 27"x8'; boilers, 6 of 28'x38". "Henry Frank," 1878. Hull, 276'x52'xlO'6 ; engines, 2 of 24"x9'; boilers, 6 of 28'x42". "Indiana," 1865. Hull, 263'x40'6x7'3; engines, 2 of 25"x8'; boilers, 5 of 26'x40". "Iron Queen," 1892. Hull, 237'6x37'8x6' ; engines, 2 'of 18"x7'; boilers, 4 of 28'x42". "John W. Cannon," 1878. Hull, 262'6x43'x9'6 ; engines, 2 of 34"x9'; boilers, 7 of 34'x42"; water wheels, 37'6xl6'. "John K. Speed," 1892. Hull, 261'x42'x8'; engines, 2 of 22"x8'; boilers, 5 of 28'x44". "James Howard," 1871. Hull, 330'x56'xlO'; engines, 2 of 34"xl()'; boilers, 6 of 30'x40". "J. M. White," 1844. Hull, 250'x31'x8'4; engines, 2 of 30"xlO'; boilers, 7 of 32'x42"; water wheels, 32'xl5'. WESTERN" RIVERS. 261 "J. M. White," 1878. Hull, 321'x49'xll' ; engines, 2 of 43"xll'; boilers, 11 of 34'x42"; water wheels, 45'xl8'6. "John A. Scudder," 1873. Hull, 302'x50'6x8'; engines, 2 of 28"x8'; boilers, 6 of 26'x40". "John Kyle," 1870. Hull, 296'x49'x8'; engines, 2 of 30"xlO'; boilers, 7 of 26'x37". "John B. Maude," 1872. Hull, 240'x36'x7'6 ; engines, 2 of 22"x6'6; boilers, 4 of 26'x40". "Jesse K. Belle," 1879. Hull, 220'x41'x7'; engines, 2 of 22"x8'; boilers, 4 of 30'x40". "Katie," 1871. Hull, 300'x45'xlO'; engines, 2 of 38"xlO'; boilers, 9 of 32'x40". "La Belle," 1869. Hull, 238'x39'6x6'6; engines, 2 of 20"x6'6; boilers, 4 of 26'x38". "Mary Bell," 1875. Hull, 325'x56'xll'; engines, 2 of 34"x9'; boilers, 6 of 30'x42". "Mary Houston," 1868. Hull, 285'x40'8x7'8; engines, 2 of 22V 2 "x7'> boilers, 5 of 24'x38". "Mayflower," 1867. Hull, 212'x34'x5'; engines, 2 of 20%"x7'; boilers, 4 of 24'x40". "Natchez," 1869. Hull, 307'x43'xlO' ; engines, 2 of 34"xlO'; boilers, 8 of 34'x40" water wheels, 42'xl6'. "Natchez," 1879. Hull, 303'6x46'6xlO'; engines, 2 of 34"xlO'; boilers, 8 of 36'x42"; water wheels, 42'xl6'. "Nick Longworth," 1864. Hull, 269'x48'x6'6; engines, 2 of 22"x7'6". "Ouachita Belle," 1870. Hull, 218'x38'x8'; engines, 2 of 28y s "x8'; boilers, 6 of 30'x38". "Princess," 1855. Hull, 280'x38'x9'4; engines, 2 of 34"x9'; boilers, 6 of 34'x42"; water wheels, 40'x . "Paris C. Brown," 1878. Hull, 262'6x39'x6'6; engines, 2 of 18"x7'; boilers, 4 of 26'x42". "Ruth," 1865. Hull, 309'x48'6x9'6 engines, 2 of 30"xlO'; boilers, 6 of 30'x44". "Richmond," 1867. Hull, 340 / x50'x9 r ; engines, 2 low pressure, with cylinders 60"xlO'; boilers, 6 of 28'x63". "Robert E. Lee," 1866. Hull, 300'x44'xlO'; engines, 2 'of 40"xlO'; boilers, 8 of 32'x42"; water wheels, 38'xl6'6". "Robert E. Lee," 1876. Hull, 315'x48'6xlO'6; engines, 2 of 40"xlO': boilers, 9 of 32 / x42"; water wheels, 40'xl7'. 2G2 WESTERN RIVERS. "R. R. Springer," 1879. Hull, 294'6x41' 6x8'4 ; engines, 2 of 24"x8'; stern wheeler; boilers, 6 of 30'x40"; water wheel, 32'x . "Robert Mitchell," 1871. Hull, 270'x40'3x8'; engines, 2 of 24"x8'; boilers, 4 of 2S'x40". "Susie Silver," 1870. Hull, 260'x40'x6'6 ; engines, 2 of 22"x8'; boilers, 4 of 26'x40". "S. H. Parisot," 1882. Hull. 225'x41'x8'; stern wheeler; engines, 2 of 23"x7'; boilers, 4 of 28'x45"; wheel, 23'x28'. "Thomas Sherlock," 1873. Hull, 285'x45'x8'6; engines, 2 of 24"x8'; boilers, 5. "Torn Jasper," 1867. Hull, 255'x41'x6'6; engines, 2 of 26"x7'; boilers, 4 of 22'x42". "Thompson Dean," 1871. Hull, 306'x46'x9'; engines, 2 of 30"xlO'; boilers, 7 of 30'x38". "U. P. Schenck," 1876. Hull, 251'x42'x6'6; engines, 2 of 21"x7'; boilers, 3 of 3()'x42". "W. P. Halliday," 1879. Hull, 285'x41'x9'3 ; engines, 2 of 24"xlO'. "Will Kyle," 1879. Stern wheeler; hull, 265'x46'x6'4 ; en- gines, 2 of 22"x7'; boilers, 4 of 30'x42"; water wheel, 24'x34'. "Wild Wagoner," 1864. Hull, 248'x38'x6'; engines, 2 of 243 / 4"x7'6; boilers, 5 of 24'x38". "Wade Hampton," 1870. Hull, 218'x38'x8'; engines, 2 of 28"x7'; boilers, 6 of 28'x38". "Will S. Hays," 1883. Hull, 305'x44'x9'; engines, 2 of 28"xlO'; boilers, 6 of 28'x50"; water wheels, 34'xl5'6". "Hudson," 1886. Hull, 223'x37'x6 r ; engines, 2 of 20"x6'; stern wheeler; 4 boilers; water wheel, 23'x27'. OHIO RIVER STEAMBOATS IN 1860. "James Trabue." Hull, 180'x30'x6'; engines, 2 of 16i/ 2 " cylinders by 7 feet stroke; boilers, 2-28 feet long by 40 inches diameter; steam pressure, 135 Ibs. per inch; water wheels, 27 feet diameter by 8 feet face; diameter of shaft, 10 inches. "Laurel Hill." Hull, 260'x32'x7'x4 feet draft; engines, 2-30"x8'; boilers, 4-30'x42"; water wheels, 38'xl2' face; diameter of shaft, 16". "C. D. Junior." Hull, 200'x30'x7 deep by 3% feet draft; engines, 2 26"x8'; boilers, 4-28'x42", with 2-15" flues in each WESTERN RIVERS. 263 boiler; water wheels, 36'xll', with 20 buckets in each wheel; diameter of shaft, 15". "Belle Key." Hull, 260 feet long, 34 feet beam by 7 feet deep by 4 feet draft; engines, 2 of 25" by 10 feet; boilers, 6 of 30'x40 inches, with 2-14" flues in each boiler; water wheels, 38'xl2' face, with 20 buckets in each wheel; diameter of shaft, 17 inches; consumption of fuel every 24 hours, 720 bushels of coal; revolutions water wheels, 15 per minute. "K. W. McRae." Hull, 184'x34'x7'6 ; engines, 2 of 25"x7; boilers, 4 of 26'x40"; water wheels, 29'xll'; diameter of shaft, 15". "J. H. Bell.'' Hull, 173'x36'x7'; engines, 2 of 22i^"x6'; boilers, 3 of 28'x40"; water wheels, 29'xlO'; shaft, 16". "Huntsville No. 2." Hull, 255'x40'x9'; engines, 2 of 23y 2 "x8'; boilers, 5 of 32'x42", with 2 flues of 16" diameter in each boiler: water wheels, 38'xl2', with 20 buckets in each wheel; diameter of shaft, 17"; revolutions of water wheels, 17 per minute. "Peter Tellon." Hull, 265'x35'x8'6 ; engines, 2 of 27"x9'; boilers. 5 of 32'x42", with 2-16" flues in each boiler; water wheels, 40'xl2', with 21 buckets in each wheel; diameter of shaft, 17". "Antelope." Hull, 264'x34'x8' by 3 feet draft; engines, 2 of 28"x9'; boilers, 5 of 34'x42", with 2-16" flues in each boiler; water wheels, 40'xl2', with 21 buckets in each wheel; diameter of shaft, 17"; revolutions of water wheels, 16 per minute. "S. F. J. Trabue." Hull, 265'x35'x7'; engines, 2 of 32"x9'; boilers, 5 of 34'x42"; water wheels, 39 / xl3 1 / 2 '; diameter of shaft, 17". "Belle Sheridan." Hull, 275'x35'x7'; engines, 2 of P4"x9'; boilers, 5 of 36'x42", with 2-16" flues in each boiler; water wheels, 38'xl4'; diameter of shaft, 18"; revolutions of water w r heels, 15 per minute. "J. H. Lucas." Hull, 230'x34'x6'6; engines, 2 of 25"x7'; boilers, 4 of 28'x40"; water wheels, 29'xll'; shaft, 14". "High Flyer." Hull, 250'x32'x6'; engines, 2 of 24i/ 2 "x7'6; boilers, 4 of 28'x40"; water wheels, 33'xlO'; shaft, 16". "T. C. Twichel." Hull, 240'x36'x7'; engines, 2 of 22i/ 2 "x9'; boilers, 4 of 30'x40"; water wheels, 32'xll'6. 264 WESTERN RIVERS. "Fanny Bullitt." Hull, 240'x32'x6y 2 '; engines, 2 of 21"x8'; boilers, 4 of 28'x38", 14" flues; water wheels, 32'xlO'. "Rainbow.-' Hull, 230'x35'x6y 2 '; engines, 2 of 26"x8'; boilers, 5 of 26'x40", with. 15" flues; water wheels, 32'xl2'. The steam pressure under which these boats run was from 135 Ibs. to 140 Ibs. CHAPTER V. LONG ISLAND SOUND. PROVIDENCE AND STONINGTON LINES. FTER the "Fulton" and "Connecticut" were with- drawn from the New York, New Haven and New London route, in. 1822, they were put on the New York and Providence route, stopping at Newport. This was deemed at the time as a most hazardous adventure, but Capt. Elihu S. Bunker, who was in command of the "Connecticut," and interested in the line, in the lang- uage of a large steamboat owner, who was at that time on one of the steamboats on the Sound, says : "Capt. Bunker was a bold man; the terrible seas in doubling Point Judith had no terror for him ; although many of his best friends advised him not to risk life and property in the dangerous experiment, the line nevertheless was started and proved a success." ': XTheseHboats run as The New York and Rhode Island Steamboat Co., making one rouncl trip each a week during the season until November, when the "Fulton" was withdrawn for the winter and the "Connecticut" continued on the route with one trip per week until the ice closed navigation. Pas- senger fare from New York to Providence, $10; time between New York and Newport averaged 25 hours. X They continued to run during 1823 from the opening of navigation, as they had in the previous season, with an increase of business. During the year the owners of the packets had two bills offered in the Rhode Island General Assembly, one restricting the landing of steamboat passengers on the. shores of the State, and another imposing a tax of 50 cents on each passenger by steamboat, but neither bill became a law. This was the fate of all new steamboat lines during this early period, by the placing of every obstacle in their way to a free competition by the owners of the lines of packets. During 1824, these boats run as in the previous year, with the exception that during a portion of the time they stopped at New London each way. 2GC) PROVIDENCE AND STONINGTON LINES. During 1825 a new boat was completed, called the "Washington." She was 131 feet long, with a pair of beam engines. Each engine was connected by gearing, entirely in- dependent of the other, to its own water-wheel shaft, so that they were able to go ahead with one engine and back with the other at the same time, if it was desired. This was the first steam vessel with a pair of beam engines of which there is any record. She was fitted up superior to the other boats of the line, having a large cabin for those days, and better accommodations for passengers, and was rigged with a mast and sails, which latter she would use when occasion would permit. ^The three boats run, during the season of 1825, from Providence and^ew York, four days in the week!^ Dur- ing 1827 the "Washington" had extensive improvements made to her, so that when she resumed her place on the line, in 1828, she had a cabin on deck for ladies, and sixty or more berths in the lower cabin. In 1828, the "Benjamin Franklin" was built, somewhat larger than the "Washington," with a pair of the same kind of engines. This vessel was built, as was the "Washington," under the supervision of Capt. E. S. Bunker, and was a further improvement over the others, and was fitted with masts and sails. In the latter part of 1829, another new boat was completed for the line, and named the "President." She had also the same style of engines as the "Washington," but was larger than her predecessors on the line, being 205 feet long, and of much better speed, and was also fitted with a ladies' cabin and 137 berths for passengers. All three of these boats were built very heavy, sufficiently so for sea navigation. They also had heavy copper boilers. The "Benjamin Franklin" is credited with having made a trip from New York to Provi- dence, dock to dock, in 15 hours and 23 minutes. The "Presi- dent" commonly made the run in 16 hours. % S In 1827, the "Chancellor Livingston" Avas taken off the Albany route, her hull rebuilt and a new engine of 56-inch cylinder by 6 feet stroke, of the "square engine" type, put in by James P. Allaire, to fit her for navigation of Long Island Sound; and in the spring of 1828 was placed on the New York and Providence route as an opposition boat. This was one PROVIDENCE AND STONINGTON LINES. 267 of the North River line boats; the company having gone out of business, the floating property was disposed of. The fare, which had previously been $ 10, was now reduced to $6.00, and a lively competition existed during the yeaf>C The old line run the "Fulton," " Washington,*' and the "Connecticut." Dur- ing 1829, the "Washington," "Fulton," "Benjamin Franklin," and the "Chancellor Livingston," formed the line, the "Con- necticut" having been sold to parties in Maine. In May, 1831, the "Washington," while on a trip from New York, and in the vicinity of Milford,-Ct., was run down by the "Chancellor Livingston" and sunk, proving a total loss. There were 52 passengers on the "Washington" at the time, but they were all transferred to the "Chancellor Livingston" with safety. The cause of the collision was the want of an experienced man as pilot on the latter vessel at the time, the regular pilot having remained ashore during that trip. The "President" and the "Benjamin Franklin" run as the "New York and Boston Steamboat Company" during this year, while the "Chancellor Livingston" w r as the opposition boat, with fare at $4.00. { During the summer of 1831, the Rhode Island and New York Steamboat Company put on the route a new boat that had just been completed for them, named the "Boston,'^ which was built under the supervision of Capt. Coinstocl^ This boat had two beam engines, and was the firsj^sfeamboat on the sound routes without mast and sails. 1 I Mill 1 in: 308 PROVIDENCE AND STONINGTON LINES. the return to the starting point. It was a great day on the water for those of New York City and vicinity. The same day the steamship "Washington" started on her first trip to Bremen from New York. "Oregon/' 1845. Hull, by Smith & Dimon, of New York, 318'x35'xlO'; draft, 6'; one beam engine, by the Novelty Iron Works, 72"xll' stroke, with the shaft forward of the cylinder, in Hudson River style; paddle wheels, 34' diameter by 11' face; two flue boilers on the guards. "C. Vanderbilt," 1847. Hull, by Bishop & Simonson, 300'x35'6xlO'3; draft, 8'; one beam engine, by the Allaire Works, 72"x12' feet stroke, with water wheels 35'6 diameter by 9' face. "Commodore," 1848. Hull, by Bishop & Simonson, 275'x 32'xll', with a beam engine 65" cylinder and 11' stroke, by the Allaire Works. "Plymouth Rock," 1854. Hull, by Jeremiah Simonson, 330'x40'xl2'8, with a draft of 7'; one beam engine, 'by the Allaire Works, of 76" cylinder and 12' stroke, with water wheels 37' diameter and 10' face; two flue boilers on guards. "Bristol" and "Providence," 1867. Each hull by William H. Webb, and one beam engine and boilers by John Roach, at Etna Iron Works; hull, 360 feet long, 48 feet .beam and 16 feet depth of hold; draft of water at launching, forward 4' 8", aft 6'6"; draft, with all boilers and tanks filled with water, 133 tons of coal, anchors, chains, boats, etc., on board, was, for- ward, 12' 3", aft, 13' 6"; beam engine, 110" cylinder by 12' stroke, having Sickles adjustable cut off; water wheels, 38' 8" diameter by 12' face; dip, when loaded, 4'; three boilers in the hold, each having double tier of furnaces. "Electra," "Galatea," Glaucus" and "Oceanus," 1864. Single-screw propellers; hulls by J. Van Deusen, foot East Sixteenth street, New York City, each 240'x40'xl7', and hav- ing two simple condensing engines, with cylinders 44" diameter and 36" stroke, and propeller of 13' diameter and 22' pitch; coal consumption, 20 tons a trip; Etna Iron Works built the engines for the "Electra" and the "Galatea." The "Metis," "Thetis" and "Doris," were 213'x35'xl5'; draft, 11', with simple engine, 50"x40" stroke. "Narragansett" and "Stonington," 1866. Each hull by PROVIDENCE AND STONINGTON LINES. 309 Jeremiah Simonson, 253'x40'xlo'; draft, when loaded, 10'; one bean) engine, 62" cylinder and 12' stroke, but few years later a larger cylinder of 72" was substituted. See New York and Philadelphia Outside line. "Rhode Island," 1873. Hull by Henry Steers, at Green- point, N. Y., 325'x45'6xl5'4; loaded draft, 10'. One beam en- gine, 90" diameter of cylinder and 14' stroke, by Morgan Iron Works, and water wheels, 37'6xl2' face. "Massachusetts," 1877. Hull, by Henry Steers, 323'8x 42'5xl5'7; with one beam engine, 90" diameter of cylinder and 14' stroke, by John Roach & Son, at Morgan Iron Works ; water wheels, 38'8xl2'. "Rhode Island," 1882. Hull by Robert Palmer, at Noank, Ct, 332'x46'3xl6'4; one beam engine. 90"xl4' stroke, from 'Rhode Island" of 1873. "Connecticut," 1889. Hull by Robert Palmer, of Noank, Ct., 345'x48'xl7'3 ; one inclined oscillating compound engine, 56" and 104" diameter by 11' stroke, by the William Cramp & Son S. & E. B. Co. "Maine" and "New Hampshire," 1892. Each hull and the machinery by Harlan & Hollingsworth Co., 302'7x44'xl7'5 ; triple expansion engine, having four cylinders of 28" and 45", and 51" and 51", with a stroke of 42"; propeller, 13y 2 ' diameter. FALL RIVER LINE. The Fall River line was organized in 1846, by Fall River and Boston capitalists, under the corporate title of the "Bay State Steamboat Company." They commenced business on May 18th, 1847, with the "Bay State" and the "Massachusetts, ' one of the double-beam engine boats that had been on the Providence line for the Boston and New York Transportation Company, as a chartered vessel. They then made a landing at Newport. They run in connection with the Old Colony R. R., which had been but a few months before opened between Fall River and Boston, thus making a through line between New York and Boston. The Fall River R. R. was opened for busi ness June 9th, 1845, and connected at South Braintree, Mass., with the Old Colony R. R,, with which company it was united 310 FALL RIVER LINE. in a few years. The steamboat interests were well represented in the board of directors of the railroad company. The board of directors of the steamboat company included Kichard Borden, Jefferson Borden, and Nathan Durfee, of Fall River. They had the "Eudora" chartered until the completion of the "Bay State." This was a propeller that had been running to Norwich; her size was 155'x28'x9', with a simple engine, driv- ing a 7' propeller. The "Bay State" was constructed by Samuel Sneeden at New York, and was fitted with a beam engine, built by the Allaire Works. In the next year the "Empire State" was finished by the same builder, and fitted with the same type of engine, and placed on the route as a consort to the "Bay State." These tw r o vessels performed the service of the line until the "Metropolis" was built, in 1854, by the same builder, but her engine was constructed at the Novelty Works, and at the time was the largest marine engine in this country. Prior to 1854 the "Bay State" was considered the fast boat of the line, and it is doubtful if any steamboat on Long- Island Sound could excel her in point of speed until the "Metropolis" was placed in commission, when she was forced to yield the whip to the new boat. When the "Bay State" made her first trip to Fall Kiver, on May 18th, 1847, the "Oregon," which at that time was but one or two years old and running on the Stonington line, and considered something above the ordinary in speed, was leaving New York on the same night on her regular trip, and after passing beyond the crowded portion of the East Kiver, the two steamboats were prepared for a race through Long Island Sound. It must be remembered at this time there were no lynx- eyed steamboat inspectors on duty prying around the engine room when the boys intended to have "a brush," as that would have been considered an infringement of their rights as Amer- ican citizens. The boys had not been educated to the higher criticism of inspection at that early day, and would have rebelled at any restriction placed upon them, as they did in part at a later date. The steamboat law was not passed until five years later. It was an open secret for some time that there was to be a test of speed between these two steamboats among those engaged in water transportation around New . I 312 FALL UIVER LINE. York, and there was considerable speculation and interest taken as to the result. When going through Hell Gate the advantage was in favor of the "Oregon," which lead she in- creased slightly until the sound was reached, when the "Bay State" was "let go," and in a short time came to the front, and then the business of the hour commenced in full earnest. The "Bay State" maintained the slight lead of about a length all the way through the Sound to about Stratford Shoal Light, and, so there should be no dispute over the matter, the "Bay State'' took the north or Connecticut shore side of the "Oregon," and when off Bartlett's Keef, her advantage of posi- tion having increased, crossed her bow a safe distance in advance, thus clearly demonstrating her superior speed over the "Oregon." It was without doubt a most determined con- test on both sides. The tide was the last of the ebb at Hell Gate. The "Oregon" passed Corlears Hook at 5.18 p. m.; Throggs Point, 6.07; Huntington Light, 7.26; Stratford Shoal Light, 8.18, and arrived at Stonington at 12.07 a. m. The "Bay State" arrived at Newport at 2.15 a. m., making the time from dock to dock in 9 hours and 15 minutes. They evidently had an adverse tide most of the distance through the sound. The owner of the "Oregon" was on board the boat during this trip, and at intervals during the long contest through the Sound would call on the chief engineer and advise him to give her "another peg" meaning more steam which the official did as long as it was in his power, for officers of steamboats have no love for being outstripped in a trial of speed by a new boat especially. When near ing the end of the contest the engineer w r as called on once more to give her "another peg," but the last hole was filled, and he "had no more pegs to give her." She had done her best, and was forced to take second place and see her adversary cross her bow, which is one of the hardest moves to bear on the part of a defeated antagonist, though the distance of clear water between them may be short. George Law had not been largely interested in marine affairs prior to the building of the "Oregon," but since then had carried a chip on his shoulder, inviting bids to remove it. He first threw the glove down to Cor. Vanderbilt in a tussle, in 1846, between the "Oregon" and the "Traveler," then running FALL RIVER LINE. 313 to New Haven, but as the latter had just sold the latter vessel to the New Haven and Hartford R. R. Co., he could not accommodate Mr. Law. The latter was spoiling for a contest, and his wiry hair was standing on ends as he thought there was no equal to his "Oregon." Then he went for the "Atlantic," of the Norwich line, but still he was not satisfied. He was disturbed in his dream by the opening of the Fall River line with the "Bay State." This seemed to stir him, for he issued a challenge to race any or all steamboats having a reputation for speed, and thus settle the question of the fastest steamboat on the inland waters of the Atlantic coast The "Bay State" had beaten the "Oregon" but a short distance, and it would not do to run the risk of her losing her credit for that race by any match race, so the invitation was declined with compliments. Commodore Vanderbilt issued a card on the subject, in which he said: "This is the first I have heard of the challenge, nor do I believe Mr. Law authorized its issue. The following proposition was made by my brother, J. H. Vanderbilt, on board the 'Bay State,' on Tuesday, the 25th inst, in presence of Mr. Law, Mr. Newton, and Capt. Comstock, to enter the "Hendrick Hudson," the "Bay State," the "Oregon" and "C. Vanderbilt," or any other first-class steamer, for a race to test their speed, the three first-named steamers standing at the head of the list, now in the waters of New York. The proposition was to pat in $500, or any other sum per boat, to run on any named day from the lower bay to Haverstraw Bay and back. This was agreed to by Mr. Law, and partially by Mr. Newton. Captain Comstock wanted until Thursday, it being necessary to see his owners. "Now, I say, I will run the 'C. Vanderbilt,' untried as she is, against any boat afloat to any place they name where there is sufficient water to float her, for any sum from $1,000 to $100,000. This challenge is open until Saturday next, when I propose trying my boat. "C. Vanderbilt." This led to the race between the "Oregon" and "C. Vander- bilt," on June 1st, 1847. The Hendrick Hudson," having same- sized engine as the "Oregon," and about thirty feet larger in the length of her hull, would have been outclassed in the proposed race. A little later the "Oregon" was taken to the 314 FALL RIVER LINE. Hudson River for service, and occasionally was brought in the full glare of publicity through a challenge for a race by her owner. The vessel was at a later date disposed of by her original owner, as he was then largely interested in the coast- wise trade to the Isthmus of Panama. The "State of Maine" was run as a day boat to Newport, K. I., from New York, at 8 a. nu, and from Newport at 7 a. m., on alternate days, from July 19th, 1853, to September 14th following. The "Metropolis" was a very heavily built boat, and of a medium full model. She made some very fast trips, that are thought by some to be equal to any made on Long Island Sound, but figures on another page do not uphold that opinion. She was a very fast one, no doubt, but there have been more speedy steamboats since then on Long Island Sound. When the vessel was under way, the disturbance in the water through which she was passing was such as to give the appearance of her pushing the whole body of water before her. It was not an easy model to drive, and it was only the great power of her engine that gave her the speed she developed. As this vessel was a radical departure in construction at the time from all river and Sound steamboats, a few details may be of interest regarding her. Length on deck, 342 feet; length of keel, 325 feet; breadth of beam, 45 feet; depth of hold, 16 feet; draft of water, average load, 10 feet 6 inches; floor timbers and frames double moulded, at keel, 20 inches; sided. 20 inches; at top, moulded, 8 inches, and sided, 16 inches; between centres, 24 inches; of white oak, live oak and locust; seven keelsons of w r hite oak, centre of 4 feet in depth, outer keelsons of 3 feet each; engine keelsons, 6% feet deep; top timbers extended to state- room deck, 10 feet above main deck; frames were strapped diagonally with iron bars, 4%"x%", on the same plan as the Collins steamships, extending to the state-room deck. This made it unnecessary to make use of the "hog frame." The beam engine was built by the Novelty Iron Works, with a cylinder of 105 inches diameter by 12 feet stroke, and fitted with a Wells Allen cut off. There n UH nU I U 316 FALL RIVER LINE. were four vertical tubular boilers, two on either guard, set back to back with one smoke chimney to two boilers, These boilers were of the same general design as in the Collins steamships. They were expensive boilers to keep in repair, and were removed in 1860. The average pressure of steam was 22 to 25 pounds, cutting off at from 3% feet to 5 feet, with 14% to 15% revolutions per minute. Consumption of coal, anthracite, 40 to 60 tons per trip; water wheels of iron, 41 feet diameter, with 32 buckets in each wheel, 13 feet long. The extension of the joiner work to enclose the forward main deck to the stem was in all probability first used along the Atlantic coast on the "Metropolis," and then on the "Com- monwealth." The average running time of the "Metropolis," when new, was 10 hours, consuming 44 tons of coal when running her blowers, and with natural draft only in 11 hours and 34 tons of coal. The average running time, at this same period, of the "Bay State" and the "Empire State," was 11 hours, and consuming 44 tons of coal per trip, and operating under a steam pressure of 30 Ibs. to 45 Ibs. per square inch, according to circumstances. After the "Newport" and the "Old Colony" were added to the line, in 1865, the "Metropolis" was withdrawn for a time from further service, and some years later was broken up at Boston. In 1863 a change took place in the controlling interest of the Bay State Steamboat Company, it passing to Boston and Newport parties. It was reorganized on June 8th, 1863, as the "Boston, Newport and New York Steamboat Company," at Newport, R, I., with a capital stock of |650,00(). The first Board of Directors were E. S. Tobey, John R. Brewer, James L. Little, Benj. E. Bates, and James H. Beal, of Boston, Mass.; Alex. Holmes, of Kingston, Mass.; Benj. Finch and Rufus B. Kinsley, of Newport, R. L, and Nathan Durfee, of Fall River, Mass. Four hundred and eighty-four thousand dollars of the capital stock of the company at this time was owned by Boston people. So the company was now controlled by Boston interests. They soon started in to build a new fleet for the line. In 1864 they had a wooden hull propeller built at ' FALL RIVER LINE. Medford, Mass., designed especially for freight, named "Fall River," of GOO tons, but on account of her limited freight capacity, with the habit of violently pitching in a head sea, due to her sharp lines fore and aft, she proved a grand failure, and was broken up in 3880. In 1865 the "Old Colony" was built at New York and fitted with the engine from the "Bay State," with a new cylinder 4 inches larger than the old one. In the same year the "Newport" was also added to the line, with the expectation of high speed. The best time to her credit, of which there is any record, is a run of 60 miles in 3 hours during her first year. Her guards were narrower than usually found on vessels of her class, and on her guards were four boilers, two on each side, with four smoke chimneys. After a few years' service she was "sponsoned" to give her more stability, as originally she would roll down under a very slight provocation. It was thought by many whose opinions were entitled to some consideration on the subject that the "Newport," on account of her lighter weight of hull and upper works and easier model to drive, was a more speedy boat than the "Metropolis." If so, there appears no record of such being the case. The new management made a new departure in 1864, by placing the "Empire State" on a day line, both ways r from Newport, but continued that service only about a week, as it was not well patronized by the traveling public. In 1869, the "Narragansett Steamship Company," which had purchased the "Bristol" and the "Providence," after the failure of the "Merchants' Steamship Company," and had run them to Bristol, R. I., in opposition to the Stonington line and the Fall River line for two years, during which time there was a cutting of passenger fare to as low a figure as one dollar to Boston and 50 cents to Providence, first class, consolidated with the Boston, Newport and New York Steamboat Co., under the name of the "Narragansett Steamship Company," and withdrew the Bristol line by agreement with the Stoning- ton Company. This was Fisk and Gould in control. It was run under this name until some time after the death of James Fisk, Jr., in 1874, who was the leading spirit of the enterprise, when the "Old Colony Steamboat Company," or the original interests in the line, purchased the entire property of the company through the Old Colony R. R. Company, since which time the line has done a steadily increasing business. FALL RIVER LINE. 319 From the time of the control of the Fall River line by the Narragansett S. &. Co., in 1869, until the latter company closed out their interest, there was a sharp competition for the business of the sound lines, and especially between the Stonington line and Fall River line. There were not many rate wars, but there were increased accommodations for the traveling public, large amounts spent on the decorations of the vessels, and everything done to attract travel. The Fall River line got their full share of the increased business. The "Bristol" and the "Providence" were built in 1866 by William H. Webb, of New York, in a very substantial manner by day's work, and nothing was omitted which money could procure to make them in every respect the finest specimens of marine architecture of their day. The engine of each vessel was the largest engine of its type in any steam vessel at the time, and were constructed by John Roach at the Etna Iron Works from designs by Erastus W. Smith, engineer, of New York. Each vessel had 240 state rooms and over 300 berths in all for the accommodation of passengers, and were able to care for 840 passengers with comfortable sleeping quarters on a trip. Their freight capacity was placed at 40 freight cars each. In 1879 the company commenced to run two of their boats to Newport in summer and early fall, at the same time running two boats to Fall River, though this had been done under the Narragansett Company's administration also. In 1883, the company added to their fleet their first iron- hull vessel, the "Pilgrim." This .was the first of the modern vessels. It was built by the Delaware River Iron Shipbuilding and Engine Works, at Chester, Pa. The hull of this vessel was built with an inner and outer skin on the bottom, connected together by a system of transverse and longitudinal bracing. The whole of the engine-room space on the main deck is en closed by plate iron bulkheads, even the door of the engine room. The vessel has passenger accommodations tor about 675 passengers. The engine of this vessel is the largest simple- beam engine that has been constructed for marine purposes. The consumption of fuel for the first season she run averaged 85 tons a trip, but the size of the furnaces of her boilers having 320 FALL RIVER LINE. been reduced by bricking up, there was a reduction in her coal consumption in the boilers to 75 to 80 tons a trip. New boilers were built for the vessel in 1901. The vessel has been a good investment for the company, having paid for herself some years ago in her earnings. There is one thing that has marred the beauty of this vessel, and that is the low free board, or nearness of her guards at the water wheels to the surface of the water. The vessel was originally intended to be about 25 feet longer than built, but previous to construction it was decided to make the vessel that much shorter, as it was feared that she could not be readily handled in the crowded parts of the rivers around New York, on account of the extreme length. The 25 feet was taken out of the midship section, the most buoyant part of the vessel. This accounts mainly for her setting so low in the water, with probably an error in the original estimate of her displacement. In 1882, there was built at Chelsea, Mass., the "City of Fall River," as a freight boat exclusively. This vessel was fitted with a compound beam engine, built by the W. & A. Fletcher Co., and was the subject of several tests to ascertain the economy in a compound beam engine over a simple condensing beam engine in a vessel. Her performances have been very satisfactory to the company, being a large carrier as well as very economical in fuel consumption. A few years later two similar vessels were built, the "City of Brockton" and the "City of Taunton," each having similar type of engine to the "City of Fall River.'' The "Empire State" had been disposed of prior to 1880, and had been used in the excursion business at various cities along the coast, until destroyed by fire while lying at Bristol, R. I., on May 5th, 1887, belonging to parties at that time at Taunton, Mass. The "Metropolis," in 1879, was purchased by James Powers & Co., of Boston, Mass., who broke up the vessel for the old metal, and machinery for the scrap heap. The "Bristol" was destroyed by fire while lying up at Newport, R. I., on December 80th, 1888. The "Providence" was broken up at Boston, in the fall of 1901, for the old metal. The "Pilgrim" and the "Providence" formed the line to Fall River after the building of the former vessel, while the ''Newport" and the "Old Colony" were running to Newport dur- 322 FALL RIVER LINE. ing a portion of the year, until the "Puritan" was constructed, in 1889. The hull of this vessel is about 20 feet longer than the "Pilgrim," with an increased depth of hold of about 3 feet. There was a radical departure in the type of engine for so large a passenger steamboat. She has proved herself a most ex- cellent sea boat in heavy weather. While the "Puritan" has not made the best time on the Sound, still she is a very speedy vessel. When she was a few years in commission, and the "Richard Peck," a new boat on the New Haven line, there were a few short trials of speed between them, but nothing resulted to show a marked superiority of one over the other, although the figures under "High Speed" show the "Puritan" to the best advantage. Following the "Puritan" came the "Plymouth," built in 1890, with a hull 20 feet shorter than the "Pilgrim," and of the same depth of hold as the "Puritan." The motive power was another departure in type, being in this vessel a double-inclined triple expansion engine. While this vessel has at times made fast time for comparatively short distances in the Sound, still she is not so regular on that point as some other steamboats on the line. The last and largest of the fleet, the "Priscilla." was added to the line in 1894. The hull is 50 feet longer than the "Pilgrim," and 22 feet longer than the "Puritan," and fitted with double-inclined compound engine of greater power than any of the other vessels of the fleet. She has made only one through trip in fast time of which there is any record, and that is one of the best made. The decorations of the saloons, the furniture, and all the interior fittings of the present fleet are up to date. The line certainly has been extremely fortunate for many years in hav- ing no serious accidents where loss of life was involved. The only line on the Sound that was really unfortunate, if it may be put that way, of late years, was the Stonington line prior to 1880. Will the marked incentive to progress in the character of the vessels, accommodations, etc., that was so manifest when the competition was sharp between the individual companies, become dormant since all the water transportation of the Sound is under one controlling interest, with one exception? 324 FALL RIVER LINE. And as there is no longer the same spirit of business rivalry to keep in advance of competitors as there was when the dif- ferent lines were controlled by the individual companies, it is fair to suppose there will not be any fast time made by the new steamboats as formerly, while the present conditions control the situation. The initial steps towards the absorption of the principal water lines of the Sound by the N. Y., N. H. & H. R. R. Co. were taken about 1885, and its consummation to all appearances deferred until the New York and New England B. R. apple fell from the tree. The Old Colony R. R. was leased to the N. Y., N. H. & H. R, R. Co. for 99 years, from March 1st, 1893, they assuming to pay all liabilities of the former company, and agreeing to pay as rental 7 per cent, a year on the capital stock. The New York, Providence & Boston R. R. Co. was merged by exchange of stock with the N. Y., N. H. & H. R. R. Co., share for share, on February 13th, 1893. This took in the two steamboat lines. The New York and New England R. R. was leased for 99 years, from July 1st, 1898, the N. Y., N. H. & H. R. R. Co. assuming all obligations of the former company, and guaranteeing dividends of 3 per cent, per annum on preferred stock of the company. This included the N. Y. and New London Steamboat Company. The steamboat lines have proved a good investment for the railroad company in one way at least, and that has been in case of the latter being blocked in the transaction of their business from any cause, they are able to transfer their freight and passengers by their steamboat lines that are not subject to any other influence or control. Will any of the passenger steamboat lines be closed up in the near future as passenger lines by the Consolidated Company, as follows the practice in the creation of trusts with the more unprofitable plants? The Consolidated Company by this is intended the N. Y., N. H. & H. R. R. Co. and Sound lines was very unfortunate in 1902 with their vessels, more so than at any other period, commencing with the "Pilgrim," in May, in wrecking the main portion of her engine, followed a few weeks later by the "City of Brockton," with a more complete destruction of her engine, and a few weeks later by the "Massachusetts" breaking 326 FALL RIVER LINE. working beam, that had not been the most secure for a long time, and then, in July, the collision of the "Priseilla" with the steamship "Powhattan," off Brenton Reef Light Ship, during a thick fog, and the former's withdrawal during the height of tlj^e busy season for a few weeks for repairs. The Stonington passenger service was closed just after the "Pris- eilla" collision, made necessary by the shifting of the boats on account of the withdrawals for repairs, but opened again in August or September. Three beam engines belonging to the same company, and all meeting with serious disaster to property within a few weeks, is certainly making a record. The only similar case that can be brought to mind, though not as great in extent, was that oi the two large tow-boats, the "C. Vanderbilt" and the "Connecticut," when running on the Hudson River. The former broke the strap of her working beam, on June 5th, 1879, and the "Connecticut" followed suit on June 12th, 1879. Con- siderable damage was done in both instances. Belonged to one company. There were six passenger steamboats on the Hudson River that met with serious trouble from the breaking of their working beams from 1844 to 1854. They were the "Albany," "Knickerbocker," "Niagara," "North America," "Troy," and "Washington." "Bay State," 1846. Hull, by Samuel Sneeden, 300'x39'x 13'2; beam engine, by Allaire Works, 76" cylinder by 12' stroke; water wheels, 38'xlO'3. "Empire State," 1847. Hull, by Samuel Sneeden, 304'x 39'xl3'6; beam engine, by Allaire Works, 76" cylinder by 12' stroke; water wheels, 38'xlO'3. "Newport," 1865. Hull, by John Englis & Son, 331'x 43'3xl4'2; beam engine, by Novelty Iron Works, 85" cylinder by 12' stroke. "Old Colony," 1865. Hull, by John Englis & Son, 310'x 42'xl4'; beam engine from "Bay State," with larger cylinder, 80"xl2' stroke ; water wheels, 36' diameter. "Pilgrim," 1882. Hull and machinery by Delaware River I. S. B. & E. Works, 372'x50'xl5'6; beam engine, 110"xl4' stroke. "Puritan," 1889. Hull, Delaware River I. S. B. & E. Wks., 403'x52'6xl8'; compound beam engine, by W. & A. Fletcher FALL RIVER LINE. 327 Co., having cylinders 75"x9' stroke, and 110"xl4' stroke; water wheels, with leathering buckets, 35' diameter by 14' face. "Plymouth," 1890. Hull, Delaware Kiver I. S. B. & E. Works, 352'x50'4xl8'8; double-inclined triple expansion en- gine, with cylinders 47" and 75" and 8iy 2 " and 8iy 2 " by 99" stroke, by W. & A. Fletcher Co. "Priscilla," 1894. Hull, Delaware Kiver I. S. B. & E. Works, 425'8x52'3xl8'3 ; double-inclined compound engine, by W. & A. Fletcher Co., having two H. P. cylinders, each 51" diameter, and two L. P. cylinders, 95" diameter with 11' stroke; water wheels, feathering buckets, 35'xl4'. NEW LONDON AND NORWICH, CONN. >fThe first steamboat to run to New London and Norwich was the "Fulton," in March, 1818, which run between New ^ Haven and New London and Norwich, connecting at the former place with the "Connecticut" that run from New Haven to New York, the two forming a through line between Norwich and New York.Y There was a small boat built at Norwich in 1817, by Gilbert Brewster, of that place, that he named the "John Hancock," and that had a small engine and a wooden boiler. During this year President Munroe visited this section of the country, and about the time of his expected arrival at New London this boat made an excursion with about fifty persons from Norwich to New London, and when approaching the latter place the back end of the boiler blew out, but by a very fortunate circumstance, all the passengers being in the forward part of the vessel, but one of the hands was slightly scalded. *About 1832, the "Flushing," a boat of 98 feet long, and Downed by Jonathan Peck, was placed on the route between v) Norwich and New Yorl&, She had a square engine, as did most of the eastern steamboats at this date. The "Henry Eckford," that had been on the Hudson River, and was fitted with one of the early compound engines by James P. Allaire, also run on the route for a time, under command of Capt. Davison; also the "General Jackson," that was a smaller boat, and had been on the Hudson River, was for a short time, in 1835, also on the route to New York. 328 NEW LONDON AND NORWICH, CONN. "Norwich/' built in 1836, by Lawrence & Sneeden, of New York, for the New London and Norwich Steamboat Co., was run between Norwich and New York for several years, under the command of Capt. W. W. Coitr* There was evidently a very sharp competition on this route from 1840 to 1842 at frequent intervals, as Capt. Sanford had the "Charter Oak," while Cornelius Vanderbilt was running the "Cleopatra," and later the "Worcester," that was a new boat, in 1842. When Vanderbilt and Sanford came into control of the lines further west on the Sound, they formed a com- bination for the control of the Norwich business, taking in the "Norwich" at the same time, and connecting with the Norwich and Worcester R. R. This continued until late in 1842. The railroad from Norwich was opened to Worcester in March, 1840, and extended to Allyn's Point, seven miles below Norwich, on the Thames River, in 1843. Vanderbilt appears to have had the only connection with the railroad from 1843, running as the N. Y. and Boston R. R. line up to 1848, when Daniel Drew had the "Knickerbocker" and Vanderbilt the "Worcester," which continued under the name of the Nor- wich and New London Steamboat Co. In 1846 the "Atlantic" was built by Bishop & Simonson, of New York, and placed on the route the same year by the Norwich & N. L. S. B. Co., and was the first of the Sound steamboats to use gas for illuminating purposes that was made on board. This was a very able boat, but her career was short, for on November 25th of that year, after being in service but a few months, she was lost on the rocks off Fisher's Island, the primary cause being the breaking of the main steam pipe, leaving her helpless in a heavy sea, during a violent northwest gale just after leaving New London harbor. Capt. Dustan, her commander, and about thirty persons, met a watery grave. While this steamboat was running to the Thames River the "Oregon" was on the Stonington line, and the two vessels had several trials of speed, but they were very evenly matched, being very near the same size vessels, with the same power of their engines. After the owner of the "Oregon" found there were other fast steamboats than those he owned, he issued one of his characteristic challenges September 3d, 1846, in these words: "The friends of the 'Atlantic' have claimed that she 330 NEW LONDON AND NORWICH, CONN. was faster than the 'Oregon/ and that they were ready to back their opinion, and that if I offered a bet it would be taken up before it was dry. For the purpose of testing their state- ments and their confidence in the speed of the 'Atlantic,' I now offer to back the 'Oregon' against the 'Atlantic' to run from New York to the Lightboat at Stratford for |5,000. to be run any day this week, two days' notice to be given, and the money deposited if this notice should be accepted. I will then show the public that I have kept my promise never to allow the 'Oregon' to race on her regular trips to Stonington." The offer was accepted to run during the month of December without passengers, but as the 'Atlantic' was lost prior to the date set for the race, the bet was canceled. The "Knickerbocker" and the "Worcester" continued the service, with occasionally the "Cleopatra," until 1855, when there was a change in the affairs of the company, the "Con- necticut" and the "Commonwealth" being placed on the route, the latter on April 5th, 1855, where they continued until with- drawn from the service, as an agreement could not be arrived at with the railroad company as to the percentage of receipts from the through travel. H. B. Norton was president of the company at the time of building of the "Commonwealth." She was considered to be one of the most beautiful of the Sound boats of her day, though not possessed of high speed. These early boats run mainly to Allyn's Point until 1860. Long Island Sound was frozen over in the winter of 1856 and 1857 to such an extent as to close navigation entirely. The ice was solid at Sand's Point, so that communication on foot or by sleigh could be made with safety from shore to shore. There was no intercourse through the Sound, or arrivals at New York NEW LONDON AND NORW.ICH, CONN. 331 through Hell Gate, from January 17th to February 24th, 1857, a space of 38 days, something that has not occurred since those dates. The ice was so heavy and the floes so large that the light ships located at Bartlett's Beef, Cornfield Reef, and Strat- ford Shoal were removed from their stations, for they could not hold fast to their proper positions, on January 27th, and not returned until March 7th following, a period of 39 days. Some of the light vessels further east in the Sound were, re- moved also for a time. That was a winter of extreme low tem- perature and many heavy, snow storms in this latitude. There was an ice blockade from Sands Point to Hell Gate for a few days in January, 1867, that closed water communication with New York by the way of Long Island Sound. It was at this time that an ice bridge formed for a few hours on January 17th, and also on the 23d, between New York and Brooklyn, and a large number of people, on both days, took advantage of the condition to walk across the river on the ice, and, on the 25th, several adventurous persons crossed the Hudson River. at 42d street, New York. In February, 1875, all water communi- cation was closed for about ten days through Hell Gate to Sands Point, and four of the large Sound boats were locked in the ice at the latter point for about four days. During four days of this period the Fall River line sent the "Old Colony" and the "Newport/ 7 and the Stonington line the "Stonington" by way of Sandy Hook and the east end of Long Island, having a Sandy Hook pilot on board. The companies \vere then ad- vised by the supervising steamboat inspector, of New York, that their certificates for the vessels did not permit of their sailing by the way of Sandy Hook, and that put a stop to that route being used in the emergency. There were comparatively few passengers, but a large amount of freight had accumulated at both terminals for transfer. The Sound was open in less than a, week later. In the winter of 1852, there was an ice blockade for a few days. The succeeding company was the Norwich & New York Transportation Company that was organized in 1860, and pro- moted through the influence of Capt. Joseph Comstock, with the Norwich & Worcester R. R. Co., having a large interest in the company, with some New York capitalists. In 1860, they had built for them by Samuel Sneeden, at Greenpoint, L. I.\ NEW LONDON AND NORWICH, CONN. 333 two steamboats, the "City of Boston" and the "City of New York," and the machinery constructed by the Novelty Iron Works from designs by Charles W. Copeland, engineer. These boats were built for fast passenger service for the through travel to the East, and, when new, there were probably none of the Long Island Sound boats that were able to excel them in speed, unless it was the "Newport," of the Fall River line, that had a much larger engine, and it was only under abnormal conditions the latter could have done it, if at all. Some time after the "City of Boston" was placed on the route, the "Metropolis" and the former had a "brush" as far as off New London, with the odds in favor of the "Boston." With this result, those in the interest of the "Metropolis" were not satisfied, as it was attributed to poor coal under the boilers. That was, and is still to this day, an old "stand-by" in case of defeat. Not long after having been supplied with a stock of selected coal, the friends of the "City of Boston" were given to understand from a quarter that admitted of no doubt of the Fall River people's desire for another race, and that they did not think that the former brush could be repeated with the same result. So, on an appointed day set for the trial, both started out from New York on their regular hour, and kept close together until well into the Sound, and it was nip and tuck, or anybody's race for several miles. After they had got well to the 'eastward, it was found necessary to "slow down" the "Metropolis," as the strain put upon the engine was more than it should bear, and prudence dictated that course, as found later. The "City of Boston," of course, was the victor. That was the last time the "Metropolis" was put under the whip. The "City of Boston" again showed that she was not to be trifled with by the large Sound boats. On July 4, 1865, on her trip out of New York with but a small freight list and but few passengers, left her dock without a thought on the part of her officers to break the record until she was about off Sands Point, when it was found that they had then made very good time to that point, and from that lighthouse they set to work to see what time they could make to New London. It must be here remembered that every condition was in her favor, as in all cases where steamboats make fast runs, no heavy head 334 NEW LONDON AND NORWICH, CONN. winds, or no head winds at all, favorable tides and light loads. See under head of "High Speed.' 7 In 1862, the company added to the line the "City of Nor- wich" and the "City of New London/' both of which were con- structed at New York. They were smaller than the two other boats of the company and were used for freight and passengers, more especially for the former, and were run from the Norwich end of the route, while the "City of New York" and the "City of Boston" were run from New London. On April 18th, 1866, the "City of Norwich" was run into by schooner "General S. Van Vliet" when off Huntington harbor, took fire and sunk, by which eleven lives were lost. She was afterwards raised and repaired and placed on the route. In 1894, she was sold and broken up. In 1867, the company had built for them by the Harlan & Hollingsworth Company, "at Wilmington, Del., their first iron- hull steamboat, the "City of Lawrence." She was designed more for a freight boat, but has large passenger accommodations for a vessel of her size. She was mainly employed on the Norwich route for many years, and proved a very good and serviceable vessel for the company. On November 22d, 1871, the "City of New London" was totally destroyed by fire 'while on the Thames River, about three miles below Norwich, by which seventeen of the passengers and crew were drowned. In 1881, the company added to the line another vessel built for them by Harlan & Hollingsworth Company, named the "City of Worcester." This vessel is also of iron, and was the first of the large passenger boats on the Sound with an iron hull. She is of 2,485 tons, and is licensed to carry 742 passengers. There are 193 staterooms and 164 berths, exclu- sive of those for the use of the officers and crew of the vessel. Since she has been on the route, in November, 1881, the vessel has proved a very stiff and able vessel in heavy weather. There was an innovation made in the planning of this vessel upon all previous designs of Sound boats, and that was in having a separate gangway for passengers from the freight gangway aft of the water wheels, whereby the passengers may pass to and fro from the pier to the vessel without being incon- venienced by the passing of trucks loaded with freight. NEW LONDON AND NORWICH, CONN. 335 At the time of the "City of Worcester's" entry on the New London line, in 1881, the "Massachusetts," of the Providence line, was, in all probability, one of the ablest of the Long Island Sound boats. During the spring of the following year, there were a few trials of speed between these two boats, first one and then the other gaining an advantage, until the night of July 4th, 1882, when they had a decisive trial from New York to the east end of the Sound, it ending with the "City of Wor- cester" making better time by 23 minutes than the "Massa- chusetts," which settled the question of superiority between these two boats. Average steam carried by the "City of Wor- cester" this night was 85 pounds, with IS 1 /^ average revolutions of her wheels, with maximum revolutions during one hour, 1,169. Time from dock to dock, 6 hours and 52 minutes. Tide not favorable; wind from the east (head wind) blowing strong. The next summer the "Pilgrim" was brought out for the Fall River line, and as these two vessels were on the same nights running in the same direction, they were soon seeking a close companionship. On the 28th of August, they had a friendly test of speed, resulting in the "City of Worcester" beating the "Pilgrim" from off Bartlett's Keef light vessel to Throggs Point, 13 minutes. Then, on September 29th, they tried it again to Bartlett's Reef light vessel, and the "City of Worcester" beat her again by 8 minutes. These trials of late years are all made within the limit set by the law, and rules and regulations of the steamboat inspectors. The "City of Worcester's" best time was made on June 27th, 1882, from dock to dock, in 6 hours and 20 minutes, leaving New York at P. M. High water at Governor's Island, 5.05 P. M.; Hell Gate, 6.54 P. M. There was an error made in the location of parts of machinery in the vessel and added over original weights, that has caused the vessel to set about 15 inches by the head when loaded. In 1894, the "City ^ of Lowell" was built at Bath, Me., by the Bath Iron W r orks, for the line. This vessel has proved her- self to be a good staunch vessel, with sufficient power to hold her own with the ablest of the Sound steamers. Her best time was made in October, 1894, and her performances have been of too recent date to make any further extended mention of than is contained under heading of "High Speed." 336 NEW LONDON AND NORWICH, CONN. There have been no steamboats running to Norwich since 1895 or 1896. "The City of Boston" and the "City of New York" were taken to the Bone Yard, at Boston, Mass., about 1896, and broken up. In 1844, there were two propellers running to Norwich from New York, carrying passengers and freight, named the "Shetucket" and the "Quinnebaug," they being 120'x20'x7'8, and, in 1845, the "Decatur," and, in 1852, the "Charles Osgood," the two latter being longer and about four feet deeper in the hold. They run here for several years. In September, 1844, there was a race from New York of three propellers then run- ning to Norwich the "Eudora," that subsequently was tem- porarily on the Fall Kiver line, "the Uneas," and the "Quinne- baug." This was at the time of the rivalry of the inventors of the different types- of screw propellers that were just coming into use, the most prominent being the Ericcson and the Loper wheel. The "Eudora" and the "Uncas" were fitted with the Ericcson wheel, while the "Quinnebaug" had the Loper wheel. They had a head tide most of the distance, with a fresh head wind. The "Eudora" left New York at 4 P. M., the "Uncas" at 4.18 P. M., and the "Quinnebaug" at 4.31 P. M. The latter passed the "Uncas" in the East Kiver at 5.04, and the "Eudora" at Throggs Point, at 6.15 P. M., and arrived at New London the next morning at 7.50. . Several of these propellers lasted long enough to get charters as transports during the War of the Rebellion, in some cases for a year or more at a time, at from |11 5 to |150 a day. Six or eight months' charter was more than any one of them were worth at the time. "Cleopatra," 1836. Hull, Bishop & Simonson, 193'x23'x S'll; beam engine, by West Point Foundry, 44"xll' stroke; water wheels, 23'xll'6. "Knickerbocker," 1843. Hull, by Smith & Dimon, 291'6x 31'6x9'6; beam engine, from steamboat "DeWitt Clinton," hav- ing cylinder 65"xlO'. 'Worcester," 1841. Hull, Bishop & Simonson, 219'x28'6x 10'; beam engine of 4S"xll'. "Atlantic," 1846. Hull, Bishop & Simonson, 320'x36'x 9'10; beam engine, 72"xll' stroke; water wheels, 36'x9' face. NEW HAVEN, CONN. 337 "Commonwealth,* 7 1855. Hull, Lawrence & Foulks, 316'x 41'6xl3'x8'3 draft ; beam engine, by Morgan Iron Works, 76"x 12'; water wheels, 38' diameter by 10'G. "City of Boston," I860. Hull, by Samuel Sueeden, 301'x 40'xl2'3; -beam engine, by Novelty Iron Works, 80"xl2' stroke; water wheels, 37'8xl0'6; two return tubular boilers on the guards; consumption anthracite coal per hour, with blowers, 2% tons. "City of New London," 1863. Hull, by John Englis & Son, 219'x36'xl2'4; beam engine, 54"xll', by Allaire Works; water wheels, 31' diameter by 7'9. "City of Lawrence," 1867. Harlan & Hollingsworth Com- pany. Hull, 243'x40'xll'9; beam engine, 65"xll' stroke. "City of Worcester," 1881. Harlan & Hollingsworth Com- pany. Hull, 328'x46'x : 14'5; beam engine, 90"xl2' stroke; water wheels, 36'6xlO' face; three Lobster-back boilers; consumption of fuel, 32 tons per trip. "City of Lowell," 1894. Bath Iron Works. Hull, 319'x 49'6xl7'7; two triple-expansion engines, each having cylinders of 26" and 40" and 64"x36" stroke. NEW HAVEN, CONN. In 1813, Cadwallader Colden, an intimate friend and sup- porter of Fulton and Livingston in their monopoly, with a few others, made a contract with Adam & Noah Brown for the construction of the hull of the steamboat "Fulton," that was built from plans of Robert Fulton and under the supervision of Capt. E. S. Bunker. The vessel was 133 feet long, and was fitted with one of the saw-mill type of engines. The hull of this vessel was the first steam vessel that had, as yet, been built with any "dead rise" to the floors. All the steam vessels that had been constructed up to this time were for river navi- gation, but this vessel, being intended for a route that was more open to heavy weather, the hull was built of more than ordinary strength. She cost $87,000, and the copper boiler over |30,000. The vessel was completed ready for work in April, 1814, but the activity of the British naval vessels at 338 NEW HAVEN, CONN. that time off the east end of Long Island Sound, the United States and Great Britain being then at war, was sufficient to postpone the opening of the new line to New Haven. The ves- sel was run on the Hudson Eiver to Albany during the season of 1814 on the Fulton line. Her accommodations were no greater than for sixty persons, and while she was to make the trip to Albany in 13 or 14 hours, she never seemed to do better than 16 to 17 hours. The fare was $10, of which $3.00 was the royalty due to Fulton & Livingston. Vlt was not until March 21st, 1815, that this vessel was placed on the route to New Haven. For some weeks, prior to this trip, the people in the towns along the Sound had been kept in a state of nervous anxiety in expectation of the arrival of a boat "coming from New York on wheels," and, as might be expected on the day of her anticipated arrival, there was considerable excitement in the town of New Haven. She left New York on the morning of March 21st, 1815, with thirty passengers, and arrived at her destination in 11 hours, this being the first trip made by a steam vessel from New York through Hell Gate. Her trips w r ere usually made in from 8 to 12 hours, according to the wind and tide. It was considered to be impossible for a vessel driven by steam power, previous to this trip of the "Fulton," to stem the current of Hell Gate when the tide was running strong. This vessel commenced running regularly at once between New York and New Haven, making two trips, a week, and in the following June increased them to three trips a week, with the passenger fare at $6.00 a trip.^She was commanded by Capt. E. S. Bunker, who superintended her construction, and continued on this route, except during the winter months, when she was placed out of commission until\March, 1818, when the "Connecticut," a new boat, was brought out in the same interest and put on the route between New York and New Haven, while the "Fulton" was run from New Haven to Norwich, there making connections with the stages from New England, thus forming a through line from New York to Bos- ton and the east. It was not thought to be prudent to run a steamboat from New York to such a distant point on the Sound as New London, or Norwich, Conn., at this time, so it was done by forming two lines. The "Connecticut" was a NEW HAVEN, CONN. 339 somewhat larger boat than the "Fulton," with the same type of engine. Both of these vessels had engines that were fitted with the gearing peculiar to Robert Fulton's engines, and made noise sufficient, when in motion, to destroy the peace and comfort of those who traveled in them. A peculiarity of these engines were the uncoupling of their shafts, by which they could use their wheels or not at pleasure, as when working the engine at the dock before leaving. Neither of these boats had any state rooms, saloons, or hurricane deck. The "Fulton" was painted black, while the "Connecticut" was painted white. They were not able to carry but a small quantity of freight, as the wood necessary for fuel for the boilers occupied so much space that there was but little room left for freight. These two boats run, as stated before, until May 27th, 1822, when they were prevented from running to any point in the State of Connecticut by the passage of what was known as the "Retaliatory law," which prevented any steam vessel running in the waters of the State of Connecticut, which were operated in the interests of, or under the monopoly of Fulton & Livingston, as granted to them by the legislature of New York State. No doubt but that this measure had some con- nection with the suit that was brought by Aaron Ogden, of Elizabethtown, N. J., against Thomas Gibbons, of the same place, to prevent the latter running a line of steamboats to New York from the former place, in opposition to those run by Ogden, under the protection of the monopoly. This suit was brought in New York by an injunction restraining Gib- bons, from running in the waters of that State, and this was granted. This was at the same time as the State of Connecti- cut passed the "Retaliatory law." The "Fulton" and the "Connecticut" were then placed on the New York and Provi- dence route. Not entertaining any idea of being "frozen out" of Connecticut business by the 'retaliatory laws, the. owners of the "Fulton," in 1822, put on a line of packets from New Haven, Conn., to Oyster Bay, Long Island, where the sailing vessels met the steamboat "Enterprise" and transferred their passengers, who were brought to New York by the steamboat. Thomas Gibbons, in 1821, began the building in New Jersey of the "United States," which was 140 feet long, and fitted with a "square" engine by James P. Allaire, of New 340 NEW HAVEN, CONN. York. She was sold to New York parties before completion, and placed on the New York & Albany route as a day boat, in the spring of 1822, but those interested in the monopoly pro- cured an injunction which prevented her running there any longer, and during the month of November, 1822, was pur- chased by New Haven parties, who were formerly owners in a line of sailing vessels, and were known as the New Haven Steamboat Company. In the following spring she was pre- pared to be taken to New Haven, where she was owned, but as she was not permitted to pass through the waters of the State of New York, under her own steam, it became necessary to have her towed by a sailing vessel, the sloop "Huntress" performing that duty, into the waters of the State of Connecti- cut. It is on record that the passage up the East River was of a very exciting nature. As the "United States," in tow of the "Huntress," came into the river, some of the steamboats, all of which at this time in New T York waters were run under Fulton & Livingston's privilege, lying at the piers in New York City, came out into the stream, and followed up the two ves- sels until they got into "Hell Gate," where they endeavored by all tjie obstacles they could possibly put in their way to get the steamboat ashore, "But in this they were not successful, as with a fresh breeze blowing from the southward the sailing vessel was able to get safely through the dangerous and treacherous currents of that locality with her tow. The "United States"vhad steam on her boiler, ready when she ar- rived in the waters of Long Island Sound, and in the jurisdic- tion of the State of Connecticut, to use her own power. This she did, and taking the sloop in tow, steamed away for New Haven, where she arrived the same night. This vessel cost, complete, with furniture and equipment, a little over $22,000. In June following, she commenced running on a regular route between Isew Haven and Byram Cove, Conn., which was as near New York City as she could go by the prohibitory laws of the State of New York, from which point, about twenty-five miles from New York City, it was necessary to take the stage to the latter city. This service was continued until the United States Supreme Court decided in the case of Gibbons and Pgden, in 1824, that the acts of the New York legislature, giving Fulton & Livingston the exclusive privilege NEW HAVEN, CONN. 341 of steam navigation in the waters of that State, were unconsti- tutional, when she was placed on the route between New York and New Haven, landing at Maiden Lane in the former city. Passengers traveling by steamboats previous to this period were "way-billed," but the system of passenger tickets was first brought into use on the "United States." This vessel had no pilot house, but a kind of protection from the weather was rigged up for the benefit of the pilot during the performance of his duties. ^f^L^f y'ln April, of the same yea/, the "Fulton" and the "Connecti- cut," which had been prohibited from running in the waters of the State in 1822, were started as an opposition line to the "United States" from New York to New Haven by the "Connecticut," while the "Fulton" connected with the latter at New Haven and run to New London. This opposition con- tinued but a few months when they were withdrawn. After the withdrawal of these boats the "L T nited States" continued to run until the winter, when she was laid up.Xln December, of this year (1824), the "Linnaeus," then a new boat, but a small one, with one of Allaire's "square'' engines, and belonging to Jonathan Peck, was put on as a winter boat, which action in- duced the New Haven Company to put on the "United States" for winter service also. In the spring of the next year the latter company purchased a boat named the "Hudson," built for John Livingston, of New York, and then commenced to run a daily line. About this time the "Providence," known as the "Little Providence," a boat of less than 100 feet in length, was put on as an opposition, but after a short time was pur- chased by the old company and run on the line with the other boats, and was commanded by Capt. Memenon Sanford a por- tion of the time. In 1831, they sold the "United "States," hav- ing a short time previous bought the "Superior," built at New York in 1830. This boat performed 651 trips to and from New Haven without the loss of a trip. In 1832, the "Splendid" was built for the company to run with the "Superior," the former being the larger of the two boats. They were thought at this time to be the finest boats on the Sound, running as day boats, leaving New York at 6 A. M., and New Haven at 1 P. M. They continued to run until the "Superior" was sold, about 1835, for Hudson River service. 342 NEW HAVEN, CONN". In 1835, the company had built for them by Lawrence & Sneeden, of New York, another boat for the line that was named "New Haven/' Her propelling power was a beam en- gine that was the first of that type in their boats. The "New Haven" could always be identified by her working beam, as it was not a beauty in design. , In 1836, another boat was built for the line and named "New York." This one was much larger than any of its predecessors and had a "square" engine. The "Splendid" was now kept foy the spare boat of the line. K The passenger fare had, at this time, been reduced to f 2.00 to New York, as Vanderbilt appeared to have an interest in the town. Previous to 1835, the mails had been carried but six days during the week, but after building the "New York" the two boats carried the mails alternately on Sunday, that was much against the wishes of the company, as they did not de- sire to run their boats on that day, but the Postoffice Depart- ment, at Washington, demanded it, and for a time there was considerable friction on the subject!* At a later period, when Vanderbilt had control of the route, he wanted the compensa- tion for carrying the mail increased, but the department re- fused, and he stopped its carriage.. He was at the depart- ment's service again in a few weeks. The company continued to do a very large business until March 22d, 1839, when they met with their first serious loss by the burning of the "New York" while lying at New Haven. A short time after this misfortune they sold their steamboat property to Cornelius Vanderbilt and the Connecticut Steam- boat Company, the latter being the New York & Hartford NEW HAVEN, CONN. 3-13 line that had owned the "Oliver Ellsworth," "New England,'' u McDonough," and "Globe," and the "Bunker Hill" and the 'Charter Oak." The old company then retired from active business until a later period. The business of the route was now in the hands of Vanderbilt and Sanford, and it was from this that the opposition developed later. Cornelius Vanderbilt now put the "New Haven" in com mission again, and to run with her while the "New York" was rebuilding, placed on the route an old boat that had seen much service on the Staten Island & New York ferry, named thf 'Bolivar," that was about 120 feet long, and with a speed that it is not known how she ever got through Hell Gate on an adverse tide. To judge how fast she was when under way, and it was a fact generally known in steamboat circles at that time, that a resident of New Haven made a bet that he could drive to New York quicker than the "Bolivar" could make the trip between New Haven and New York. The matter was agreed upon, and one day he started at the same time the "Bolivar" left the dock at New Haven, and he was on the pier in New York just before her arrival. In June, 1841, the Citizens' line was started as an opposi tion, they putting on the "Telegraph" that had been running on the lower Hudson Kiver, and in the next month the "Belle,' 1 owned by Capt. Curtis Peck, and that had been on the Hudson, also was added to the opposition by the citizens of New Haven, who were much dissatisfied with the accommodations offered them by Vanderbilt's boats then on the route. Vander- bilt now withdrew the "Bolivar" and kept on the "New Haven" to run with the "New York" that now belonged to the Connecticut Steamboat Company. There was considerable life to be found, at times, on the route between the two lines until November, 1842, when the owners of the "Belle" consolidated with the Connecticut Steamboat Company, having the "New York" and the "Globe." This was the dissolution of the inter- est between Vanderbilt and Sanford. During this competition the passenger fares of the old line were as changeable as the weather, varying from 12 1 /? cents to 50 cents, or as the silver currency of the country was at that date, one shilling to four shillings on different days, according to circumstances. The "Belle" was the popular boat, taking most of the freight, and NEW HAVEN, CONN. 345 the larger part of the passengers with a uniform fare of $1.00. The fare on the "Telegraph" was 50 cents. Shortly after she went on the Providence route as an opposition boat. The "Traveler'' was built for C. Vanderbilt, in 1845; and run to New Haven for many years. At this time she was much above the average speed of Sound boats, and was very popular with the traveling public. She run as a da} 7 boat, carrying the mail until the line was withdrawn in fall of 1849, by agreement with the New York & New Haven R. R. Co., who paid $20,000 per annum for five years for closing up the day line. Occasionally, a fine boat would be put on the day line during this period, but she never remained more than a few months. In the spring of 1848, the "Commodore," which was then a new boat, was entered on the day route by C. Vander- bilt for the Hartford & New Haven R. R. Co., and, in January, 1849, was withdrawn and shortly after was the property of the Stonington line, and in their service. At the same time the "Connecticut," which was then a new boat, built for Capt. Curtis Peck, was placed on the route in the interests of the Connecticut Steamboat Company. This vessel run but a few months to New Haven, was then with- drawn, and placed on the Stonington route for a few weeks, and then went back to the New Haven route until January, 1849, a portion of the time as a night boat. The vessel was afterwards sold, which dissolved the company, and she was placed on the Norwich route where she remained many years. She was subsequently in use towing canal boats on the Hud- son River. She has been credited with making the run from New Haven dock to New York dock in 4 hours, but this is al- together unlikely. The channel from the mouth of the har- bor to the dock in New Haven in those days was not under normal conditions, such as to permit a large vessel to make very fast time. Probably to the mouth of the harbor the time was made. She was the largest of the four or five boats on the Sound, having beam engines with the shaft forward of the cylinder. The "Cataline" was chartered in the spring and summer of 1850, and was run as a night boat, and continued until the fall of that year, when she was withdrawn. This vessel was 34G NEW HAVEN, CONK. only 184 feet long and about 6 years old, and not the finest boat that run to New Haven. In November of 1850, Chester Chapin, of Springfield, Mass., purchased the "Traveler" and the "Champion" from C. Vanderbilt (or the New Haven & Hartford E. E. Co.), who was now busily engaged with his coastwise line, and ran the for- mer as a night boat between New York and New Haven, and the latter from New Haven to Hartford for a few years. At this time the "Traveler" was the only night boat, and a day boat could not be run by the interests on account of the agree- ment with the New York & New Haven E. E. Co. The old company had now begun operations again on the route. In 1850, the "Elm City" was built for the New Haven Steamboat Company, and was put in commission as a night boat with the "Traveler," and, in 1861, the "Continental" was constructed for the line, and at that time was the largest boat the company had ever had, and it is generally considered the faistest of the side-wheel boats of the line at any perjiod. The "Traveler" was now used as a spare boat, and the line was run by the "Continental" as the day boat from New York, and the "Elm City" as the night boat. In 1873, the "C. H. Northam" was built for the company, and in June of that year was placed in service as the day boat, with the "Conti- nental," which service they continued until November 4th, 1877, when the "Northam" was laid up for repairs, and on the 27th of November was burned to the water's edge while lying at her dock for repairs to her machinery. She was subse- quently rebuilt, and many improvements added over her origi- nal construction, with increased passenger accommodations. She appears to have been an unfortunate vessel to an extent, for on December 27th, 1881, she run on the rocks off Blackwells Island during a dense fog, and on August 5th, 1898, when the crank-pin of her engine "let go," and the whole main part of her engine was a wreck. It was rebuilt, and she has done ser- vice mainly since then as a spare boat. The first departure from their wooden hull side-wheel boats was made by the company in 1892, when the steel hull twin-screw propeller "Eichard Peck" was built at Wilmington, Del. The vessel has proved herself to be well adapted for the route, is well patronized by the traveling public, and has de- NEW HAVEN, CONN. 347 veloped high speed under favorable conditions, though not as "Flyer of the Sound." In June, 1809, the company established a new line called the "Narragansett Bay Line," by extending the route of their New Haven boats from that city to Providence, R. I. This line was operated at first by the "Richard Peck" and "Shinnecock," and later the "Lincoln,' 'the two latter chartered vessels, as the "C. H. Northern" had been in collision with the "Richard Peck" about a week before the opening of the line. The "C. H. North- am" was in service later in the season to late in December, when the "Chester W. Chapin," a duplicate in all essentials of the "Richard Peck," was completed and took the place of the "C. H. Northam." In May, 1900, the New Haven line passed under the control of the New York, New Haven & Hartford R. R. Co. Since then they have not run a night passenger boat from New York during the winter season. In February, 1903, the New York terminal of the New Haven line was changed from Peck Slip, on the East River, where they had been so many years, to Pier 40, North River. Starin's New Haven line was permanently established in 1882, although the "J. H. Starin" had run for one season in 1880, from New York to Shelter Island, stopping at New Haven, Conn. This vessel and the propeller "Erastus Corn- ing" were the early boats on the line, and are still in the same service. The New Haven Steamboat Company was organized in November, 1821, and composed of those who had been share- holders in the packet company, running between New York and New Haven, and was the nucleus of the above named company. They continued to run their boats until the "New York" was burned, when they sold out their line. Between this date, and when they resumed active operations on the route again in 1850, the shareholders held their annual meet- ings to preserve their charter, and regularly elected their com- pany officers. Since the latter date, this company had been the only one that run a line to New Haven until a line of pro- pellers, in 1866, began running, the "New Haven" and "North- ampton." They run for some few years and were finally bought up by the New Haven Steamboat Company. 348 NEW HAVEN, CONN. Prior to 1870, New Haven harbor does not appear to have had any improvements made for its navigation further than the local interests made by occasional dredging. The earliest record is of a survey made in 1846 that gave a depth in the channel of 7% feet at mean low water, and this was the con- dition found at the time of the commencement of the work on Middle Rock, at the mouth of the harbor, in 1870. The United States Government tried to remove part of this rock by sur- face blasting, in 1852 and 1853, but found it did not pay to use that means of removal. In 1871, the general government began dredging operations in the harbor, from Long Island Sound to the head of the harbor, with the result of a least depth of 12% feet. Since then dredging has been very frequent in the harbor, so as to maintain a channel across the Fort Hale bar having a depth of 16 feet, In 1882, a dike was commenced, at Sandy Point, opposite Fort Hale bar, with the purpose to contract the channel at this point so as to produce a greater scour over the bar. The breakwaters at the mouth of the har- bor were the first large .permanent improvements made, two of them having for their bases rocks that had been at one time a serious menace to the vessels entering the harbor. It was at one time the intention to remove sufficient of these rocks to give about 18 feet clear at low water. The Southwest ledge breakwater was completed about 1888, the Luddington Rock breakwater about 1894, and the West breakwater is now nearly finished. Operations have been in progress during the last three years to maintain a channel about 80 feet in width, and^ 20 feet deep across Fort Hale bar, and from this bar to the Canal dock, a channel 18 to 20 feet deep and 400 feet wide, but it is not safe at low water for a vessel drawing over 15 feet. The increased size of passenger steamers running here in the last eight years has made a demand for greater depth of water in the channel of the harbor. The light in the lighthouse on Five-Mile Point, east side of entrance to New Haven harbor, was discontinued on Jan- uary 1st, 1877, and on the same date the light located on South- west ledge entrance to the harbor was lighted for the first time. Was about four years building the latter lighthouse on account of its exposed situation. NEW HAVEN, CONN. 349 "Hudson," 1826. Hull, by Brown & Bell, 108'x23'x6'5; square engine, 24"xC/ stroke. "Superior," 1830. Hull, by Smith, Dimon & Comstock, 130'x21'x7'6; square engine, 36"x8' stroke. "Splendid," 1832. Hull, by Smith, Dimon & Comstock, 130'x21'6x8'; square engine, 37"x7' stroke. "New Haven," 1835. Hull, by Lawrence & Sneeden, 178'x 22'8x9'; beam engine, by the Allaire Works, 47"xlO'. "New York," 1836. Hull, by Lawrence & Sneeden, 212'x 22'10xlO'x5' draft loaded; square engine, 50"xlO' stroke; water wheels, 24'xll' face. "Traveler," 1845. Hull, by Bishop & Simonson, 225'x29'x 9'6; beam engine, by Allaire Works, 52"xll' stroke; water wheels, 29'3x8'; two iron boilers; average pressure of steam, 30 Ibs. "Connecticut," 1848. Hull, 300'x37'xlO'6x7' draft; beam engine, 72"xl2' stroke. "Elm City," 1856. Hull, by Samuel Sneeden, 280'x35'xll'; beam engine, by Neptune Iron Works, 65"xl2' stroke, and water wheels, 34'6x9' feet face. "Continental," 1861. Hull, by Samuel Sneeden, 282'6x 35'8xll'5; beam engine, by Morgan Iron Works, 70"xll' stroke; water wheels, 34' diameter. "C. H. Northaru," 1873. Hull, by John Englis & Son, 312' x44'x!4'; beam engine, from Lake Erie Steamboat, rebuilt and erected on board by Quintard Iron Works, with cylinder 80" diameter by 12' stroke. "Richard Peck," .1892. Hull and machinery by Harlan & Hollingsworth Company, 303'x48'xl7'8; two triple-expansion engines, each with cylinders 24" and 38" and 60" by 30" stroke; twin screws. "Chester W. Chapin," 1899. Hull anl machinery by Maryland Steel Works, at Sparrows Point, Maryland; hull, 312'x48'x64' over all x 16'9; twg triple-expansion engines, with cylinders, each 24" and 38" and 60" by 30" stroke. "New Haven" and "Northampton," 1866. Propellers; hull, 160'x30'xlO' by 8' draft; one condensing engine, 34"x38". 350 HARTFORD, CONN. HARTFORD, CONN. ^Tust after the embargo on steam navigation, in the State of New York, had 'been raised by the decision of the IT. S. Supreme Court, in 1824, the Connecticut River Steamboat Company had built for them by Webb & Allen, of New York, the "Oliver Ellsworth," a boat of 227 tons that was the first to run between Hartford and New York. When about three years old and on a trip from Hartford to New York and near the mouth of the river, her boiler exploded, by which occur- rence three lives were lost by scalding. In 1826, the "Mc- Donough," of 313 tons, was built for the line, and a short time after the "Globe" was added. In 1833, the old boats proving too small for the business/ the "New England" was built at New York.y On October 9th, of same year, when opposite Essex landing, both of her boilers exploded at about the same time, causing the death of fifteen persons and badly scalding about ten more. This explosion was the subject of an investi- gation by a board of experts and engineers for the Steamboat company, composed of Professors Silliman and Olmstead, of Yale College; W. C. Redfield, superintending engineer of the Steam Navigation Company, of New York; Daniel Copeland, of Hartford, Conn., engineer and builder of steam engines, father of the late Charles W. Copeland, engineer, of New York City; and John W. Lawson, engineer of the steamboat "Chief Justice Marshall." They gave the subject a very exhaustive examination, and made a report which was published at the time that received a great deal of attention from those inter- ested in steam navigation. The "New England," shortly after this explosion of her boilers was repaired, and run during 1834 under Capt. Menienon Sanford, and was then sold to parties who put her on the coast of Maine route. In 1835, the same company had built, at New Haven, Conn., the "Bunker Hill," of 356 tons, and, in 1838, the "Charter Oak," of 440 tons, for the Hartford route. In 1836, the "Cleopatra" was built for Cornelius Vanderbilt for the same route. The engine of this vessel was set in the hull similar to many of those on the Hudson River, with the shaft forward of the cylinder. The "Charter Oak" was a very able boat for her day, and during the period of the competition between Vanderbilt HARTFORD, COXN. 351 ' and Stanford on the route, which was at times pretty sharp, was able to hold her own. With Capt. Jacob Vanderbilt on one side, and Capt.. Mem. Sanford on the other side, what could be expected but lively times under such conditions? It is believed that Captain Sanford was about the best match that Commodore Vanderbilt found in his experience of competition with steam vessels. It was about as lively on this route, at times, as it was on the Hudson River, putting their rival ashore in the river, or cutting him off from a landing, when possible, being a part of their amusement. In 1835, the "Lexington" was on this route for a short time, being then a new vessel. After the "Charter Oak" and the "Bunker Hill" were taken to the coast of Maine, the old company put in service the "Globe" and the "Kosciusko," two old timers, that run during the busy portions of a few years. Subsequently, the "Champion," and the "Hero," owned by Captain Peck, were on this route, where they formed a daily line until the New York & Hartford Steam- boat Company was organized in 1853, when the "City of Hart- ford," built in the same year, was put in service, and the "Granite State," the following year, was added to the line. In 1866, another new boat was built, the "State of New York," afterwards known as the "City of Springfield." For a few years, prior to 1882, the company had been sub- jected to very heavy losses on account of accidents which had happened to their vessels, and, in January of that year, with- drew their vessels from the route. In the next month the "Columbia," that had been in the summer season on the New York and Rockaway route, was run to Hartford three days in the week, which she continued until 1883, when the old com- pany, having been reorganized once more, placed their old boats on the route. The "City of Springfield" continued in ser- vice until about 1895, and the "Capital City" x "Granite State" went ashore in a fog near Stamford, Conn., and became a total loss in 1889. The "City of Richmond," that had been running on the New York & Sandy Hook route, was purchased and her hull strengthened before being placed on the line, but was burnt to the water's edge on the afternoon of March 5th, 1891, while lying at her wharf at New York. The remains of the burned hull were subsequently rebuilt upon and named the HARTFORD, CONN. 353 "Win. C. Egerton," since renamed "Glen Island," by John H. Starin, in the excursion business. The company, in 1892, had built by Neafie & Levy Co., the propeller "Hartford," and, in 1896, the same builders con- structed the "Middletown," the latter being in service at this date. The "Hartford" was sold in 1898 to the U. S. Quarter- masters' Department for Cuban service and named "Terry," and another vessel built at Baltimore, Md., in 1899, slightly larger and given the same name. The "Terry" was sold in 1901 and sent to Lake Erie for foreign account. From 1847 to 1852, there run from New York to Hartford a line of small propellers, composed of the "Sachem," the "Sen- eca," and the "Uncas," for freight only. There were some light-draft boats on the Connecticut River, plying between Hartford and Springfield previous to the opening of the railroad. The "William Hall," built at Hart- ford in 1831, with a high-pressure engine. At the same time there was the "John Cooley," built at Springfield, Mass., with a high-pressure engine. In 1833, the "Massachusetts," built at Springfield, for Chapin & Deming, and in 1837 the owners of the "Massachusetts" had constructed the "Agawam," the engine being built by Daniel Copeland, of Hartford. All these vessels had high-pressure engines non-condensing and were propelled by stern wheels, and with a depth of hold of about 4 feet. They were not over about 90 feet in length. There was also a high-pressure boat named the "Middletown," built in 1837, running between Hartford and Saybrook, and at the same time the "Kingston," of 213 tons, was running on the same route. The "Champion," which was the property of Commodore Vanderbilt, and at one time run between New York and Hart- ford, started on a trip down the coast in 1838, for the purpose of testing her speed with the fast boats, so-called, that were then on the rivers. There was at the time on the Potomac River the "Sidney," which was estimated to be of high speed for those days, but the "Champion" found it no trouble to pass her, do- ing it without being pressed very hard. In some of the trials she had there was a consideration pending on the result, in all of which the "Champion" came off victor. She at last ar- rived at New Orleans, La., where a match was made with one 354: BRIDGEPORT, CONN. of the best, at that time, of the Mississippi River steamboats (high pressure) for a trial, or race it might be more properly called, from New Orleans to Louisville, Ky. The day was fixed, and all was in readiness at the appointed hour, and they started on the race. But previous to this the engineer, who had brought the "Champion" down the coast as far as New Orleans, was superseded by one of the Mississippi River en- gineers (high pressure), and he, before starting, had altered the set of the valves, and after she had gone but a few miles up the river, sprung one of the lifting rods of her engine, which made it necessary for her to return to New Orleans for repairs. The injured rod was repaired, and she proceeded on her way again, but, as was to be expected, had lost so much time in returning to New Orleans and in making the repairs that she lost the race and the investment on the result. Her running time between the two cities was such that, in all probability, had her engine not broken down, she would have given a good account of herself at the finish. She was sold in the fall of 1838 to parties at Pensacola, Fla. The boat was but about 160 feet long, and had a beam engine built by the West Point Foundry, at New York City. BRIDGEPORT, CONN. In 1838, the "Fairfield," one of Captain Peck's small boats, was running from New York to Bridgeport during the sum- mer and fall, but discontinued the service during the winter months. The "Nimrod" was running here from about 1833. X The Housatonic R. R. was opened for business in 1838, but not completed until 1842, and the "Nimrod" was run in connection with the railroad from the earlier date. She was then owned and commanded by Capt. John Brooks, and run to Bridgeport as late as 1850. In 1848, the railroad company pur- chased from the People's line the "Niagara," and continued her in service until about 1853. This boat was too large, and of too great draft of water for the route at that time. There were other boats that run here the next few years, the most promi- BRIDGEPORT, CONN. 355 nent of them being the "Mountaineer that had been on the lower Hudson River, and was a boat of some size and speed. The "Bridgeport" was the first boat of any size that run regularly on the route for a period of time, being placed in commission in 1857 and run until broken up in 1889. For about five years from 1843, the Housatonic R. R. was the best means of communication during the winter months, when the Hudson River was closed by ice, from New York to Albany, being all rail by the way of Bridgeport to West Stockbridge, and thence to Albany. In 1857, an opposition line was started with the "Cataline," built in 1844, and having a "square" engine of 40" by 10' stroke. This vessel had seen much service on the Hudson River, prior to her employment on the Sound. Shortly after, the Nauga- tuck Transportation Company, that run the "Ansonia" to Derby, Conn., placed that vessel on the Bridgeport route. In 1859, the "John Brooks" was built at New York for the same interests as run the "Ansonia," and with the purpose to make better time than any boat running west of New Haven, and to cut into the New Haven railroad passenger business. Her best record is given as 3 hours and 1 minute. During her first year in 80 consecutive trips between New York and Bridge- port, the average time was 3 hours and 22 minutes to a trip, but between what points there is no record. The hull of this vessel was 250'x34'xll', and fitted with a beam engine 56"xl2', built by Morgan Iron Works. In March, 1862, the Quarter- masters' bureau chartered the vessel, and it was in almost con- tinuous service for the government until August, 1865, part of the time at $800 per day, then $700 per day, and the last charter was at $351 per day, the owners furnishing everything except coal. In 1867, the vessel was sold to parties for use on the coast of Maine, where she was worn out. After the "John Brooks," the old company run the "Bridge- port" and "J. B. Schuyler,"and subsequently added the "Water- bury" x "Laura," an iron hull and beam-engine boat built in 1867. In 1879, the "Rosedale," a fine side-wheel boat that was constructed in 1877, and whose dimensions of hull were 216'x 34'xlO', with an engine of 50" cylinder and 12' stroke, w r as started as an opposition line and run as such for a few years, 356 BRIDGEPORT, CONN. but was subsequently taken into the regular line. In 1892, a propeller was built at Noank, Conn., to take the place of the "Waterbury," and run in connection with the "Rosedale," named the "Nutmeg State." This vessel was lost by fire while on a trip from Bridgeport to New York, on the morning of October 14th, 1899, when about two miles east of Execution light, and was totally consumed with the loss of seven lives, passengers and crew of the vessel. The company subsequently purchased the iron-hull propeller "Allan Joy," larger than the "Nutmeg State," that has been a valuable addition to the line. In 1902, the Harlan & Hollingsworth Company completed for the company a steel hull side-wheel boat, larger than the "Rosedale," that had now seen her best days, named "William G. Payne," having an engine of the inclined-cylinders com- pound type. There was considerable stir along the Sound in the early summer, by the claim of fast time made by the new boat. On June 27th, when about one month in commission, a trip was made from New York to Bridgeport with an adverse tide, from New York dock to Great Captains Island, and from the latter point to Bridgeport, having a favorable tide with the boat. The elapsed time between the several points is stated on another page. This was one of the best trips made during the first season, and at the time was within hail of the "Richard Peck." While thus far she has shown herself, at times, to be, under favorable conditions, a very fast steamboat, still, she appears to be erratic in her speed. Poor coal may be one rea- son, but probably some changes in the vessel may be of ad- vantage. If the vessel had been given a little more head room on both the main and the upper deck, she would have appeared in better proportion of her height to her length. The Bridge- port line was absorbed by the New York, New Haven & Hart- ford R. R. Co., in February, 1903. There was an iron-hull propeller named "Naugatuck," built in 1844, at New York, for the Ansonia Brass & Copper Com- pany that run to Derby, Conn., for a few years. This vessel was 105 feet length on deck and 6 feet 8 inches depth of hold. The vessel was the subject of several experiments with her motive power by her subsequent owner, E. A. Stevens, of Hobo- ken, N. J., and during the Civil War was in service on the James River, and Sounds of North Carolina. In later years, BRIDGEPORT, CONN". 357 the vessel was in the Revenue Marine service in the shoal waters about North Carolina, under the name of "E. A. Ste- vens," and later was sold to Baltimore parties. Bridgeport harbor, prior to 1836, would not admit vessels drawing over 5 feet of water at low water, as that was the depth on the inner and the outer bars. Congress made an ap- propriation in 1836, of f 10,000 for dredging the outer bar, and, in 1838, a depth of eight feet was obtained. Nothing further was done until 1852, w T hen $10,000 was again appropriated for dredging, and in 1853 and 1854 work was done on the inner and the outer bars, the latter having filled up some since 1838. resulting in an average depth of 8 feet at low water. But very little was done to further improve the harbor by the govern- ment, until 1871, when the stone breakwaters were commenced and dredging again resorted to, since which time vast improve- ments have been made for the marine interests of the city. Work has been in progress for a few years to increase the depth of water in the main channel to 18 feet, with two anchorage basins of 12 feet deep. The formation of these bars at the entrance of many of the harbors on the Connecticut shore is thus referred to by an eminent engineer officer at the time of the construction of the jetties. "On the north shores of the Sound the headlands are composed frequently, and on the south side always, of accumu- lations of the glacial period, consisting of large and small boulders and diminishing in size down to pebbles, sand and clay." "These headlands are being continually abraded (as there is evidence that the shores are gradually sinking) by the waves. The clay mingles with the water and is borne away to great distances, and deposited often at the greatest depths. "The sand at ordinary times is kept in motion by the rise and fall of the waves, and their general motion being westward in Long Island Sound, the resultant is, with occasional inter- missions, a progress of the sand westward. This action takes place between the high-water line and the line of depth, which limits the action of the wave. In heavy storms, stones of a foot in diameter are also thus moved along the shore. The large boulders, in all cases, remain at the foot of the abraded hill from which they fell, but have in few cases, if any, accu- 358 NORTH SHORE LONG ISLAND. mulated in sufficient quantity to stop the further abrasion of the headlands by the waves. The supply is thus kept up, and the drifting is constantly going on. Examinations at all the points on the Long Island shore show this movement to be to the westward, and it must be everywhere, even if there seems to be no perceptible change in the entrance to any particular harbor, and it must, therefore, be going on across the harbor of Bridgeport." Then another theory held regarding the formation of bars at the mouth of rivers was, that the sand and mud, which is drifted along the bottom by the river current, passes into the sea until it meets the dead angle formed by the rising of the fresh river water over the salt water, when it is deposited and forms the bar. "Nimrod," built 1833; hull, 175'x20'8x8' ; with beam en- gine, 40"x9'. "Bridgeport," built 1857, by Samuel Sneeden, at Brook- lyn, N. Y.; hull, 230'x34'xlO'; with a beam engine, 56"xl2'. NORTH SHORE LONG ISLAND. p In the early days of steam navigation, there was no inter- course from this locality with New York, by water, other than by sailing vessels, and it was not until after 1830 that the steamboats began to run to the nearby Long Island villages on the North Shore. Capt. Elijah Peck, of Flushing, had, as early as 1831, the "Linneaus" in service to Flushing, and this vessel having been sold a few years later to parties at Philadelphia, the "Star" and the "Fox," and in 1838, the "Statesman" were put on the route, and, at times, these vessels ran as far east as Glen Cove, stopping at all the landings on the way. They were small ves- sels, not more than 110 feet long, with a "square" engine, some times called the "saw-mill" engine, a type that has passed out of use for marine purposes many years ago^In 1850, the "Island City," a much larger and more modern vessel, built by Thomas Collyer, was put on as an opposition line, and in 1852, Captain Peck withdrew his vessels from the route, and the "Island City" NORTH SHORE LONG ISLAND. 359 was the only boat running to Flushing until about 1860. She was purchased for the transport fleet and subsequently sold to Philadelphia parties. There was afterwards the "Osseo," ma- king Flushing one of her landings, and later still the "Harry Hill." There was also a small propeller named "Flushing." The Boyer line of propellers for freight service have, of late years, served the landing. The opening of the railroad was the ending of the passenger service by water. In 1845, and for a few seasons after, the "American Eagle," a larger and much better vessel than her predecessors, was run- ning to New Rochelle, Glen Cove and Cold Spring. About 1848, the "Croton" was on the Glen Cove route, and was the largest steamboat to Hempstead Bay to that date, being 180'x25'x9', with a "square" engine. This vessel found it more profitable on the route than those before mentioned, for she continued the service until 1854, when a new boat having been constructed for the route, the "Croton" was put in the excursion business, and during the early part of the Civil War was purchased by the War Department, and sold when the strife was over for service in South Carolina waters. She would be thought an odd looking boat in these days. In 1852, she run to Whitestone, Glen Cove, Oyster Bay, and Cold Spring, and during the sum- mer of 1853 made two round trips daily to Glen Cove, leaving New York at 9.30 A. M., to Whitestone and Glen Cove, and at 4.15 P. M., to Whitestone, Glen Cove, Glenwood, and Roslyn. The "Glen Cove" was built in 1854, to run on this route by her builder, Thomas Collyer, one of the noted shipbuilders at that time for fast river boats. This vessel was 195'x32'x8'6, and fitted with a vertical beam engine that was formerly in the ill-fated "Henry Clay," that was burned on the Hudson River in 1852. This vessel was a fine looking boat, as well as a fast one. The "Reindeer" and the "Armenia," of the Hudson River day lines, were constructed by the same builder. The "Glen Cove" was run by the New York and Glen Cove Steam- boat Company until June, 1856, when sold to S. H. Townsend, of Oyster Bay, as differences in the company had arisen. Her new T owner placed her on the Hudson River day line during the next month, where she made some fast trips. The traveling public did not appear to have the greatest confidence in the vessel, probably on account of her engine having been in the 360 'NORTH SHORE LONG ISLAND. "Henry Clay." Her engine was, no doubt, operated under com- paratively high steam pressure, but she never met with any accident from that cause while in these waters. The same company, in 1859, had built at Brooklyn, N. Y., the "Long Island," with hull dimensions of 191'x29'2x8'9, and a beam engine. This vessel was intended for high speed, but did not attain it until her power was increased the second year to a 46"xl2' stroke engine. The landings then included Great Neck, Sands Point, Glen Cove and Roslyn. In 1861, Thomas Collyer had come into possession of this vessel, and he run her and the "Mayflower" to Glen Cove for passengers at 20 cents fare, and to Great Neck and Sands Point for 10 cents fare. This appears to have had some connection with his for- mer service to the landings east of Glen Cove, and to drive off the "T. V. Arrowsmith." He was very active in the opposition line business this season, being hotly engaged most all the year at Keyport, N. J., where some of his former competitors on the Hudson River were running a line, and where the "Arrowsmith" belonged, and where the sparks were flying free- ly. In the summer of 1862, he chartered the "Long Island" for transport duty at f 450 per day. She was partially burned while in the Neuse River, North Carolina, was rebuilt, sold to the War Department in April, 1863, for f 50,000, and in August, 1865, sold to S. J. Pentz, of Baltimore, Md., for f 18,000, and has been running in Chesapeake Bay under the name of "Sam- uel J. Pentz," and was still doing duty there a few months ago. In 1862, the "T. V. Arrowsmith," from the New York and Keyport route, was running to the North Shore landings, and in 1862, 1864 and 1865 the "Jessie Hoyt," a new boat from the Hudson River, and one not to be ignored by any of her size, NORTH SHORE LONG ISLAND. 361 was covering the route. The "Arrowsmith" was about the same size, but was never counted on for any speed. She run here also, in 1863, with a morning freight boat, named "Minnie"x "George Law," one of Thomas Collyer's fleet he had run to Oys- ter Bay. The passenger fare at this time was 25 cents, and this in the time of expanded prices of all commodities. There were no others until the "Seawanhaka," built by B. C. Terry, of Keyport, N. J., in 1866, who built many of the medium-size river boats of that day that turned out very able steamboats. This vessel was originally 200'x29'6xlO', but was subsequently lengthened about 30 feet, and fitted with a beam engine of 50" cylinder by 10' stroke. She was an able and speedy vessel for her dimensions and power, but it is doubtful if more so than the "Glen Cove," or "Long Island," or possibly the "Jesse Hoyt." It was during her first or second year that a landing was made at Sea Cliff. In 1871, the "T. V. Arrow- smith" was a morning boat from New York, while the "Seawan- haka" run the afternoon trip. In 1873, the "T. V. Arrowsmith" run from New York in the morning again, landing only at Glen Cove and Sea Cliff: the latter landing began now to assume some importance during the summer season. The "Seawan- haka" made all other landings in the afternoon. This vessel performed the work of the regular line very acceptably until June 28, 1880, when, on the afternoon trip from New York and off Ward's Island in Hell Gate, a fire was discovered in the hold of the vessel, caused, it was believed, after a thorough in- vestigation by the steamboat inspectors, from back draft in the boilers throwing live coals from the furnaces and igniting the woodwork of the vessel, that was run ashore, but not before many persons had been drowned by jumping overboard. About forty lives were lost in all. The vessel proved a total loss. The "Idlewild," built in 1876, and run to Coney Island and other places around New 7 York, was the successor of the "Sea- wanhaka," and was 179'9x32'9x9'3, with an engine of 48"xlO'. This vessel was destroyed by fire, while lying in winter quarters at Brooklyn, N. Y., in January, 1901. The "Nantasket," built in 1878, by Pearce & Montgomery, of Chelsea, Mass., for the Boston & Hingham Steam- boat Company, is 173'x29'x9', with a 46"x8' stroke 362 NORTH SHORE LONG ISLAND. engine, run there in 1901 and 1902. She run in Boston harbor until the company built three or four larger and much higher-powered vessels to perform the work de- manded on this route. There have been several more able and better furnished steamboats at different times on this route, when the population of the villages were comparatively small to what they are to-day, than the present means of transporta- tion by water. In 1903, the "Orient" was running in place of the "Nantasket." To Oyster Bay, Cold Spring and Northport the "Croton" run at periods, and, in 1859, while running or making a landing at Glen Cove, run to these landings. The service here has never been for any extended period very regular. Thomas Collyer run the "George Law," a boat of 154 feet long, and at times the "Mayflower," with a "square" engine bought from a Boston route, a larger boat than the former, to Oyster Bay and North- port up to about 1858. After the "Croton" came the "Long Island" for a period before going into the transport service. The service was now very irregular until after 1865, for the next year the "D. R. Martin" was the regular boat to these land- ings up to and including the year 1870. In 1867, the "Mattano" was running to Willetts Point, and Northport. Since the "D. E. Martin," the only boat to cover this landing was the "Shady Side" for a time. The extension of the Long Island Railroad to Oyster Bay, in 1889, has cut off all transportation by water. To Sag Harbor, the "Island Belle," built in 1852, ran for a few years, and was succeeded by the "Cataline" that had been on the Bridgeport line, and later by the "Massachusetts." Af- terwards, the "Edward Everett," the "Stamford," the "Artizan," and the "Escort" that run from 1871 to 1876, and since then the "W. W. Coit," built at Mystic, Conn., in 1864. In 1886, the Montauk Steamboat Company that has since passed under the control of the Long Island Railroad Company, had built the "Shelter Island," and in 1890 the "Montauk," and in 1896 the "Shinnecock." These are steel-hull vessels and the best that have been on the route. The latter is much the larger of her predecessors. The "Shelter Island" was chartered to run in Florida w r aters in 1896, and on her first trip from Miama to Key West, on February 20th, 1896, struck on rocks and sunk HARLEM AND M0RRISANIA. 363 off Logger Head Key, proving a total loss. The "Montauk" was sold in the spring of 1902 to Canadian parties, for service on Lake Erie, and named "King Edward." The company has since added a boat purchased from one of the coast of Maine routes. HAELEM AND MORRISANIA. There had been at various times, prior to 1856, steamboats running to Harlem from the lower part of the city, but not for any extended time. That part of the city was then sparsely set- tled to what it was ten years hence. In the former year the Harlem Steamboat Company was organized, and the same year the "Sylvan Shore" was built for them by F. Boole, and in 1858, the "Sylvan Grove," built by George Collyer, was added. These two boats were competent to care for all the business of the company until the "Sylvan Stream" was added in 1863. In 1869, Lawrence & Foulks built the "Sylvan Glen." Shortly after, the "Sylvan Shore" was sold to parties in New York, who put her in service on the Savannah River, Ga., and afterwards around New York, and her hull was finally broken up about 1877 and her engine put in Brooklyn Annex ferryboat, No. 1. In 1872, Lawrence & Foulks built the "Sylvan Dell" for the company, and she proved herself to be a very able boat, and one possessed of higher speed than any boat of her dimensions around New York, as was fully demonstrated on more than one occasion. On October 18th, 1872, she made a trip from New York to Albany, without passengers or making landings along the river, in 7 hours and 43 minutes, details of which run will be found under "High Speed." After the opening of the Third Avenue Elevated R. R, to Harlem, in 1879, the passenger travel by boat was reduced to such an extent as to make it no longer profitable to continue the service, and soon after the boats were withdrawn and sub- sequently disposed of for other service. The "Sylvan Dell" and the "Sylvan Glen" went to the Delaware River, and the "Sylvan Stream" to Lake Ontario. The machinery of all these boats was built by Fletcher, Harrison & Co. HARLEM AND MORRISANIA. 365 la 1871, the Morrisania Steamboat Company had built for them the "Morrisania," and the next year the "Harlem" was finished and added to the line, and, in 1873, the "Shady Side," which had been running a short time on the New York and Fort Lee route, was purchased and added to the line, These boats run until 1879, when the Elevated Railroad affected their passenger travel the same as the Harlem Company, and they were withdrawn from the route, and in 1881 were sold under foreclosure of a mortgage. These lines run a fierce opposition for some years, and the trials of speed between the opposing boats, when they came together, were at times very exciting, especially after the "Syl- van Dell" was built. The "Shady Side" had proved herself a very able boat for her size when on the Fort Lee route, and was brought around on the Morrisania route, with the hope of be- ing an equal of the "Sylvan Dell." She was a vast improvement over the original boats of the line, but was not always able to hold her own with the "Sylvan Dell." The "Shady Side" has been running to one of the nearby Connecticut landings for some years. CHAPTER VI. LAKE ERIE AND LAKE ONTARIO. I TEAM navigation on the lakes dates from the year 1818, when the steamboat "Walk-in-the- Water" was built to ply on Lake Erie. The hull of this vessel was built at Black Rock, N. Y., by Noah Brown, of New York City, for James B. Stuart, of Albany, N. Y.; Robert McQueen, of New York City, and others. The vessel was 135 feet long, 32 feet beam, and 8 feet 3 inches depth of hold, and was brig-rigged. The engine was a low pressure of the "square-engine" type, having a cylinder of 40 inches diameter and 4 feet stroke, built by Robert McQueen. This engine was transported by sloops to Albany from New York, and from there to Buffalo by six and eight Jiorse wagons, taking from 15 to 25 days for the delivery. The materials for the boiler were sent to Black Rock, and the boiler built near where the hull was constructed. It was of copper, 24 feet long and 9 feet diameter, with one "kidney" flue. The engineer of the vessel was James Calhoun, of New York City. ' The first trip of the vessel was from Buffalo to Detroit, leaving the former port on Aug. 20th, 1818, under Capt. Job Fish. The time consumed in the trip was usually 36 to 40 hours in good weather, and using 36 to 40 cords of wood in the' boiler during the same period. The passenger fare in the main cabin was $18 between Buffalo and Detroit; between Buffalo and Sandusky, $15; between Buffalo and Cleveland, $12; and between Buffalo and Erie $6.00>^l The strength of the rapids at the head of the Niagara River between Buffalo and Black Rock was so great that, besides the power of the engine, the steamer had to have the aid of eight yoke of oxen to get her up on the lake, a distance of about 2% miles. In those days the passenger and freight traffic was so limited on the lakes that one dividend LAKE ERIE AND LAKE ONTARIO. 367 only was made to the owners for the th-ree years from the earnings of the vessel. ^Mr. Calhoun, the engineer of the vessel, said in later years, of his experience in those early days: "Every two years I used to return to New York from Buffalo in the fall, and in the spring return to Buffalo. I have been three or four days by stage to Albany, never less than three days, and sometimes near five days; the stage fare was flO to Albany. From Albany to Buffalo I have been ten days in getting through the shortest time was eight days. The stage fare through was f 21. My usual expenses in going from Albany to Buffalo were $30, including hotel expenses." )( After doing service a little over three years, the vessel was wrecked in Buffalo Bay, during a heavy gale on November 1st, 1821. No lives lost. In 1822, Noah Brown also built the "Superior." for the same owners at Buffalo, N. Y., as a successor to the "Walk-in- the- Water." This vessel was of different proportions in the hull from her predecessor, while but 9 feet shorter was over 11 feet less beam, with over 2 feet greater depth of hold. The dimensions were 126'x20'8xlO'6. The machinery was recov- ered from the wrecked vessel and placed in the "Superior." This engine was subsequently fitted in the steamboat "Charles Townsend," built in 1835, at Buffalo, by Carrick & Bidwell, after the "Superior" had been altered into a sailing vessel by the removal of her machinery, and used in the lumber trade on the upper end of Lake Erie, and was lost in 1843. In 1824, the "Chippewa," of 100 tons; and in 1825, the "Henry Clay," of 348 tons, were built, but both were broken up after short service. In the latter year the "Pioneer" was built by Benj. Winslow, for A. S. and P. T. Porter, Sheldon Thompson and 19 others, at Black Rock. Length, 98 feet; beam, 16 feet 9 inches, and 8 feet depth. This vessel was twice wrecked once at Grand River, Ohio, in November, 1825, and was finally beached in a gale of wind near Chicago, in July, 1834. In 1829, there was built at Portland harbor, Chautauqua County, New York, the "William Peacock," by Asa Standart, for Eliphalet Tinker, Joseph White and 30 others. Length, 102 feet, 19 feet beam, and 7 feet 6 inches depth of hold. The 368 LAKE ERIE AND LAKE ONTARIO. vessel was originally fitted with, a low-pressure engine, built at Troy, N. Y., but after running one season this was removed and one on the high pressure principle, built by Stackhouse & Tomlinson, at Pittsburg, Pa., erected in its place, with four boilers under the deck. On September 16th of the same year, as the vessel was leaving Buffalo harbor for Detroit with a heavy head sea running, her steam pipe broke, there being no slip joint in the pipe, resulting in the loss of fourteen lives all passengers. She finally went ashore near Erie, Pa., in 1832, and became a total loss. In 1834, there was built at Perrysburg, Ohio, by Augustus Jones, for the Perrysburg Steamboat Co., the "Commodore Perry." This vessel was 146 feet 2 inches long, 26 feet 4 inches beam, and 9 feet 9 inches depth of hold; was fitted with one horizontal high-pressure engine, built by P. B. An- drews, of Cleveland, Ohio, with boilers below deck. These boilers were the subject of two accidents during the first season by the collapsing of the flues, due to defective iron of which they were made, and resulting in the loss of four lives. There was running from Buffalo a few years later, the "Buffalo," of 613 tons; the "DeWitt Clinton," of 413 tons; the "Wisconsin," of 490 tons, built at Conneaut, Ohio, and having an engine that was taken from the "Ohio," on the Hud- son Eiver; "Robert Fulton," of 368 tons; "Milwaukee," of 401 tons, built at Grand Island, in 1837, and fitted with a beam engine from the West Point Foundry, New York City. This vessel was 172'x24'xlO', and was wrecked on Lake Michigan, in 1842; "Charles Townsend," of 312 tons; "Daniel Webster," of 358 tons; "Constellation," of 483 tons; "Fairport," of 259 tons; "Red Jacket," of 158 tons, a small boat of 110'xl6'x8', built at Grand Island in 1838, for Niagara River service, with a beam engine taken from steamboat "Victory," on the Hudson River. Eight of these vessels had low-pressure engines, all being built at New York, either by the Allaire Works, West Point Foundry, or Birbeck & Co., and four with high-pressure engines, built by Ward & Benne, of Pittsburg, Pa. The "Caroline," that was brought into such prominence in 1837 by being burned by a body of Canadian militia during an attempted invasion of the province, was a small vessel of 46 tons, and was built at Charleston, S. C., in 1824. She run on LAKE ERIE AND LAKE ONTARIO. 369 the Hudson River between Albany and Troy about 1834, after which she was .taken through the Erie Canal to Buffalo, which was accomplished by taking off her wheel guards. A short time after she was rebuilt at Ogdensburg, N. Y., and subse- quently went to the Niagara River, where she was burned as previously mentioned. Among the largest steam vessels on the lakes prior to 1840 was the "Jaines Madison," being 178 feet long, 30 feet inches beam, and 12 feet 6 inches deep, draft of water 10 feet. Was fitted w r ith a high-pressure engine of 28-inch cylinder and 8 feet stroke, built at Erie, Pa. The passenger accommoda- tions were the best of her day, and the service covered the route between Buffalo and Chicago, a distance of nearly 1,000 miles. Another fine vessel was the "Cleveland," built in 1837, at Huron City, for Griffith, Beebe, Allen & Co., with a beam engine built by the West Point Foundry, of 50-inch cylinder by 10 feet stroke. The hull dimensions were 180'x29'xll'8. Was destroyed by fire at Tonawanda, N. Y., in 1854 The most radical departure in steamboat design and con- struction in the early days was that made in the building of the "Great Western." This vessel was built at Huron, Ohio, in 1838, and was 186'x34'xl3', with a high-pressure engine, 29-inch cylinder by 10 feet stroke, and seven boilers. During the two years in which this vessel was building, and also after her appearance upon Lake Erie in service, those who were supposed to be judges in lake navigation expressed grave doubts of the seaworthiness of that type of vessel. But in a few trips she became a favorite with the traveling public, notwithstanding the opinions and prejudices of a few. This was the means of making great changes in the construction of steam vessels on the lakes, converting the lower cabins into steerage quarters and freight compartments, and adding the upper cabin with state rooms. The vessel was designed and modeled by Capt. A. Walker, her owner. She was partially destroyed by fire in 1839, but was rebuilt and continued in service until 1855, when broken up. The "Anthony Wayne," and the "James Madison" had, previous to this, on the upper deck, between the wheel houses, each a few rooms used for smoking rooms and card playing, but those on the "Great Western" were the first with state rooms for passengers on 370 LAKE ERIE AND LAKE ONTARIO. the lakes. State rooms had many years before this been in use on some of the Mississippi River steamboats. "^ The want of safe harbors, and the means of easy com- munication with the interior of the neighboring States was the reason of the slow progress of lake navigation until the year 1832, when, by the completion of the Welland Canal and the Ohio canals, and the improvement of the harbors on the shore of Lake Erie, opened further communication with the outer world, both to the south through the State of Ohio, and to the east for Lake Ontario. The Erie Canal had been opened through New York State since 1825. In 1836, there were on the lakes 45 passenger steam vessels, and in 1839 they had increased to 61 steam vessels. )( The largest at this time was the "Illinois,'' built in 1838, whose dimensions w r ere 205'x 29'xl3', with an engine 56"xlO' stroke, and running from Buffalo to Chicago. The largest then running to Detroit was the "Erie," built at Erie, Pa. hull, 176'x27'xlO', and having a beam engine of 52"xlO' stroke, and her average speed about 12 miles per hour.sf. The cabin fare at this time between Buffalo and Detroit was $8.00, including meals. The "Illinois" usually made the trip to Chicago in five days and return in four days to Buffalo. Cabin passage from Buffalo to Chicago, $20; Detroit to Chicago, $16/y There were several small steam vessels devoted mainly to freighting, such as the "United States," 140'x28'xlO', with a high-pressure engine, built at Pittsburg, Pa.; 28-inch cylinder by 7 feet stroke. On account of the number of yessels that had been con- structed for a few years prior to 1840, being of a larger per cent, than the increase of passenger traffic and freight business, sharp competition had set in, and passenger rates were cut as low as $4.00 to Detroit from Buffalo, extras included. This was not maintained for any length of time, but in June, 1839, an association was formed, comprising many of the principal owners of the lines on the lakes, the object of which was to regulate the number of vessels to retain in commission according to the needs of the business between Buffalo, Detroit and Chicago, and to retire from service all those found to be unnecessary, and at the same time to fix a regular tariff for passenger travel and freight rates that should prove more beneficial to the steamboat interests than those LAKE EBIE AND LAKE ONTARIO. 371 previously in force. There were about thirty steam vessels represented in this association. This combination did not remain active for any great time. The introduction of the propeller on the northern lakes was first inaugurated by the arrival on Lake Erie, early in 1842, of the "Vandalia," a sloop-rigged craft, built at Oswego, and of 150 tons. In 1842, the "Chicago" and the "Oswego," each of 150 tons, were built at Oswego. In 1843, the "Her- cules" and the "Sampson," the former built at Buffalo, and the latter at Perrysburg, were the first built on Lake Erie. These propellers were thus referred to at that date: "The building of the propeller 'Hercules' is the commencement of a new era in steam navigation on the lakes, and her owners predict for that description of vessel a large share of the carrying trade, especially upon the upper lakes. The 'Hercules* is 137 feet long, 25 feet beam, 8 feet hold, and put together in the strongest manner. She has fourteen state rooms, six feet square, with sufficient additional space for the erection of 46 more berths, and from the peculiar symmetry of the 'Hercules 7 she will doubtless afford ample accommodations for families emigrating. Her space below for storage is large, having almost the entire hull of the vessel appropriated for that purpose. The peculiar feature, however, of the 'Hercules' is her engine and its auxiliaries. On examining the machinery, all are struck w r ith the infinite compactness of the steam apparatus, and its perfect simplicity, the whole weighing but fifteen tons. The engine is simple and very small, lies close upon the keelson, and fills but a space of six feet square. It is one of Ericcson's patent, was made at Auburn, and is com- puted to be of fifty horse power. "The weight of an engine and boilers for one of our largest steamers is estimated at from 60 to 70 tons, the dead w r eight of which a propeller escapes carrying. The paddles are made of boiler iron % inches thick, 18 inches broad by 30 inches, and are placed on two long wrought-iron shafts protruding from either side of the stern post. The diameter of the paddles (screws?) are 6 feet 4 inches. From the superb manner in which the 'Hercules' is built and fitted out, having cost nearly f 20,000, it is apparent that the enterprising pro- prietors are determined to give the experiment a full and fair 372 LAKE EHIE AND LAKE ONTARIO. trial. Another boat of the same tonnage, for the same owners, is now being- built at Perry sburg, and will be out next month. Ten cords of wood, at a cost of f 17, will suffice the propeller per diem, while one of our largest steamers will consume two cords per hour, at a cost of |80 per day. Some of the steamers even exceed this calculation by 33 per cent." These two propellers had each two high-pressure engines, with 14-inch cylinders and 28 inches stroke. The propeller had taken a strong hold on the lakes at this early period, and many vessels were fitted with the screw propeller, and most all were driven by the high-pressure or non-condensing engine. Some of the larger ones about 1850 may be said to have been: "California," with two H. P. en- gines, 18"x34" and 8' wheel; "Delaware," one H. P. engine. 20''x42" and 7'6" wheel; "Globe" and "Goliath," each two H. P. engines, 16"x2S"; "Manhattan," 140'x24'xlO', with two H. P. engines, 16"x32", with an 8' wheel; "Oregon," 140'x23'x O'lO, with two H. P. engines, 16"x28", and a T wheel. After 1855 screw propellers of increased size were built, and, proving themselves well adapted to the trade of the lakes, especially through the canal, they quickly began to take the place of the side- wheel boats. The year 1861 may be said to have been the beginning of the era for propellers on the lakes of 1,000 tons and over. Since then side-wheel boats are only used on some special passenger service. The era of larger vessels began in 1844,- with the con- struction of the "Empire," of 1,140 tons, 253'x32'8xl4', with high-pressure engine of 45"xlO', and two boilers, and water wheels 30'xll'. There was also the "America," running from Buffalo to Chicago, hull dimensions being 225'x34'xl2' ; draft, 8 feet, with two high-pressure engines, built by Yeatman & Shields, of Cincinnati, Ohio, each engine having cylinders 30" diameter by 11' stroke, and seven boilers, working under an average pressure of steam of 90 Ibs., cutting off at 4' 2"; water wheels, 34'xlO'6. The "Niagara," built at Buffalo in 1845, of 1,100 tons, 23()'x33'6xl4', with a beam engine, 65"xlO', and three boilers, and water wheels, 30'xlO'. These vessels were constructed for the passenger travel on Lake Erie and Lake Michigan. A few years later, others of increased dimen- sions were built, the largest being the "Empire State," built LAKE E1UE AND LAKE ONTARIO. 373 at St. Glair, in 1848, of 1,570 tons, 310'x37'xl4', with a beam engine of 76"xl2', constructed by Merrick & Towne, South- wark Foundry, of Philadelphia, Pa., with water wheels of 38'x 10'. At this time the railroads were being rapidly extended from the coast cities to the western States, and in 1851 the New York and Erie R. R. Company was largely interested and controlled a line of steamers comprising the "Niagara," the "Keystone State," and the "Queen City," running from Dunkirk to Detroit, connecting there with the railroad to the West. At this time the rivalry between the N. Y. and Erie R. R. Co., and what was subsequently the N. Y. Central R. R. Co., was about as intense as desired, especially for the western travel, that had largely increased in a few years. Passenger travel by the way of Albany and Buffalo to the West was served on the lakes by a fine line of steamers, one of them being the "Mayflower," built in 1849 at Detroit, of 1,242 tons, 288'x35'xl2', with a beam engine, built by the West Point Foundry, at Cold Spring, N. Y., of 72"xll', having three boilers below decks and two chimneys; w r ater wheels, 35'xll'. This vessel was finally wrecked on Point Au Pellee, in November, 1854, in a fog. In 1854, the Michigan Central R. R. Co. and Isaac Newton and others of New York City, who were interested in the People's line on the Hudson River, had built at Buffalo two large side-wheel steamers, the "Western World" and the "Plymouth Rock," to run in connection with the railroad from Albany to Buffalo that was now the N. Y. Central R. R. to make a through line from New York to the West of those having a mutual interest. The "Western World" was 337'x42'xl4'6, and had a lever beam engine, built by the Allaire Works, of 81"xl2' stroke. The "Plymouth Rock" was 335'10x42'xl4'6, and had an engine of same type and size as the "Western World," and by same builder. These were the first vessels built by John Englis, of New York, after succeed- ing to the business of William Brown, of that city. Another line that was running first to Munroe and then to Toledo, in connection with the railroad, from Buffalo, was formed of the "Empire State," the "Northern Indiana," and the "Southern Michigan," built in 1852, at Buffalo, N. Y., each being 300'x.36'10xl3'7, with beam engines, constructed by the Morgan Iron Works, of 72" by 12' stroke. The former, the LAKE EKIE AND LAKE ONTARIO. 375 "Northern Indiana," was destroyed by fire on the morning of July 17th, 1856, while on a trip from Buffalo to Toledo; 50 lives were lost. The "Empire State" having been^laid aside, the "Western Metropolis," 321'x39'10xl4'2, was built, in 1856, and fitted with the engine from the "Empire State." Then, in 1857, the "City of Buffalo" was constructed for the same line, being 331'x40'xl5'8, also having a beam engine but 76" by 12' stroke. From Buffalo to Cleveland there was also, in 1853, a line of large side-wheel steamboats, comprising the "Crescent City" and the "Queen of the West," both built at Buffalo in 1853. The former was 320'x39'6xl4', with a beam engine of 80" cylinder by 12' stroke, built by the Morgan Iron Works. The "Queen of the W T est" was 324'x40'2xl4'7, with same type of engine as her consort, by Henry R. Dunham & Co. Again, in 1853, there was another line of these large side- wheel steamboats from Buffalo to Sandusky, the "Mississippi" and the "St. Lawrence," built also at Buffalo the same year. The former was 320'8x40'10xl4', with a beam engine, built by I. P. Morris & Co., Port Richmond Iron Works, Philadelphia, Pa., having cylinder of 81 inches by 12 feet stroke. The "St. Lawrence" was 326'x40'xl4', with same type of engine, but built by the Allaire Works. The boilers for the "Southern Michigan," the "Northern Indiana," the "Crescent City," the "Queen of the West," and the "St. Lawrence," were constructed by the Shepherd Iron Works, at Buffalo, N. Y. These works were established in 1847. These were all fine-modeled vessels, were handsomely fur nished for the passenger travel on the lakes, and most of them had ample power of their engines to give them high speed. They were in external appearance like to the larger of the Long Island Sound boats of that day, with an increased depth of hold, as they more often met heavy weather than the eastern boats. Another feature in that they differed from the eastern type, but was shortly after adopted by the latter, was the extension of the joiner work on the forward main deck to the stem of the vessel. These vessels found their employment gone when the railroads bordering on the lake had made their connections, in 1857. They continued in some cases for a year 3 LAKE ERIE AND LAKE ONTARIO. or so longer, but in the course of two years so muck of the passenger travel had been absorbed by the railroads that it was no longer profitable to run them on their routes, and they gradually passed to other employment after their ma- chinery had been removed. The hull of the "Western World" was used for a floating dry dock at Cleveland, Ohio, that of the "Mississippi" was used for a similar purpose at the same city; also one at Buffalo, N. Y., and another at Erie, Pa. The "St. Lawrence" was altered to a barge, the "City of Buffalo" to a propeller, and the "Western Metropolis" converted to a bark. To such base uses had a fine fleet of steamboats come while yet in serviceable condition. The engines of these vessels subsequently were sent to the Atlantic coast. James Raynor, the promoter of the Star line to New Orleans, securing three of them, that of the "Mississippi," for the "Guiding Star"; that from the "Crescent City" for the "Morning Star," and that from the "Queen of the West" for the "Evening Star." The engine from the "St. Lawrence" was placed in the "Foh- Kien," at New York; the "Southern Michigan," in the "Thomas Cornell," on the Hudson River; that from the "Western World" to the "Fire Queen," while that from the "City of Buffalo" went into the "Morro Castle," and the "Plymouth Rock" to steamer "Plymouth Rock," for China waters, and from the "Western Metropolis" to steamship "Western Metrop- olis," on Atlantic coast, and built at Brooklyn in 1863. In 1856, there were on all the Northern lakes 107 side- wheel steamboats and 135 propellers, and 1,006 sailing vessels, none smaller than schooner rigged. This was a large increase in five years. The first compound engine on the lakes was in the "Oregon," built in 1846; hull, 200'x28'6x , with a pair of com- pound engines, built at Pittsburg, Pa., of the "Clipper" type, western-river style, having cylinders 24 inches and 48 inches by 9 feet stroke each, with six boilers, and water wheels 28'xlO'. This vessel was destroyed by fire at Chicago in 1849. The next was the "Buckeye State," built in 1850, and run from Buffalo to Cleveland. Hull was 282'x32'xl3' ; engine, annular cylinder, compound beam; small cylinder, 37 inches diameter; large cylinder, 80 inches diameter, with a stroke of 11 feet. Steam was furnished bv three flue-return tubular boilers. In- LAKE ERIE AND LAKE ONTARIO. 377 itial steam pressure in high-pressure cylinder was 50 Ibs. Machinery was built at the Allaire Works, New York City, from designs of John Baird and Erastus W. Smith, engineers. Water wheels, 35'x9'3. It was on Lake Erie where the compound propeller engine for the merchant service in this country first took form. This does not include the yacht "Octavia." The first engines were those altered from simple condensing engines by the addition of a small cylinder, in 1867, under the Perry & Lay patent. The first new engine of that type built was placed in the "Jay Gould," in 1869. These were "Steeple" compounds. The first fore and aft compound engine on the lakes was placed by the Globe Iron Works, of Cleveland, Ohio, in the propeller "Egyptian," built at Black River, Ohio, in 1873. The King Iron Works, of Buffalo, N. Y., in 1875, built one of the same type for the yacht "Orizaba," that is still in commission. The pioneers of the triple-expansion type of engine on the lakes were those in the "Cambria," built by the Globe Iron Works Company, and the "Koumania," built by S. F. Hodge & Co., at Detroit, Michigan, both completed in 1887. For the quadruple- expansion type, two came out in 1894, the "Northwest," by the Globe Iron Works Company, and the "Unique," by the Frontier Iron Works, of Detroit, Michigan. Capt. Harry Whitaker, of Buffalo, N. Y., obtained a patent October 18th, 1853, for the "direct application of the crank outside the hull to side-screw propellers . . . combined with high-pressure engine." The first application under this patent was in 1855, to the side-wheel steamer "Baltic," whose hull was 221'x30'xl2' depth of hold, with originally a high pressure engine, 35-inch cylinder by 8 feet stroke. In the place of this engine there were a pair of high-pressure engines of 26 inches by 36 inches, fitted on each side of the vessel, to drive a screw propeller of about 13 feet diameter. In 1856, Arthur Edwards, the owner of the vessel, wrote to the designer of the machinery, in part: "She has not broken her machinery nor met with any accident during the whole time of two seasons. She now carries double the freight and runs with less than half the fuel, and at a much higher rate of speed. Notwith- standing her present engines rate 60 per cent, less power than her former engine, she now runs with 45 Ibs. pressure of steam 378 LAKE ERIE AND LAKE ONTARIO. instead of 90 Ibs. usually worked in her paddle-wheel engine. ,-... The application of side propellers gives great deck room for carrying deck load, and stability to the boat that is not obtained by any other means of propulsion. She has not damaged freight to the amount of one dollar for the last two seasons, yet she has experienced some of the heaviest gales upon our lakes with heavy deck loads of freight and live stock." An engineer who was on the lakes at the time and knew the "Baltic" and her machinery very well, says: "The 'Baltic' was a freighter; when running light was very fast, and when loaded was very slow." This would seem to be the results obtained in all four applications of this mode of propulsion. The next experiment along this line was on the "Eureka," or "Charlotte VanderbiJt," that run on the Saugerties route on the Hudson Kiver, and given on another page. In 1864, Wright & Whitaker constructed the "Com. Perry" for the Revenue Marine Service on the lakes. The vessel was 166'x23'6xlO', with a draft of 6'6". There were two engines to each propeller wheel of 18 inches diameter and 24 inches stroke each, and located about 12 feet apart. The two pro- pellers were each 13 feet diameter and one-third submerged. Steam was furnished by two Whitaker drop tube vertical boilers, 18'xl)', intended for a steam pressure of 90 pounds. One of the engineers who was on the vessel says: "When any sea was on one could not stand watch in the engine room on account of the sea swashing over everything in the room, com- ing in by the way of the holes left for the cylinders and running- out the lattice floor. Our ordinary cruising speed was 9 knots, yet 1 have driven her at a rate of 14 knots and 16 knots, but at the expense of a large consumption of fuel. The boilers were worked under a pressure of 120 Ibs. to 150 Ibs. steam at times. The vessel was thought only fit for a mill pond, as the opera- tion of the engines was anything but comfortable." The noise from the four exhaust pipes with the four short exhausts from the engines was similar to the noise from the machinery of a saw mill. The vessel did sonie good service on the lakes, and was finally placed out of commission about 1880. The steamboat "Water Witch," built in 1861, hull dimen- sions, 170'x26'x , had a beam-propeller engine geared to the propeller shaft, fitted in the vessel by the Detroit Locomotive LAKE ERIE AND LAKE ONTARIO. 379 Works. Wheel was 9' diameter by 18' pitch, making 75 to 80 revolutions. The vessel was lost, in 1863, on Lake Huron. There had been four or five of this same type of engines built at New York just prior to this date. The Detroit and Cleveland Steam Navigation Company operated two high-pressure steamboats in 1850, named "South- erner" and "Baltimore," for two years. The former was 170'x 27'10xll'6, with an engine of 27 inches cylinder by 8 feet stroke, and five boilers; and the latter was 169'x26'xll'4, with an engine of 24 inches cylinder by 8 feet stroke, and five boilers. During 1852, other interests had the "Forest City" built for the route, of about the same size as the former vessels. The same year the "St. Louis" and the "Samuel Ward" were added to the service. The former was 185'x27'xl2'6, with a low- pressure engine, 44-inch cylinder by 9 feet stroke, and the latter 173'x25'6x9'4, with an engine of 40"xlO' stroke. The "Cleveland," built in 1852, was added the same year, being 180'x28'xll'8, with an engine 50"xlO'. The "May Queen," built in 1853, and the "Cleveland," were the only steamboats operated on this line until 1855, when the "Ocean" was added. From 1856 to 1862 the "May Queen" and the "Ocean" filled the service between the two cities, and from 1864 to 1867, the "City of Cleveland" and the "Morning Star" were on the route, and from 1867 the "R, N. Rice," built that year, run with the "Northwest" until 1868, when the Detroit Steamboat Company was incorporated, and the same steamers run until 1877, when the "R. N. Rice" was partially burned. The same year the com pam- had built by Kirby Bros, their first iron-hull vessel, the "City of Detroit No. 1," the hull being 250'x36'xl4'C>, with a beam engine 62"xll / stroke, and, with the "Northwest," filled this route until 1883. The "City of Cleveland" was built in 1880, a duplicate of "Detroit No. 1," and run on the Mackinac route until the "City of Mackinac" was completed, in 1883. This vessel run one year, and her engine was then "com- pounded" by W. & A. Fletcher Co., of New York, by the adding of a high-pressure cylinder just in the rear of low-pressure cylinder, and connected through its piston to same end of the beam. In 1889, the "City of Detroit No. 2" was constructed of steel, being the largest of the fleet at that time, and with all the improvements, Since then there has been added "City 380 LAKE ERIE AND LAKE ONTARIO. of Alpena," and "City of Mackinac," both constructed in 1893, at Wyandotte, Mich., of steel, having compound beam engines and costing over f 300,000 each. These were built to take the place of steamers of the same name that were sold to the Cleveland and Buffalo Transit Co. They were not so progressive in the introduction of iron-hull vessels on the lakes as they were on the Atlantic coast, for it was not until 1861 that David Bell, of Buffalo, N. Y., constructed the screw steamer "Merchant," for Lake Erie service. This industry did not show any healthy growth until 1871, when the King Iron Works, the successors of the Shepherd Iron Works, built four screw steamers for the Anchor line, and about the same time the Wyandotte yard, of the Detroit Dry Dock Co., built the "E. B. Ward." Since 1890, iron ship building on Lake Erie and Lake Michigan has made marvelous strides, and some of the vessels constructed there in the last few years have been for Atlantic coast service, being sent through the canal to the coast, some cases in sections, and have proved a credit to their builders. On Lake Ontario a grant was obtained in 1815 from the representatives of Kobert Fulton and his associates, who held the exclusive right, under the legislative grant, to steamboat navigation on the waters of the State of New York, for the right to navigate this body of water. The "Ontario" was built at Sacketts Harbor, N. Y., in 1816, and commenced to run between Ogdensburg and Lewiston early in the season of the next year. The vessel was 112 feet long, 28 feet beam, and 8 feet 3 inches depth of hold. She was fitted with masts and sails as vessels of that period. The engine was a lever beam built by Daniel Dod, at Elizabeth- town, N. J., having a 34-inch cylinder and 4 feet stroke, the castings being furnished by Robert McQueen, of New York City. Steam was furnished by two single-flue boilers. After the original engine had done service for twelve years, it was removed, and one built by S. Sexton, low-pressure, of 28 H. P. substituted. The vessel was broken up about 1835. The "Sophia" was built the year after the "Ontario." The boat was smaller than her predecessor, being of but 50 tons 67'S long by 18'2 by 4'7 hold, and was built at Sacketts Harbor, LAKE ERIE AND LAKE ONTARIO. 381 by A. S. Roberts for E. Camp & Co., the owners of the "Ontario"; had a low-pressure engine, built by James P. Allaire, of New York. The next steam vessel was the "Martha Ogden," of 49 tons; was built at Sacketts Harbor, in 1823, by A. S. Eoberts, for L. Ogden & Co., and was 74'3xl7'10x4'2 depth of hold. Was also fitted with one of James P. Allaire's low-pressure engines, of 22 H. P. This steamboat continued in service until 1832, when she went ashore and was lost for further use. In 1831 the "Brownville" was built for D. Griffen & Co. ; was 85'10x20'x7'4 and fitted with a low-pressure engine. In the same year the "Charles Carroll" was built at Sacketts Harbor, by C. Case, for the same parties as owned the "Browu- ville," and was 81'8xl4'6x6'3 hold; was fitted with a low-pres- sure engine, built by J. Dod. In the next year the "William A very" was also built at Sacketts Harbor, by the same builder, and for the same parties as the preceding vessels, and was 131'x21'x7'4 ; was fitted with a low-pressure engine. All these vessels were used to ply to and from Sacketts Harbor and the lake ports. The "United States" was built at Oswegatchie, in 1831, by William Capes, for the "Ontario and St. Lawrence Steam- boat Co." Was 143'x26'7xll', and was fitted with a low- pressure engine, 40-inch cylinder by 8 feet stroke, built by W. A very & Co. This vessel continued in service until 1843, when it was broken up at Oswego, her engine being put in the "Rochester." This vessel was not used on the St. Lawrence River after the "Patriot War," of 1837, as she took a part in that affair, and having become obnoxious to the Canadians, it was considered not advisable to usje her on that part of the route. This company was incorporated by the New York legis- lature in January, 1831, with a capital of flOO,000, and the "United States" was their first vessel, and for size and accom- modations far surpassed anything that had previously been in service on Lake Ontario. In 1833 the "Black Hawk" was built, at French Creek, by G. S. Weeks, for William Baker & Co., for use on the St. Lawrence River. This vessel was 106'xl8'xl7', and was fitted with a low-pressure engine of 30 H. P. The "Oswego," for. Lake Ontario service, was built in 1833, at Oswego; was 143'x20'x7'8. Her low-pressure en- gine, built by Avery & Co., was transferred in 1839 to the LAKE ERIE AND LAKE ONTARIO. '"St. Lawrence." In 1835 the "Oneida" was built at Oswego. Was 132'xl9'x9'. Had a low-pressure engine, and was com- manded by one of her owners. Some years later she was on Lake Erie, where she was finally lost. There was also on the river the "Telegraph," of 131'xl8'9x8'. Was converted into a sail- ing vessel and destroyed by fire on Lake St. Glair. There was a small boat of 68 feet long, built for Black Lake, named "Rossie," having a high-pressure engine built by Starbuck & Son, Troy, N. Y. In 1839 the "St. Lawrence" was built at Oswego, N. Y., and in 1844 the vessel was rebuilt and lengthened to 180 feet long by 23 feet, and about 11 feet deep, and run about five years, and was laid up at Clayton, N. Y., in 1850. The engine came out of the "Oswego." In 1842 the American line, on Lake Ontario, running from Lewiston to Ogdensburg, stop- ping at Toronto and Kingston, on the Canadian shore, and at Rochester, Oswego, and Sacketts Harbor on the American shore, had four steamboats in operation, the "Rochester," that was 158'x27'xll', with high-pressure engine, 28"x8'; "Lady of the Lake," of about the same size; the "Oneida," of 1835, and the "St. Lawrence." The time consumed by the trip from Ogdensburg to Lewiston was 24 to 26 hours. In 1849 the U. S. Mail line, or American Steamboat Co., and in 1859 the Ontario Steamboat Company had the "Nor- therner," the "Ontario," and the "Bay State." The "Ontario** was 222'x32'xl2', with a beam engine 50"xll'. The "Nor- therner" was 200'x37'xl2', with a beam engine 60 inches by 11 feet; and "Bay State," 200'x27'xl()', beam engine 40"xll'. The "New York" was added in 1852, being 223'x33'xl2', with beam engine 60 inches by 12 feet. The building of railroads along the lake destroyed the business of this line in the same way, and about the same time a few years later as it caused the withdrawal from active service of those large side-wheelers on Lake Erie, but with this difference: while the latter had their engines removed and mostly sent to New York City, to be used in other vessels, the former had an outlet with the vessels intact by running the rapids of the St. Lawrence to the Atlantic coast, and thence to an American port. In 1860 the "New York" and the "Northerner," and in 1863 the "Suf- folk" x "Bay State," and in 1865 the "Ontario," were all LAKE ERIE AND LAKE ONTARIO. 383 brought safely to ports on the Atlantic coast. The "New York" saw considerable service on the New England coast and on the Delaware River and bay, and was laid aside from fur- ther service about 1893. The "Ontario" and the "Bay State" were sold for foreign service about 1867. Most of these engines were built at the Morgan Iron Works, New York City. Some months prior to the "New York" running the rapids, in 1860 in June, 1858 there were two Canadian-built side- wheel steamboats that were larger than the "New York," each being 298'x30'x9', that ran the rapids and came to New York. They were named originally "America" and "Canada." There was American capital invested in their building, by the Great Western R. R. Co. They had beam engines, of 70"xl2', con- structed by H. R. Dunham & Co. After they arrived in New York they were altered for coast service for they were much like our Long Island Sound steamboats by cutting off part of their guards to three feet in width, and building up the struc- ture on the main deck more solid and firmly, and adding heavy hog frames for the vessel to withstand the severe weather encountered on the coast. One vessel was chartered to the Quartermaster's Bureau, to transport troops, and the name changed to "Coatzacoalcos," and it has been an enigma how this vessel, so ill-adapted to the work, could have gone through the many trying situations in which she was often placed, without greater damage than she received. A special Act of Congress w f as obtained to allow her an American register. Her charters to the government run from March 16th, 1861, to September 17th, 1862, at from f 1,100 to $1,400 per day. After the vessel was placed on the Nicaragua route, where she remained until 1866, her name having been changed to the original one of "America," the vessel was rebuilt, her bottom being planked over the original hull, and strengthening the bulkheads and hull in general. She was then sent around to the Pacific Ocean, and came near being lost on the voyage, but was finally lost by fire while lying in the harbor of San Juan del Sur, Nicaragua, on April 11, 1869. The "Canada" was purchased by Hargous & Co., renamed the "Mississippi," run 384: LAKE ERIE AND LAKE ONTARIO. on their Tehuantepec route from New Orleans for a year or more, and history fceems to have swallowed up her record after this, though it is thought she was sold for service in South American waters, from Panama to Valparaiso. Marshall O. Roberts, of New York, was interested in these vessels. An account is thus given of the "America" and the "Can- ada" running the rapids of the St. Lawrence. "The fine steam- ers 'Canada' and 'America' have been brought safely down the rapids of the St. Lawrence to the ocean. They cost half a million dollars, and were found to be worth nothing above the rapids. In passing down the rapids they made some leaps seven or eight feet in height. For vessels 300 feet long and 6 or 8 feet draft, this was regarded as a neck or nothing ex- periment. The first rapids the Long Sault are seven miles long and extremely rough, the boiling water heaving up from 8 to 12 feet high in places, and dashing about the rocks like the ocean in a violent storm. This passage was made in fifteen minutes. The rapids of Split Rock were next in the way. Here it was necessary to make a curve almost at right angles within a space only two-thirds the length of the same. The pilot, in the Long Sault rapids, with the dexterity of a skilful player at billiards making his carom, let the bow of the boat strike a rock forcibly on her starboard side, thereby throwing her stern into the center of the channel by the only practical method, and permitting her to pass through in safety. Next the Cedar rapids were reached. They were passed at the same rate, the boat striking alike aft and forward, but no substantial injury was obtained. The Lachine rapids, near Montreal, were the next. Here the 'Canada' again struck. The rocks here are exceedingly bold and present a rough and ragged sur- face, but were passed in safety, and in a short time the vessel and her bold mariners glided placidly and exultingly through the abutments of the Victoria bridge." There was no further running of these rapids by American vessels, or those for use on our coast, until June, 1891, when the w T haleback "Colby" shot the rapids of the St. Lawrence, on her w r ay from Duluth, Minn., to the Atlantic coast. This vessel LAKE ERIE AND LAKE ONTARIO. 385 was 256'x36'x22', and drew 6' 9" aft and 5' 6" forward. The first running of these rapids by American steamers was by two revenue cutters, about 1848 or 1850, named the "Jefferson" and the "Dallas." How it was done will be found in the next volume, under the head of "Iron Shipbuilding." Since 1870 more than one attempt has been made to estab- lish an American line on the St. Lawrence River for the sum- mer travel exclusively, but they have all ended in a failure to succeed. CHAPTER VII. COAST OF MAINE T was not until July 7th, 1823, about sixteen years after the successful introduction of steam vessels in this country, that the "Patent," the first reg- ular steamboat in this section of the United States, arrived at Portland, Maine. At this date about one hundred were in service on the Western rivers, and an equal number had been constructed on the Atlantic coast. On May 22d of the following year the "Maine" arrived at Belfast. This vessel is generally described as consisting of the hulls of two schooners, with a water wheel in space between the hulls, and beams laid across and decked over. \j The Kennebec Steam Navigation Company was organized in 1823, and the same year they bought the "Patent" and put her on the line between Boston, Portland and Belfast. The vessel was about 100 feet long, built at New York in 1823, and had her machinery fitted on board by Daniel Dod, who was one of the early builders of marine engines at New York and the vicinity. He had built a copper boiler for this vessel, to be worked under what was considered high-pressure steam at the time, but on a trial of the machinery on May 9th, 1823, the boiler being of an imperfect design for the pressure, the front head was blown out and five persons killed and two injured, among the former being the constructor of the machinery^ He had also built, a few years previous, the boilers for the "Savan- nah," the first steamship to cross the Atlantic Ocean. The "Patent" was running on the Penobscot River as late as 1835. The company, in 1826, bought the "Legislator," that was in New York waters. This vessel was 112'x23'x7', with a square engine, built in New York in 1825, and had fallen from favor by the explosion of her boiler in the same year, while lying at her wharf, being prepared for a race with an opposition boat. This vessel run for two years when the business of the company COAST 01* MAINE. 38? was closed up and the vessel was taken back to New York waters. The two vessels were sold at auction in Boston Feb- ruary, 1828. In May, 1824, there was a small steam brig named the "New York" said to have been a sailing vessel for a very short time, and power added afterwards. This is doubtful. This vessel had been in use between New York and Norfolk, Va., and at the date named was the property of Mr. Bartlett, of Eastport, and running on the coast of Maine. The vessel w r as built in 1822, at Norfolk, Va., by W. A. Hunter, for George, William C., and N. S. Rowland, and others. Shortly after coming on the Maine coast, and while on a trip from Bath, and in the vicinity of Owl's Head, it collided with the "Patent," but the damage being slight, both proceeded on their way. The "New York," when eight miles to the eastward of Petit Menan light, was discovered to be on fire. There were over thirty persons in all on board, they being saved by the boats, but the vessel proved a total loss. The loss of this vessel was caused from the want of proper protection to the woodwork in the vicinity of the boiler and the want of fire buckets. This occurred on August 20th, 1826. Vrhe "Connecticut" and the "Chancellor Livingston," after being withdrawn from the New York and Providence route, in 1829 and 1833 respectively, being succeeded by more modern and powerful steamboats, were brought to this coast. ^(They were "old timers" even at that date, and it would appear they were the pioneers of the Boston & Portland line. The hull of the latter was broken up or dismantled in 1835, and her engine transferred to a new hull that had been built by Nathan Dyer, Jr., of Portland, for the Cumberland Steam Navigation Company, to run between Boston and Portland. The neW vessel was named the "Portland," and was 163'x27'xlO'7, with a square engine, 56-inch cylinder and 6 feet stroke. For a por- tion of the time the veteran steamboat owner of Portland, Capt. John B. Coyle, was engineer of this vessel. She was considered at this time something superior to any steam vessel that had been on the coast of Maine. As late as 1850, this vessel was in service on the coast. In 1835 the "New England," that had been on the New York and Hartford route, was purchased by a company formed 388 COAST OF MAINE. at Gardiner, Me., and placed on the route to the Kennebec River, where she ran until May 31st, 1838, when she was lost by collision with a schooner when fifteen miles east-south-east of Boon Island. This vessel was certainly unfortunate, for she left the Hartford route with a bad name, for both of her boilers exploded at one time, on October 9th, 1833, before the vessel was one year old, killing and scalding several persons. The "Huntress" took her place to Kennebec River points. During these early days of steam navigation, many of the steamboats ran on a route but a short time, either for want of sufficient capital to "grow up with the country," or to stand a strong competition. Besides the extension of the railroads on the coast of Maine caused an inroad on the business of the steamboats, making necessary a change of terminus at times. It has been many times credited to Capt. J. B. Coyle of the invention of a fan blower to be applied to a boiler in burning anthracite coal, and that the application as made on the "Port- land" was the first case where- anthracite coal was used success- fully for marine purposes. Capt. Coyle, in a letter to the author, many years ago, on the subject, says: "The idea of a fan blower was not original with me, for I had known of its previous application; but the power was obtained from gears on the main shaft, and, owing to the irregularity of the motion, the awkwardness of such an arrangement made it of little use." He also drove the blowers by a belt from a drum on the main shaft. They were able to burn the coal, but with indifferent success. The blowers for the "Portland" were made by John Sparrow, of Portland, Maine. The "McDonough," that had formerly run to Hartford, Conn., from New York, was sent around to Portland in the spring of 1834, where she remained until 1836, when she was withdrawn for a time, but returned again in 1838. Capt. J. B. Coyle was engineer of the "McDonough" in 1834. This ves- sel became the property of the Cumberland Steam Navigation Company, but only remained here a few years. Her length was 146 feet; "square" engine; built in 1826. Commodore Vanderbilt appears to have taken an interest in the transportation facilities in this section of the country in 1837, for he placed the "Augusta" on the Boston and Port- land route. She remained for a short time only, as there were COAST OP MAINE. 389 better boats on the regular line. A few months later "C. Van- derbilt," his crack boat from the New York route, was brought around to subdue the natives. This boat was 175'x24'x9', with a beam engine of 41"xlO'. He found his match very closely in the "Huntress,'- she being 172'x23'x9'6, with beam engine 36"xl2', while running for several months to Hallowell. The same company who owned and run the "Huntress" purchased the "J. W. Richmond" that had been on the Stonington line on Long Island Sound, and a thorn in the side of Com. Van- derbilt, for she was a successful rival to his "Lexington" on the opposition line in March, 1840, for $52,500, for their Ken- nebec River route. This vessel ran with the "Huntress" until September 30th, 1843, when she was burned at her dock at Hallowell. Her dimensions were 202'x24'xlO', with a "square" engine of 48 inches by 11 feet stroke. This was without doubt the largest and most able steamboat on the coast of Maine to that period. All of the passenger boats along the coast at this early date were open on the forward main deck, and, like our river boats, the height between decks was no greater than was deemed necessary. Our dwellings at that date had low ceilings, and the steamboats had little headroom. From 1844 to 1846 there appears to have been plenty of excitement to the Kennebec River, via Portland, for the People's line was opened with the "John Marshall," a new boat built in Baltimore, Md., that ended in a consolidation of all the interests. Memenon Sanford, who had become considerable of a fac- tor in the steam navigation interests at this period on the coast, was at an early date interested in the Connecticut River Steamboat Company, and their first vessel of any size being the "New England," built in 1833, succeeded by the "Bunker Hill" and the "Charter Oak," the two latter being taken to the Maine coast about 1844. Capt. M. Sanford commanded the "Charter Oak," and Capt. T. B. Sanford the "Bunker Hill," while on the Hartford line. From this transfer of location began what subsequently became the Sanford line. He may have been in- terested in the change of the "McDonough" from the Hartford line to the Maine coast prior to the "New England" being purchased. The former vessels were succeeded by the "Kenne- bec" and the "Penobscot," and later by the "Admiral" and the z COAST OF MAINE. 391 "Boston." The "Admiral" was put in service June, 1847, in place of the "Portland." The business at this date was in a stage of development consequent partly upon the extension of the railroads along the coast, and the rapid settlement of that part of the State. Besides, the transportation business by water was controlled by men of larger means financially. It took a few years for matters to permanently settle to a change of routes. There were a few opposition lines from 1850 to 1860 to the Kennebec River towns, but they did not last after the demand by the Navy Department and the Army Department for vessels at the outbreak of the war. There was a very good boat running to the Kennebec River from 1849 to 1854 named the "Ocean." Her dimensions were 220'x28'xll', with a beam engine of 48 inches by 11 feet. This vessel was destroyed by fire in lower* Boston Harbor, on November 24th, 1854, by collision with the Cunard steamship "Canada," by which the stoves and lights were upset and the vessel set on fire and burned to the water's edge. Five pas sengers lost their lives in this accident. There were more than 100 passengers saved by the "Forest City," the "Boston," and the "Eastern State," that .were in the vicinity at the time. The former was then running to Portland and the "Boston" to Bangor. The "Ocean" was at this time owned by R. K. Page, of Hallowell, Nathaniel Kimball, and the owners of the "John Marshall." The "Eastern Queen" subsequently run on this line. In 1854 Samuel Sneeden, of Brooklyn, N. Y., built for the Maine Steam Navigation Company, for the Portland and Ban- gor service, the "Daniel Webster." She is reported to have been better fitted and furnished for the passenger travel than any steamboat then on the Maine coast. Her dimensions were 240'x34'xll' with a beam engine 52 inches by 11 feet stroke. There was also at the same time the "Eastern City" built in 1852, on the coast and occasionally to Bangor. The latter was a few feet shorter, with much less power than the "Daniel Webster." They both run here until the war broke out. The "Eastern City" was purchased by the War Department Novem- ber 27th, 1861, for the sum of $50,000, and name changed to "Cossack." The vessel was at Baltimore at a much later period, having been sold by the government, and afterwards on the 392 COAST. OF MAINE. Maine coast, and at a later date was sold for service in Cana- dian waters. The "Daniel Webster" had four charters with the War Department, each lasting about six months, the first two charters being at f 600 per day and the last two charters at $300 per day. Is it any surprise that there was a large bonded debt after the war, with such prices paid by the government? The Webster's name was changed to "Expounder" while in the war service. Some years ago she was sold for service on the St. Lawrence River, and her name changed to "Saguenay." There was a small steamboat that run on the coast from various points, built at New York, in 1846, about 130 feet long, and named "T. F. Secor," from 1848 to 1862, when chartered by the government. She was burned at Hilton Head, May, 1863. The Portland Steam Packet Company was first made an organized company in 1843, after passing through many changes. The first steamer was a screw propeller constructed at Portland, and named the "Commodore Preble." This vessel was about 15()'x24'x8' deep, and run alternate days between Portland and Boston, when the next year the company had built another propeller slightly larger than the first and named the "General Warren," for the same service. These vessels had each a pair of high-pressure engines, the "Preble" having cylinders of 17 inches diameter and 24 inches stroke, and the "Warren" 18 inches diameter and 24 inches stroke. Each vessel was fitted with a propeller 7 feet in diameter. These vessels were fitted more with regard to freight transportation, so the passenger accommodations were very limited. It was soon found necessary to have vessels of a different character for this route, and accordingly the "John Marshall" was pur- chased in 1847, and for a few years run on the route with the propellers. The company finding their business increasing so rapidly had constructed for them, in 1850, the "St. Lawrence," and, two years later, the "Atlantic" was built, when the "John Marshall" and the propellers were disposed of, leaving the two new boats to serve the business of the route. These vessels were each 216'x28'xlO', with engines of 40" by 10 ', not large power for such size vessels on such a route. The "Forest City" was built in 1.854, and the "Lewiston" in 1856, and the "Mont- COAST OF MAINE. 393 real" in 1857. These boats were about 235 feet long and 33 feet beam, with engines 52"xll' stroke. The "Lewiston" was sold to the P. B. & M. S. Co., while the "Montreal" was burned at her wharf, August 9th, 1873. About 1865 the "John Brooks" was purchased in New York, having formerly run on the New York and Bridgeport route, and served the company well until about 1890, when she was laid aside. Since then the company have added the "Tremont," in 1883; the "Portland," built at Bath, in 1890; the "Bay State," built at Bath in 1895, and their first steel-hull propeller, the "Gov. Dingley," in 1900, built at Chester, Pa. The "Tremont" was sold to the Joy Line in 1900, and the "Portland" was lost in the vicinity of Cape Cod, it is thought, on November 27th, 1898, where every soul on board was lost. The best time that has been made between Boston and Portland has been made by the "Gov. Dingley." Between Boston and Portland, on February 7th, 1900, in 6 hours and 18 minutes; between Boston and Portland, on March 22d, 1900, in 6 hours and 18 minutes; and between Portland and Boston, on July 1st, 1900, in 5 hours and 55 minutes, with fresh head wind, and four boilers. Average time, with three boilers, 7 hours and 30 minutes. After the "Daniel Webster" and the "Eastern City" had been withdrawn, the Kennebec Steamboat Company had built the "Star of the East" in 1866, at New York, for the Boston and Kennebec River route, and was the only steamboat on the route until the "Kennebec" was built in 1889. The former vessel's name was changed to "Sagadahoc" about 1890. In 1896 the company, thinking a steamboat would eventually pay to run during the winter season, the next year had constructed the propeller "Lincoln," and run her one or more seasons, when she was sold to parties who run her in Florida waters for a time, but has since been disposed of and run on several routes. All of the lines running from Boston to the coast of Maine were consolidated in November, 1901. Y In 1833 the Boston & Bangor S. S. Co. was formed, prin- cipally of Boston people, and the next year the "Bangor" was built for them, by Bell & Brown, of New York, the vessel being about 160 feet long, with a "square" engine of 36 inches by 9 feet stroke. This vessel formed the permanent line between 394 COAST OF MAINE. Boston ancLBangor, and the towns on the Penobscot River, until 1842^vhen R. K. Page & Son, of Hallowell, sent her to the Mediterranean, leaving Boston, Mass., on August 16th, 1842, for Glbralter and Constantinople, and doing service in Turkey waters for many years. The same parties, in 1844, had built, at Bath, Maine, the hull of a propeller, 144 feet long, named "Marmora," with Ericsson engines, built at New York, that was also sent to the Mediterranean ports, leaving New York for Liverpool September 2d, 1845. This vessel was wrecked on the coast of Morocco on her outward voyage. In order to correct many statements that have been made in the last few years that the "Bangor" was still in service, the writer submits a copy of a letter from the Consul General at Constantinople: CONSTANTINOPLE, Nov. 12, 1902. J. H. MORRISON, ESQ., 358 Hancock St., Brooklyn, N. Y. DEAR SIR,- I have secured the following informa- tion regarding the American-built steamer "Bangor," which came out here in the year 1842. She was purchased by the Civil List, re-named the "Sudaver," and used to carry passengers between this city and the Princes' Islands, in the Sea of Marmora. She was said to be the most commodious and comfort- able daily passenger steamer. She was never the yacht of any Sultan. Her machinery is said to have been re- markable and original, and was named by the public "Rokana" (carpenter's plane), owing to its peculiar movements. After many years' continual service to the Princes' Islands and the Sea of Marmora, during which time she underwent extensive repairs to her hull and boiler, she was transferred to the Idarei Feraide Co. She was laid up for several years in the Imperial Ottoman Dockyards after being withdrawn from service, and eventually, some fourteen years ago, was broken up. The above information you can take as being authentic. It was secured through our harbor master from Husni Pacha, Chief Naval Constructor, Imperial Ottoman Admiralty, who remembers his trips when a COAST OE MAINE. 395 boy by the said steamer between his home in town and the Naval College at Halki, one of the Princes' Islands. Very truly yours, WM. SMITH LYTE, Vice and Deputy Consul General. There was an iron-hull propeller built by the Betts Harlan & Hollingsworth Co. for the Bangor Steam Navigation Co., named "Bangor," that ran between Boston and Bangor for part of the years 1845 and 1846. The vessel was begun in 1843, but not completed until August 1st, 1845, when she left the builders' hands for the home port, via New York. This was the first iron-hull steam vessel in the United States built for coasting service. Mr. E. C. Hyde was one of the owners of the vessel and agent of the company. The vessel was com- manded by Capt. A. Parker, and the chief engineer was Henry Dockery. It was not long after being placed on the route that rthe was in trouble. She sailed on her second trip from Boston on August 31st, 1845, with 34 passengers and freight valued at $20,000. The next day Sunday about 4 P. M., the vessel being then in Penobscot Bay, the after bulkhead of the boiler- room was found to be on fire, and the flames spread with such rapidity that it was found necessary to run the vessel ashore on Long Island, town of Islesborough, in Pehdleton harbor, about seven miles from Castine. The passengers and crew were all gotten ashore on the island, with safety, and after- wards taken to Castine by the revenue cutter "Veto" and schooner "Pembroke," that had been lying in that harbor and went at once to their assistance. The vessel was afterwards decided to be a wreck, the insurance on the vessel adjusted, and the damaged hull towed to Bath, where it was repaired and rebuilt for service again. She afterwards ran on the same route until purchased by the Navy Department, in December, 1846, at a cost of $28,975, was fitted with three guns for service during the Mexican war. Her name was then changed to "Scourge." After two years of war duty, the vessel was sold to parties in Lafayette, La., for f 2,300. After this transfer, all trace of the vessel seems to have been lost. Her dimensions were 120'x23'x9'. The motive power was a pair of twin-screw 396 . COAST OF MAINE. engines, with cylinders of 22 inches by 24 inches stroke. Pro- peller wheels each sy feet diameter. It- was about the same time that James Cunningham, of New York, who had been interested with Memenon Sanford in steam navigation on the Long Island Sound, built the "Penobscot" for the Bangor route, and Capt. Sanford brought around the "Charter Oak 11 and the "Bunker Hill," that at times ran to the Penobscot River. The "Charter Oak" had a very narrow escape not long after, in July, 1845, while running in a dense fog on a trip to Bangor. The vessel had been held over at Portland on account of the thick weather until day- light, when they resumed the trip. The vessel was run very cautiously and with great care until approaching Monhegan. when the vessel was "slowed down" for the officers to find their location, and, before they were aware of the danger, had drifted on the rocks known as the "Old Man's Ledge," where they remained for about half an hour and on a falling tide, but with good fortune the vessel came off without any injury. The "Penobscot" was subsequently controlled or purchased by the regular line, and in 1845 Captain Sanford transferred the vessel to the Bangor route, and the first trip of the vessel on the new T line was made in June, 1845, from Boston to Bangor, by the outside route, direct for Monhegan, this route having never been attempted before by a steamer sailing on "time and courses." The "Kennebec" was also added about the same time. The "State of Maine" was built at New York in 1848, and was 240'x32'xll', with a beam engine of 54 inches by 11 feet stroke, for the route, and was a great improvement in size and passenger accommodations and interior finish to anything there had been thus far on the Maine coast, but she was found to be too large and expensive a boat for the route, and during the next year was disposed of to the Fall River line. James Cunningham, who had retired from the business of building marine engines at New York, seems to have still had a desire for an interest in steam navigation on the coast, as, in 1849, the "Senator" was built at New York for him and Daniel Drew, the vessel being 219'x35'6xl2', with a beam engine of 50 inches by 11 feet stroke. The vessel run in connection with the railroad from Portland to Bangor, for the COAST OF MAINE. 397 year, when she was sent around Cape Horn to the California coast during the gold excitement, where she remained and was worn out, completing her service about 1879, being suc- ceeded by the more economical compound-engine screw pro- pellers in the California Steam Navigation Company's line. They had built the "Admiral" a few years previous for the same service. There was running to Bangor most of the year 1855, the propeller "General Knox," whose dimensions were 140'x24'x8', with vertical engine, 34"x36", but this service appears to have ended her career on the Maine coast. There was a stern-wheeler on the Penobscot River for several years about 1850, named "Phenix," that w T as 82 feet long, with a water-wheel of 11 feet diameter and 9 feet face. There were several of these vessels built by Thos. Blanchard, of Springfield, Mass., at a much earlier date, for the upper Connecticut River. The "Memenon Sanford" was built originally for the New York and Philadelphia outside route, and appears to have been the best of the fleet on the Bangor line, where she run regularly up to the outbreak of the Civil War. Her last ser- vice was under a charter to the Quartermaster's Bureau, from November 18th, 1862, at |950 per day, in carrying troops to New Orleans, La. She was lost December 10th, 1862, on Carysfort reef, off the Florida Capes, in perfectly clear arid still weather, having 800 troops on board, all of whom were saved. The engine w r as recovered and subsequently placed in the "George Leary," built in 1864, for the Baltimore and Norfolk line. The "Memenon Sanford" was 237'x34'xll'8, with a beam engine of 50 inches by 12 feet stroke. In 1849 the following steamers were in service in Maine waters: "Admiral" Boston to St. Johns. "Balloon" Hallowell to Waterville. "Boston" Boston to Keunebec River. "Charter 'Oak" Boston to Hallowell. "Com. Preble" Boston to Portland. "Danin" Kennebec River. "Flushing" Portland to Brunswick, 398 COAST OF MAINE. "Gen'l Warren" Boston to Portland. "Governor" Portland to Bangor. "Huntress" Portland to Hallowell. "John Marshall" Boston to Portland. "Kennebec" Boston to Hallowell. "Phenix" Hallowell to Waterville. "Penobscot" Boston to Bangor. "Portland" Boston to Portland. "T. F. Secor" Belfast, Castine and Bangor. "Tarritine" Penobscot River. In 1863 the Bangor line had John Englis & Son, of New York, construct the "Katahdin," and in 1867, the same builders constructed the "Cambridge." In 1882 the "Penobscot" was built at East Boston, Mass., by Smith & Townsend; in 1894 the "City of Bangor" was built at the same place, and in 1901 the "City of Rockland," the most complete vessel that has been on the line, was finished. The "Cambridge" went ashore and became a total loss off George's Island, on February 10th, 1886. The "Penobscot" was chartered to the Joy Line New- York to Providence in the summer of 1901. About 1895 the "Katahdin" was broken up for the old material in the vessel. The International Steam Ship Company was organized in 1859, with the same interest that controlled the Portland S. P. Co., to run a line from Boston to St. Johns, N. B., via Portland. The next year the "New Brunswick" was constructed for this route, and the following year the "New England" was built and added to the line. The latter was about the same class of side-wheel steamers as they had on the Portland line, but the former was somewhat smaller and with less power. The "New England" met with an accident on July 22d, 1872, while oh her way from St. Johns to Boston, struck on the "Wolves," and in a short time filled. The passengers, baggage and freight were landed in good order. There was a dense fog prevailing at the time, and an unusually strong current set the vessel far to the southward of her course. The vessel was after- wards raised, taken to Portland, where she was rebuilt and named "City of Portland." The company had, prior to this, purchased the "New York," that had run on Lake Ontario before 1860. This vessel was about the same size, but had BOSTON, MASS. 399 more power of engine than those built for the line. In 1882, the company purchased the "Falmouth" from the New England & Nova: Scotia S. S. Co., and in the same year built the "State of Maine." The latter vessel was the largest and with the most power of engine of any of the fleet that had been constructed for the line, being 244'x37'xl4'7, and having an engine 60 inches by 12 feet stroke. In May, 1884. the company suffered the loss of the "Falmouth," by fire, while lying up at Portland for repairs. A few days after, the "City of Port- land" run on a rock on the Maine coast, proving a total loss. The passengers were taken off by vessels that came to their assistance. In July of the same year, the "State of Maine" run ashore on the coast during a dense fog, the passengers being safely transferred to the mainland without injury. The vessel was, after a few months, gotten into deep water again, taken to Bath, Maine, where she was repaired and refitted for the line again. In 1885 the company had the "Cumberland" built at Bath, being a trifle larger than the "State of Maine." The first screw propeller for any of the regular lines on this coast since the "Warren" and the "Preble," was built by this company in 1895, the "St. Croix," of about the same length, but with a little more beam than their side-wheel boats. Since the pro- peller has been in service, the vessels have run direct from Boston to St. Johns during the summer months. Their present fleet consists of the "St. Croix" and the "State of Maine." The "Cumberland" was, sold to the Joy Line in August, 1902. BOSTON, MASS. ^ The steamboat "Massachusetts," owned by some residents of Salem, was the first steamboat in service in Boston Bay. This vessel was built at Philadelphia, Pa., the hull being 82 feet long, 17 feet 10 inches beam, and drew 4 feet of water. Her first trip, from Salem to Boston, was on July 4th, 1817. This enterprise not proving a success^the vessel was with- drawn from the route after a few months, and was, sent south to be sold, but was wrecked on the voyage on the coast of North Carolina. The "Eagle," of 80 tons, built at New London, 400 BOSTON, MASS. Conn., in 1817. took her place for a time, but run from Nan- tucket to New Bedford for a portion of the year. -jln the year 1818 the "Eagle" made the first steamboat trip from Boston to the town of Hingham, which is about eleven miles down Boston Bay. Her service was very irregu- lar during that year, and it was not until 1819 that the vessel was placed on the route to make daily passages between these places. She was a very small boat, not over a hundred feet in length, and her accommodations not exceeding two hundred passengers. She ran until 1821 J^ after which there is no account of any communication except by sailing vessels until 1829. A very singular incident is, there was not in 1822 a single notice of a steamboat in Boston Harbor; where they all went to history is silent. At this period there was a demand for steamboats on the southern rivers along the coast, and more than probable some of them started for the southern waters. J\The "Lafayette," built at Philadelphia, Pa., was the next boat on this route, and began running to Hingham in 1829. v She was somewhat smaller than her predecessor, and even in those early days of steaniboating was not highly thought of, as she probably had one of those geared engines that made sufficient noise when in operation to raise a person in a trance. Before she was purchased by the Hingham Com- pany, she was named the "Hamilton," which name always remained on her stern. There is an account of her being caught in a squall off the Castle on a trip to Boston, and being compelled to return to Hingham for safety. The "General Lincoln" succeeded the "Lafayette" in 1832, making her first trip on June 16th of that year. This vessel was built at Philadelphia, Pa., by J. Bond, for the Boston & Hingham Steamboat Company, which was organized during 1832. This vessel was 96'x21'x6'10, and was fitted with a pair of beam engines, having the solid "grate bar" beams> built by Thomas Holloway, of Philadelphia, Pa., and was at times run under the "high" steam pressure of 20 pounds to the square inch. The engines in this boat were put in two small boats, about 1849, that were in service in New York Harbor as tugboats, and named the "Storm" and the "Tempest." The "Mayflower," built in New York, of 262 tons, for this company, was placed on the route in July, 1845. She had accommodations for about BOSTON, MASS. 401 600 passengers. In 1856 the vessel was sold for use in New York waters. The "Nantasket," of 285 tons, being 146'x25'4 x8'2, was built in 1857, by Thomas Collyer, at New York, and placed upon the route in the following year, and at this date was considered the fastest boat in the harbor. In 1862 she was chartered to the United States government for service during the Rebellion, and in 1865 or 1866 returned to Boston, and was subject to numerous alterations, her name, prior to her return, having been changed to "Emeline." Her place was taken by the "Gilpin" and the "Halifax," the latter a stern- wheeler, until the "Rose Standish" was built in 1863, at Brook- lyn, N. Y. This vessel was sunk by a collision with a tugboat in the harbor on August 28th, 1884, but was raised and re- paired, and on the line again. The "John Romer," of 409 tons, built at Keyport, N. J., in 1863, and run from New York to Greenwich, Conn., for a few years, was purchased by the com- pany, and placed on the route in 1866, but was subsequently sold and sent -south. The "Governor Andrew," of 503 tons, was built in 1874, at Brooklyn, N. Y., by Lawrence & Foulks, for the company. The "Nantasket," built in 1878, at Chelsea, Mass., of 408 tons, was in the service of the company until a few years since, and, in 1901, was sold to the Long Island R. R. Co., for service on their Glen Cove route. The Boston & Hingham Steamboat Co. was divided in 1881, the old company retaining the "Nantasket" and the "Rose Standish," and afterwards adding the "Twilight" and the "Wm. Harrison." The new company named the Hingham, Hull, & Downer Landing Steamboat Co., taking the "Governor Andrew" and adding by purchase the "Gen'l Lincoln"x "Nahant." This company was reorganized in 1890, as the Nantasket Beach Steamboat Co. Since then they have added, in 1891, the "Mayflower," with a beam engine; in 1895, the "Miles Standish," with an inclined compound engine and, in 1896, the "Hingham," with an inclined condensing engine, and in 1902 the "Nantasket" was added to the fleet, having a simple inclined condensing engine. They have now a fleet of fine excursion steamboats. The hulls were built by Montgom- ery & Howard, at Chelsea, Mass., and the machinery by the W. & A. Fletcher Co., of New York. The old company went out of business, closing out all its property about 1890. BOSTON, MASS. TV Outside of the traffic in the harbor and to the coast of Maine, Boston merchants were slow to adopt steam vessels."^ As late as the fall of 1844 they established a packet line to Liverpool, that became famous during the following fifteen years, and it was only withdrawn when screw propellers came into more general use. In 1852 the Boston and Philadelphia S. S. Co. was started, with two steamers on the line, "Pal- metto" and "City of New York," and later the "Phenias Sprague" and "Kensington." In the same year the Merchants' & Miners' Transportation Company was chartered by the State of Maryland, a part of the stock being held in Boston. Two side- wheel steamers were built, the "Joseph Whitney," of 208'x33'xl7', with -an engine of 52 inches by 11 feet stroke, and the "William Jenkins," of 205'x31'xlO'6, with an engine of 5G inches by 9 feet stroke. The former made her first trip from Boston on December 28th, 1854. Two more side-wheel steamers, having iron hulls, the "S. R. Spaulding" and the "Benj. De Ford," were added in 1859, and the line extended to Savannah, Ga., but the breaking out of the war in April, 1801, suspended operations in that direction for some time. On August 8th, 1861, the "Joseph Whitney" was sold to the Quartermaster's Bureau of the War Department, for $75,000 and her name subsequently changed to "McClellan." The names of the "Spaulding" and the "De Ford" were subse- quently changed to "San Salvador" and the "San Jacinto," and run from New York to Savannah, Ga., after 1805. The company have since added to their fleet the "William Crane," in 1871; the "John Hopkins," in 1873; the "Decatur H. Miller," in 1879, and the "Alleghany" and the "Berkshire," in 1881, and several other fine propellers since then for their different routes. In 1859 the Boston Board of Trade instituted measures to form a company that would operate a line of steamers between Boston and the Mississippi River, with New Orleans, La., as the terminal point, and incidentally with Havana and Savan- nah, Charleston, S. C., being expected to be in communication within the year. The only way open to Boston trade at that time below Baltimore, Md., was by sailing vessel direct, or through the port of New T York for passengers and freight by steamships to all points on the coast. In March, I860, the BOSTON, MASS. 403 Union 8. 8. Company was organized, with a capital of f 700,000, the organizers being Donald McKay, James W. Converse, Isaac Rich, John B. Alley, Daniel Lewis, and Lee Claflin. The breaking out of the war stopped all further operations of the company. During the year 1865, the owners of the Neptune line, comprising the steamers "Neptune," the "Nereus," the "Glau cus," the "Metis," the "Thetis," and the "Doris," that had been running between Providence and New York, contemplated sending steamers around to Boston, but as some of their ves- sels were then under charter to the government, . they were not enabled at that time to do so. Anticipating this move- ment, a few capitalists of Boston, comprising Peter Butler, J. B. Taft, James S. Whitney, and H. M. Whitney, having three or four unemployed steamers on their hands, made arrangements to place them in service on the outside route to New York. The first steamer was the "Jersey Blue," a propeller 133 feet long, built in 1849, then the "City of Bath," the "Ashland," the "Mary Sanford," and some others. In February, 1866, the line was chartered as the Metropolitan 8. 8. Company. In the meantime the Neptune 8. S. Company had been consolidated with the Stonington line, under the name of the Merchants 8. S. Company, and the latter having failed in 1866, the Metropolitan S. S. Co. purchased the "Nereus," the "Glaucus" and the "Neptune" in December of that year, and run them on their New York line. In 1873 the company had built their first iron-hull steamer, the "General Whitney," and in 1884 the "H. F. Dimock," and in 1887 the "Herman Winter," and in 1890 the "H. M. Whitney," and since then others have been added. Two of the old Neptune line propellers, the "Glaucus" and the "Neptune" the "Nereus" was lost as a barge have been laid up at Brooklyn, N. Y., for about fifteen years. In 1863 the Cunard line sent only semi-monthly steamers to Boston, the same as when they began in 1840. This was not encouraging to Boston merchants, who were looking for a development of the export trade of the city, so a company wa>s organized, with 'Boston capital, in July, 1864, under the name of the American S. S. Company, and about |800,000 was sub- scribed. Many delays occurred, and it was not until October, 404 1865, that contracts were made for the construction of two wooden propeller steamships of large dimensions. In Novem- ber, 1866, the "Ontario," the pioneer of the line, was launched, and during the following spring the "Erie" was launched. They were both built at Newburyport, Mass., by George W. Jackman. Their machinery was constructed by Harrison Loring, of Boston. They were each 340'x43'x27'x22 feet draft, and having two simple condensing engines, vertical cylinders set fore and aft, of 74 inches diameter by 4 feet stroke. The "Ontario" made one voyage only to Liverpool, leaving Boston, August 5th, 1867, and arriving at Liverpool on August 18th, and leaving Liverpool on September 7th, stopping at Queenstown, and arriving at Boston September 19th, 1867, and was then laid up. On June 3d, 1868, the "Ontario" and the "Erie," that had never made a voyage in the' line, were sold at public auction to Nathaniel Winsor, for |750,000. The misfortunes of this company had a discourag- ing effect upon those interested in the revival of American shipping in the transatlantic trade, but they met the same fate as the American lines that were occasionally running from New York at the same period. An apathy succeeded, and at last when a revival of business came, the Cunard line filled the service. About 1870 both of these vessels were sold to the New York and Brazil S. S. Co. to run in Garrison's line to Brazil and the West Indies. The "Erie" was totally destroyed by fire on January 1st, 1873, while on a voyage to New York, when 90 miles north of Pernambuco. No lives lost. The "Ontario" was laying up at Boston a few years later. There was an effort made as early as 1855 among the mer- chants of Boston to organize a company to establish a line of steamships from Boston to Europe, and it even took shape in the organization of a company, named the Boston & European S. S. Co., with a capital stock of $1,500,000. The members of the company included R. B. Forbes, G. B. Upton, Enoch Train, W. F. Weld, J. B. Bradlee, Donald McKay, Edward S. Tobey, Israel Whitney, F. W. Thayer, and about thirty others. There were no active operations taken toward building vessels at the time, but it went so far that models of vessels about 320 feet long were prepared. It is altogether probable that a more thorough investigation of the prospects for a new line, BOSTON", MASS. 405 both from the European side as well as this side of the Atlan- tic, put a damper on the enterprise. The treatment received at this period by the Collins line from the Congress, no doubt, had also its influence to defer operations. The first timber dry docks built in this country were those constructed in 1854, at East Boston, Mass., by J. E. Simpson, who held a patent upon them. The first was com- menced September 1st, 1853, and completed in May, 1854. This dock was 254 feet long inside of gates, 70 feet wide at the top, and 50 feet at the bottom. The second dock was started in April, 1855, and was finished in 80 days from commence- ment. This was 165 feet long, 46 feet wide, and 20 feet deep. Two large centrifugal pumps were so arranged at to pump from either dock at pleasure. CHAPTER VIII. OCEAN STEAMSHIPS. HE first steamship to cross the Atlantic Ocean was the "Savannah," built by Francis Fickett, in 1818, at New York City. She was originally con- structed as a sailing packet for New York and Havre line, but Capt. Moses Rogers, who had been employed by both Fulton and Stevens in commanding several of their early steamboats, induced Scarborough & Isaacs, a wealthy shipping firm in Savannah, Ga., to purchase the vessel and fit her with an engine and boiler. The vessel was about 100 feet long, 28 feet beam and 14 feet deep; was fitted with an inclined engine, built by Stephen Vail, of Speed- well, N. J., arid the boiler by Daniel Dod, of Elizabethtown, N. J. The water wheels were of wrought iron, with eight radial arms, and so constructed as to be folded up like a fan. They were 16 feet diameter with 8 buckets in each wheel. The wheel houses were an iron frame covered with canvas. The vessel carried the same complement of spars and sails as a sailing ship of that period. The whole cost of the vessel was about $50,000. On March 28th, 1819, the vessel made a trip to Savannah from New York, arriving at the former port April 6th, in 8 days 15 hours. The engine w r as operated only 41 y 2 hours during the trip. Shortly after she made a trip to Charleston, S. C., and returned to Savannah on May 1st. On May 24th, 1819, the vessel left the port after which she was named, under command of Capt. Moses Rogers, for Liver- pool, England, which port she reached on June 20th, making the voyage in 27 days, 80 hours of which the vessel was oper- ated under steam. The London Times of June 30th, 1819, said, "The 'Savannah,' a steam vessel, recently arrived at Liver- pool from America, the first vessel of the kind which ever crossed the Atlantic, was chased the whole day off the coast of Ireland bv the 'Kite,' revenue cruiser on the Cork station. OCEAN STEAMSHIPS. 407 which mistook her for a ship on fire." Left Liverpool July 23d, after remaining there a little over a month, for St. Petersburg, Russia, stopping at Stockholm and Cronstadt, where she ar- rived September 13th, having used her steam power 239 hours, or nearly 10 days out of 33 days while under way. On Sep- tember 29th she started on her return to the United States, stopping on the way at a few of the Baltic ports, and arrived at Savannah November 30th, after a very stormy passage. A few days after, the vessel left for New York, stopping at Wash- ington, D. C., on December 16th.' Shortly after her machinery was removed and sold to James P. Allaire, and the hull con- verted to a sailing vessel and run between New York and Savannah, Ga,, under command of Captain Holdridge until driven ashore in an east-northeast gale on November 5th, 1821, on Great South Beach, opposite Moriches, on the south shore of Long Island, while on a voyage from Savannah, where the vessel became a total loss. In all the authorities the loss of this vessel is given as 1822, nothing more definite than the year. That seems to have been a failing of the early writers, to omit the details in many cases. The steam cylinder of this engine was on exhibition at the Crystal Palace Fair in New York in 1856. The occasion of her failure as a steamship was the large amount of space occupied by the machinery and that required for the stowage of wood for fuel, thus leaving 'a small space for cargo. There have been a few attempts made to dispute the history of the "Savannah" as the pioneer ocean steamer of the Atlantic, and call it a fallacy. The latest of such endeavors was to bring forward a British steamer named "City of Kings- ton," as arriving here about 1814. When this was examined it was found there was such a steamer, but she did not arrive here until 1838, about the time of the "Sirius." There was a long period of time after the "Savannah" before another American steamship crossed the Atlantic Ocean, and during that period there had been much knowledge gained of steam navigation that was of service in constructing ocean steamers. There were two side-wheel steamers built in this country for the Spanish navy, in 1841, named at first the "Lion" and the "Eagle," but subsequently "Regent" and "Congress." They 408 OCEAN STEAMSHIPS. . were built by Jacob Bell, at New York, and were 154'x30'xl4'6, with side-lever engines by Novelty Works, having .cylinders 42"x4' 7". About the same time there was also built for the Russian navy the "Kamschatka," by Wm. H. Brown, at New York, being 219'x35'10x24'6, and fitted with one of Lighthall's half -beam engines, 62"xlO / , built by H. R. Dunham & Co. There was considerable discussion at this time in naval circles as to the different types of steamers for naval purposes, for the United States were then building the "Missouri" and the ''Mississippi" for the U. S. Navy, much larger vessels than those for the foreign navies. After the "Savannah" there was no steamship owned or run by an American company that navigated the Atlantic Ocean to a port in Europe until 1847, when the Ocean Steam Navigation Company of New York had two steamships con- structed by Westervelt & Mackay at New York, named "Wash- ington" and the "Herman." The directors of this company were C. H. Sand, Edward Mills, William Chamberlain, John A. Iselin, C. W. Faber, Horatio Allen, Mortimer Livingston and John L. Stephens. These vessels were constructed like heavy sailing vessels, but longer, and were simply long square- sterned three deckers, with one white streak along the sides and painted black at intervals for ports. They were bark rigged. Their construction was of heavy timber, in accordance with the rules then prevailing for sailing vessels. The "Wash- ington" was 230'x39'x31', and the "Herman" 235'x40'x31' deep. They had each two "side-lever" engines of 72"xlO' stroke, built by the Novelty Iron Works. During the first year they were the subject of several alterations, their boilers proving too small for their work, and their paddle wheels too large. These vessels run to Bremen, touching at Cowes, twice a month, the "Washington" being the pioneer, and leaving on her first voy- age June 1st, 1847. The "Herman" started on her first voyage March 21st, 1848. They run under a contract of the company to carry the U. S. mail, for which they received the sum of $200,000 per annum. The postage at this time from New York to Europe on letters was 24 cents for one half ounce or less, and 48 cents half an ounce to one ounce, and 15 cents every additional half ounce. Every newspaper and pamphlet 3 cents each. OCEAN STEAMSHIPS. 409 In 1857, when Congress refused to make an appropriation for the renewal of any of the foreign mail contracts, it com- pelled the withdrawal of the vessels from the service at the expiration of their contract. These vessels were subsequently sent to the Pacific Ocean. The "Washington" was broken up in 1863, and the "Herman" was lost on the coast of Japan February 13th, 1869. In the same year Charles H. Marshall & Co., owners of the Black Ball line of packet ships running from New York to Liverpool, had built for them, by William H. Webb, the steamship "United States," of 1904 tons. This vessel sailed en her first voyage in the spring of 1848 for Liverpool, and after making a few more voyages, and they not proving a success from a commercial point of view, the vessel was with- drawn, and in February, 1849, sold to the Prussian Govern- ment, and afterwards was again in the merchant service. In 1849, the New York and Havre Steam Navigation Com- pany obtained a contract from the United States Government to carry the mail between New York and Havre, stopping at Cowes, for which service they received the sum of f 150,000 per annum for a fortnightly service, and in that year had constructed for them, by Westervelt & Mackay, the "Franklin," whose hull was 263'x41'10x26', and in 1850, the "Humboldt," whose dimensions of hull were 292'x40'x27'. These vessels had each a pair of side-lever engines, built by the Novelty Works, the cylinders being 93"x8' stroke for the "Franklin," and of the "Humboldt," 95"x9'. The average passages of these vessels were, the Bremen line out of New York, 14 days and 9 hours, and to New York, 13 days 20 hours. The Havre line eastward, 12 days 10 hours, and westward, 12 days 16 hours. The "Franklin" and the "Humboldt" continued on the Havre service until they were lost, the "Humboldt" on De- cember 5th, 1853, in entering the harbor of Halifax, N. S., and the "Franklin," July 17th, 1854, was lost off Montauk Point, Long Island. The company chartered other vessels to continue the line until the "Arago" and the "Fulton" were built, in 1855. The "Arago" was constructed by J. A. Westervelt & Sons at New York, with the hull dimensions of 283'x39'3x24'6 ; had a pair of oscillating engines, built by the Novelty Iron Works, OCEAN STEAMSHIPS. 411 with cylinders 65"xlO' stroke. The "Fulton" was built by Smith & Dimon, of New York, whose hull dimensions were 280'5x42'x24'; also had a pair of oscillating engines of same size as those in the "Arago," but built by the Morgan Iron Works. These vessels were a great improvement on their predecessors of the line in every way, and continued the service to Havre until 1861, when they were withdrawn and chartered by the United States Government. The line was well man- aged and cared for in its operations, and received more Amer- ican patronage during its career than any other to the same ports. The next line of ocean steamships .to carry the American liag at the peak as an ensign of their nationality was the far- famed Collins line, which company was formed about 1847. Tlie corporate name of the company was "The New York and Liverpool IT. S. Mail S. S. Co.," and the trustees or board of directors were James Brown, E. K. Collins, W. S. Wetmore, Stewart Brown and Elisha Kiggs. The paid-in cash capital was $1,200,000. They had at first four vessels built for the service between New York and Liverpool the "Atlantic," in 1849, by William H. Brown, and the "Pacific," in the same year, by Brown & Bell, both of New York. The machinery for the "Atlantic" was constructed by the Novelty Iron Works, while that for the "Pacific" was constructed by the Allaire Works. In the next year two more vessels were built for the company, the "Arctic," and the "Baltic," the former by William H. Brown, and the latter by Brown & Bell. The machinery of the "Arctic" was built by the Novelty Iron Works, and that of the "Baltic" by the Allaire Works. The model for these vessels was made by George Steers, the designer of the yacht "America" of that period. The specifications for the building of these vessels called for the following dimensions for the hulls, viz. : Length of keel, 277 feet; length on main deck, 282 feet; depth under main deck, 24 feet; breadth of beam, 45 feet; frames, white oak and chestnut, double, 10 to 12 inches, and molded 20 to 21 inches, and spaced -30 to 36 inches, centre to centre. Outside plank of yellow pine 5 to 7 inches thick, and next to keel of white oak 9 inches thick and 15 inches wide. Main keelson of white oak, 32 inches by 34 inches deep; under engines, 22 inches in 412 OCEAN" STEAMSHIPS. width and 42 inches deep, of white oak and yellow pine. In construction there was a difference of 3 to 5 feet in the length of the vessels. The engine keelsons were found to be the weakest part of the structure. These vessels were each fitted with a pair of "side-lever'' engines, the "Arctic" and the "Baltic" having cylinders 96 inches diameter and 10 feet stroke, while the "Atlantic" and the "Pacific," that were the first built, had cylinders 95 inches by 9 feet stroke. The engines had balanced puppet steam and exhaust valves. Each vessel had also four vertical tubular boilers, with double row of furnaces, designed by John Faron, who was chief engineer of the line. These vessels cost com- plete, $2,944,000. They had large passenger accommodations, the cabins being large and roomy. The saloons were very elaborate in their finish, an extravagant sum having been expended upon the decorations in the saloons and cabins. The line started under a contract to carry the United States mail for $385,000 per annum, which was afterwards increased to $858,000 per annum, yet with this large subsidy, and a large share of the passenger travel and freight, it failed to be a paying line. The passenger travel they commanded on account of the superior accommodations offered and the repu- tation they had for quick passages. The expenses at the end of every return trip to New York for repairs to the engines and boilers, after the vessels had been running a short time, was very great. Large numbers of mechanics being sent from the Novelty Iron Works, who worked day and night until the repairs to the machinery were completed, that in some cases were but a few hours before the time of sailing, that had be- come necessary by the heavy strain that had been put on the machinery during the voyage. The rivalry existing with the Cunard line at this period to make the best time was so great as to cause them to make all possible endeavors to accomplish their object, which in the end was one of the causes of the failure of the company. Then the withdrawal of a large portion of the mail compensation was an important factor at a later date. The Collins line was not the only one to incur heavy expenses in repairs at the end of each voyage, for the Cunard line, after the Collins ships had shown their higher speed, and therefore their ability to lessen the time in crossing OCEAN STEAMSHIPS. 413 the Atlantic Ocean, began to wake up to the necessity for keeping pace, if possible, with their American rivals, and in their exertions to do so met with similar mishaps as occurred to the Collins steamers. Previous to the Collins line going into operation, the Cunard steamships were not driven for time, as there were no steam vessels running between New York and Great Britain that were able to make the time of the Cunard steamships. These vessels have been known to come into the port of New York during the period of the rivalry with their motive power in a very bad condition, but so careful were they to guard this from the knowledge of the American marine circles that it was almost impossible for a stranger to get near the engine room, never mind how plausible the excuse. More than one American engineer got there. In more than one instance the vessels have come into port totally disabled in one engine, so that they were compelled to return to the home port on the other side of the Atlantic Ocean with the power of but one engine. This could not always be hid from passengers with a knowledge of marine engines, as was found to be the case more than once. The Collins line met with but one serious accident to any of the vessels' machinery, and that was the breaking of the shaft of the "Atlantic" engines when a few days out. She made her way safely in return under sail. Respecting the relations of the Congress to the appropria- tions for the mail compensation paid the company, the facts would appear to be: After the company had operated the line for about two years, it was found that the expenses of driving their steamers on every voyage to reduce the time made by their rivals, was more expensive than their mail pay would make good; otherwise it was expensive business to be striving for "record time" every voyage. Bo the company, in 1852, made application to Congress to increase the amount for their carry- ing of the mail, and submitted the following figures to show that it was an unprofitable investment to those interested in the company. Average cost of each voyage $65,216.04 " receipts are 48,286.85 Loss $16,929.79 414 OCEAN STEAMSHIPS. This included repairs and insurance. They asked that the amount paid them be increased from $19,250 to $33,000 per voyage. That was reported on favorably, and the amount was included in the Deficiency bill for that year. The number of voyages was increased from 20 to 26 per year, thus making their receipts from that source $858,000. It was right after this that trouble commenced in Congress by attacks being made upon the company by certain interests in the halls of our National Legislature. It was not effective at first, but it gathered force in time, and by 1856 began to make itself felt. During the winter of 1854-55, the company submitted another statement of its affairs, showing as follows, viz.: Total receipts for passengers and freights $4,460,857.38 Mail pay received from United States 3,^13,966.00 Total receipts $7,874,823.38 Total disbursements 7,207,291.91 $667,531.47 To offset which : Loss of the "Arctic" $255,000.00 Depreciation on investment 258,000.00 Interest upon capital, 7^ 408,000.00 $921,000.00 In 1857 Congress cut down the appropriation to the ori- ginal sum per voyage of $19,250, and limiting the number of voyages to eighteen per annum, thus making the yearly sum $346,500. It is certain, if the company could not pay expenses when the vessels were new with a mail pay of $19,250 per voyage, they would find it more difficult when the vessels were five years old, and requiring more extensive repairs, on a mail pay of the same amount. During the next year in Congress, or beginning the winter of 1857, the subject came before them again in the annual appropriation bill, and it was placed at the same amount as for the previous fiscal year. At this period it should be remembered that the feeling existing be- OCEAN STEAMSHIPS. 415 tween the Northern and Southern States were very much strained politically, caused by the agitation for some time in Congress of the question of slavery in the territories, and the further question of the tariff, that had united the members from the Southern and Western States advocating those in- terests, and they being in a majority in the House and Senate, had it in their power to cut down all appropriations that were, as they considered, inimical to those interests. While they did not terminate the contract, they refused to appropriate a sufficient amount for its profitable prosecution.* It was under these circumstances that the Collins line withdrew their steam- ships from the service. They were virtually "frozen out" by Congress. The "Baltic" made the last voyage sailing from New York on January 16th, 1858. The hulls of these vessels were certainly well constructed, and the engines well proportioned in their several parts, and constructed, to have stood being continuously "under the whip" for so many years. * An incident regarding this line of steamships and the subsidy was thus related to the author by one who held at the time an im- portant appointment at Washington, who was informed by one of the principals in the affair of the facts at the time. "At the time of the loss of the 'San Francisco,' in December, 1853, while under the command of Capt. James T. Watkins, there were on board as passengers about two hundred officers and soldiers of the regular army who were destined for the Pacific coast. All on board were saved by two sailing vessels, one going to England and the other to a port in the United States. On board the former was a large company of the soldiers, who were finally conveyed to Liverpool, in company with the captain of the 'San Francisco.' On account of the anomalous position in which they were placed, or for other cause, the officers commanding these troops were very anxious to return to the United States at the earliest possible moment. With this view, Captain Watkins called upon the agent of the Collins line at Liverpool and asked his attention to the peculiar position in which these soldiers were placed a company of the regular troops on British soil in times of peace and begged him to make immediate provision for their de- parture to the United States by the next steamer sailing. This he was unable or unwilling to do. Capt. Watkins then went to London and laid the matter before the Hon. James Buchanan, at that time the American Minister to England, who was much disturbed at the refusal to take on board these shipwrecked United States troops, when, as told, these very steamships were running under a heavy subsidy from the United States government for carrying the mail. These troops were taken on board a succeeding American steamship, but the American Minister expressed the greatest indignation at the course pursued by the foreign managers of the line in this affair, and declared that he would, on his return to the United States, advise a cutting down of the mail pay of this line. Mr. Buchanan shortly after his return to this country was elected to be President of the United States." 416 OCEAN STEAMSHIPS. To show the sectional feeling existing at this time in Congress, the following is an extract from a speech made by a member in the United States Senate, at a time the measure was under discussion, viz : 'It concentrates the goods at what- ever point you bring the steamers, and that is another objection I have. You now run all your lines of steamers from New York, except a little one from Cuba to Charleston. It cheapens freights at New York, even among themselves; it concentrates there, injuriously to the rest of the country. If you pay a hundred ships from every point where you have freight, to bring goods in for nothing to New York, you will effectually violate the provision of the Constitution that forbids you from discriminating in favor of one port. You do, by running steamers out of New York, cheapen freights to that particular point, and give it an advantage over every other point in the country. They understand it; and therefore I do not wonder that those who are not mindful of the great principle of right, those who consider that the supremest good is to benefit them- selves at the cost of everybody else, worship this principle of monopoly. ... I trust the policy you have half inaugu- rated of giving no more subsidies to these people, but granting tLo letter postages to anybody that will bring the mails, leaving them to rely on the postages- alone, will be carried out." In the appropriation bill for the same year was a provision that was the first of its kind after the mail steamers were established in "appropriation of the mail compensations to our foreign lines, of authorizing the payment of sea and inland postage to American vessels, and sea postage only if by a foreign vessel; but preference to be given to an American vessel." The first disaster that the fleet of the company met with was the loss of the "Arctic," on September 27th, 1854, the vessel being sunk by a collision with the French propeller "Vesta" when 40 miles off Cape Race, whereby 307 lives were lost, while on the voyage from Liverpool to New York. The "Atlantic" broke her shaft when nine days out from Liverpool, on January 6th, 1851. With heavy seas and head winds, tried to make port at Halifax and, being unsuccessful, tried Bermuda, but was forced at last to head for Cork, Ireland, where she arrived January 22d. Repairs were made at Liver- OCEAN STEAMSHIPS. 417 pool. Then, in just about two years after the loss of the "Arctic," the "Pacific," which sailed from Liverpool for New 7 York on September 23d, 1856, with a total of 288 persons on board of passengers and crew, was never heard from after sailing. This loss of the "Arctic" was evidently one of the results of the endeavors to make fast time. The collision took place at about noon, in a very dense fog, and while they were going under a speed of, it was estimated by those on board, 13 miles an hour, and without any fog signals being used to warn other vessels of their situation. This driving ahead at such a speed under conditions similar to this case was deemed extremely hazardous by some of the captains of the line, and one who was thought to be a very prudent commander is known to have said that he has been in the wheel-house of his vessel with the bell pull in his hand, and has trembled for the safety of his vessel and passengers, for he was aware of the great risk he run in dashing ahead at such a rate of speed in a fog, but it was necessarj- that time be made. After the loss of the "Arctic," as one of the chartered ves- sels, the "Nashville,"'' that belonged to the New York and Charleston line, made one voyage in the Collins line, leaving New York in March, 1855 ; time, 12 days. The return voyage was made in 16 days, having heavy westerly gales. Between the loss of the "Arctic" and the "Pacific" the company had started the building of the "Antarctic," or, as afterwards named, the "Adriatic." This vessel was originally completed in 1856, but on account of changes made in the steam valves and valve gear to the engines, the vessel was not ready for service until the summer of 1857. These were the largest marine engines of that type built in this country to that date. The hull of this vessel was built by George Steers, at New York City. The dimensions were: length over all, 351 feet 8 inches; length on load line, 343 feet 10 inches; breadth of beam, molded, 48 feet 8 inches; depth of hold to spar deck, 33 feet 2 inches; draft of water when light, 17 feet 1% inches; frame molded 22 inches, sides 13 inches and 16 inches, and apart at centres 33 inches and 36 inches; hull strapped with diagonally and double-laid iron straps 5 inches by 7 / s indies. The vessel was fitted with two oscillating en- 418 OCEAN STEAMSHIPS. gines, by the Novelty Iron Works, each having cylinders of 100 inches diameter by 12 feet stroke; main shaft, 26% inches diameter, forged at Beading, Pa. There were also two Pirr- son's surface condensers. Silver's patent marine engine gov- ernor was fitted to the engines of this vessel, as well as to the other vessels of the line. The surface condensers and the governors were both American inventions. There were eight Martin's vertical tubular boilers, same tpye as in the other vessels, for a working pressure of steam of 25 Ibs. to the square inch. Consumption of fuel was 90 to 95 tons every 24 hours. The other steamships of the line consumed from 75 to 85 tons per day. The water-wheels were 40 feet diameter with 32 buckets 12 feet long by 36 inches deep. Two smoke chimneys, each 40 feet high by 7 feet diameter, and standing fore and aft. This vessel made but one voyage to Liverpool in the Collins line, leaving New York November 21st, 1857, and making it in 11 days and 2 hours, but 27 hours of this time the vessel lay to on account of hot journals and other causes. Alter the line had been closed out, in 1858, the vessel was laid up until April, 1860, when the North Atlantic S. S. Co., the new owners, placed her on the line from New York to Southampton and Havre, where she did service until March, 1861. During this period there were three American lines to Havre, and none of them with a mail contract with the United States government: the "Fulton'-* and the "Arago," in Living- ston's line; the "Vanderbilt" and the "Illinois,'* in Vanderbilt's line, and the "Adriatic." Just previous to her withdrawal from the Havre line, the vessel passed into the possession of the Lever line. New York and Gal way, and under the British flag. Before the "Adriatic" was accepted for the British mail service, she was given an official trial in March, 1861, and made four runs on a measured mile, with the following results: 1st run 4 min. 31 sec., or 13.284 knots per hour. 2d run 3 " 18 " " 18.18 " 3d run 4 " 20 " " 13.846 " " u 4th run 3 " 21 " " 17.910 " " " Mean speed of 15.908 knots per hour. Revolutions of engines, 17 to 18 per minute. Pressure of steam, 25 Ibs. OCEAK STEAMSHIPS. 419 Draft of water forward, 17 feet 2 inches. Draft of water aft, 18 feet 10 inches. Surface condensers. After the withdrawal of the vessels from the Liverpool service in January, 1858, trouble for the company commenced. They were not the only business enterprise at that time in the country in financial straits, as the business community was but just beginning to recover their senses after the panic in the Fall of 1857. The vessels were seized for debt and sold by the sheriff, on April 1st, 1858, for f 50,000, subject to claims amounting to $657,000 some of which were disputed by the company to Dudley B. Fuller, who represented the former owners. The vessels were unemployed for a period of over a year, having in that time been overhauled, but in September, 1859, the "Baltic" and the "Atlantic" were put to service on "the New York and Aspinwall route, where there was already plenty of excitement. There always appears to have been plenty of that commodity along any path where Commodore Vanderbilt was interested. They run to the Isthmus until March, I860, and for a year had little if any employment until the outbreak of the Civil War, when they were chartered by the North Atlantic S. S. Co. to the Quartermaster's Bureau of the War Department at once, and were kept under charter until near the close of the conflict. The "Atlantic" was broken up in September, 1871, in Cold Spring Harbor, New York, for the old metal in her. The "Baltic" was sold about 1870 to Boston, ,Mass., parties. w r ho removed her machinery and used her as a sailing vessel. About 1880 this vessel was also broken up, which removed from usefulness the last of that famous but unfortunate fleet of the Collins line. A few of the quick voyages of these vessels would include the D.H.M. "Pacific," May, 1851, N. Y. to Liverpool . . 9.20.16. 73 tons coal. "Atlantic," July, 1852, N. Y. to Liverpool . 10.00.15. 78 " "Baltic," Aug., 1852, Liverpool to N. Y. . . 9.13.00. "Arctic," Feb'y, 1853, N.Y. to Liverpool . 9.17.12. 82 "Baltic," Sept.. 1857, N.Y. to Liverpool.. 9.23.00. 420 OCEAN STEAMSHIPS. The following is a description of the appearance of the "Atlantic," from a British point of view, on her first arrival at Liverpool: "The steamer's appearance is not prepossessing; she is undoubtedly clumsy. The three masts are low, the funnel is short and dumpy, there is no bowsprit, and her sides are painted black, relieved only by one long streak of dark red. Her length between perpendiculars, that is, the length of her keel, is 276 feet; breadth, exclusive of paddle boxes, 45 feet; thus keeping up the proportions as old as Noah's ark of six of length to one of breadth. The stern is rounded, having in the centre the American eagle clasping the starred and striped shield, but no other device. The figure-head is of colossal proportions, intended, some say, for Neptune; others say that it is the old Triton blowing his wreathed horn, so lovingly described by Wordsworth; and some wags assert that it is the proprietor of the ship blowing his own trumpet. The huge bulk of the ' Atlantic' was more perceptible by contrast with the steamer none of the smallest that was now along- side, for, though the latter was large enough to accommodate about four hundred people on deck, yet its funnel scarcely reached as high as the bulwarks of the ' Atlantic.' The diam- eter of the paddle-wheels is 30 feet, and the floats, many of which, split and broken, were lying about in the water, are nearly 15 feet long. "Like all the other Atlantic steamers, the run of -the deck is almost a straight line. Around the funnel, and between the paddle boxes is a long wooden house, and another is placed at the stern. These contain the staterooms of the captain and officers; and in a cluster are to be found the kitchen, the pastry room, and the barber shop. The two former are like similar establishments replete with every convenience, having even a French maitre de cuisine. But the latter is very unique. It is fitted up with all necessary apparatus with glass cases containing perfumery, etc.; and in the centre is the barber's chair. This is a comfortable, well-stuffed seat, with an in- clined back. In front is a stuffed trestle on which to rest feet and legs; and behind is a little stuffed apparatus, like a crutch, on which to rest the head. These are movable, so as to suit people of all sizes; and in this comfortable horizontal position the passenger lies, and his beard is taken off in a OCEAN STEAMSHIPS. 421 twinkling, let the Atlantic waves roll as they may. The house at the stern contains a smoking room and a small compart- ment, completely sheltered from the weather, for the steers- man. The smoking-room communicates with the cabin below, so that, after dinner, those passengers so disposed may, with- out the least exposure to the weather or annoyance to their neighbors, enjoy the weed of old Virginia in perfection. This smoking-room is the principal prospect of the man at the helm, who, however, has to steer according to his signals. Before him is a painted intimation that one bell means "port" and two bells "starboard": a like intimation appears on the large bell in the bow of the ship; and, according to the striking of the bell, so must he steer. "Proceeding below, we come to the great saloon, 67 feet long, and the dining saloon, 60 feet long, each being 20 feet broad, and divided from each other by the steward's pantry. This pantry is more like a silversmith's shop, the sides being lined with glass cases stored with beautifully burnished plate. Crockery of every description, well secured, is seen in great quantities, and the neatness of arrangement shows that the gilded inscription full in sight of every visitor "A place for everything, and everything in its place" has been reduced to practice. Above the tables in the dining saloon are suspended racks, cut to receive decanters, glasses, etc., so that they can be immediately placed on the table without the risk attendant on carrying them from place to place. The two saloons are fitted up in a very superior manner; rose, satin and olive are the principal woods that have been used, and some of the tables are of beautifully variegated marble, with metal sup- porters. The carpets are very rich, and the coverings of the sofas, chairs, etc., are of the same superior quality. The panels around the saloons contain beautifully finished em- blems of each of the States of the Union, and . a few other devices that savor very strongly of republicanism. For example, a young and beautiful figure, all radiant with health and energy, wearing a cap of liberty, and waving a drawn sword, is represented trampling on a feudal prince, from whose head a crown has rolled in the dust. The cabin windows are of beautifully painted glass, embellished with the arms of New York and other cities in the States. Large circular glass 422 OCEAN STEAMSHIPS. ventilators, reaching from the deck to the lower saloon, are also richly ornamented, while handsome mirrors multiply all this splendor. The general effect is of chasteness and a certain kind of solidity. There is not much gilding, the colors used are not gaudy, and there is a degree of elegant comfort about the saloons that is sometimes wanting amid splendid fittings. There is a ladies' drawing-room near the chief saloon, full of every luxury. The berths are about 150 in number, leading out as usual from the saloons. The most novel feature about them is the wedding berths, wider and more handsomely furnished than the others, intended for such newly married couples as wish to spend the first fortnight of the honeymoon on the Atlantic. Such berths are, it seems, always to be found on board the principal river steamers in America, but are as yet unknown on this side of the water. Each berth had a bell-rope communicating with a patented machine called the "Annunciator." This is a circular plate, about the size of the face of an eight-day clock, covered with numbers corresponding with those of the staterooms. Each number is concealed by a semi-circular plate, which is removed or turned around as soon as the rope is pulled in the state- room with the corresponding number. A bell is at the same time struck to call the attention of the stewards, who then replace the plate in its former position and attend to the summons. "The machinery which propels the ship consists of two engines, each of 500 horse-pow r er, the engines of the old line being also two in number but only about 400 horse-power each. Such cylinders, and shafts, and pistons, and beams are, I believe, unrivalled in the world. There are four boilers, each heated by eight furnaces, in two rows of four each. The consumption of coal is about 50 tons every 24 hours, 'and that,' said one of the engineers, 'is walking pretty fast into a coal mine, I guess.' According to the calculations of the very wise men who predicted the failure of Atlantic steam navigation, such a vessel as the 'Atlantic' ought to carry 3,700 tons of coal; but it will be seen that one-fourth of that quantity is more than enough, even making allowance for extra stores to provide against accidents. In the engine-room is a long box with five compartments, each communicating with a wire OCEAN STEAMSHIPS. 483 fastened like a bell-pull to the side of the paddle box. The handles are marked, respectively, "Ahead," "Slow," "Fast," "Back," and "Hook on," and whenever one is pulled, a printed card with the corresponding signal appears in the box opposite the engineer, who has to act accordingly. There is thus no noise of human voices on board this ship: the helmsman steers by his bells, the engineer works by the telegraph, and the steward waits by the annunciator. "Some traces of national habits struck me very much. Even in the finest saloon there are in places where they would be least expected, handsome spittoons the upper part fash- ioned like a shell and painted a sea green or sky blue color thus giving ample facility for indulging in that practice of spitting of which Americans are so fond. "Upon the whole, this Atlantic steamer is really worthy of the great country from which she came. If in shape and general appearance she is inferior to the old vessels, she is decidedly equal, if not superior, to them in machinery and fittings. Her powers as regards speed have, of course, yet to be tried. One voyage is no test, nor even a series of voyages during the summer months; she must cross and re-^ross at least for a year before any just comparison can be instituted." During the height of the rivalry between the Collins and the Cunard lines, there appeared a letter in a London paper which was copied very extensively at the time into the English journals. It was very apparent how anxiously some English interests desired the impression to prevail that the Americans were copyists, and that for the signal triumph of their ocean steamers they were indebted to British genius and skill. This letter met the eye of James Brown, Esq., President of the Collins line, who brought it to the notice of Stillman, Allen & Co., of the Novelty Iron Works, whose reply is annexed and speaks for itself: " BRITISH AND AMERICAN STEAMERS. "In your number of the 4th inst, you quoted an extract from an American paper, in which it is stated that improve- ments made in the steam engine by Americans have been adopted in building the last fast boats of the Cunard line, and that in the extra fast boats of the same line now in course 424 OCEAN" STEAMSHIPS. of construction, 'they are to go the whole figure, and fashion the engines entirely after the most approved American models.' By giving currency, as you have done, on this and other recent occasions, without comment, to the overweening estimates which the Americans form of their own superiority, you appear to me, Mr. Editor, to do much towards weakening the well-founded confidence which has hitherto been entertained in the perfection of British machinery, thereby injuring British interests, particularly with reference to the demands for engines from foreigners. "It is time, therefore, that the real facts of the case respecting the manufacture of the engines on board the Collins American line of steamers (the vessels more immediately alluded to in the American newspaper) should be made known, which I now do, from undoubted authority, and as regards some of the particulars, from my own knowledge, and which are as follows: "The United States Government, perceiving the failure of all attempts that had been made to establish an American line of Atlantic steamers which should compete, in point of speed and efficiency, with the Cunard line, and deeming it of the greatest national importance that this inferiority should no longer continue, subsidized with a large annual subvention Collins line (besides, it is believed, giving pecuniary aid in some shape or other, towards the construction of the vessels), OR condition that no expense should be spared in obtaining the most perfect and efficient engines that could be construct- ed; and as there was at that time (although it is only two years ago) no manufacturer in the United States who could make engines fulfilling these conditions, the contractors for the American line turned their views towards the Clyde, and obtained permission from the proprietors of the Cunard line to take mouldings or castings of every part, even to the min- utest particular, of the engines constructed by Napier, of Glasgow, on board the largest of their vessels; and in order that nothing might be wanting to make the engines equal to those in the Cunard steamers, the contractors imported men from the manufactories on the Clyde, for the purpose of making the engines in New York, so that they might be of national or American fabric. OCEAN STEAMSHIPS. 425 "As, therefore, the last constructed and fastest of the American ocean-going steamers are made entirely after the British model, and by Britishers, you will perceive, Mr. Editor, how likely it is that the Cunard vessels now in course of construction are to be fitted with engines made after the American model. "Where, indeed, have the Americans anything better to show than the engines on board the Collins line, which are made after the British model? "BRITANNICUS." Stillman, Allen & Co., of the Novelty Iron Works, having constructed the engines for the "Atlantic" and the "Arctic," replied to the misstatements in this letter through James Brown, President of the Collins line, in the following manner: "JAMES BROWN, ESQ. "DEAR SIR, I enclose the piece cut from Galignani's Messenger. It is quoted from the London Builder, and it is strange, indeed, that misrepresentations so utterly without foundation should find a place in any journal of any respecta- bility. "The writer says, as 'from undoubted authority, and as regards some particulars from his own knowledge/ that 'the contractors of the American line obtained permission from the proprietors of the Cunard line to take mouldings or castings of every part, even to the minutest particular, of the engines constructed by Napier, of Glasgow, on board the largest of their vessels/ "It does not seem to have occurred to the author of this remarkable assertion, whether it was very probable that the proprietors of the Cunard line would feel disposed to render any such aid to a rival company, nor does he explain by what mechanical process the ignorant Yankees were able 'to take mouldings or castings of every part, even to the minutest details of engines/ on board of a vessel. "How utterly without foundation this assertion is, any may see who will barely look at the two sets of engines; even a casual glance is enough to show their utter dissimilarity throughout, in plan and in detail; not one piece of one is like one piece of the other; and on this point the engines speak 426 OCEAN STEAMSHIP^. for themselves. They dift'er about as much as two sets of side-lever engines can differ. "But according to this writer, the possession of all the mouldings or castings was not enough, and therefore (he goes on to say) 'in order that nothing might be wanting to make the engines equal to those in the Cunard steamers, the con- tractors imported men from the manufactories on the Clyde, for the purpose of making the engines in New York.' "A few facts will show the grossness of this misrepre- sentation, and exhibit the purely American character of the engines we built for your company. "Of the proprietors of our concern, every one is a native of the United States, and acquired here whatever mechanical skill or knowledge he possesses. "Of our foremen, every man (with one exception) was born in the United States, learned his trade in this country, and whatever they have done in connection with the marine engines, has been at our works. The one exception referred tc has been .employed at our works for the last nineteen years, and never did any work for marine engines in any other place. "The draughtsmen who made the drawings are our pupils, and acquired all the knowledge and experience they have in connection with steam engines in our drawing room. The men who superintended the setting of the engines are also natives of the United States, were once our apprentices, and acquired at our works whatever skill and experience they have. "No man was ever imported from the manufactories of the Clyde, or from any other quarter, with reference to those engines, and neither in the preparation of the plans, nor in the construction of the work, did we ever receive any assist- ance, direct or indirect, from any engineer on the banks of the Clyde, or from any other part of Great Britain. "In short, the engines were made of American iron, forged and melted with American coal; they were planned by American heads, and 'put together by American hands. In plan and many important features, they differ, not merely from the Cunard engines, but also from any ever built on the other side of the Atlantic, and we are happy to find that their 6CEAN STEAMSHIPS. excellence is so far acknowledged as to render our English friends anxious to claim the credit of having produced them. ''Respectfully yours, "STILLMAN, ALLEN & Co., "New York, Dec. 23d, 1851." " Novelty Iron Works ' There never appeared in the public journals any denial to these statements in the letter of "Britannicus," on the part of the proprietors of the Allaire Works, who constructed the engines for the "Pacific" and the "Baltic," but Mr. Chas. W. Copeland, who was the consulting and superintending engineer of these works at the time of the building of the engines for these vessels, has denied to the author of this work, in decided terms, the broad assertions made in the English journal, and said that many of the drawings of the principal parts of these engines were made by his own hands, and that he neither received nor asked for any advice or suggestions from any engineer from the Clyde or other part of Great Britain, in the designing of these engines, and that they were the work of American engineers in design and con- struction. And the material of which they were made was of domestic manufacture throughout the whole list. The first American screw steamships to cross the Atlantic Were the "Pioneer," from New York to Liverpool, in October, 1851, and the "City of Pittsburg," from Philadelphia. to Liver- pool, in December, 1851, for the Philadelphia, New York and Liverpool Co., or, as afterwards known, the Tnman line. This was but a few months after the line had begun operations. The "Pioneer" made but two voyages across to Europe, and the "City of Pittsburg" not many more, for during the next year they were in service on the Pacific Ocean during the gold excitement. The dimensions of the "Pioneer's" hull were 230'x42'x31', while the"City of Pittsburgh" were 245'x38'x33'. Each vessel was fitted with a pair of vertical direct-acting Trunk engines, having cylinders 84"x51", with a propeller 16 feet in diameter. The vessels were far from being a success, their engines proving very expensive to run and costly in repairs. In 1853 the steamship "Ericcson" was built at New York by a few New York capitalists, to test the principle of using OCEAN STEAMSHIPS. 439 hot: air instead of steam as a motive power. She made a trial trip to Washington during the following winter, when she developed an average speed of 8 miles per hour upon a con- sumption of 5 tons of coal, in 24 hours. This speed not being sufficient to compete with fast steamers, the capitalists were not willing to invest in the enterprise for any further experi- ments; so these engines were removed and a steam engine and boilers w r ere erected in their place, after which the vessel did creditable service in the Collins line for one year, then in the Bremen line, and was used as a transport during the Rebellion. She was subsequently sold to parties in Boston, after her motive power had been removed, and was fitted as a sailing vessel for the East India trade. In February, 1855, Commodore Vanderbilt made a propo- sal to the Post Office Department to run a semi-monthly line between New York and Liverpool, to alternate with the Collins line, and asked $15,000 a trip if he might confine his steamers to the average speed of the Cunard line, or $19,250, if they were expected to make as good time as the Collins steamships had made; the contract to be for five years. Congress refused the proposal after considerable discussion on the subject. During this year Vanderbilt placed the "North Star," a vessel built in 1852, of 2,800 tons, and known as his yacht, with the "Ariel/ 7 then a new vessel of about 2,000 tons, on the route to Southampton and Havre, and again proposed to make a mail contract with the United States Government, his proposal being $16,680 a voyage, the same compensation as paid by Great Britain to the Cunard line, but he was again unsuccess- ful. These two vessels run until November of that year, when withdrawn for the season. In 1856 he run the "North Star" on the Bremen route, for two voyages only. During 1857 the "Vanderbilt," the "Ariel/- and the "North Star" were running to Southampton and Bremen until December of that year. It had been found by this time that ocean steamers fitted with the beam engine were not so well adapted for the heavy weather of the North Atlantic as those with their engines more concentrated in the hold of the vessel. The "Vanderbilt" was constructed in 1856, by Jeremiah Siinonson, at New York. Her dimensions were: Length on deck, 331 feet; beam, 37 feet 6 inches, and depth of hold, 24 430 OCEAN STEAMSHIPS. feet 6 inches; loaded draught, 19 feet 6 inches. Frames 21 inches and sided 15 inches, and 32 inches from centres, and braced with iron straps 5 inches by %-inch double. There were four water-tight compartments. The vessel was fitted with two vertical beam engines, having cylinders of 90 inches diam- eter and 12 feet stroke each, built by the Allaire Works; with four return tubular boilers, and two smoke chimnies, 40 feet high and 8 feet 8 inches diameter each. The water-wheels" were 41 feet diameter and 10 feet face. In the latter part of 1857 the "Washington" and the "Herman" were withdrawn from the European trade. In 1858 Vanderbilt run the "Ariel," and for a short time the "North Star" to Southampton and Bremen until November, and the "Vanderbilt" and the "North Star" from April until November to Havre and Southampton. None of these vessels run during the Winter and Spring of '59, until the following May, when the "Vanderbilt," the "Ariel," and the "Ocean Queen," the latter about as large as the "Vanderbilt," but with less power, run to Havre until the winter months. The "North Star" had been transferred to the New York and Aspinwall route, w T ith the "Northern Light" as a consort, as there was plenty of opposition again among the California lines. The "Washington" w r as now running to Nicaragua, connecting with the "Herman" on the Pacific side. During 1860 the "Vander- bilt" and the "Illinois," the latter built by George Law for the mail line to Aspinwall, in 1851, run to Havre until November, having as an opposition the "Adriatic," while the "Fulton" and the "Arago" had been running during every month in the year all these years, being well patronized by the American traveling public. The last voyage of the steamers of this line was made by the "Arago," leaving New York March 30th, 1861. The "Vanderbilt" was chartered by the government as a transport for three months in 1861, at f 2,000 per day, and in March, 1862, was made a present to the United States gov- ernment through the President, at a time when they were in need of staunch and fast sea-going steamers. Her deck houses were removed, and guns placed on board, and especially pre- pared with the purpose of running down the "Merriniac," but the "Monitor" finished up that duty without any aid in the OCEAN STEAMSHIPS. 431 destruction of the vessel. The "Vanderbilt" subsequently did good and effective service during the Kebellion searching for Confederate privateers, having been transferred from the War Department to the Navy Department, in September, 1862. At the close of the conflict the vessel was ordered to the North Pacific squadron, where she was employed until 1868, and from which time she was laid up at the Mare Island Navy Yard. In December, 1872, she was appraised at $84,800, and sold to George Howes, April 18th, 1873, for |42,000, who, having removed her machinery, converted the hull into a sailing vessel under the name of the "Three Brothers." The larger number of Commodore Vanderbilt's steam- ships if not all were afterwards sold to the Atlantic Mail Steamship Co., that made such a splurge for a few years and then went by the board. All of his ocean-going vessels had beam engines, some single and some double engines. It was thought when the "Vanderbilt" was a new vessel that it was the fastest ocean steamship running from the port of New York; there was certainly plenty of power in the vessel. Commodore Vanderbilt received in mail pay of sea and inland postages to Bremen in the fiscal year of 1858, and to Havre in 1859, 1860 and 1861, the sum of three hundred and sixty thousand seven hundred and thirty and 48 / 100 dollars (1360,730.48). No merchant steamship under the American flag again crossed the Atlantic Ocean until 1866, when Ruger Bros, and associates, of New York, composed of W. H. Webb, E. W. Barstow T , and others, started the North American Lloyds, which company purchased the steamships "Atlantic," the "Baltic," and the "Western Metropolis," and at times char- tered the "Ericcson," the "Merrimac," the "Mississippi" and the "Northern Light," running them between New York and Bremen, touching at Southampton both ways. This enter- prise proved a failure. In 1867 Ruger Bros., with other associates, formed the New York and Bremen Steamship Com- pany. The "Atlantic," the "Baltic," and the "Western Met- ropolis" were placed in service, with the "Northern Light" as a chartered vessel, and these four steamships run between New York and Bremen, but with no better results than attend- ed the other company. In 1868 Ruger Bros, chartered the 432 OCEAN" STEAMSHIPS. "Arago," the "Ariel," the "Circassian/' the "Northern Light," and the "Quaker City," and run them to Bremen, via South- ampton and Havre, but they proving to be expensive vessels to run large consumers of fuel for the power the line was withdrawn, and the trade left in the hands of the North German Lloyds. In 1869 Ruger Bros, chartered the "Ariel," "Fulton," the "Guiding Star," the "Northern Light," and "Santiago de Cuba," placing them on the route between New York and Stettin, Copenhagen and Christiansand for one trip each, and met with but very indifferent success. Next year they chartered the "Ocean Queen" and the "Rising Star," and run them for one trip only. This voyage of the "Rising Star" was the -last under the American flag until the formation of the American line, in 1871. In 1871 the Pennsylvania R. R. Co., desirous of increasing the import business coming to their railroad, was the means of the formation of the American line of that year. The com- pany was organized with a capital of $2,500,000, and a contract \vas made with the Cramp Shipbuilding Company for the con- struction of four first-class iron steamships of 3,000 tons each, and to have an average speed of thirteen knots an hour. The steamers were intended to carry the mails and conduct a gen- eral freight and passenger business between Philadelphia and Liverpool, calling at Queenstown. The "Pennsylvania," the pioneer vessel of the line, was launched in August, 1872, and made her first voyage in May of 1873. The "Ohio," the "Indiana," and the "Illinois" followed at regular intervals. They were 360 feet long, 42 feet beam, and 33 feet depth of hold. As respecting the speed of the vessels, their time com- pared very favorably with the best voyages at that time. It was in the "Indiana" that General Grant, on May 17th, 1877, took his departure from Philadelphia on starting upon his trip around the world. Average time, American line, Cape Henlopen to Queens- town, during 1875, '76, '77 and '78 were: Eastward. D.H.M. Westward. D. H. M. 1875 9.15.26 1875 10.21.38 1876 9.08.48 1876 10.10.11 1877. 9.11.53 1877. . . . 10.03.02 1878.. . 9.10.48 1878.. .10.03.41 OCEAN STEAMSHIPS. 433 In 1884 the steamers of this line ceased running as an American line, having passed into the hands of the Interna- tional Navigation Co., incorporated in May, 1871, by the State of Pennsylvania, or Red Star Line, which absorbed the Inman line in 1886, that had run between New York and Liverpool since 1856. The present American line is the result of an Act of Congress of May 10th, 1892, providing, with other conditions, that certain foreign-built steamships should receive American register, on condition that steamships of corresponding ton- nage were built in the United States. This led to the "City of Paris" and the "City of New York" receiving American registers in 1893, and their names were then abbreviated to "Paris" and "New York." Contracts were made with the William Cramp S. & E. Bldg. Co. for two steamships as pro- vided for in the Act of Congress referred to, and in 1894 the "St. Louis" w r as launched, and in the following year the "St. Paul" was launched. These vessels had the first quad- ruple expansion engines built in the United States for the Atlantic service. As the Red Star line, the company have a large fleet of steamships of foreign construction, mainly running to Antwerp. The "Paris," while on a voyage from Southampton, Eng- land, to New York, on the morning of May 21st, 1899, run ashore at Lowland Point. No lives were lost nor personal injury caused by the accident. The vessel remained in that position until July llth, when taken to Milford, via Fal- mouth, and arrived at the former port July 15th, and was there placed in dry dock August 23d. A few months later, after being temporarily repaired, the vessel was towed to Belfast, Ireland, at the works of Harland & Wolff, where the hull was rebuilt and mostly new engines and boilers fitted in the vessel. The shape of the vessel was so altered in rebuilding as to include the main shafts of the twin-screw engines inside the hull for the greater portion of their length. Her name was then changed to "Philadelphia," and she was placed in com- mission in the latter part of 1901. The "New York" has been in the dry dock at Brooklyn, N. Y., since the fall of 1901, for several months, with the same rebuilding of the after part of the hull as the "Paris." These two vessels, with the "St. Paul" 434 COASTWISE STEAMSHIP LINES. and the "St. Louis," were chartered by the Navy Department during the Spanish and American War of 1898, as auxiliary cruisers, the two former being known as "Yale"x"Paris", and "Harvard"x"New York." The "St. Louis" and the "St. Paul" the Navy Department paid for each $2,500 a day, while for the use of the "Paris" and the "New York," $2,000 a day for each vessel while in the service. The record passages of the vessels of the American line from Southampton to New York are: "Paris, July 15th, 1893, 6 days 9 hours and 37 minutes; "New York," September 8th, 1894, 6 days 7 hours and 14 minutes; "St. Louis," August 1st, 1896, 6 days 2 hours and 24 minutes; "St. Paul," August 8th, 1896, 6 days hours and 31 minutes. From Cherbourg. "St. Paul," August 30th, 1900, 6 days 7 hours and 52 minutes; "New York," August 25th, 1900, 6 days,. 18 hours and 57 minutes. In the subsidy war in Congress of 1855 and '56, the Cunard line was in the front, with the German lines bringing up a good rear for the protection of the interests of the foreign transatlantic lines, while the present subsidy measure is op- posed by the German lines as the advance guard, while the English lines are not so prominent in their apparent opposi- tion as in the former case. COASTWISE STEAMSHIP LINES. The first coastwise voyages by steam vessels were of those that had been built in the Northern States and sent south for service. They were comparatively very small vessels. After the short voyage of the "Phenix," in 1809, the "Sea Horse," the first American beam-engine steamboat, left New York for New Orleans, La., and arrived there on February 6th, 1819, in 13 days. It is altogether probable that this vessel remained until worn out in southern waters. Then there was a "steam schooner," or a steam vessel rigged as a schooner, for they were generally rigged with masts and sails at that period, named "Bamapo," that left New York, January 4th, 1819, and arrived at New Orleans February 25th, 1819. She was de- COASTWISE STEAMSHIP LINES. 435 stroyed by the explosion of her boiler in March, 1826. Phila- delphia, Pa., supplied some experiments of early sea-going vessels in the "Maid of Orleans," a three-master, leaving December 3d, 1818, for Mobile, Ala., and arriving there Janu- ary 21st, 1819, to run between Mobile and New Orleans. She did not remain there very long, for she was destroyed by explosion of her boiler during the same year, while on the Savannah River, Georgia. There was also sent at the same time from Philadelphia, the "Mississippi," but she was in so much trouble on the way that she did not arrive at her destination for several months. Then Boston parties sent a small steamboat, named "Mobile," of 150 tons, that was 37 days in the voyage to Mobile, Ala., on January 21st, 1819, to run on the Alabama River. The largest of them all was the "Manhattan," schooner rigged, of 450 tons, built by a company at New York City, and sailed from that city on November 3d. 1819, with nine passengers and a full load of freight for New Orleans, La., and Louisville, Ky., and arrived at the former city on November 27th. She left for Louisville, but, owing to ice and low water in the rivers, was a long time making the trip. She w r as again at New Orleans in the following March, and here her record ends. There were during the year some four or more small steam vessels that also tried the voyage to the Gulf of Mexico. None of the speculations in sending low-pressure engine steam vessels to southern and western rivers seem to have been a success. There was a steamboat built at Baltimore, Md., in 1818, to run from Havana to Matanzas, Island of Cuba, and upon her arrival, in January, 1819, at the former port, "astonished the natives." This was probably the first steam vessel that had been in Havana waters. There was a steam sloop, named "Albemarle," in December, 1818, and for a few voyages, that run between New York and Wilmington and Edenton, N. C. The steam brig "New York" was built at Norfolk, Va., by W. A. Hunter, and launched May 22d, 1822, of 281 tons. She was owned by her builder; Richard Churchwood, her captain; Geo. Rowland, Thos. B. Rowland, and others. She was fitted with an engine of 50 H. P., that was one of the early beam en- gines, built by Daniel Dod, of Elizabethtown, N. J., who built several about this time, some with wooden beams. The "Maid 436 COASTWISE STEAMSHIP LINES. of Orleans" was another. The "New" York" began her service between New York and Norfolk in September, 1822, and con- tinued it, with the exception of a portion of the winter, till October, 1823, when withdrawn from the route, the vessel proving more expensive than the sailing vessels to operate, and not making on an average any better time. She went ashore in a dense fog on October 10th, 1823, near Cape Hen- lopen, and it was thought at first that her chances for getting afloat once more were very small, but in a few weeks she was in her native element again. She was sold in the spring of 1824, to close up the interests in the enterprise, and, after a short service around New York, taken to the coast of Maine. She was again running from New T York to Norfolk for a short time in 1825, and returned to the coast of Maine in the fall of that year. The first steam vessel built for the ocean service was the "Robert Fulton," constructed by Henry Eckford, at New York, in 1819, for David Dunham & Co., for the trade between New York and the Island of Cuba, touching at Charleston, S. C., and New Orleans, La. The hull of this vessel was 158'x33'xl5' deep, with 10 feet draft, having paddle wheels 24 feet diameter. The motive power was a "square engine" of 44 inches cylinder by 5 feet stroke, built by the Allaire Works. The connecting rods operated cog-wheel cranks on the water-wheel shafts, gearing into cog wheels on a flywheel shaft, the wheels run- ning on each side of the cylinder. The boilers were of copper, placed forward of the engine, with two smoke chimnies, placed side by side in front of the gallow r s frame. The engine of this vessel was constructed under the supervision of a Mr. Jasper Lynch, who had acquired his knowledge of the steam engine while in the employ of Robert Fulton. It is thought that Cadwallader Colden and Henry Eckford were interested in the building and operation of this vessel with Henry Dunham. Her time was about, New York to Charleston 4 days, Charles- ton to Havana 4 days. Havana to New Orleans 3 days. This vessel was a success as a sea-going steamer, having encountered at times very severe weather without any serious damage. Left New York on her first voyage April 20th, 1820. After running for about five years, the business was found to be not sufficient to make the enterprise a success financially, COASTWISE STEAMSHIP LINES. 43? and the line was abandoned. Mr. Dunham dying in 1825, the vessel was sold to the Brazilian government, after the ma- chinery was removed, and was finally wrecked on the coast of Brazil. V^The first coastwise steamers in use after the "Savannah" and the "Robert Fulton" were those from New York to Char- leston, S. C. They were not steamships as we have had since 1846, but were similar to those then on Long Island Sound, with the exception that their guards in some cases were not run so far forward and aft of the water wheels, and with their boilers in the hold of the vessel. These vessels were known as steam packets. The first of these vessels was the "David Brown," built in 1832, for J. P. Allaire, to run to Red Bank, N. J., to 'transport the ironware from his Howell Iron Works to New York. She was a small vessel, being but 136'xl8'x8'3, and run to Red Bank for a few months, when, in November of 1832, she was placed in the coastwise service. Small as she was for such a long route, she remained there for two years, until the larger vessels were built, when, in 1835, she was run between New York and Norfolk, Va.)(This vessel was shortly after sold and sent to the West Indies, where sho was worn out about 1845. Prior to running coastwise, there was a frame protection built under her guards, that sub- sequently on other vessels developed into sponsons. In 1833 the "William Gibbons" was built for the same parties, of in- creased dimensions, and run with the "David Brown" a part of the time until lost on Body Island, on the coast of North Caro- lina, in October, 1836. A change had, prior to this come in the ownership of the vessels. The principal owners were J. P. Allaire, John Haggerty, and Charles Morgan, the latter man- aging director of the line. It was known as the Southern Steam Packet Company. A year after the "William Gibbons" was built, Charles Morgan and others had built the "Colum- bia," to run on the same route, a vessel larger than the others. This vessel was 177'x22'xlO', with a square engine of 56"x6', and had, so far as known, the first staterooms on a vessel on the coast. There were four on the promenade deck, with two berths in each. After the "Gibbons" was lost, J. P. Allaire had another vessel constructed that was larger than any of her predecessors, being 212'x22'xl2', with a "square" engine of 438 COASTWISE STEAMSHIP LINES. 56"x9 feet, and named the "Home." It will be noticed the narrow beam for her length. There is every reason to believe this was the first vessel in this country with sponsons under the guards. All the machinery for these vessels were built at the Allaire Works. This vessel was lost on her third voyage to Charleston on November 9th, 1837, during a north- east gale, going ashore near Cape Hatteras, with the loss of about one hundred lives. The disaster to this vessel was the main cause of making it an unprofitable investment in employ- ing that class of steam vessels on a coastwise route. The same year, Charles Morgan and others had another vessel built about the same size as the "Columbia," named "New York," and was running with the former when the "Home" was lost. Allaire's company had another vessel of about same length built, but much heavier, to stand the shock and strain of heavy weather, but not a steamship for all. This was the "Neptune." These vessels run more or less for about three years, when withdrawn from the service in 1839. They run but eight or nine months in a year, laying up during the winter months, and carried passengers and light freight or express matter only. Their successful operation may be attributed partly to the use of anthracite coal under the boilers. Whether by natural draught or by blowers, no record has thus far been found. In the height of their prosperity it was claimed that they cleared from $1,000 to $2,000 a trip, and during the spring and fall seasons the vessels were often too crowded with passengers for safety in case of abnormal conditions arising. The "Columbia" and the "New York" were sent in 1838 by Charles Morgan to New Orleans, where they became the pioneers of the Morgan line in the Gulf of Mexico, run- ning from New Orleans to Galveston, Texas. The "Neptune" was sold to Texan parties, but in a few years was in northern waters again. How those vessels, with the exception of the "Neptune," could run for six consecutive months on the coast without meeting with the fate of the "Home" is surprising, unless they run for a harbor at the first hard blow and remained until it was over. When we read of the vessels that went around Cape Horn to California in 1850, on another page, it seems as though there was not so much risk for these vessels, but Cape COASTWISE STEAMSHIP LINES'. 439 Hatteras is a locality for a light built vessel in heavy weather to avoid. W. C. Redfield, an engineer of New York, in 1842, says regarding the loss of the "Home": "This unfortunate vessel was constructed and equipped by Mr. Allaire, an enterprising engineer who had been engaged in the construction of engines and steam vessels almost from their first introduction. With a mind apt to appreciate the means necessary for safe navigation, he had ventured some years previous to this period, to equip and send forth the "David Brown/' a truly American steamer, upon the waters of the Atlantic, which, notwithstanding the fears and pre- dictions of nautical men, proved an excellent and sea-worthy steamer. "Two other vessels were successfully placed on the route from New York to Charleston by Mr. Allaire and his asso- ciates, each winning additional confidence and applause from the observant navigator. One of these vessels having been lost by error of the pilot, a third and still superior steamer was placed upon the route, replete with every improvement of proportions, strength and equipments which years of ex- perience in this navigation had suggested, and so entirely assured was the owner of her seaworthiness that no insurance was applied for, except on a fraction of her value, for the particular benefit of a private creditor. This vessel was the ill-fated "Home." "The 'Home' had, of course, been condemned in advance by certain nautical prophets, as has been common in all early attempts at ocean steam navigation, and on the completion of her first voyage was greatly traduced, through the ignorant misapprehensions of passengers and others, many of whom had mistaken the arched form which had been given to her deck for its greater strength, and which was most strikingly visible at two points, forward and aft of the centre, which, viewed in connection with the usual depression of the wheel guards at midships, was taken as a conclusive evidence of that injurious strain which is designated by the term hogged. Another effective scarecrow had also been found in a single set of bearing braces above the gunwale, on each side, which 440 COASTWISE STEAMSHIP LINES. were intended to distribute more extensively a part of the weight of the engine and boilers. These braces, however, being placed at a very low angle, broke loose from their shoe or socket on the deck at their forward ends, by the elastic movement of the vessel in a heavy sea, as might reasonably have been expected, causing a slight dislocation in some light work above the deck which had been attached to these braces and which formed the enclosure of an upper state- room on the guards, occupied by a passenger. This trivial accident on her first voyage caused considerable fright among timid persons, and the laying of a foot-mat over the end of the dislocated, brace, while in Charleston, was construed into an act of desperate treachery to the lives of the traveling public. "On arriving at New York on her return voyage, the vessel was strictly examined by her builder, and except this harm- less matter, and the loosening of a small piece of plank on one of the extraneous spondings, everything was found in per- fect condition. "The second voyage of the "Home" was made without any notable occurrence; but on leaving port on her third and fatal voyage, she was soon overtaken by a north-east gale, and meeting with an injury in a feeding pipe of one of her boilers, she bore up for the Chesapeake. This injury having been temporarily repaired, she then stood on for Cape Hatteras; but, owing to the previous alteration of her course, made the land about sixty miles northward of the Cape the sea at this time being heavy and the gale increasing. Steering now nearly in the trough of the sea to weather the Cape, the "Home" passed over the Wimble Shoals, on which the sea was then breaking with great fury, and three of the rollers broke on board, so far only as to dash inward one of the gangway boards on the outside of the guards, abaft the water wheel, together with two or three of the sash windows of the light-built saloon cabin which occupied the greater part of the after deck; and this small affair was the only thing, like the boarding by a sea, which occurred to the "Home' 1 during the whole of this trying occasion, till she was partially water logged and finally, though unwisely, run into the breakers of the outer sand-bar on the coast of North Carolina. COASTWISE STEAMSHIP LINES. Ml "After passing the Wimble Shoals, the "Home" had been headed up still more .to the eastward, in order to weather the Hatteras Shoals, and shortly before passing these Shoals was discovered to have sprung a leak. Much search was made for the mysterious leak, but without success. It, of course, happened that the overhead braces of the "Home" again broke loose in this gale at the same point as before, and to this circumstance, and to the elasticity necessarily and properly manifested in a vessel of her length in a rough sea way, much of the unreasonable panic is to be ascribed which had early manifested itself among the passengers. As th^ elasticity shown by the "Home" was naturally associated in the minds of the passengers with the dislocation of the braces, and was more particularly noticed by them at this point, this motion was considered by many as having caused the sub- sequent leak and disaster by straining the sides. I have since had the satisfaction of examining a portion of the wreck of the "Home" on the beach, comprising one of her sides and the forward body, the point where the greatest bending was represented as having been seen, and to my surprise I was unable to detect the slightest opening or defect in the seams or butts of the outside planking. "Captain Crane, who commanded the steamer "Savannah" which was lost in a gale off Cape Hatteras on November 28th, 1841, ascribes the loss of that vessel, conjecturally, to the dislocation or fracture of one of the large discharging pipes which communicated from the engine through her bottom, and this opinion is probably correct. This appears to be the only probible solution of the loss of the "Home." It is known to many that the "Home," "Savannah," and other steam ves- sels of that period, were fitted most unfortunately with dis- charging pipes of cast iron, an undoubted oversight which renders the above conjecture sufficiently probable." That the vessel was unsuited for coastwise employment is shown by the evidence of the officers and passengers saved from the wreck, who stated that it was not over twenty min- utes after the vessel struck the shore before she went to pieces. \There was also between Baltimore, Md., and Charleston the " South. Carolina," of 466 tons, built in Baltimore in 1830 and owned by the Atlantic Steam Company, as well as the 442 COASTWISE STEAMSHIP LINES. "Georgia," belonging to the same company, and on the same route, of 552 tons. ^There was a line running from Wilming- ton, N. C., to Charleston, S. C., having two boats of about 180 feet length, built in New York and named "North Carolina" and "Gov. Dudley." Their time from dock to dock was usually IS to 20 hours. ](ln 1837 a company in Savannah had built in Baltimore the "Pulaski" for service between Savannah and Baltimore, stopping at Charleston, of 687 tons, the largest of the coast- wise vessels at that time. This vessel, when on her third trip from Savannah, on June 14th, 1838, and when about 12 hours out of Charleston, met with a frightful accident from the explosion of one of her boilers, from want of skill by the engineer on duty, the vessel becoming a complete wreck, breaking in two pieces about an hour after the explosion and sinking with the loss of about 110 persons. There was also running from Philadelphia, Pa., to Char- leston the "Charleston," of 570 ( tons, built in 1836 at Phila- delphia. This vessel had a pair of beam engines built by Levi Morris & Co., of Philadelphia, Pa. After the accidents to the "Home" and the "Pulaski" the public confidence in this class of vessels for sea service seems to have been shaken, so much so that on most of the routes they no longer proved paying investments, and it was not until the "Southerner'' was built for the Charleston route from New York, in 1846^that the coasting trade by steam vessels revived, and at this time by steamships, which were more suitable for the severe weather they were likely to encounter. The busi- ness had become so unprofitable that in July, 1838, the "Nep- tune" was sold at auction in Charleston, S. C. There was a steamer constructed at Baltimore, Md., in 1837, named "Natchez," by Rogers, Brown & Cully, that was probably more fitted for coastwise service than any other at that period. She was intended for New York to Natchez, Miss., trade, stopping at New Orleans, but was found to draw too much water for the Mississippi River. The vessel was 200'x29'xl6', with a beam engine 56"xlO feet stroke, built by Charles Reeder & Sons. She was very heavily constructed and proved a good sea boat. As the vessel was not adapted for the COASTWISE STEAMSHIP LINES. 443 trade intended, she was, shortly after, sold to one of the South American governments. The opening of the pioneer coastwise line to Charleston, in 1832, was induced by the prospective development of steam railroads in the Southern States. Prior to the year 1830 there was not a steam railroad below the Potomac River, and but few miles in operation north of that river. The only means of communication between the extremes along the Atlantic coast was by stage coach, excepting for an occasional line of steamers between some of the coast cities. For instance, from New Orleans, La., to New York, the largest travel was by the way from the former city to Mobile by steamboat, thence by stage to Augusta, Georgia, where steamboat was taken to Savannah or Charleston, and thence by land to Norfolk, Va., and here the Baltimore boat was taken. From Baltimore another stage journey to Philadelphia, or Wilmington, Del., to Philadelphia by steamboat, and to Trenton, N. J., by steam- boat. Here the stage was again resorted to, and the journey continued in that conveyance to New York, or going to Amboy or New Brunswick, N. J., and there taking the steamboat for New York. There was one other route to be taken, by steam- boat on the Mississippi and the Ohio rivers to Pittsburg, and thence by stages. The first of the southern railroads to be placed under construction was the South Carolina R. R., from Charleston to Hamburg, S. C., opposite Augusta, Cla. Ten miles of this railroad was opened in 1830, and in the latter part of 1832 there was 52 miles more of the road in operation, and in 1833 there was an additional 75 miles, making 137 miles in operation a few months after the steam packets began operations to Charleston. The railroad did an increasing- business from the time of its opening, and brought to the steam packet line a great deal of through passenger business, that patronized that means of public conveyance on account of the saving in time, as well as for the comfort obtained when com- pared with the cramped stage coach. NEW YORK TO CHARLESTON, S. C. Previous to the introduction of the steamship into oui coastwise trade, the communications between the various ports by water were made by what w r ere termed packets sailing 444 COASTWISE STEAMSHIP LINES. vessels of from 150 to 400 tons each, rigged as schooners, brigs, or barks, and fitted with accommodations for passengers, be- sides the carrying of freight. Between the more prominent ports on the coast, these packets were run in lines by estab- lished companies, who had regular days appointed for the sail- ing of their vessels. about 1840 the question of a more rapid and certain intercourse between the coast cities began to be agitated, as the slow and uncertain packets were often detained on their voyages by calms and fogs, thus delaying the passengers eri route, and often putting merchants in despair by the non- arrival of merchandise that was much wanted for consumptionV Probably what gave a stimulus to the matter was the contract made by the Post Office Department of the government for the transportation of the mails to foreign countries, March 3d, 1845, as it was under this act and that of March 3d, 1847, that the mail was carried to foreign countries and the Southern States by steam vessels. Spofford & Tileston, of New York, were shipping mer- chants of that city having a large trade with Charleston, S. C., and Havana, Cuba, that was served through a line of packets they had run for many years. About 1844 the subject of a steamship to run between New York and Charleston was dis- cussed between the firm and a few Charleston capitalists, with the result that in 1845 it was determined to build a vessel of about 800 tons. A. contract was entered into with William H. Brown, of New York, to build the hull, and the Novelty Iron Works, of the same city, to construct the machinery. The hull was 191 feet long, 30 feet 8 inches beam by 14 feet deep, with ,i "side-lever" engine, 67-inch cylinder by 8 feet stroke, operated under a steam pressure of 15 pounds to the square inch. This was the same type of engine as used in the Collins steamships a few years later. This vessel had a wide square stern and a very full bow, with other features that, taken as a whole, would not pronounce her a nautical beauty. One authority said her stern was like the side of a house. There were many changes in the next few years in the form of our ocean steam vessels. The opening of the many lines on the Atlantic Ocean and the Pacific Ocean called for the construction of manv vessels for COASTWISE STEAMSHIP LINES. 445 the several lines, and almost every vessel built was a great improvement upon those preceding it. This pioneer vessel of our coastwise trade was name'd the "Southerner," and sailed from New York on her first trip to Charleston, S. C., on September 13th, 1846, arriving there after a period of 59 hours. Her date of sailing was about every 14 days from New York until the "Northerner" was finished as a consort, her initial trip being made September 29th, 1847. The latter vessel was somewhat larger and had more power than the "Southerner." Such were our two first coastwise steam- ships. The line had the benefit of a contract in carrying the mail, through M. C. Mordecai, a merchant of Charleston, S. C., who received for ten years, for carrying the mail to Charleston, Savannah, Key West, an4 Havana, $50,000 per year for seven years, and $60,000 per year for three years, the contract ending in 1860. The same parties also run the "Isabel," that was of about the same size as the "Southerner," between Charleston, Key West, and Havana, for several years. This vessel was a blockade runner during the Civil War, and known as the "Ella Warley." The "Northerner" was sold for service on the Pacific coast in 1851, and was wrecked when on a voyage to San Fran- cisco, on January 5th, 1860. The company subsequently built the "Marion," of about the same dimensions as their second steam vessel, and the "James Adger," in 1852, that was of increased dimensions and more power. One of the finest vessels they had on the line was the "Nashville," built in 1853, The hull was constructed by William Colyer, of New York, and her machinery by the Nov- elty Iron Works. This vessel had more power than her prede- cessors, and was about the best in the coastwise lines at the time. She was detained at Charleston just previous to the secession of the State of South Carolina, and during the War of the Rebellion was one of the two domestic, steamers that became privateers of the Confederate Navy; the other was the "Sumter"x"Habana", built in 1859 at Philadelphia, Pa., a propeller in the merchant service between New Orleans, La., and Cuba, prior to her naval career. The ironclad monitor "Montauk," that was one of the blockading squadron off the mouth of the Ogeechee River, in Georgia, finding the "Nash- 446 COASTWISE STEAMSHIP LINES. ville" was ashore in the river above Fort McAllister, went up the river as far as the obstructions opposite the fort, and shelle'd the "Nashville/ 7 on February 27th, 1863, and in less than an hour she was a mass of smoking ruins. In 1857 the company added to their line the "Columbia," built at New York, a duplicate almost of the "Quaker City." In 1854 a fine new steamship was completed, that in after years gained a wide reputation, named the "Quaker City."* This vessel was built at Philadelphia, Pa., by Vaughan & Lynn, having a "side-lever" engine, 85"x8'; the hull of the vessel was 227'x36'x21', and the machinery was constructed by Merrick & Sons. This vessel was in service between Philadelphia and Charleston, S. C. The same year the "State of Georgia" and the "Keystone State" were also on the same route, where they continued for three or more years. In 1859 the New York and Charleston line was composed of the following steamships, viz.: "Columbia," "Nashville," "James Adger," "Marion." When the Civil War commenced, in April, 1861, all the vessels of this company, except the "Nashville," were under the control of their New York representatives. The "James Adger" was purchased by the Navy Depart- ment for the blockading service, for $85,000, and sold by the Department in 1866 for $32,000. There were no merchant steamships in the peaceful pur- suit of commerce to the port of Charleston, S. C., from the firing on Fort Sumter, until May, 1865, when Arthur Leary had two propellers running from New York, and the next two years the "Quaker City" and the "Saragossa." In 1867 the New York and Charleston S. S. Co., which was composed of New York and New Orleans capitalists, started a line of side- wheel steam- ships, and among the vessels run up to 1872 were the "Manhat- tan," the "Champion," and the "Charleston." The "Manhat- tan" was then a new vessel built in 1866, the "Champion" was the iron-hull double-beam-engine steamship built for Com. Vanderbilt in 1859, by Harlan & Hollingsworth Co.; and the "Charleston" was the "James P. King," built for Spofford & *Her voyage to the Mediterranean Sea with the "Innocents Abroad" was made in June. 1867. COASTWISE STEAMSHIP LINES. 447 Tileston, in 1860, was burned, then rebuilt as the "Eagle," and sold to the Navy Department, who changed her name as one of the blockading squadron to the "Rhode Island." The "Moni- tor" foundered at sea while in tow of the "Rhode Island," on December 31st, 1862, just south of Cape Hatteras. In 1872 Wm. P. Clyde entered the New York and Charleston trade with the "South Carolina" and the "Georgia," in combination with the other line. South Carolina R. R. Co. is believed to have had an interest in both of these lines of steamships at this time. The "South Carolina" was originally built for the Navy Department, at Boston, Mass., but not completed until after the Civil War; was an iron-hull double-ender. The "Georgia" was one of the same type, built at Chester, Pa., and was formerly "Shamokin." The "South Carolina" afterwards had side wheels and engines removed, and was fitted with a propeller engine. This line was known as the New York and South Carolina S. S. Co. The New York and Charleston S. S. Co. subsequently built two propellers, the "City of Atlanta" and the "City of Columbia," the latter being the ill-fated vessel that started from New York during the late Klondike gold excitement, with a large passenger list for Seattle, Wash., but never reached there on account of her unseaworthy condition, before she was half way to her destination. The side-wheel steam vessels having been disposed of, the propellers of this company, with the steamers of the Clyde line, served the interests of the route until about 1885, when the New York and Charleston S. S. Co. closed up their business and sold their remaining vessels. This left the Clyde line in possession of the business by water be- tween the two ports, and in 1886 they began the construction of a fleet for that service, the first of which was the "Seminole," followed by the "Cherokee" the same year, the "Iroquois" in 1888, the "Algonquin" in 1890, the "Comanche" in 1895. All these vessels have triple-expansion engines and were among the first with that type of engine in our coastwise service, with the exception of the "Comanche," that has quadruple-expansion engines. The "Iroquois" and the "Comanche" were each lengthened 50 feet in 1901; and during the same year their fleet was increased by the addition of the new steel vessels, the "Apache" and the "Arapahoe." The "Comanche" has thus far 448 COASTWISE STEAMSHIP LINES. made the best time between the ports. In 1902 the "Apache"' and the "Arapahoe" were each lengthened about 40 feet. A short history of the development of the triple-expansion engine for marine use in this country is contained in the following items. The pioneer vessel in this country having the triple-expansion engine was the steam whaler "Balaena," whose machinery was built by the Risdon Iron Works at San Francisco, Cal., and the vessel sailed on her first voyage April 28th, 1883. The cylinders were 12" and 20" and 32" by !24 inches stroke. In 1884 the Goss Marine Iron Works of Bath, Me., put a triple-expansion engine in the experimental vessel "Meteor," the original engine having been removed, the cylinders being 15" and 23%" and 37%" by 26 inches stroke. The trial trip with the new engine was made in the latter part of the year. In July, 1885, the Cramp S. & E. B. Co. completed the next vessel with the same type of engine, thai at this time was known as the shop number "246." Her first service a few days after completion was in the regatta on Long Island Sound of steam yachts. Her cylinders were 17 inches and 24 inches and 40 inches by 20 inches stroke. Some months later the vessel was sold and named "Peerless." Then came the "Mascotte," the "Sappho," "Seminole," the "Cher- okee," and the "Olivette," all built by the Cramp S. & E. B. Co., with the exception of the "Sappho," that was built by the New England Shipbuilding Co. within 18 months after the "Peer- less." SAVANNAH, GA. Communication wdth Savannah, Ga., before the service by steamships to coastwise cities was by the sailing packets, but in the fall of 1848 the New York and Savannah S. S. Co. Mitchell's line began running the "Cherokee" from New York. The "Cherokee's" first trip was made September 13th, and the "Tennessee's," her consort, early in the spring of the next year. They were about 1,500 tons each, built by Win. H. Webb, and their machinery was constructed by the Novelty Iron Works. These vessels were run but a year or two when they were sold and put in service on the California route, the "Tennessee" going to the Pacific coast. COASTWISE STEAMSHIP LINES. 449 In an advertisement of the Savannah line, in 1848, there is found this recommendation for the line: "The ships of this line carry a clear white light at masthead, green on starboard side, and red on larboard." This was previous to the present steamboat law in its original form. The law in force in 1848 merely required "to carry of one or more signal lights that may be seen by other boats navigating the same waters." The rules and regulations of the supervising in- spectors under the law of 1852 required these colored lights, but it was not incorporated into the law until later. There was a custom on the Northern lakes for the steam vessels to carry their colored running lights in a manner like those on the Savannah steamers prior to the establishment of that line. The "Isabel," from Charleston, S. C., was the only coast- wise steamship for a time calling at Savannah until the Mitchell line was again in operation in 1850, when the "Flo- rida" was completed and made her first trip on September 24th of that year, the "Alabama" in January of 1851, and in 1852 the "Augusta" was added. Passenger fare, $25.00. Previous to the steam lines there were six packet lines to Savannah. The "Old Established" line, leaving every Thursday from opposite ends of the route; the "Brig" line, leaving on Monday; and the "New" line, leaving every Tues- day to New York. There was also a line to Philadelphia, Pa., and one to Boston, Mass. Thirty-eight ships, barks and brigs arrived at Savannah during the month of the opening of the steamship line. The steamships of the Mitchell line were well built and of fairly good speed for that day, but the best of the fleet was the "Knoxville" that was built also by Wm. H. Webb in 1858. This vessel had a little more power of her engine than the other vessels of the line and was considered to be the second-fastest steam vessel on the coast at that time. When but three years old she was burned to the water edge while lying at her dock at New York on December 22d, 1856, becom- ing a total loss. In 1857 the "Star of the South," a propeller, was added to the line. In 1858 the Cromwell line was opened to Savannah with the "Montgomery," and the next year the "Huntsville" was 450 COASTWISE STEAMSHIP LINES. added, being among the first screw steamships of any size in the coastwise service. This company was known as the American Atlantic Screw S. S. Co. of Georgia and was con- trolled by R. R. Cuyler, and Brigham Baldwin & Co., of Savan- nah, Ga., and H. B. Cromwell & Co., of New York. The new line woke up the old company to increased activity and hustle for business, and lively time resulted. In June, 1859, the vessels of the Mitchell line were sold to R. R. Cuyler, president of the Georgia Central R. R. Co., and continued to run to Sa- vannah. In June, 1800, the "R. R. Cuyler," another screw steam- ship, was added to the Cromwell line. The hull was built by Samuel Sneeden at Brooklyn, N. Y., and was 235'x32'xl6'6, and fitted with an engine, built at the Allaire Works, of 70 inches diameter of cylinder by 48 inches stroke. This vessel was a great improvement on the other propellers, both in model and speed, and was spoken of as Cromwell's yacht. Passenger fare had now fallen to f 15.00. The Navy Department, in 1861, took the following of these Savannah steamships for blockading service, viz. : "Alabama," cost $93,388, sold when war was over for $28,000 "Augusta," " 96,940 " " " "R. R. Cuyler," " 165,000 " " 81,000 "Montgomery," 90,000 " " " 39,500 "Huntsville," " 90,000 " " 33,000 The port was not open to commercial intercourse until May 1865, when the "Catharine Whiting," the "Chase" and "America" were sent to open the trade to that port. As the Civil War had now practically ceased, and as many steam vessels had been constructed during the period of the war to enter the transport service of the government, and these vessels, being free from the government contracts, were seek- ing employment on the routes that were being opened again to commerce, and to this number might be added several steamships the government had purchased during the war, having no further use for them, they were sold in a very short time after peace was declared. This made a large num- ber in the aggregate, and all seeking for employment. In the COASTWISE STEAMSHIP LINES. 451 end the best equipped steamships, with good financial backing, secured the most desirable business. It was at this time that the Atlantic Coast Mail S. S. Co. was formed, having a total of about ten steam vessels, and including among their mem- bers Livingston Fox & Co., N. L. McCready, and others. Some of the vessels owned by them were, the "Hatteras," the "Al- bemarle," "Raleigh," "Rapidan," "Gen'l J. K. Barnes," "Her- man Livingston," "Flambeau," "Ariadne," "Varuna," "Mon- eka" and "Euterpe." They had two steamers running to Savannah, the "Varuna" and the "Ariadne," small wooden propellers of about 800 tons each. Things run along until 1806, Wakeman & Co. having entered the trade with a line of propellers that did not last more than a year or two, when Garrison & Allen placed the two iron-hull sidewheelers "San Jacinto" and the "San Salvador" on the route, while Livings- ton Fox & Co. had the "Herman Livingston" and the "Gen'l J. K. Barnes," and a new factor had entered the field, Murray Ferris & Co., with the "Leo" and the "Virgo," two wooden propellers of about 1,200 tons. In September, 1867, the Black Star line, that had been running to New Orleans with the "Huntsville" and the "Montgomery," began operations to Savannah as an independent line, and then a war of rates began that lasted for a few years. The old lines entered into a combination and through a traffic agreement they had made with the Georgia Central R. R. Company, they were enabled to control all the through freight coming over this railroad, it being the principal road in the State of Georgia. It should be said, at this time the railroads of the Southern States, after the war ceased, were in a low condition financially, and in this instance were con- trolled in many ways in their relations with the steamship interests by the latter. But as a few years passed, the rail- road company extended their line, business increased and they were getting into a better shape materially and finan- cially, and by degrees the percentage of freight charges allowed to the steamship combination was cut down until it no longer remained a paying business for the lines, and Livingston Fox & Co. sold out their interest about 1872, followed later by the other lines Black Star line having meanwhile been taken in to W. R. Garrison, who, about 1876, COASTWISE STEAMSHIP LTttES. transferred the remaining vessels to the Georgia Central R. H. Co. They run the "H. Livingston," the "Gen'l Barnes," "the "San Salvador," the "Leo," and one or two others, until the first of their iron-hull steamships, the "City of Savannah" and the "City of Macon," were built in 1877 by the Delaware River I. S. B. & E. Works, followed by the "Gate City" and the "City of Columbus" the next year, and in 1880 the "City of Augusta" that was larger than any of its predecessors. The company sold the "Gate City" and the "City of Columbus" to a Boston company for the Boston and Savannah trade in 1882, they having had completed for their New York business the "Tallahassee," the "Chattahoochie" and the "Nacoochie." In 1888 the "City of Birmingham" was added, and in 1889 the "Kansas City," the largest of the fleet to that time and the one that has made the best time on the route. In the last two years the company have added two equally as large vessels, having limited passenger accommodations compared with the others, but large freight carriers. NEW ORLEANS. The opening of steamship lines to New Orleans was brought about by the granting of a mail contract to A. G. Sloo on April 20th, 1847, by the Navy Department, to con- struct vessels to carry the U. S. Mail from New York to New- Orleans, touching at Charleston, Savannah and Havana, and from Havana to Chagres, for the sum of f 290,000 per annum. Stopping at Charleston and Savannah was discontinued after about two years. This contract was shortly after assigned to George Law and associates, among the latter being Mar- shall O. Roberts and B. B. Mcllvain. The party to whom this contract was granted had a stage route and mail line in Ten- nessee, although a resident of Cincinnati, Ohio, and when granted was considered of little or no value. It was only the development of the gold fields of California a few years later that gave it a value. Marshall O. Roberts was interested at this time as a part owner with J. M. Forbes, of Boston, Mass., in the iron-hull side propeller steamboat "Iron Witch" on the Hudson river, and when the engines were taken out of this steamboat COASTWISE STEAMSHIP LINES. 453 they were placed in the hull of the first steamship, the "Falcon," that performed the service under this contract, making her first trip in September, 1848. George Law had purchased her from M. O. Roberts and others. This contract contained some provisions that have been retained in the requirements of the government with our mail steamship companies, and as it was the first contract of this nature it may have its importance as the pioneer. * * * "The said steamship to be of not less than fifteen hundred tons burden, and propelled by engines of not less than one thousand horsepower each, to be constructed under the super- intendence and direction of a Naval Constructor in the em- ploy of the Navy Department, and to be so constructed as to render them convertible at the least possible expense into war steamers of the first class. * * * The said boilers and machinery to be of the best quality and to be so placed below the water line as to be as far as practicable beyond the reach of cannon shot. * * * That each and all of said steamships shall be commanded by an officer of the Navy of the United States, not below the grade of lieutenant, to be selected by said contractor, A. Gr. Sloo, with the approval and consent of the Secretary of the Navy, and to be accommodated on board thereof in a manner becoming his rank and station, without charge to the government of the United States." Also four midshipmen of the United States Navy to serve as watch officers. J. Howard & Son, of New York, were early in the Cali- fornia trade with the Empire City line, for in the month of October, 1848, they opened the line with the steamer "Crescent City" to the Isthmus, and early the next year with the "Empire City." These were vessels of about 1,500 tons each and built at New York. This line run to Chagres, in opposition to the United States Mail line, until absorbed by the Pacific Mail S. S. Co. in the fall of 1850. Charles Morgan and Isaac Newton were interested in the line at first. The "United States," built by William H. Webb for Charles H. Marshall & Co. and originally intended for the New Orleans trade, but run from New York to Havre, made one voyage to New Orleans in November, 1848, 454: COASTWISE STEAMSHIP LINES. The "Falcon" was the only vessel serving under the mail contract in the Law line until the "Ohio," in the fall of 1849, and the "Georgia," a few months later, were completed, and in 1851 the "Illinois." These three last-named vessels were constructed under the immediate supervision of the head of the company. The "Ohio" was built by Bishop & Simonson the latter was a nephew of Commodore Vanderbilt , the "Georgia" by Smith & Dimon, who also constructed the "Illi- nois," their machinery being built at the Allaire Works. They were the largest and finest ocean steamships that had been built for the coastwise service to that time and were looked upon as a credit to the American shipbuilder. These vessels carried the mail and were commanded by officers of the United States Navy, the captain of the "Georgia" at one time being Lieutenant D. D. Porter, afterward Admiral of the United States Navy. At first the service to New Orleans was by no means regular, as the business offered to the Isthmus of Panama was all the company could care for with the single vessel em- ployed, and it was not until the summer of 1849 when the first excitement had spent itself in travel to the gold regions that the New Orleans business received the attention it deserved. Passenger fare in the cabin at this time was |150 to Chagres, passenger fare in steamships by way of Cape Magellan to San Francisco in cabin was $500. A line was run for a time from Philadelphia, Pa., to Chagres by the Philadelphia and Atlantic Steam Navigation Co. with the steamship "Philadelphia," a vessel of about 1,400 tons, built at Philadelphia, Pa., in 1849. During 1850 the line ceased operations, and the vessel passed into the hands of the Pacific Mail Steamship Co. Previous to this the "Cherokee" and the "Tennessee" had been purchased, the former kept on the Atlantic Coast line and the "Tennessee" sent to the Pacific Ocean for the Pacific Mail Steamship Co. In the fall of 1850 the Pacific Mail Co. had started an opposition line on the Atlantic coast to Chagres against the United States Mail line; this brought out an opposition by Law and Roberts against the Pacific Mail Co. on the Pacific coast, which contest was waged with a great deal of dash and spirit until April, 1851, when the Pacific coast vessels of COASTWISE STEAMSHIP LINES. 455 the United States Mail line were purchased by the Pacific Mail Co., the "Isthmus," the "Antelope," the "Republic" and the "Columbus," vessels unfitted for such a service; while the Pacific Mail Co. line on the Atlantic side, the "Empire City," the "Crescent City," "Eldorado," "Philadelphia" and "Chero- kee," were taken by Law & Roberts' United States Mail Co. It would seem, in looking back on the many "wars of opposition" on the waters among the merchant marine of the early days, that the participants must in many cases have loved the row for the pure love of fight; that executive ability appears to have been largely developed in some of those interested at the period under review. From 1851 to 1853 the United States Mail Co. had control of the business on the Atlantic side with the following vessels, viz.: their three fine mail steamships "Ohio," "Georgia" and "Illinois", with the "Philadelphia," "Cherokee," "Empire City," "Crescent City" and "Falcon." In 1853 they lost the "Chero- kee" and in 1856 the "Crescent City." In 1854 George Law sold his interest in the United States Mail Co. to Marshall O. Roberts, who was the controlling owner of the line during its remaining years. In the same year Livingston, Crocheron & Co., who had been running two well-built and equipped beam-engine steam- ships, the "Black Warrior" and the "Cahawba," to Mobile via Havana for a year or two under the name of the New York and Alabama S. S. Co., changed the southern terminus of their line from Mobile to New Orleans. This may be said to have been the first exclusive New Orleans line from New York. At the same time Charles Morgan, who had been in- terested in the commerce between the Gulf ports for several years, had the "Orizaba," "Prometheus" and "Daniel Webster" running to Vera Cruz via New Orleans under a mail contract that lasted for five years. As these vessels had been the propert}^ of Commodore Yanderbilt it would seem as though he may have been an interested party in some form. The passing of a controlling interest in a vessel, or a line of ves- sels, from one person to another often made a great change in the service to our coastwise ports at this period. In 1856 Harris & Morgan sold to the Southern Steamship Co. of New Orleans the "Charles Morgan," the "Louisiana," 456 COASTWISE STEAMSHIP LINES. the "Mexico" and the "Perseverance, vessels that had been running to Texan and Mexican ports, for $340,000. This was the beginning of Charles Morgan's incorporated marine inter- ests in the Gulf of Mexico. There were many changes made in the running of the different vessels at this time, brought about by change of in- terests in the lines to the Isthmus of Panama and to Nica- ragua. But during all the changing scenes Marshall O. Roberts ran the United States Mail line to Chagres via New Orleans until about 1859. At the same time Livingston, Crocheron & Co. were running the "Black Warrior" and the "Cahawba" until February 20th, 1859, when the former went ashore during a snow squall at Rockaway inlet on the Long Island coast. They chartered other vessels to take her place until May 20th, 1860, when the "De Soto" was completed, fol- lowed in the next September by the "Bienville," two fine side- wheel and beam-engine steamships, built by Lawrence and Foulks, of Brooklyn, N. Y., and their machinery by the Morgan Iron Works, of New York City. During this year the United States Mail line had the "Moses Taylor," the "Philadelphia" and the "Empire City" running to the Isthmus, and at a not very distant date went out of business on account of the strong opposition of the Pacific Mail Co. Then, up to the time of active military and naval operations in the Southern States, Livingston, Crocheron & Co. had control of the New York and New Orleans trade. Most of the last trips from New York to Southern ports, previous to the interruption of commercial relations between the Northern and Southern States, were made from the 6th to the 10th of April, but the "De Soto" sailed from New York for New Orleans as late as April 23d, and as she was purchased by the United States Navy Depart- ment August 21st, 1861, for blockading services the vessel escaped capture in Southern waters. The United States Mail line was unfortunate with their steamers, but probably not more so than those on the Pacific coast. The former lost the "Crescent City" on a reef in the Gulf of Mexico in 1856, the "Cherokee" was burned at her wharf in New York August 26th, 1853, and on September 12th, 1867. the "Central America" x "George Law" foundered at sea in a severe gale while on a passage from Havana and the COASTWISE STEAMSHIP LINES. 457 Isthmus to New York, and from the best information it was supposed about 423 persons lost their lives. The port of New Orleans was not opened again to the peaceful pursuits of commerce until after Admiral Farragut had reduced the forts on the lower Mississippi river and taken possession of the city on April 25th, 18G2. The first steam- ship from New York was the "Marion" on May 31st, one of Spofford and Tileston's old Charleston vessels, now run by them, and for a short time the "Trade Wind," a small pro- peller of 500 tons. A few weeks later Ludlura & Heineken placed the "Roanoke" in the New Orleans trade via Havana, and in the fall added the "Creole."' In July Marshall O. Ro- berts placed the "Philadelphia" again in the New Orleans trade, but for a short time only, as in the fall the Nicaragua route was receiving his attention. The Cromwell line began operations to this port in Oc- tober with one of the old Parker Vein steamers, the "Potomac," and a few weeks later another of the same type, the "Parkersburg," was added. This service continued until the "George Cromwell" was finished and ready for service in Jan'y, 186*>, being followed by her consort, the "George Wash- ington," in April following. The Parker Vein steamships, built in 1853 and 1854, were the "Parker Vein," "Western- port," "Mount Savage," "Georges Creek," "Thomas Swann," "Potomac," "Totten," "Locust Point," "Piedmont,". "Cale- donia," "Patapsco," "Jackson" and "Parkersburg." In 1863 Spofford & Tileston had taken the "Columbia" from the New York and Havana route and with the "Marion" continued in the New Orleans trade. The latter was lost on Double Head Shot Keys April 2d, 38(>3. Ludluin and Heineken had at this time the "Roanoke," the "Yazoo' and the "Creole.'' The "Ella Warley" x "Isabel," ex-blockade runner, was also running to New Orleans during a portion of the year. She had been captured off the coast of Texas, trying to run the blockade with a cargo of arms, etc., April 25th, 1862, by the "Santiago de Cuba," and sent to New York; was condemned and sold to Providence, R, I., parties. This vessel was sunk by collision with the "North Star" February 9th, 1863, off the coast of New Jersey, just below Sandy Hook, while on a voyage to New Orleans. 458 COASTWISE STEAMSHIP LINES. The Star line began operations in April, 1863, the first vessel in service being the "Morning Star," followed in June by the "Evening Star." During the following year the lines increased the number of their vessels, the Star line chartered the "Suwo-Nada," a fine beam-engine steamship, for a time, until the "Guiding Star" was finished, and the Cromwell line with some of the old Parker Vein fleet, while Ludlum & Heineken had the two propellers "Emily B. Souder" and the "Yazoo," and for a short time the "North America." D. B. Allen had the two Vanderbilt steamships running for a por- tion of the year, the "Champion" and the "Ariel." During 1865 the Star line and the Cromwell line had control of the New York and New Orleans coastwise trade, the former hav- ing added the "Mariposa" and the "Monterey," two propellers of about 1,200 tons each; and the latter the "Star of the Union" and the "Fung Shuey," under charter, in addition to their regular steamships. During 1866 the Star line added the largest vessel of their fleet, the "Rising Star," but this vessel had seen little, if any, service to New Orleans. The Black Star line also entered the trade with the three former Cromwell- line propellers, the "R. R. Cuyler," the "Huntsville" and the "Montgomery." The "R. R. Cuyler" was sold in 1867 to the Republic of Columbia in South America and fitted as an armed vessel. The Star line met with a very serious loss this year, in the loss of the "Evening Star," on October 3d, 1866, in a cyclone when off Tybee Island*. The immediate cause of the loss of this vessel was the shipping of such an immense quantity of water during the hurricane through the breaches made in her upper works on the starboard side. The vessel was in a seaworthy condition so far as the state of the hull was con- cerned, for during the month of July preceding the loss of the steamship the vessel had been taken on the dry dock for repairs, after having been ashore in the Gulf of Mexico, and a general overhauling was given the vessel. The fleet of this line, with the exception of the "Rising Star," were about 2,500 * Mr. E. S. Allen, who was for many years the New York agent for the Cromwell line of steamships, was the purser on the "Evening Star" at the time, and was in charge of the boat's crew that brought the first news ashore of the loss of the vessel. COASTWISE STEAMSHIP LINES. 459 tons each, 270 feet long, 40 feet beam and 25 feet deep, built by Roosevelt and Joyce at New York, with beam engines of large power. The engine in the "Morning Star" came from the Lake Erie steamer "Crescent City," the "Evening Star" from the "Queen of the West," and the "Guiding Star" from the "Mississippi." They were 80 inches cylinder 'by 12 feet stroke, except the "Guiding Star" that was 81 inches dia- meter of cylinder. The "Rising Star" was about 30 feet longer, with a new engine built by the Etna Iron Works, of New York, of 100 inches cylinder by 12 feet stroke. These vessels were the most lavishly fitted up for passenger accommoda- tions of any of the coastwise lines at that date, and carried a larger number of passengers than any other line then running to New Orleans. The corporate name of the line was the New York Mail Steamship Co. Interested with James A. Raynor, the controlling director of the company, was Wm. R. Garrison. The former disposed of his interest in the company about six months before the loss of the "Evening Star." There had been added to the line some time previous the two iron-hull pro- pellers "Merrimac" and "Mississippi,"* built by Harrison Loring, of Boston, Mass., in, 1859. They were subsequently in Ihe Brazil line. During 1867, in addition to the Cromwell line and the Black Star line, in the early part of the year Wm. R. Garrison had some of the Star line vessels, and during the summer the "Mississippi," the "Monterey'' and the "Mariposa" until some time in the fall of that year, when the New York Mail Steam- ship Co. took their vessels out .of the New Orleans trade, and that closed out the ever memorable Star line. The "Guiding Star" and the "Morning Star" made a few trips in the North American Lloyd's line to Bremen in 1867, and in 1869 and 1870 were chartered for a time with the "Rising Star" by Ruger Bros, in a line to Copenhagen. The "Morning Star" was shortly after broken up and her engine at a later date fitted up in the New Haven steamboat "C. H. * In the Annual Report of the Commissioner of Navigation for 1899, page 218, it is noted that these vessels were of composite build. This is an error, from the fact that, after they had been in service for a time, there was another deck added to their height, and this, with the top sides, was constructed of wood. Their original construction was all of iron. 460 COASTWISE STEAMSHIP LINES. Northern." The "Rising Star" was sold to the Pacific Mail Steamship Co. in 1807. During 1868 the Cromwell line appears .to have been the only one of the old lines left in the New Orleans trade. Liv- ingston, Fox & Co. this year had purchased the "Bienville" and the "De Soto" after their naval service and had them again in the New Orleans business. A new line also entered t.'ie trade this year under the name of the Merchants' line. This enterprise was backed by Win. F. Weld Co., of Boston, Mass. The line run with consider- able success until the business depression of 1874, when the interests were closed out. They had a fleet of five propellers, the "General Grant;" the "Crescent City" x "Massachusetts," the "Sherman," x blockade runner "Princess Royal/' the "General Meade," x blockade runner "Bermuda," and the "United States." They were vessels of about 1,200 tons each. Captain Geo. L. Norton, of the "Marine Journal" of New York City, was in command of one or more of these vessels. In the next few years the changes were not many, with the exceptions that the Cromwell line added the "New Or- leans," their first iron-hull vessel, to the line in 1871, followed by the "Knickerbocker" in 1873 and the "Hudson" in 1874, all built by Pusey & Jones Co., of Wilmington, Del. The "George Cromw r ell" and the "George Washington" had been placed on the New York and Portland route. Livingston, Fox & Co. went out of this business about 1872. The "New Orleans," the "Knickerbocker" and the "Hud- son" were fitted with engines from designs of John Baird, constructing engineer of the line, and one of original ideas in his profession. At the time of the construction of these ves- sels their engines were the subject of much discussion, more especially the "Hudson," among marine engineers, as to their economy when compared ; with the compound engine. The "Hudson's" engine was designed for a working steam pressure of 90 Ibs. per square inch and cutting off at 6 inches of the stroke. This was thought to be a very high steam pressure to be used in a simple condensing engine, especially of that size, and there were many doubts entertained by engineers who were held in high esteem by the profession as to these engines being as economical as the compound engine that was COASTWISE STEAMSHIP LINES. 461 just coming into use. But time proved them economical and profitable vessels for their owners. The compound engine was the fashion, it might be so called, of the day in marine matters, and to follow along those lines was the proper thing to do as in many other lines of commercial and professional life. The owners of new steam vessels generally desired the compound engine for their vessels, and the builders were ready to construct them. The compound engine had its day, fol- lowed by the triple-expansion type, and the initial enthusiasm having subsided to a great extent, has been followed by the first stages of the quadruple expansion. Is the next electricity, or turbine, or what? The Cromwell line added another iron-hull steamship to their otherwise fine fleet of vessels in the "Louisiana" in 1880. The hull of this vessel was built by John Roach & Son, but was fitted with a pair of compound beam engines, built by the Delamater Iron Works from designs of John Baird, that were certainly a novelty in design. These engines were in use in the vessel until about 1898, when they were removed and the inverted triple-expansion type substituted. For several years there was not a steamship on our coast that found it possible to keep company with the "Louisiana" when on her mettle, and the vessel held the record to New Orleans for many years. After her second or third voyage several tons of the heavy iron enclosures above the, main deck, and other iron work, were removed that increased the vessel's stability. The naval steamer "Chicago" had the same type of engines when origi- nally constructed in 1885, but these were removed when the vessel was rebuilt in 1898. The company has added to the line in the last few years two fine screw steamships, the "Comus" and the "Proteus," similar in almost every particular to the latest of the Morgan line steamships. The line ceased to exist after August 1st, 1902, as a corporation, their float- ing property having been purchased by the Morgan line, though the latter has had a controlling interest of the line for a few years. H. B. Cromwell & Co. run the Parker Vein line of propellers in 1853 to Baltimore, later the Savannah line and, in 1856, the New York and Portland line with the "Totten" and the "Caledonia." 462 COASTWISE STEAMSHIP LINES. In 1875 Harlan & Hollingsworth Company built for Charles Morgan the "Brashear" and the "New York," the pioneers of the Morgan line to New York. These vessels were a short time after altered by raising their top sides and adding another deck, and the former called the "Lone Star." The next year they constructed the "Algiers" and the "Morgan City" that were very similar to the first two of the fleet. In 1878 the Morgan Louisiana and Texas B. B. & S. S. Co. was incorporated to cover all the railroad and steamship interests in the southwest that was controlled by Charles Morgan. Their first steamship with compound engines was the "Chalmette," built by Wm. Cramp & Sons Co. in 1879. The "Excelsior" followed in 1882 by the Harlan & Hollingsworth Co. Since then they have added several fine vessels to their fleet, mostly with triple-expansion engines, that cannot be excelled for their form, nor their speed, for a similar service. This corporation is now part of a syndicate, consisting of the South Pacific B. B. Co., with the Galveston and San An- tonio B. B. Co., the Houston & Texas B. B. Co., Louisiana & Western B. B. Co., and some other railroads that form a system for through freight from New York to the Pacific coast, under one corporate management, and who largely con- trol all the coastwise freight between New York and the Southwest to the Pacific Ocean. The Morgan line gave up running to Brashear or Morgan City in August, 1891, as it was found too expensive to keep the channel open for their large steamships. They next gave up running to New Orleans, La., of the Morgan line steamships in part in August, 1902, the first vessel on the New York and Galveston route being the "El Norte," leaving New York August 2d. The late Cromwell line steamships "Comus" and "Proteus" remain in the New- Orleans service. NORFOLK, VA. ^ After the steam-brig "New York," in 1822, there does not appear to have been any steam vessel in operation between New York and Norfolk until the "David Brown," that had run from New York to Charleston, S, C., was placed on the COASTWISE STEAMSHIP LINES. 463 Norfolk route in April, 1835, and continued the service for about three months. It was intended at this time, if the vessel should be successful in opening a trade by steam vessel between the ports, to extend the service from Norfolk to Charleston; and in fact the "Dolphin" was run for a few trips between the latter ports, which was not encouraging to the owners. The distance between the terminals was not great enough for the steam vessels at those early days to always shorten the time of the sailing packets.^ In August, 1844, Peck, Clyde & Co. had a propeller of 100 feet long, built in Philadelphia, with a Loper wheel, and run from New York to Baltimore and Norfolk. This was the commencement of the Clyde line, they having been, prior to this date, in the Ericcson Steamboat line of propellers be- tween Philadelphia and Baltimore. The first of the regular steamship lines to run from New York to Norfolk and Kichmond, Va., was that operated by the New York and Virginia S. S. Co., who had built for them in New York the "Koanoke" and the "Jamestown," both double-beam engine steamships of 1100 tons each, the "Roanoke" in 1851, and the "Jamestown" in 1853. In the year 1853 there was a line of propellers running between the same cities, the "City of Norfolk," the "City of Richmond," and a few years later, the "Virginia" ; they were of about 500 or 600 tons each. In 1858, William H. Webb built for the New York and Virginia S. S. Co. their third steamship, the "Yorktown," a much larger vessel and with more power, that completed their fleet prior to the opening of the Civil War. All of these vessels were destroyed during the war. The "Jamestown" and the "Yorktown" were taken possession of by the Confederate States Government at the outbreak of hostilities and fitted with 10 guns each as gunboats, but their field of operations was limited to the James River. The "Jamestown" was sunk, with two river steamboats, the "Curtis Peck" and the "North- ampton," at the obstructions placed previously in the river by the Confederate authorities, a few miles from Fort Darling, in August, 1862. But previous to this, both these steamers had been plated with iron for protection to their machinery, and were in the engagement of the first day with the "Merri- mac" or "Virginia," when they destroyed part of the Union 464 COASTWISE STEAMSHIP LINES. fleet at Newport News, as well as the second day, as tenders to the "Merrimac," when the .latter vessel and the "Monitor" had their memorable naval engagement. The "Yorktown" was then known as the "Patrick Henry." The "Boanoke" was the only one of the line saved from service in the Confederate cause, but the vessel was disposed of in the same interest in a summary manner on September 29th, 1864, while in the New York and Havana trade. A Confederate naval officer and several men had taken passage from Havana on the vessel, and when six or eight hours from port, took possession of the vessel by force, run her into Bermuda, subsequently went to sea, captured a sailing vessel, to which were transferred all the passengers and crew of the vessel, and set the latter on fire. The "Yorktown" was blown up during the evacuation of Richmond by the Confederate naval officers where she lay a few miles below the city. That wiped out the first fleet of the N. Y. and Virginia S. S. Co. As the James River was the most prominent scene of military operations during the war, there was no commercial intercourse to Norfolk or Richmond until after the surrender of General Lee, on April 9th, 1865. In May, 1865, the "Yazoo" and the "Creole," each of about 1,200 tons, built during 1863, for the New York and Virginia S. S. Co., were running to Norfolk, Va., under the old New York agents, Heineken & Pleasant, until the "Niagara" and the "Saratoga" were com- pleted in the following month of December. The Atlantic Coast Mail S. S. Co. also had several of their steamships running to the James River this year, most of the time the "Hatteras," the "Albemarle,". the "Varuna" and the "Ariadne," under the management of Livingston Fox & Co., who was associated with N. L. McCready, Isaac Bell, Francis Skiddy and others in the company. Matters run on until 1866, when there was a division of the floating property of the company. The "Hatteras," the "Albeniarle," the "Rapidan," and the "Raleigh" were four small side-wheel vessels of 860 tons each, with beam engines, built at Brooklyn in 1865; they were not nautical beauties, their full, deep stem being a marked feature with them all. These vessels were a part of the fleet of the Atlantic Coast Mail S. S. Co., and in the division of the property Livingston Fox & Co. took the COASTWISE STEAMSHIP LINES. 465 two K's, the "Rapidan" and the "Raleigh," while the "Hat- teras" and the "Albemarle" were taken by N. L. McCready. The "Niagara" and the "Saratoga" were side wheelers of the same length as the former "Roanoke," but with more beam, and with the exception of having a single beam engine. While they were nice-looking vessels, they were unprofitable vessels to their owners, as their freight capacity ^as very limited for their size. With the "Albemarle" and the "Hatteras" as a basis, N. L. McCready formed a consolidation, in June, 1867, with the New York and Virginia S. S. Co., who owned the "Niagara" and the "Saratoga," and the "Yazoo" and the "Creole," under the corporate name of the Old Dominion S. S. Co., with N. L. McCready as President. The "Creole" was lost in March, 1868, and the "Niagara" and the "Saratoga" were sold in a few years to parties in Cuba. Norfolk was not thought at this time to be the best point on the coast for a profitable line, but the increased railroad facilities of that section has brought much business to the steamship company, both in freight and passengers. The Old Dominion Co. built a few side-wheel steamships after the formation of the company: the "Isaac Bell," in 1868, wooden hull, built at Brooklyn, the last of their wooden-hull vessels; the "Wyanoke," iron hull, built in 1870, and the "Old Dominion," iron hull, constructed in 1872, the two latter by Harlan & Hollingsworth Co. In 1872, the Virginia Steamship and Packet Co. was incorporated as an opposition line, and the iron hull of a vessel for them, was constructed at Richmond, Va., by Richard Lavery, who was at one time superintendent for Harrison Loring, the shipbuilder, at South Boston, Mass., but when the hull was completed it was sold to the Old Dominion S. S. Co., who sent the hull to Harlan & Hollingsworth Co., who fitted the machinery on board. There was also a fair prospect of an- other opposition in 1874, when the "Geo. W. Elder" was built; this vessel also passed into other hands, and was sent to the Pacific- coast. The Old Dominion Company subsequently had constructed by the Delaware River Iron S. B. & E. Co. the "Manhattan," in 1879, of 1,525 tons; the "Breakwater," in 1880, of 1,044 tons; 466 COASTWISE STEAMSHIP LINES. the same year they lost the "Isaac Bell" by fire. In 1882, the "Roanoke" and the "Guyandotte," each of 2,354 tons, were built; in 1884, the "Seneca," of 2,729 tons; in 1894, the "James- town" and the "Yorktown," each of 2,898 tons, and in 1897 the "Princess Anne," of 3,078 tons; in 1899, the "Hamilton" and the "Jefferson," each of 3,127 tons. The "Yorktown," of 1894, was sold to the Navy Depart- ment, in 1898, for $475,000, for service in the Spanish- Amer- ican war, and her name changed to "Resolute." The present fleet of this line consists of the "Hamilton," the "Jefferson," "Guyandotte," "Princess Anne" and "James- town." They form a daily line between New York and Norfolk. GALVESTON, TEXAS. Galveston was a port prior to 1860 that had most of its commercial intercourse with the outside world through the city of New Orleans. Charles Morgan had a line of coastwise steamers from New Orleans to the coast towns of Texas, and extending to Mexican ports, before 1840. The first of this line was in all probability run by the "Columbia," from New Orleans to Galveston, in February or March, 1838, and fol- lowed later by the "New York," both from the New York and Charleston line. The business of Galveston before the date named was very small, the port itself having not moro than a thousand inhabitants. What retarded the development of the seaport was the absence of a safe inlet to the harbor and sufficient depth of water, with a large enough area of anchorage for vessels at all seasons of the year. An engineer thus reported the conditions surrounding the harbor and its entrance: "In 1869 it was often impossible for the Morgan line steamers to cross the bar at Galveston. Passengers, freight and baggage, were frequently lightered ashore at great risk of being thrown overboard. The outer bar of the harbor being three miles from Fort Point, and had a channel depth of 12 feet, but vessels were com- pelled to "lay to" awaiting a favorable wind and tide before attempting to cross the bar." Then there was the inner bar, and but a limited area of the harbor proper that could float COASTAVISE STEAMSHIP LINES. 467 a vessel drawing over 12 feet. It was not until 1870 that any improvements were made in these conditions, when a jetty was completed through an appropriation made by the city of Galveston that resulted in an increased depth of water of two feet. In 1870, Congress having made an appropriation for the purpose, the U. 8. engineers assumed charge of the work of the improvement, and by the ordinary method of dredging increased the depth of water still further. The original project for the permanent improvement of this harbor was made in June, 1874, and contemplated the construction of jetties, which were expected to deepen the channel to 18 feet, but this proved unsatisfactory. The im- provement of the harbor has been carried on under a project formulated by a board of engineers of the U. S. Army, made in 1886, and has given a gradual increased depth of water ever since, until at the survey made in February, 1901, there was a depth of 25 feet 5 inches on both inner and outer bars. There has been over f 8,000,000 expended by the U. 8. Government to make the improvement in the harbor, but what a benefit it has been to the commerce of the port, and at the same time to the southwest, can be seen in one direction, and that is in the increased size and carrying capacity of the steamers of the New York and Galveston line of twenty-five years ago and those of the present day. The first coasting steamships to trade to Galveston outside of New Orleans, after the close of the Civil War, was for a short time a line from New York by Williams & Guion, but the first permanent service was that of Spofford. & Tileston, of a line from New York of small propellers ranging from 150 feet to 180 feet in length, and drawing from 10 feet to 12 feet of water loaded, in 1866 and 1867, and named the "Tybee," "Perit" and "Trade Wind." In 1871, C. H. Mallory & Co. opened a line from New York with larger vessels than any previously to that port, among them being the "Ariadne," "City of Galveston," and "City of Dallas," and later "City of Houston." At the same time William P. Clyde & Co. had the "Clyde," "Wilmington," and later "Geo. W. Clyde" in this service, they being run for their account by Mallory & Co. At a later date Mallory & Co. added the "City of Austin" and the "City of San Antonio." The 468 COASTWISE STEAMSHIP LINES. vessels of Clyde & Co. were run to Galveston until 1876, when the company having become interested in the Pacific Mail S. S. Co., and also in the Havana line, after the collapse of the Atlantic Mail Company bubble, left the Galveston business to Mai lory & Co., and, as they had quite a fleet of steam vessels, were well able to hold the business they had at this time,; It should be noted that the Morgan S. S. Co., from New York to New 7 Orleans and the Texas R. R. Co., were beginning to make their connections felt as being a factor of some moment in the transportation business to the Southwest that was not to be ignored. The first iron steamship of the Mallory line was the "City of Houston," built in 1871, by Reaney Son & Archbold, at Chester, Pa., and lost at sea in 1878. Their wooden-hull vessels were the "City of Dallas," built in 1872, and the "City of Galveston," in 1870. Since 1880 the company have had constructed nine vessels for the Gulf of Mexico, for these Galveston steamships stop at Key West, Fla., the "Guade- loupe," the "San Marcos," the "Lampasas," the "Alamo," the "Comal," the "Nueces," the "Concho," the "Leona," ;now the "Sabine," and the last, the "Denver," the largest and finest of the fleet, that has been running since late in 1901. The claim that is made that the steamship "George W. Clyde" was the pioneer merchant screw-propeller steamer in this country with the compound engine, is an error for more reasons than one. First, because there were several compound marine engines in merchant vessels on the Northern lakes prior to. 1870; and second, that there were six steam vessels on the Atlantic coast, four merchant steamers and two United States government vessels, with compound engines prior to the "George W. Clyde." Three of these had been altered from simple engines, and three were new vessels with engines complete, some "steeple" and some fore and aft compound. The tugboat tf W. F. Hamill" was changed in February, 1870; the propeller "Norwich" had small cylinder added in March, 1870; the "Benefactor," of the New York and Philadelphia line, .was built and finished in August, 1870; the propeller "Fern," for the Lighthouse Department, was completed in December, 1871, fore and aft compound; the "Hassler," for the Coast Survey Department, was finished in November, 1871 ; and. the "Stars and Stripes," subsequently the "Metropolis," COASTWISE STEAMSHIP LIKES. 469 was altered to a compound by adding small cylinders in September, 1871. The "George W. Cldye" was not completed until April, 1872, leaving New York on April 6th for Galveston, Texas, but during the previous month, while her joiner work was yet in an unfinished state, she was given an experimental trip from Philadelphia to Charleston, S. C., with a cargo of freight, but no passengers. When it is said the "George W. Clyde" was the first steamship with a fore and aft compound engine having a receiver between the two cylinders, then the claim can be allowed.* NEW YORK TO HAVANA, CUBA. The steam communication between New York and Cuba, setting aside the service of the "Robert Fulton," from 1820, is almost identical, in its early stages, with the development of our coastwise steamship lines, as it w r as through these lines that commercial intercourse was held with Havana.** The first steamship running for any time direct from New York to Havana was the "Quaker City," in May, 1859. The vessel run also in 1860 and 1861, until purchased by the Navy Department for blockading service. In 1862, Spofford & Tile- ston started a line and placed the "Columbia," which they had on the Charleston route previous to 1861, with a new vessel they had constructed during the year, and named the "Eagle.'' This was the second "Eagle" that they had built; the first was subsequently the "Rhode Island" and the "Charleston." Ludlum & Heineken were at the same time running the "Roanoke." In 1863 the "Eagle" was the more regular of all the vessels in the Havana trade, the "Roanoke" stopping there at times on -the voyage to New Orleans. It was during the next year that the "Roanoke," on September 29th, while on the voyage from Havana, was taken possession of by an officer of the Confederate States Navy, with some men, all of whom * See "Engineering News" of New York, of October 5th, 1899, in an article by the author on "Early Compound Marine Propeller Engines in United States." * * In 1841 there was a ship named the "Clarion," having Ericcson twin-screws, operated by two engines and without the intervention of gearing, as auxiliary power, that run to Havana from New York two or three voyages, making the run each time in 7 or 8 days. 470 COASTWISE STEAMSHIP sailed as passengers, who subsequently set the vessel on fire after putting the passengers and crew on a sailing vessel. Hargous Bros, run the "Havana" and the "Liberty," two large propellers, the first an iron-hull vessel, built that year at Philadelphia, Pa., and the "Liberty," a wooden-hull vessel, while Spofford & Tileston had the "Eagle," the "Columbia," and the "Morro Castle," which latter was a new vessel, this year; the engine of this vessel was originally in the "City of Buffalo," on Lake Erie, and afterwards put in the "Grand Republic," in New York waters. In 1865 and 1866 Hargous Bros, were still in the same trade, and Spofford & Tileston were running same vessels as in 1864. In May, 1866, the At- lantic Mail S. S. Co. came into possession of Spofford & Tile- ston's vessels, and in 1868 and 1869 Livingston Fox & Co. were running the "Rapidan" and "Raleigh." This Atlantic Mail S. S. Co. was formed in 1865, the principal owners being Wall Street capitalists. They purchased the fleet then owned by Com. Vanderbilt, and running to Aspinwall, which they con- tinued for a time. They also run a line from Panama to South Pacific coast under a subsidy. This large fleet was subse- quently disposed of. They run the line to Havana for about seven years, when the company failed from competition and other causes, and the three or four vessels they then owned were sold to satisfy claims. They received in the time they run to Havana from the government .for carrying the mails the sum of f 234,957. Alexander & Sons began to run steamships to Havana, on the voyage to Mexico, with the "City of Mexico," and the "Cleopatra," in 1869, and in 1870, with the addition of the "City of Merida." In 1874 they had the "City of Merida," "City of New York," and the "City of Havana," all wooden-hull propellers. The Clyde line had running there at this time the "Crescent City," the "Wilmington," and the "Morro Castle," which they continued for a few years, and in 1 880 the "Santiago de Cuba," that had been altered to a propeller, with the "Morro Castle." Alexander & Sons, in 1877, had built for them by John Roach & Sons, their first iron-hull vessel, the "City of Wash- ington," and in 1879 the "City of Alexandria," that was slightly larger. COASTWISE STEAMSHIP LINES. 471 In the same year, 1877, James E. Ward & Co., who had been in the West Indian trade with sailing vessels, had built for them by John Roach & Sons the "Niagara" and the "Sara- toga," each 272'x,*8'x24', with compound engines. Mr. Roach became interested in the line through the construction of these vessels, and more than one of our coastwise lines were built up at this time through his liberality and the aid of some New York capitalists. He was also engaged at this time with other builders in furthering the interests of iron shipbuilding in this country, through legislation in Congress, thai had felt the business depression since the panic of 1874. The starting of new lines, and the development of old ones at this period may be noted, though not from the former cause. The "Sara- toga" was purchased by the Russian government for a war vessel, when near completion, and in 1879 another "Saratoga" had been completed for the company. In 1880 the same builders constructed the "Newport," that was 50 feet longer than either of the other vessels, and with a larger proportion of engine power. This vessel made very fast time on the passage to Havana or to New York, and was considered to be one of the vessels of high speed on the coast at the time. At this date there were but two lines to Havana, and the rivalry was brisk. The next year the William Cramp & Sons S. B. Co., of Philadelphia, Pa., built for the Alexander line the "Ciiy of Puebla," of about the same dimensions and power as the "Newport." This vessel was fitted with fine passenger accommodations, and made excellent time between the two ports. About this time the contract for carrying the Mexican mail expired, and the company failed to renew it with the Mexican government, but having large freight contracts to fulfil that run for some time, they chartered later two foreign steamships for a year or so, and in 1884 sold the "City of Puebla" to the Pacific Mail S. S. Co., and in 1888 sold the "City of Washington" and the "City of Alexandria" to the New York and Cuba Mail S. S. Co., thus closing up the business of the Alexandria line. Since the Spanish- American war of 1898, the New York &nd Cuba Mail S. S. Company have added to their fleet to Cuban ports three twin-screw steamships of increased dimen- sions over their former vessels, with very large power of 472 COASTWISE STEAMSHIP LINES. engines, and since they have been in operation have proved themselves to be the fastest as well as the most popular vessels that have been on the line. The business had increased in a few years so largely that it was found necessary to have larger and faster vessels to keep abreast of the times. NEW YORK TO SAN FRANCISCO. It is the popular impression that the discovery of gold in California, in 1848, was the inciting cause of the establishment of steam navigation on the Atlantic Ocean and the Pacific Ocean, via the Isthmus of Panama. But such was not the case. The causes existed prior to that date. The treaty of the United States with Great Britain, in 1846, that settled the line of the northwest bo-undary covering the present State of Oregon; and during the early part of 1848, Mexico having ceded California to the United States, opened up a rich and fertile land that was taken advantage of by many settlers from the Eastern States, whose only channel at that time for reaching the distant country was across the western plains and the Rocky Mountains by wagons, for the railroad across the plains was not commenced for some fifteen years after. It was with a view of facilitating the means of communication between the Atlantic States and the Pacific possessions that the Congress authorized a mail steamship service via the Isthmus of Panama. A contract for a monthly mail service on the Pacific Ocean was made with Arnold Harris, who was engaged in the Gulf of Mexico steamship trade, with Charles Morgan, at f 199,000 per annum, who assigned the contract to W. H. Aspinwall and associates on November 30th, 1847. This mail contract was considered of about as much value at the time as the one for the Atlantic coast, and there is no doubt but that the gold discovery in California saved all those who had become in- terested in its fulfilment from financial ruin. The Pacific Mail S. S. Co. was chartered by the Legislature of the State of New York on April 13th, 1848, for twenty years, with a capital of $400,000, that was subsequently in- creased to 12,000,000. Their first steamship, the "California," sailed from New York on Friday, October Gth, 1848, and COASTWISE STEAMSHIP LINES. 473 arrived at Panama on January 20th, 1849, and sailed for San Francisco on January 30th. The second steamer, the "Ore- gon," sailed on December 9th, 1848, and arrived at Panama on February 26th, 1849. The third vessel, the "Panama," left on February 15th, 1849, but became disabled when several days out from New York, and had to return for repairs to her engine, and subsequently sailed for the Pacific Ocean. These vessels were built, the "California" and the "Panama," by Wm. H. Webb, and the "Oregon" by Smith & Dimon. They were loaded when leaving New York w r ith material for build- ings, tools for the shops, duplicate pieces of machinery and supplies of all kinds that w r ere necessary to install a plant for the repairs of the vessels and the machinery, all of which had to be sent from the Atlantic coast. The running of a line of steam vessels on the Pacific coast at this period was very expensive in the matter of coal alone, as the supply had to be brought from the United States or England, and cost not less than twenty dollars a ton, and in one case fifty dollars a ton was paid. The company had as many as nine vessels in operation, consuming as much as 35,000 tons of coal a year. As there was no dry dock at San Francisco until one was completed by the United States government in 1854, the company was compelled to beach their vessels when necessary for cleaning their bottoms, or for repairs below the water line. What probably had more to do with developing this gold craze to such proportions as it assumed, was that part of the President's Annual Message of 1848 on the discovery of gold in California, coming as it did just at the time of the year when many were unemployed, and after the first full account of the mineral wealth of the new country had been laid before the people in the daily journals. The part of the message relating to the discovery of gold was as follows, viz. : "It was known that mines of the precious metals existed to a considerable extent in California at the. time of its acquisition. Recent discoveries render it probable that these mines are more extensive and valuable than was anticipated. The accounts of the abundance of gold in that territory are of such an extraordinary character as w r ould scarcely command 474 COASTWISE STEAMSHIP LINES. belief were they not corroborated by the authentic reports of officers in the public service, who have visited the mineral districts and derived the facts which they detail from personal observation. Reluctant to credit the reports in general circu- lation as to the quantity of gold, the officer commanding our forces in California visited the mineral district in July last for the purpose of obtaining accurate information on the subject. (His report to the War Department of the result of his exam- ination and the facts obtained on the spot is herewith laid be- fore Congress.) When he visited the country there were about 4,000 persons engaged in collecting gold. The explorations already made warrant the belief that the supply is very large, and that gold is found at various places in an extensive district of country. Labor commands a most exorbitant price, and all other pursuits but that of searching for the precious metals are abandoned. Ships arriving at the coast are deserted by their crews and their voyages suspended for want of sailors. Our commanding officer there entertains apprehensions that soldiers cannot be kept in the public service without a large increase of pa} r . Desertions in his command have become frequent. This abundance of gold and the all engrossing pursuit of it have already caused in California an unprece- dented rise in the prices of the necessaries of life." Looking back to the period named, it does not seem im- probable but that the endorsement in the President's Message was for the purpose of creating new states on the Pacific Ocean by .emigration from the older States, to be controlled politically by the dominant party at that time. The awarding ot the mail contracts were political in their character, as known at the time. Right after this glowing account of the wealth of gold in our new possessions, and coming from such a high authority as the President's Message, preparations were made by the eastern merchants on an extensive scale for the forwarding of the necessary merchandise to. the new possessions. Ves- sels sailed almost daily from the principal ports on the At- lantic coast for San Francisco. During the month of February, 1849, there were 22 sailing vessels cleared at the port of New York for California with about 2 000 passengers. Boston, during the same period, 10 vessels and 700 passengers. Other V i COASTWISE STEAMSHIP LINES. 475 Atlantic coast ports in proportion. These sailing vessels went by way of Cape Horn. The means of transit across the Isthmus of Panama before the railroad was in operation, was by canoes at first, which were propelled by the natives some thirty miles up the Chagres River, the remaining distance to the Pacific Ocean being traversed on land by mule's. The distance from ocean to ocean was usually covered in two days. A small side- wheel steamboat named "Or us," that had r.un in New York Bay, and an iron-hull side-wheel steamboat named "Gorgona," that was built in New York City, was run on the Chagres River in connection with the railroad before its completion. Pas- senger fare through, first class, |600; deck, |300; sailing vessel, $300. By the summer of 1849 the first mad rush had expended itself; more steamships were running to Chagres, and the means of transportation on the isthmus had materially im- proved. -By this time but four sailing vessels were leaving for the "gold diggings'' from the Atlantic coast. A contract w r as made with those interested in the Pacific Mail S. S. Co. with the government of New Granada for the exclusive privilege of constructing a railroad across the isthmus. Work was commenced in May, 1850, and after many discouragements and difficulties, mainly from the labor em- ployed in building the road being unacclimated, it was finished on January 27th, 1855. Its entire length is 47 miles. In 1851, the company built the "Golden Gate," and in 1853 the "John L. Stephens," both of them much larger and of more power than their first three vessels. They purchased six or eight steamships at different times for their service on the Pacific Ocean, mostly vessels of under 1,000 tons. There were many vessels sent around from the Atlantic coast when the gold fever broke out, some of them worn out in the service on the coast, and others purchased by the Pacific Mail Co. The company had built for them at New r York, in 1853, by YVm. H. Webb, the "San Francisco," and when but two or Three days out from New York on her voyage to the Pacific coast, having a number of United States troops on board for duty in California, she encountered a heavy storm and was lost through the derangement of her machinery. This occurred 476 COASTWISE STEAMSHIP LINES. on December 24th, 1853. This was the first ocean steamship having feathering buckets to her water wheels. The business of the company prospered in spite of all opposition, as there w^re several vessels sent to the Pacific coast by outside parties that were ill adapted for the work. A company that was projected in New York in 1853, having some shipbuilders in the organization, that was intended to run a line on the Pacific coast, said of the Pacific Mail Co. in its prospectus, viz.: "It is hardly necessary to refer to what is so generally known, the unexampled productiveness of the .United States Mail S. S. Co. and the Pacific Mail S. S. Co., running by way of Asp in wall and Panama. The stockholders, as is well known, have not only received ample dividends on their original investments, but the investment itself has been quadrupled in one of those companies by the issue of new shares representing the additional vessels which have been paid for out of the surplus earnings, while in the other quite equal results have been secured." The mail contract expired in 1859, as did also the contract with the United States Mail Co., and a lively war was inaugu- rated between all interested in the California trade. In September, 1859, the "Baltic" and the "Atlantic" were put into service between New York and Aspinwall, where there was already abundance of excitement. These vessels were run by the North Atlantic S. S. Co. until March, I860, and were em- ployed on the route with the purpose to try and obtain a renewal of the mail contract by making better time between the two ports than Marshall O. Koberts' steamers had done. It did not require much effort to shorten the time by these Vessels, but the company failed to obtain a renewal of the mail contract, as Congress was not making appropriations at that time for the benefit of any northern commercial enterprise. In December, 1859, there was a very spirited race between the "North Star" and the "Atlantic" from New York to Aspin- wall. The latter had the advantage from New York harbor all the way down the coast to the east end of the island of Cuba, where the "North Star" formed a closer acquaintance with her competitor, and from there to Aspinwall the vessels were not out of one another's sight. They were driven w r ith all the power of their engines to the e.nd of the contest, but the COASTWISE STEAMSHIP LINES. "North. Star" arrived at Aspinwall 15 minutes before the "At- lantic." Time from New York, 7 days 3 hours and 20 minutes. The shortest time made up to 1855 between San Francisco and New York was by the "Golden Gate," on the Pacific side, and the "George Law," on the Atlantic side, of 19 days and 2 hours of running time; 11 days and 4 hours on the Pacific side, and 7 days and 22 hours on the Atlantic side. Prior to 1860, Cornelius Vanderbilt had obtained control of the Atlantic coast business, formerly held by the United States Mail Company, where he had in operation the "Ariel," the "Northern Light" and the "North Star," and continued to make connections to the Pacific coast until 1863. The "Ariel" was captured by the Confederate steamer "Alabama," while en route from New York and when off the east coast of Cuba, on December 7th, 1862, and released on giving "bonds for f 261,- 000. The Atlantic Mail S. S. Co. obtained possession of this fleet about 1863. This company sold all their fleet of steam- ships running to the Isthmus to the Pacific Mail S, S. Co. in September, 1865, for f 2,000,000 in the stock of the latter com- pany, the former corporation still remaining intact for future business, thus giving the Pacific Mail S. S. Co. control of the Pacific and Atlantic business to California for a few years. The latter company had on the Pacific Ocean at this time the "Constitution," the "Golden City," the "Colorado," the "Sacramento," the "Golden Age," the "St. Louis," the "Sonora," the "Uncle Sam," the "California," and the "Tobago." The first four were those large beam-engine side wheelers. On the Atlantic Ocean were the "Atlantic," the "Baltic," the "Henry Chauncey," the "Montana," the "Arizona," the "Mariposa," the "Monterey," the "Senator," the "Ocean Queen," the "New York," the "Costa Rica," the "Northern Light," the "North Star," the "Ariel," the "Champion" and the two 4,000-ton ships building for the China service. Seven of these were from the Atlantic Mail Company's fleet. There had been many changes in the affairs of the com- pany since 1860, and several of those who were interested in the company in the early days of the organization could not see their way clear in giving support to the administration of that day. One of the developments of this state of affairs came in the form of an opposition by William H. Webb, W. H. COASTWISE STEAMSHIP LINES. 479 Aspinwall, M. O. Roberts and others. The North American S. S. Co., or Nicaragua line, had been running to Nicaragua for many years, now opened another line via Panama in the fall of 1807, with the "Guiding Star," "Santiago de Cuba," the "Dakota," and the "Nebraska," which opposition was continued with low rates of passenger fare as well as freight charges until October, 1868, thus giving the old company as lively an opposition as they desired. There was manifested a most bitter opposition feeling in this move. The "Nevada." the "Nebraska" and the "Dakota" were sent to the Pacific coast in the fall of 1870, and in the spring of 1871 opened a line from San Francisco under the name of "United States, New Zealand and Australian Mail S. S. Co.," sailing once a month, via Hono- lulu, and run until the fall of 1872, when they were withdrawn. These vessels were beam-engine steamships, built by Henry Steers, at New York, and were about 280 feet long, two of the vessels having engines each 81-inch cylinder, and the "Nevada" 85 inches, all 12 feet stroke. W. H. Webb, the moving spirit of the enterprise, endeavored to get a subsidy for the line, but the revenue reformers held the purse strings of Uncle Samuel's treasury at this time, and it was impossible to get an appropriation through Congress for the purpose. As soon as this line commenced its service on the Pacific side a foreign tramp line was covering the same trade. In 1861 the Pacific Mail S. S. Co. commenced the con- struction of the first of the large fleet of side-wheel vessels of about 4,000 tons. The China and Japan line was inaugurated by the "Colorado," leaving San Francisco January 1st, 1867, followed by some of the earlier side-wheel steamships. In 1873 the company took a new departure in accordance with the spirit of advancement in shipbuilding, by having three new vessels constructed with hulls of iron, the "Colon," by John Roach & Son; the "Acapulco" and the "Granada," by Harlan & Hollingsworth Co., all having compound engines, constructed by the John Elder Co. of Glasgow, Scotland, and fitted on board the vessels by John Roach & Son, at New York. These vessels were ea'ch 300 feet long by 40 feet beam, having cylinders 50 inches and 86 inches diameter by 42 inches stroke. The same year John Roach & Son also constructed for them The "Colinia," being 12 feet longer than either of the other 480 COASTWISE STEAMSHIP LliSTES. named vessels, with a compound engine of 51 inches and 88 inches by 42 inches stroke. The next year the same builders constructed the "City of Panama" and the "Guatemala," each about 50 feet shorter than the "Colima." The same year they also had in hand the "City of Tokio" and the "City of Peking" for their China line, they being each 423'x47'10x38%', and having a pair of compound engines, each having cylinders 51 todies and 88 inches by 54 inches stroke. The large side wheelers were now laid up, being such large coal consumers. When deeply loaded their water wheels were so immersed that their engines were "tied up," and their speed not over an average of about eight knots under good conditions. They subsequently added the "City of Para" and the "City of Rio Janeiro," formerly of the New York and Brazil line; also had several built for their Australian and the Pacific coast routes. About 1873 the company fell under the control of Wall Street interests, that were also interested in the Union Pacific Railroad, that had been completed a few years previous. In 1875 the Panama Railroad Company instituted proceedings to sever the relations existing between the two companies, claim- ing that the business of the steamship company and of the Panama Railroad Company at the same time were sacrificed to the interests of the Union Pacific Railroad Co. After some time a traffic arrangement satisfactory to the two conflicting interests was agreed upon, and continued in force until 1893, and from then until December, 1895, there were two lines running on the Atlantic as well as on the Pacific side. Until a recent date the Panama Railroad Company has controlled the Atlantic coast trade, and the Pacific Mail Company confined itself exclusively to the Pacific coast. The Oceanic S. S. Co. opened their line to Honolulu from San Francisco in 1884 with the steamships "Mariposa" and the "Alameda." NICARAGUA TRANSIT CO. Commodore Vanderbilt entered the California trade at a much later date than the Pacific Mail Company, under the name of the Nicaragua Transit Company. Having received concessions by the way of the San Juan River, in Nicaragua, COASTWISE STEAMSHIP LINES. 481 to the Pacific Ocean, he was not prepared to open the route until June, 1851, with the steamship "Prometheus," although he had begun operations in February previous by the way of Chagres temporarily. Two small side-wheel boats, about 100 feet long each, were built at New York for the river service. In 1852 he added the "Northern Light," and in 1853 the "Star of the West," both double beam-engine steamships. On the Pacific side he made connections with the steamships "S. S. Lewis," the "Pacific" and the "Sierra Nevada." In 1853 he sold out his interest in the company, and Charles Morgan, C. K. Garrison and others became largely interested. He had for some time previous to this under construction a steam- ship that he intended to use for a trip to Europe, named the "North Star." After his return he found the directors of the company not disposed to live up to the agreement for the disposal of his interest in the company, and in 1854 he opens an opposition line by the way of Aspinwall or Chagres, with the "North Star," in connection with Edward Mills' steamships on the Pacific side. This lasted less than a year, although it was carried on with the obstinacy and determination of the "opposition" of those days. Pursuing paths of peace in com- mercial circles was an abnormal condition for some of them, as they always carried the chip on their shoulder. The next year Vanderbilt gave much attention to his new line from New York to Havre, though he had not lost sight of the Nicaragua business, for in 1856 he had gained control again of the com- pany. All this time rates of fare and freight had been lowered by the competition of the three or four lines to California, though Charles Morgan started an opposition for a few months in 1856. As trouble had been brewing in Nicaragua for some time, and a party of filibusters under one Walker had man- aged to obtain control of affairs in that State, the Nicaragua line run irregularly up to 1858, when it was closed up by the Nicaragua Transit Co. for a time, but was revived at a later date, and continued until late in 1867, when the North American S. S. Co. commenced running their steamships to Panama in opposition to the Pacific Mail Co., when the Nica- ragua route was closed for good. 482 COASTWISE STEAMSHIP LINES. NEW YORK TO BRAZIL, S. A. The New York and Brazil Mail S. S. Co. opened a line from New York to Brazil, making two or three stops on the way, in January, 1866, with the "North America" x "Fort Jack- son," of the blockading fleet during the Civil War, and during the same year the "Guiding Star" for a few months. W. R. Garrison was the directing spirit of this enterprise. The vessels made monthly trips, under a mail contract with the United States government of f 150,000 a year, for ten years. The "South America" x "Connecticut" was added to the line in 1867, and in 1868 the "Merrimac" and the "Mississippi," the two iron-hull propellers built by Harrison Loring, of Boston, Mass. The "Mississippi" was wrecked on Great Pensacola Shoal on a voyage from Rio Janeiro to New York, on May 12th, 1869. The "North America," the "South America," and the "Merrimac" performed the service of the line, and with the ad- dition of the "Erie" and the "Ontario," two wooden-hull steam- ships built in 1867 for a line from Boston to Liverpool, until September 22d, 1875, when the "Ontario" was the last vessef despatched from New York by the company. The "Erie" was lost by fire on the coast of Brazil on January 1st, 1873. There was no American line of steamships to Brazil from the sailing of the "Ontario," in 1875, until May, 1878, when the United States and Brazil Mail S. S. Co., which was owned almost wholly by John Roach, and operated by Mallory & Co., opened the line with a chartered vessel until the "City of Para" and the "City of Rio Janeiro" were completed and placed on the line. These vessels were built by the Delaware River Iron S. B. & E. Co., and were each 345'x38'6x30'4, with compound engines 42" and 74" by 60". They were well-equipped vessels, with large passenger accommodations, and much superior to any vessels that had been in that service; in fact, too expensive vessels for that trade. The line met with many obstacles placed in its path by the foreign interests that were affected by the opening of the American line. They had a mail contract with the Brazilian government, giving them a compensation of f 100,000 per annum. The foreign line offered to carry the mail to the United States free of cost, and that failing to break the mail contract, the cutting of freight rates COASTWISE STEAMSHIP LINES. 483 was resorted to for breaking down the American line. The freight on coffee when the American line was started was 70 cents per bag, and the second year of its operation the rate had been reduced to 30 cents per ba*g, or $5.25 per ton for a carriage of 5,200 miles. At the same time the United States government refused to give the line a contract for carrying the mail, compelling them to carry the mail for the sea postage merely. There was not a renewal of the mail contract after the expiration of the two years, but the steamers run for nearly a year after without any mail contract from either government, when they were withdrawn. The two fine steamers were shortly after sold to the Pacific Mail S. S. Co. In 1882 another company was organized as the United States and Brazil Mail S. S. Co., with C. P. Huntington, John Roach, Charles R. Flint, H. K. Thurber, among the incor- porators. They had a mail contract with the Brazilian govern- ment for $100,000 per annum, Brazilian currency, but the want of stability to the foreign currency made it an unknown quantity, and was one drawback the company had to contend against. The Delaware River I. S. B. & E. Co. built for the company three iron-hull vessels, each 295'x38'4x23'4, with compound engine 36" and 66" by 54", and named "Finance," "Advance" and "Reliance." They were smaller vessels than the "City of Para" and "City of Rio Janeiro," and not so large passenger accommodations in proportion to their size. The "Finance" was the first vessel in operation, leaving New York January 27th, 1883, and stopping at Newport News, Va. The steamers made monthly trips with regularity, and did a fairly good business, meeting with no ill fortune until the loss of the "Reliance," in 1884. In 1886 the builders of the other vessels completed for the company the "Alliance," that was 8 feet longer and 4 feet wider than the older vessels. Previous to this Mr. Roach's interest in the company had passed to other hands, and it was not long before there was a change in the management of the company, and, taken by the conclusion, were better that it were not so. In 1890, the same builders constructed two larger and finer vessels than the others of the fleet, having larger passenger accommodations and finer interior finish. They were 321'x45'xl7', with triple-expansion engine 28", 44" and 70"x48", and named "Seguranca" and 484 COASTWISE STEAMSHIP LINES. "Vigilancia." These vessels were subsequently found to have too large passenger accommodations for the route. Previous to this, internal dissensions in the company began to manifest themselves, and the want of good management in the affairs ;of the company compelled its passing into the hands of a receiver, who wound up the affairs of the company in 1893. The "Finance," "Advance" and "Alliance" were sold by the United States Marshal April 3d, 1893, to parties who passed them over to the Panama R. K. Co., and the "Seguranca" and the "Vigil- ancia" were sold to the New York and Cuba Mail S. S. Co. It is believed by those well acquainted with the situation that the company would have been prosperous under a wise and economical administration of its affairs. DETAILS OP SOME COASTWISE STEAMSHIPS. "Neptune," 1838. Hull, built by Lawrence & Sneeden, of New York, 215'x25'4xl4'; one "square" engine, constructed by the Allaire Works, with a cylinder of 50 inches diameter by 11 feet 6 inches stroke; water wheels, 25 feet diameter. "Northerner," 1847. Hull, built by William H. Brown, of New York, 205'x32'8x22'6; one side-lever engine, with cylinder 70"x8', built by the Novelty Iron Works. "Falcon," 1848. Hull, built by William H. Brown, 206'x 30'6x21'; two inclined engines, built by Hogg & Delamater, of New York, each having cylinders 60 inches diameter by 5 feet stroke; water wheels, 32'x7'9. "Georgia," 1849. Hull, built by Smith & Dimon, of New York, 248'Sx48'8x25'6; with two side-lever engines, built by T. F. Secor & Co., each having cylinders of 90 inches diameter by 8 feet stroke; water wheels, 36'xlO'6. Philadelphia," 1849. Hull, built at Philadelphia, Pa., 190'x33'xl8'3, with two side-lever engines, constructed by Mer- rick & Towne, of Philadelphia, Pa.,- each having cylinders of 56 inches diameter by 6 feet 9 inches stroke; water wheels, 27'x8'6. "Ohio," 1849. Hull, built by Jeremiah Simonson, at New York, 247'10x45'7x24'6; two side-lever engines, constructed by T. F. Secor & Co., each with a cylinder of 90 inches diameter by 8 feet stroke; water wheels, 36'xlO'6; four iron-flue boilers. COASTWISE STEAMSHIP LINES. 485 "Cherokee," 1849. Hull, built by William H. Webb, 210'x 35'x22'; one side-lever engine, constructed by the Novelty Iron Works, with a cylinder of 75 inches diameter by 8 feet stroke. "Eldorado," 1850. Hull, constructed by Thomas Collyer, of New York, 235'x31'x23'; two vertical beam engines, built by Belknap & Cunningham, each having a cylinder of 50 inches diameter by 10 feet stroke; water wheels, 29'4x8'10. "Union," 1852. Hull, built at Philadelphia, Pa., 180'x 25'4xl7'; two direct-acting inverted propeller engines, each having cylinder of 34 inches square; propeller with four blades of 10 feet diameter and 31 feet 4 inches pitch. "Augusta," 1852. Hull, built by William H. Webb, 220'x 35'x21'6; one oscillating engine, built by Novelty Iron Works, having cylinder 85 inches diameter by 8 feet stroke; two "rising-flue" boilers; water wheels, 30'xlO'. "Nashville," 1853. Hull, built by Thomas Collyer, 216'x 34'8x22'; one side-lever engine, built by Novelty Iron Works, with a cylinder of 85 inches diameter by 8 feet stroke; two "Miller's" patent return-flue boilers; water wheels, 32'xlO'. "North Star," 1853. Hull, built by Jeremiah Simonson, 269'6x38'x29'6 ; two vertical beam engines, constructed by Allaire Works, each with cylinder of 66 inches diameter and 10 feet stroke; four drop-flue boilers; water wheels, with feathering buckets, 33 feet diameter by 8 feet face. "San Francisco," 1853. Hull, constructed by William H. Webb, 286'x41'x24' ; two inclined oscillating engines, con- structed by Morgan Iron Works, each with cylinder of 65 inches diameter and 8 feet stroke; two drop-flue boilers; water wheels, with feathering buckets, of 28 feet diameter and 8 feet face. "Ocean Bird," 1854. Hull, built by J. W. Griffith, at New York, 225'x37'xl6'; one vertical beam engine, by Neptune Iron Works, of New York, having a cylinder of 65 inches diameter by 12 feet stroke; four return-flue boilers; water wheels, 33'x 7'9. "Cahawba," 1854. Hull, constructed by William Collyer, of New York, 260'x37'xl9'6 ; one vertical beam engine, by the Allaire Works, with a cylinder of 75 inches diameter by 11 feet stroke, and two return-flue boilers; water wheels, 31'x8'6, 486 COASTWISE STEAMSHIP LINES. "Quaker City," 1854. Hull, built by Vaughan & Lynn, of Philadelphia, Pa., 227'3x36'x21'3, with 12 feet draft at load- water line; one side-lever engine, built by Merrick & Sons, at Philadelphia, Pa., having a cylinder of 85 inches diameter and 8 feet stroke; four return tubular boilers, worked under a maximum steam pressure of 28 Ibs.; water wheels, 30'4 diameter and 10 feet face. "Ariel," 1855. Hull, built by Jeremiah Simonson, 250'x 33'6xl9'; one vertical beam engine, built by Allaire Works, with a cylinder of 75 inches diameter by 11 feet stroke of piston ; two return-flue boilers ; water wheels, 33 feet diameter by 8 feet face. "Columbia," 1857. Hull, built by Thomas Collyer, at New York, 230'x35'x23; one side-lever engine, constructed by the Novelty Iron Works, with a cylinder of 85 inches diameter and 9 feet stroke of piston. "Ocean Queen," 1858. Hull-, built by J. A. Westervelt & Sons, of New York, 330'x42'x22', with draft of water at load line of 15 feet 6 inches; one vertical beam engine, built by the Morgan Iron Works, having a cylinder of 90 inches diam- eter by 12 feet stroke; three return-flue boilers; paddle wheels, 38 feet diameter by 10 feet 6 inches face. "R. E. Cuyler," 1859. Hull, built by Samuel Sneeden, at Greenpoint, N. Y., 235'x32'x23'3; one vertical direct-acting propeller engine, constructed by the Allaire Works, having a cylinder of 70 inches diameter by 48 inches stroke; two hori- zontal tubular boilers, operated under a steam pressure of 25 Ibs. per square inch, and cutting off in cylinder at half stroke; propeller, four blades of 16 feet diameter and 22 feet 6 inches pitch. "Yorktown," 1859. Hull, built by William H. Webb, 250'x34'xl7'; two vertical beam engines, built by the Morgan Iron Works, each with cylinders of 50 inches diameter by 10 feet stroke of piston; two return-flue boilers; paddle wheels, 3()'x9'. 'Champion," 1859. Iron hull, built by flarlan & Rollings worth Co., of Wilmington, Del., 242'x35'x25'10; draft of watei when light, 10 feet; two vertical beam engines, by builders of the hull, each having a cylinder of 42 inches diameter by 10 COASTWISE STEAMSHIP LINES. 487 feet stroke; paddle wheels, 30 feet diameter by 6 feet 6 inches face. "San Jacinto," I860. Iron hull, built by Harlan & Hoi- lings worth Co., at Wilmington, Del., 230'x33'xl5' ; one vertical beam engine, by builders of the hull, having a cylinder of 56 inches by 11 feet stroke; water wheels, 31 feet diameter by 1 feet 8 inches face. "Matanzas," I860. Iron hull, built by Delamater Iron Works, of New York, 2<)5'x29'6x20'9 ; draft, loaded, 13 feet; one vertical direct-acting propeller engine, with cylinder of 56 inches diameter by 45 inches stroke; propeller, 14 feet diameter by 22 feet pitch. " "Constitution," 1861. Hull, by William H. Webb, 333'x 44'x31'6; one vertical beam engine, built by Novelty Iron Works, having cylinder of 105 inches diameter by 12 feet stroke of piston ; water wheels, 40 feet diameter by 18 feet face. Of the fleet of ten of these large side-wheel steamships built for the Pacific Mail S. S. Co., William H. Webb con- structed five, Henry Steers three, and Webb & Bell two, sub- contracted from William H. W^ebb. They were all of nearly the same general dimensions of the hull, with the same size of engine. "Morro Castle," 1864. Hull, built by Westervelt & Mac- kay, at New York, 260'x40'x23'; one vertical beam engine, from steamboat "City of Buffalo," on Lake Erie, with cylinder 76 inches by 12 feet stroke. "Rising Star," 1865. Hull, built, by Roosevelt & Joyce, of New York, 303'x43'x23' ; one vertical beam engine, having a cylinder of 100 inches diameter by 12 feet stroke, constructed by the Etna Iron Works, John Roach, at New York. "Colon," 1872. Hull, built by John Roach & Sons, 282'x 40'x30'6; one compound engine built by John Elder Co., at Glasgow, Scotland, with cylinders of 50 inches and 86 inches by 42 inches stroke; working steam pressure, 60 Ibs.; pro- peller, 16 feet 3 inches diameter. "George W. Clyde," 1872. Hull, built by William Cramp & Sons' S, & E. B. Co., of Philadelphia, Pa., 206'x35'xl9'; one compound engine, with cylinders of 24 inches and 38 inches by 36 inches stroke, 488 COASTWISE STEAMSHIP LINES. "City of Peking" and "City of Tokio," 1874. Hulls, built by Delaware River Iron Shipbuilding and Engine Works John Roach & Sons at Chester, Pa., 423'x47'4x38i/ 2 '; two com- pound engines in each, having cylinders 51 inches and 88 inches diameter by 54 inches stroke, worked under an initial steam pressure of 60 Ibs.; propeller, 20 feet 3 inches diameter. "Columbus," 1874. Hull and machinery built by William Cramp Ship and Engine Building Co., at Philadelphia, Pa. Hull, 276'x35'x24'; one compound engine, with cylinders of 34 inches and 56 inches by 42 inches stroke. "Hudson," 1874. Hull and machinery built by the Pusey & Jones Company, at Wilmington, Del. Hull, 280'x34'x25'9 ; one inverted simple-condensing engine, 48 inches cylinder by 72 inches stroke of piston. "Lone Star" x "Brashear" and "New York," 1875; "Algiers" and "Morgan City," 1876. Hull and machinery built by the Harlan & Hollingsworth Co. Hull, 275'x38'4x22'9 ; one ver- tical direct-acting surface condensing engine, with a cylinder of 50 inches diameter and 60 inches stroke, worked under a steam pressure of 60 Ibs.; fuel, 24 tons per day; propeller, 13 feet diameter. "Rio Grande," 1876. Hull and machinery built by Dela- ware River I. S. & E. Works. Hull, 289'6x38'7x22'6 ; one com- pound engine, with cylinders of 34 inches and 60 inches by 54 inches stroke. "Saratoga," 1877. Hull and machinery built by Delaware River I. S. & E. Works. Hull, 272'x38'x24' ; one compound engine, with cylinders of 34 inches and 60 inches by 54 inches stroke, operated under a pressure of 80 Ibs.; propeller, 14 feet 3 inches diameter. "City of Washington," 1877. Hull and machinery con- structed by John Roach & Sons, at Chester, Pa., Delaware River I. S. & E. Works. Hull, 300'x38'x27' ; one compound engine, with cylinders of 40 inches and 74 inches by 72 inches stroke. Subsequently a triple-expansion engine was placed in the vessel, having cylinders of 24 inches, 38 inches and 63 inches by 60 inches stroke of piston ; propeller, 16 feet diameter. "City of Rio Janeiro" and "City of Para," 1878. Hull and machinery built by John Roach & Sons, at Chester, Pa., COASTWISE STEAMSHIP LINES. 489 345'10x38'6x30'4; one compound engine, having cylinders of 42i/o inches and 74 inches by 60 inches stroke; subsequently a triple-expansion engine, having cylinders of 28 inches, 44 inches and 70 inches by 48 inches stroke, was placed in each vessel; propeller, 16 feet 4 inches diameter. "City of Alexandria," 1879. Hull and machinery con- structed by John Roach & Son, at Chester, Pa., 333'x38'6x25'; one compound engine, having cylinders of 42 inches and 78 inches by 54 inches stroke; propeller, 16 feet diameter. "City of Augusta," 1880. Hull and machinery built by John Koach & Sons, at Chester, Pa., 323'x40'x25'9 ; one com- pound engine, with cylinders 42 inches and 82 inches by 54 inches stroke. At a later date a triple-expansion was fitted in the vessel in place of the compound engine, having cylinders of 22 inches and 41 inches and 72 inches by 54 inches stroke. "Louisiana," 1880. Hull, constructed by John Roach & Sons, at Chester, Pa., 324'x39'x26' ; one pair of vertical beam compound propeller engines, set athwartships, the crank being connected to the beam by a rod that was fastened to a "horn" forged on the underside of the beam strap. The high-pressure cylinder was 30 inches diameter by 7 feet 3 inches stroke, and rhe low-pressure cylinder 56 inches diameter by 6 feet stroke. There were eight tubular boilers, each 12 feet 2 inches in length and 8 feet 6 inches diameter, with 3-inch tubes 10 feet long, of John Baird's patent. These boilers were at first connected by iron water spaces 6 inches wide, but after a few years' use these water spaces were partially removed and fire- brick built up the height of removed water spaces. These boilers did not prove to be as economical in fuel as the ordinary marine boilers. A few years since this pair of com- pound engines were removed and a triple-expansion engine substituted in their place, having cylinders of 24 inches and 39 inches and 64 inches by 45 inches stroke. "City of Puebla," 1881. Hull and machinery built by The AYilliam Cramp & Sons S. & E. B. Co., 319'x38'6x26'3; one compound engine, with cylinders of 43 inches and 86 inches by 60 inches stroke. "Lampasas," 1883. Hull and machinery built by John Roach & Sons, at Chester, Pa., 329'x40'5x21'5 ; one triple-ex- 490 COASTWISE STEAMSHIP LINES. pansion engine, with cylinders of 23 inches and 37% inches and 61% inches by 39 inches stroke. "Olivette," 1887. Hull and machinery constructed by The William Cramp & Sons S. & E. B. Co., 280'x35'xl9' ; one triple- expansion engine, with cylinders of 23 inches and 36 inches and 60 inches by 36 inches stroke. "City of Birmingham," 1888. Hull and machinery con- structed by John Koach & Sons, at Chester, Pa., 300'x42'x26'9 ; one triple-expansion engine, having cylinders of 24 inches and 38 inches and 63 inches, and 45 inches stroke. "Kansas City," 1889. Hull and machinery built by Dela- ware Kiver I. S. B. & E. Works, at Chester, Pa., 327'x45'xl8'8 ; one triple-expansion engine, with cylinders of 33 inches and 54 inches and 86 inches by 54 inches stroke. "Sabine" x "Leona," 1889. Hull and machinery built by Delaware River I. S. B. & E. Works, at Chester, Pa., 314'x 46'2x20'3; one triple-expansion engine, with cylinders of 28 inches and 44 inches and 70 inches by 48 inches stroke. "Algonquin," 1890. Hull and machinery constructed by William Cramp & Sons S. E. B. Co., 276'x43'xl9'; one triple- expansion engine, with cylinders of 21 inches and 34 inches and 56 inches by 36 inches stroke. "El Sol," 1890. Hull and machinery constructed by New- port News Shipbuilding and Dry Dock Co., 390'6x46'8x24'; one triple-expansion engine, having cylinders 32 inches and 52 inches and 84 inches by 54 inches stroke. "El Bio" and "El Sud," 1892. Hull and machinery con- structed by Newport News Shipbuilding and Dry Dock Co., 380'x48'x23'10 ; one triple-expansion engine, with cylinders 32 inches and 52 inches and 84 inches by 54 inches stroke; propeller, 18 feet diameter. "Jamestown," 1894. Hull and machinery built by Dela- ware Biver I. S. B. & E. Works, 300'x40'x26'9 ; one triple-expan- sion engine, 28 inches and 44 inches and 73 inches diameter of cylinders by 54 inches stroke. "Coinanche," 1895. Hull and machinery built by William Cramp & Sons S. & E. B. Co., 300'x46'x26'3 ; one quadruple- expansion engine, having cylinders of 24% inches and 34% inches and 49% inches and 70 inches by 36 inches stroke. COASTWISE STEAMSHIP LINES. 491 "Havana," 1898; "Mexico," 1899. Hull and machinery constructed by William Cramp & Sons S. & E. B. Co., 360'x 50'x32'2; twin screw, two triple-expansion engines, each with cylinders of 25 inches and 41 1 /. inches and 68 inches by 42 inches stroke. "El Cid" and "El Rio," 1899. Hull and machinery con- structed by Newport News Shipbuilding & Dry Dock Co., 379'7x48'x26' ; one triple-expansion engine, with cylinders of 32 inches and 52 inches and 84 inches by 54 inches stroke. "Jefferson" and "Hamilton," 1899. Hull and machinery built by Delaware River I. S. B. & E. Works, 304'x42'x27'; one triple-expansion engine, with cylinders of 27 inches and 44% inches and 73 inches by 54 inches stroke. "Morro Castle," 1900.-Hull and machinery built by Will- iam Cramp & Sons S. & E. B. Co.; twin screw; 400'x50'x25'9 ; two four-cylinder triple-expansion engines, each having cylin- ders of 32 inches and 52 inches and 60 inches and 60 inches by 42 inches stroke; propellers, 3 blades, 14 feet diameter and 22 feet 6 inches pitch. "Comus," 1900. Hull and machinery constructed by New- port News Shipbuilding & Dry Dock Co., 379'x48'x27'6 ; one triple-expansion engine, having cylinders of 32 inches and 52 inches and 84 inches by 54 inches stroke. "Proteus," 1900. Hull and machinery built by Newport News Shipbuilding & Dry Dock Co., 379'7x48'x29'9 ; one triple- expansion engine, with cylinders of 32 inches and 52 inches and 84 inches by 54 inches stroke. DISASTERS TO COASTWISE STEAMSHIPS. "Ariadne." New York to New Orleans, Stranded off Devil Hill, on coast of North Carolina, February 7th, 1873, and became a total loss; thick fog and high winds prevailing at the time. "Allentown." Foundered during a gale in Massachusetts Bay, November 25th, 1888, with a loss of all her officers and crew of 18 men. "Bienville." New York to New Orleans. Took fire when at sea near Watlings Island, on August 15th, 1872, totally destroying the vessel with a loss of 41 lives. 4:92 COASTWISE STEAMSHIP LINES. "City of Waco." Mallory's New York and Galveston line. While lying off the bar at Galveston, Texas, November 8th, 1875, was found to be on fire, but on account of the high sea prevailing at the time no assistance could be rendered. There w T ere 17 passengers and a crew of 32 men, all of whom were lost. Total loss of vessel and cargo, |597,000. "City of Galveston." Mallory & Co.'s line. While on a voyage from Hay ti to New York, was lost on the island of Marra- guana, on February 4th, 1870. The vessel, valued at $125,000, was a total loss. "City of Alexandria." New York & Cuba Mail S. S. Co. On November 1st, 1893, an explosion took place in its cargo of rum and alcohol, the vessel becoming a total loss after being beached 13 miles east of Havana, Cuba. There were 5 men drowned. When the explosion took place the vessel was about 30 miles from Havana. "Central America." New York and Chagres. Foundered in a severe gale while on a passage to New York via Havana, .on September 12th, 1857, and about 423 lives were lost. "City of Savannah." Boston to Savannah. Foundered off Hunting Island, S. C., in a hurricane, August 28th, 1893. Vessel total loss; no lives lost. "City of Merida." Alexandre's line. Destroyed by fire in the harbor of Havana, Cuba, September 4th, 1884. No lives lost, nor any persons injured. "City of Columbus." Boston to Savannah, January 18th, 1884, went into the Devils Bridge rocks, near Gay Head, and became a total loss. With 87 passengers and a crew of 45 persons, there was a loss of 75 passengers and 28 of the crew. "City of New York." Alexandre's line. Took fire from some unknown cause while lying at Roberts' pier, Brooklyn, on June 23d, 1880, and was towed from there into the stream, and after burning for eleven hours the hulk sank in the river. "City of Vera Cruz." Left New York bound for Havana, on August 25th, 1880. On the 28th, encountered a heavy squall, which increased so that by 3 p. m., in a heavy sea, COASTWISE STEAMSHIP LINES. 493 the captain and a number of the officers and crew were washed overboard, and at 5 o'clock the vessel went down off Mosquito Inlet, Fla. By this disaster 26 passengers and 42 of the crew were lost. The only officer saved was Charles Smith, second assistant engineer. "Cleopatra." Went ashore on October 23d, 1878, while enter- ing Nassau Harbor, N. P., in charge of a pilot. Was so badly damaged that she was abandoned in March, 1879. "Chesapeake." While on a trip from Portland, Me., to New York, on April 27th. 1881, stranded on the south side of Fisher's Island, in Long Island Sound, in a thick fog, and became a total loss. "Croatan." New York to Wilmington, N. C., November 1st, 1898. Fire was discovered in the cargo that the crew of the vessel were unable to control, and the vessel was abandoned. Loss of 4 of the crew and one passenger. "City oi Houston." Foundered at sea off Frying Pan Shoals, on October 23d, 1878, and was a total loss. All the pas- sengers and crew were landed at Fernandina, Fla. "Cherokee." New York and New Orleans. Burned at her wharf at New York, August 26th, 1853. No lives lost. "Crescent City." Wrecked on a reef in the Gulf of Mexico. "Creole." Was wrecked on the New Jersey coast, March 17th, 1868, on a trip from Havana, during a thick fog. "Delaware." New York and Charleston, S. C. July 8th, 1898, tire was discovered in the cargo first night out; efforts were made to control the blaze, but proved unavailing, and the vessel was abandoned. Passengers were taken to New York by tug "Ocean King," and the crew took to their boats. No one injured. "Eagle." New York to Havana. Went ashore on Body Island, North Carolina, March 4th, 1870, and became a total loss during heavy weather on the coast. "Evening Star." New York and New Orleans line. Was lost in a cyclone about 100 miles to the eastward of Tybee Island, on October 3d, 1866, Over a hundred lives lost 494 COASTWISE STEAMSHIP LINES. "Erie." Rio Janeiro to New York. Took fire on January 1st, 1873 when off Parahaba, 90 miles north of Pernambuco, and was totally destroyed. No lives lost. "Emily B. Souder." Foundered at sea December 10th, 1878, and was a total loss. There were 37 lives lost nine pas- sengers and 28 of the crew. ''George Cromwell." New York and St. Johns, N. F. Struck on keys off Cape St. Mary, N. F., January 5th, 1877, and became a total wreck. All on board were lost, consisting of 23 crew and 7 passengers. Supposed causes of disaster, currents, fog and snow. "George Washington." Struck the rocks near French Mis- taken Point, N. F., January 20th, 1877, and became a total wreck. All on board were lost, 23 crew and 2 passengers. Causes supposed to be the same as in case of "George Cromwell." "General J. K. Barnes." Foundered at sea off Cape Hatteras from a leak during a heavy storm, on October 23d, 1878. Crew taken off by a schooner and landed at Charleston, S. C. "Guadeloupe." Stranded on Barnegat Shoals, November 19th, 1884. No lives lost. Mallory's New York and Galveston line. "Georgia." While on a voyage from New York to San Fran- cisco, June 23, 1876, when passing through the Straits of Magellan, went ashore on the outer point of Rocky Point, during a dense fog. "George Appold." While on a passage from Providence, R. I., to Newport News, Va., January 9th, 1889, stranded upon Montauk Point and became a total loss. "Huntsville." Burned at sea December 19th, 1877, when about 10 miles southeast of Little Egg Harbor light. Officers and crew picked up by pilot boat "Washington." "Isaac Bell." Was burned while lying at her wharf at Norfolk, Va., receiving cargo, on October 2d, 1880. Loss, $200,000. "John Hopkins." Destroyed by fire in Baltimore harbor, May 28th, 1889. COASTWISE STEAMSHIP LINES. 495 "Knoxville." Burned at her wharf in New York, on December 22d, 1856, and became a total loss. "Leo." Burned at sea April 13th, 1877, and became a total loss. Loss of 20 of the crew and 3 passengers. "Montgomery." Lost by collision on January 7th, 1877, off the capes of the Delaware, with s. s. "Seminole." There were 13 lives of the crew and 4 passengers lost. "Morro Castle." Burned at her wharf at Charleston, S. C., March 6th, 1883. "Merrimac." From Halifax to Boston. On July 10th, 1887, during foggy weather, struck a ledge near Little Hope Island, Nova Scotia, and became a total wreck. "Metropolis." On January 31st, 1878, was wrecked on Curri- tuck Beach, North Carolina, with a loss of 90 lives. The vessel encountered a heavy northeast gale while on her way from Philadelphia. Pa., to South America, "Missouri." New York to Havana. When 25 miles northeast of the Island of Abaco, Bahamas, on October 22d, 1872, took fire and was totally destroyed, by which 69 persons lost their lives. "Mariposa." New Orleans to New York. Sailed October 5th, 1870, and is supposed to have been lost about 9th of same month on east coast of Florida. No passengers on board at time of disaster. The crew of 35 persons were never heard from afterwards. "Matanzas." New Orleans to New York. Was burned at sea November 15th, 1868. "Mississippi." Was wrecked on Great Pensacola Shoal on May 12th, 1869, while on a voyage from Bio Janeiro to New York. "Patapsco." New York to Savannah. Burned at sea Septem- ber 12th, 1868. "Portland." Boston to Portland, Me. Foundered during a heavy northeast gale November 27th, 1898, in vicinity of Cape Cod, where 127 lives were lost 60 passengers and 67 of the crew. None were left to tell the tale. 496 COASTWISE STEAMSHIP LIITES. "Reliance." New York and Brazil line. Was wrecked outside the harbor of Bahia, Brazil, on April 12th, 1884, when on a voyage from Rio Janeiro to New York, and became a total loss. No lives lost. Part of the cargo saved. "Regulator." Burned at her wharf at Wilmington, N. C., October 19th, 1887. "Rebecca Clyde." Baltimore to Charleston, S. C. Was driven ashore on September 17th, 1876, off Portsmouth Island, and went to pieces. There were twelve persons lost their lives, including the officers of the vessel. "Raleigh." Was burned at sea, December 24th, 1867, where 14 of the passengers and 10 of the crew lost their lives. "San Jacinto." W r as wrecked on Body Island, North Carolina, on August 9th, 1869, when on a voyage from New York to Savannah, Ga. "Star of the Union." W r as wrecked on Colorado Reef, off the Island of Cuba, November 13th, 1868. "St. Louis." New Orleans to New r York. Sprung a leak and foundered December 9th, 1872. No lives lost. Supposed to have struck the wreck of a sunken vessel shortly after leaving New Orleans. "Sherman." Merchants' line, New York to New Orleans. When about 20 miles from Cape Fear light foundered, on January 10th, 1874. "Saragossa." Foundered at sea about 200 miles east of Cape Canaveral, March 23d, 1887. Sprung a leak during a heavy gale. Officers and crew were taken from their lifeboats on board an English bark and landed at Bermuda. "Tropic." Lost on Bird Rock Reef, West Indies, on June 28th, 1883, while on a voyage from Philadelphia to Port Antonio. "Vicksburg." Struck on Fire Island, Long Island, during a thick fog, on February 25th, 1875, while on a trip from Port Royal, S. C., to New York, and became a total loss. COASTWISE STEAMSHIP LINES. 497 RECOKD TIME OF COASTWISE STEAMSHIPS. NEW YORK TO NEW ORLEANS. Prior 1o 1865 most all the steamships to or from New York and New Orleans stopped at Havana, Cuba. 1865. May 31st, "Guiding Star," from Southwest Pass to New York, 5 days 13 hours. July 1st. "Guiding Star," from Southwest Pass to New York, 5 days 10 hours. July 28th, "Guiding Star," from dock to dock at New York, 5 days 10 hours. July 28th, "George Washington," from dock to dock at New York, 5 days 20 hours. 1868. June 27th, "Crescent City," from Southwest Pass to dock at New York, 6 days 4 hours and 30 minutes. .1873. December 13th, "Knickerbocker," from Sandy Hook to Southwest Pass, 6 days 3 hours. 1874. February 7th, "Knickerbocker," from Sandy Hook to Southwest Pass, 5 days 20 hours and 40 minutes. May 17th, "Knickerbocker," from bar to bar at New York, 5 days 6 hours and 40 minutes. November 7th, "Hudson," from bar to bar at New Or- leans, 5 days 19 hours and 15 minutes. 1875. July 14th, "Hudson," from Southwest Pass to dock at New York, 5 days 9 hours. August 7th, "Hudson," from dock to dock at New York, 5 days 4 hours; bar to bar, 4 days 22 hours. 1876. July 18th. "Knickerbocker," Southwest Pass to New New York, 5 days 12 hours 30 minutes. 1880. February, "Chalmette," from Sandy Hook to dock at New Orleans, 6 days 7 hours and 10 minutes. May 23d, "Louisiana," from bar to New York, 5 days 5 hours and 30 minutes. July 12th, "Louisiana," from dock to dock at New York, 4 days 19 hours and 36 minutes. July 23d, "Louisiana," from dock to dock at New Or- leans, 5 days 17 hours and 30 minutes. 498 COASTWISE STEAMSHIP LINES. 1884. June 21st. "Excelsior," bar to bar at New Orleans, 5 days 14 hours and 30 minutes. July 25th, "Louisiana," dock to dock at New Orleans, 5 days 11 hours; bar to bar, 5 days 3 hours. August 16th, "Louisiana," dock to dock at New Orleans, 5 days 10 hours and 45 minutes. November 10th, "Eldorado," bar to Southwest Pass, or bar, 5 days and 9 hours. 1885. December 23d, "Eldorado," dock to dock at New Orleans, 5 days 6 hours and 55 minutes. December 31st, "Eureka," dock to dock at New Orleans, 5 days and 1 hour; bar to bar, 4 days 17 hours and 30 minutes. 1893. August, "El Cid," bar to bar at New York, 4 days 2 hours and 15 minutes. August, "El Norte," bar to bar at New York, 4 days 2 hours and 10 minutes. August, "El Sol," bar to bar at New York, 4 days 2 hours and 21 minutes. 1897. July, "El Eio," bar to bar at New York, 3 days 23 hours and 37 minutes. July, "Creole," bar to bar at New York, 4 days 2 hours and 25 minutes. August, "El Eio," bar to bar at New York, 3 days 20 hours and 37 minutes. August, "El Rio," bar to bar at New York, 4 days and 4 hours. 1899. January, "Louisiana," bar to bar at New Orleans, 4 days and 17 hours. 1900. June, "Proteus," dock to dock at New Orleans, 4 days 20 hours and 30 minutes. August 5th, "Proteus," dock to dock at New York, 4 days 5 hours and 56 minutes. August 22d, "Proteus," bar to bar, New Orleans to New York, 3 days 21 hours and 10 minutes; dock to dock, 4 days 4 hours and 28 minutes. 1901. December 12th, "Proteus," New York to New Orleans, dock to dock, 4 days 16 hours and 23 minutes. COASTWISE STEAMSHIP LINES. 499 1902. March 1st, "Proteus," New York to New Orleans, dock to dock, 4 days 15 hours and 25 minutes. HAVANA AND NEW YORK. 1856. June 24th, "Ocean Bird," Havana to New York, 4 days and 4 hours. 1857. June 10th, "Black Warrior," Havana to New York, 4 days and 12 hours. 1859. July 5th, "Quaker City," Havana to New York, 3 days and 14 hours. . August 12th, "Quaker City," Havana to New York, 3 days and 20 hours. 1860. March, "Quaker City," Havana to New York, 3 days and 21 hours. 1861. April, "Cahawba," Havana to New York, 4 days and 18 hours. 1865. May 24th, "Morro Castle," Havana to New York, 3 days and 23 hours. June 4th, "Morro Castle," New York to Havana, 4 days and 7 hours. July 5th, "Morro Castle," Havana to New York, 3 days and 15 hours. 1866. April 5th, "Morro Castle," Havana to New York, 3 days and 15 hours. 1 868. May 14th, "Eagle," Havana to New York, 4 days. June 14th, "Bienville," Havana to New York, 4 days and 12 hours. 1870. May 6th, "Bapidan," Havana to New York, 4 days and 8 hours. 1872. "City of Merida," Havana to New York, 3 days 11 hours and 30 minutes. 1873. February 5th, "City of Havana," Havana to New York, 3 days and 19 hours. February 28th, "City of Merida," New York to Havana, 4 days 3 hours and 30 minutes. 1874. May, "Columbus," New York to Havana, bar to bar, 4 days 1 hour and 30 minutes. 1879. July, "City of Washington," Havana to New York, 3 days and 3 hours, 500 COASTWISE STEAMSHIP LINES. 1880. January, "City of Alexandria," Havana to New York, 3 days 7 hours and 20 minutes. February, "City of Washington," New York to Havana, 3 days and 13 hours. April, "Niagara," New York to Havana, 3 days 23 hours and 30 minutes. May, "Saratoga 1L," New York to Havana, 3 days and 15 hours. June, "Saratoga IT.," Havana to New York, 3 days 10 hours and 20 minutes. 1881. June, "Newport," New York to Havana, bar to bar, 3 days 12 hours and 15 minutes. 1883. January 12th, "City of Puebla," Havana to New York, 3 days and 3 hours. July 5th, "City of Puebla," Havana to New York, 2 days 23 hours and 39 minutes. 1885. "City of Puebla," Havana to New York, 2 days 22 hours and 20 minutes. 1899. June 3d, "Havana," Havana to New York, bar to bar, 2 days 15 hours and 50 minutes. July 8th, "Mexico," Havana to New York, bar to bar, 2 days 15 hours and 40 minutes. 1900. August, "Havana," Havana to New York, bar to bar, 2 days 15 hours and 35 minutes. December 1st, "Morro Castle," Havana to New York, bar to bar, 2 days 14 hours and 32 minutes. 1901. March 2d, "Morro Castle," New York to Havana, bar to bar, 3 days and 1 hour. April 6th, "Mexico," New York to Havana, bar to bar, 3 days 3 hours and 40 minutes. June 29th, "Morro Castle," Havana to New York, bar to bar, 2 days 13 hours 41 minutes. July 20, "Mexico," Havana to New York, bar to bar, 2 days and 17 hours. July 24th, "Havana," New York to Havana, bar to bar, 3 days 11 hours and 13 minutes. August 6th, "Monterey," Havana to New York, bar to bar, 2 days 19 hours and 26 minutes. COASTWISE STEAMSHIP LINES. 501 1901. August 13th, "Havana," Havana to New York, bar to bar, 2 days 17 hours and 3 minutes. August 24th, "Mexico," New York to Havana, bar to bar, 3 days 11 hours and 10 minutes. August 27th, "Esperanza," Havana to New York, bar to bar, 2 days 23 hours and 4 minutes. October 30th, "Esperanza," New York to Havana, bar to bar, 3 days 10 hours and 57 minutes. November 6th, "Monterey," New York to Havana, bar to bar, 3 days 12 hours and 55 minutes. 1903. July 7th, "Morro Castle," Havana to New York, dock to dock, 2 days 20 hours; bar to bar, 2 days 17 hours and 11 minutes. NEW YORK AND SAVANNAH, GA. 1856. May, "Knoxville," to New York, 2 days 13 hours. June, "Knoxville," to New York, 2 days 10 hours. lsr>7. November, "Augusta," to New York, 2 days 8 hours and 30 minutes. December, "Florida," to New York, 2 days 10 hours. 1858. February, "Florida," to New York, 2 days 12 hours. J une, "Montgomery," to New York, 2 days 14 hours. June, "Huntsville," to New York, 2 days 15 hours. June, "Huntsville," to New York, 2 days 12 hours. 1861. February, "R. R. Cuyler," to New York, 2 days 9 hours. 3 865. December, "San Jacinto," to New York, 2 days 20 hours. December, "San Salvador," to New York, 2 days 16 hours. 1866. March, "San Jacinto," to New York, 2 days 17 hours. April, "Herman Livingston," to New York, 2 days 11 hours. "City of Columbus," to New York, 1 day 23 hours and 30 minutes. "Kansas City," to New York, 1 day 18 hours. "La Grande Dutchess," Lightship to Martins Industry Light Vessel, 1 day 14 hours and 20 minutes. 502 COASTWISE STEAMSHIP LINES. NEW YORK AND CHARLESTON, S. C. 1855. March, "Nashville," to New York, bar to bar, 45 hours. October, "Nashville," to New York, 56 hours. 1856. May, "James Adger," to New York, 50 hours. May, "Nashville," to New York, 50 hours. June, "Nashville," to New York, 49 hours." October, "Nashville," to New York, 50 hours. 1857. October, "James Adger," to New York,. 52 hours. November, "Columbia,'' to New York, 49 hours. December, "Columbia," to New York, 50 hours. December, "Nashville," to New York, 52 hours. December, "Marion," to New York, 54 hours. 1858. January, "Columbia," to New York, 49 hours. April, "Columbia," to New York, 50 hours. June, "Columbia," to New York, 47 hours. June, "Columbia," to New York, 48 hours. August, "Columbia," to New York, 48 hours. 1865. May, "Granada," to New York, 67 hours. October, "Emily B. Souder," to New York, 62 hours. 1866. April, "Emily B. Souder," to New York, 60 hours. April, "Emily B. Souder," to New York, 60 hours. April, "Saragossa," to New York, 59 hours. May, "Quaker City," to New York, 58 hours. 1 870. January, "Charleston," to New York, 50 hours. 1874. July, "Manhattan," to New York, 55 hours. 1875. "South Carolina," to New York, 52 hours. 1876. "Georgia," to New York, 54 hours. 1896. March, "Comanche," bar to bar, 41 hours 30 minutes. 1901. April 28th, "Comanche," dock to dock, 43 hours and 13 minutes. November, "Comanche," dock to dock, 43 hours. The other propellers of the present Clyde line make the voyage in 52 hours, average time; minimum, 48 hours. NEW YORK TO GALVESTON, TEXAS. 1866. February, "Saragossa," New York to Galveston, 8 days 19 hours. 1872. "City of Houston," New York to Galveston, 7 days 8 hours 35 minutes. COASTWISE STEAMSHIP LINES. 503 1874. "City of Waco," Galveston to New York, 6 days 18 hours 40 minutes. 1880. June, "Rio Grande," Galveston to New York, 5 days 19 hours 30 minutes. 1896. January, "Comal," New York to Galveston, 5 days 20 hours. 1897. July, "Lampasas," Galveston to New York, 5 days 8 hours. 1900. July, "Comal," Galveston to New York, 5 days 9 hours. 1902. January, "Denver," bar to bar, Galveston to New York, 5 days 6 hours 45 minutes. August 20th, "El Alba," bar to bar, Galveston to New York, 4 days 20 hours 38 minutes. August 20th, "El Alba," dock to dock, Galveston to New York, 5 days and 35 minutes. 1903. July 23d, "Denver," bar to bar, Galveston to New York, 4 days 23 hours 5 minutes. NEW YORK AND ASPINWALL, PANAMA. 1852. April, "Illinois," Aspinwall to New York, 7 days 8 hours and 40 minutes. May, "Illinois," Aspinwall to New York, 7 days and 13 hours. 1855. "George Law," Aspinwall to New York, 7 days and 22 hours. 1858. February, "North Star," Aspinwall to New York, 7 days 8 hours and 30 minutes. 1860. "Baltic," Aspinwall to New York, 6 days and 21 hours. 1865. September 23d, "New York," Aspinwall to New York, 6 days 11 hours and 30 minutes. 1866. "Santiago de Cuba," Aspinwall to New York, 6 days 11 hours and 30 minutes. April, "Henry Chauncey," Aspinwall to New York, 8 days. "Arizona," Aspinwall to New York, 7 days and 15 hours. 1868. June, "Ocean Queen," Aspinwall to New York, 7 days and 14 hours. June, "Guiding Star," Aspinwall to New York, 7 days and 19 hours. 504 CHARTERED STEAM VESSELS DURING CIVIL WAR. 1874. July, "City of Panama," Aspinwall to New York, 8 days. September, "Acapulco," Aspinwall to New York, 7 days and 1.2 hours. 1876. July, "Acapulco," Aspinwall to New York, 7 days and 20 hours. CHARTERED STEAM VESSELS DURING CIVIL WAR. A few of the larger steamships that were chartered during the Civil War by the Quartermasters' Bureau of the War De- partment, with the rate per day, that included everything furnished by the owners of the vessel, excepting coal. Charters varied from a few weeks to several months. "Alabama," 1862, $1,000 per day. "Arago," 1863, $1,200 per day; 1865, $1,000 per day. "Ariel," 1861, $1,100 per day; 1865, $800 per day. "Atlantic" and "Baltic,". each, 1861, $1,500; 1863, $1,200; 1865, $1,000 per day. "General J. K. Barnes," 1865, $614 per day. "Blackstone," 1863, $550; 1865, $450 per day. "Cahawba," 1861, $600; 1862, $800; 1863, $650 per day. "Champion,'' 1865, $400 to $600 per day. "Coatzcoalcos," 1861, $1,200; 1862, $1,400 per day. "Columbia," 1861, $1,000 per day. "Constitution," 1862, $2,500 per day. "Continental," 1863, $600 per day. "Creole," 1865, $553 per day. "Ben De Ford," 1861, $750 per day. "Empire City," 1861, $1,000; 1863, $800 per day. "Ericcson," 1862, $1,200; 1864, $750 per day. "Euterpe," 1864, $370 per day. "Fulton," 1862, $1,500; 1865, $1,200 per day. "Illinois," 1861, $1,500; 1863, $1,200; $1864, $1,000 per day. "Liberty," 1864, $560 per day. "Herman Livingston," 1865, $590 per day. "Marion," 1861, $1,000; 1862, $800 per day. "Matanzas," 1862, $800; 1865, $400 per day. "Merrimac," 1862, $1,350; 1863, $850 per day; "Mississippi," same as "Mer- rimac." "North Star," 1862, $1,200; 1864, $850 per day. "Northern Light," same as "North Star." "Ocean Queen," 1862, $2,000 per day. "S. R. Spaulding," 1861, $650 per day. "Star of the West," 1861, $1,000 per day. "State of Georgia," 1861, $600 per day. "Suwo-Nada," 1865, $810 per day. "Thomas Swann," 1861, $300; 1864, $200 per day. "United States," 1862, $1)00; 1864, $600 per day. "Vanderbilt," 1862, $2,000 per day. "Varuna," 1865, $300 per day. "Daniel Webster," 1861, $900; OUTSIDE BOUTE FROM NEW YORK TO PHILADELPHIA. 505 1865, f 400 per day. "Western Metropolis," 1865, $650 per day. "Yazoo," 1865, $600 per day. It will be noticed that the rate per day for these vessels were very much higher in 1861, the year the war commenced, than they were later. At first the Navy Department purchased many of the vessels that were thought suitable for blockading 11 nd other purposes, and the comparatively few that were left the War Department, they were compelled to pay high rates for charter to transport the war material and supplies to the different points along the coast where the armies were located. Many merchant vessels were built during the first two years of the war, and during the remaining period of the conflict there were so many more vessels placed at the service of the government that they were enabled to obtain what they re- quired at much reduced prices. It was simply a question of snpply and demand. OUTSIDE ROUTE FROM NEW YORK TO PHILA- DELPHIA, PA. The first outside line of steam vessels from New York to Philadelphia, Pa., were the "Ocean" and the "Ashland," built by the Harlan & Hollingsworth Co., in 1844, two iron-hull propellers, 98'x23'x9'4, fitted with twin-screws and "Grasshop- per" engines, for Geo. W. Aspinwall, of Philadelphia, Pa. These vessels were similar to the early iron-hull propellers built for the Delaware and Raritan Canal. They made but a few trips by the outside route, an agreement having been made with the Delaware and Raritan Canal Co., or the Camden and Amboy R. R. Co., the controlling factor in transportation between New York and Philadelphia at that period. They then run through the canal to Albany and Troy, N. Y., and were subsequently purchased by the government during the Mexi- can war for service in the Gulf. The next attempt to open a line on the outside route was made by the steamboat "John Marshall," in 1847, but the business could not have proved profitable, as but a few trips were made by the vessel. The "John Marshall" was 200 feet long, built in Baltimore, Md., and had a beam engine of 50 OUTSIDE ROUTE FROM NEW YORK TO PHILADELPHIA. 507 inches by 11 feet stroke. She was for many years at a later date on the coast of Maine. The only successful passenger and freight line on the route was that established in 1850, and known as "Sanford's Independent line." For a short time at first they had the "William J. Pease," then the "Kennebec" and the "Penobscot," from the coast of Maine, were on the route, and a short time after the "Boston" and the "Delaware" were added," and sub- sequently the "Memenon Sanford." The "Cosmopolitan" was built for this line in 1861, but saw little if any service there, as the vessel was taken into the employ of the government just after completion as a transport. The proceeds from her charter, that lasted for about fifteen months, was over four hundred thousand dollars. She was afterwards in the merchant service in the Gulf of Mexico, and some years ago was brought to New York waters and has been mainly engaged in the excursion business. She is now known as the "Edmund Butler," x "Paul Koch," x "Havana." These vessels were of nearly the same dimensions, from 215 to 240 feet long by 27 feet by 10 feet deep, and fitted with beam engines of 40 inches cylinders to 44 inches cylinders, with the exception of the "Cosmopolitan," that had a 50-inch cylinder, all with a 11 feet stroke. They were heavy -built vessels for their size, and were fitted with sponsons under the guards fore and aft of the water wheels. They also had two masts and sails, similar to 1he coast of Maine steamers. The line did a large freight business, but the passenger travel was comparatively small by this line. Passenger fare from New York to Cape May and Philadelphia was two dollars. The "Boston" was in the trans- port service at |600 per day for 18 months; the "Kennebec" for over three years, at $300 per day. The "Delaware" was lost while in the transport service on May 24th, 1865, just inside St. Johns bar, on the coast of Florida, during a heavy gale. Her hog frames being badly broken and the hull seriously strained, so she became almost a total loss. Most of the machinery and furniture was saved. She was purchased by the War Department, April 13th, 1863, for one hundred thousand dollars, and the remains of the hull sold, in June, 1866, for one hundred and five dollars. She was on a trip from Hilton Head at the time of her loss. The "Boston" was 508 OUTSIDE ROUTE FROM NEW YORK TO PHILADELPHIA. lost May 25th, 1864, in one of the small rivers around Hilton Head, South Carolina, while carrying troops on a reconnoiter- iiig expedition. The vessel went aground, and it being im- possible to free her, she was set on fire by the United States troops to prevent her falling into the hands of the Confed- erates. The "Kennebec" was destroyed by fire April 9th, 1870, while lying at Gloucester Point, Va., and the "Penobscot" was lost off the capes of the Delaware in a heavy gale September 12th, 1857. This was the same storm in which the "Central America/ 7 x "George Law," was lost while on the waj north from the Gulf of Mexico. Prior to the "Penobscot" being lost her name had been changed to "Norfolk." In 1866, there were four side-wheel boats of 253'x40'xl5' built by Jeremiah Simonson at New York, that were con- tracted for by Capt. Win. P. Williams, in the interest, it was generally credited at the time, of one of the large owners of steam vessels at New York City, and intended for the outside line to Philadelphia, Pa. This route they never covered, for they were laid up before the completion of the joiner work at Brooklyn for several months, when they were sold. Their names were "Grampus," subsequently the "Stonington," of the Stonington S. S. Co.; "Manatus," subsequently the "Nar- ragansett," of the same line; and the "Walrus" and the "Nautilus." The engines for the "Grampus" and the "Nau- tilus" were built by Fletcher Harrison & Co., while those for the "Manatus" and the "Walrus" were constructed by Delamater Iron Works, from the same patterns as used by Fletcher Harrison & Co., in building the engines for the two former vessels, that the engines should all be exactly alike. They were originally 62-inch cylinder by 12 feet stroke, but the two Stonington-line boats' engines were enlarged, about 1872, to 72"xl2'. The New York and Philadelphia Steamboat Co. sold the two boats to the Stonington Company hi August, 1867, and the "Nautilus" and the "Walrus" were sent, in the latter part of 1868, by J. M. Forbes & Co., of Boston, Mass., to China, where they run for about seven years, when their timbers showed such evidence of weakness from rot that the engine of the "Nautilus" was removed and sent to England, where another hull was constructed of iron, having a corrugated-shaped bottom, to ensure light draft, and OUTSIDE ROUTE FROM NEW YORK TO PHILADELPHIA. 509 the beam engine erected in the iron hull, but the vessel was lost a few days after leaving for China in a heavy storm on the British coast. The "Walrus" did not last much longer than the "Nautilus." These vessels that were sent to China waters were the last of a large fleet of American-built steamers that had been constructed for that part of the world, with their excep- tion, and at a time when the people of the outside world were very much excluded from the Celestial Empire. There were two very small iron-hull steamboats sent to China from this country in the early '40s, but these are not included at present. The first of these former vessels was the "Confucius," built in 1853, by Thomas Collyer, of 500 tons, and fitted with a beam engine by H. R. Dunham & Co., of 50"xlO', for Russel & Co., of New York. Her time from New York to Singapore was 140 days. This vessel was subsequently purchased by the Chinese government. The next steamer for China appears to have been built by Samuel Sneeden, for A. A. Low & Bro., in 1854, and named, when the keel was laid, "Yankee," but sailed under the name of "River Bird." This vessel was 185'x30'xl2', with a beam engine by Pease & Murphy, or jjFulton Iron Works, of 40"xlO'. It will be noticed this vessel had more beam than Thomas Collyer's vessels for the same service. The "River Bird" was intended for the trade from Hong-Kong to Canton. She sailed on February 5th, 1855, and made the Cape Verde Islands in 20 days. The same owners sent out a vessel in sections at a later date that was re-erected in China. In 1855, R. B. Forbes, of Boston, had built for China parties a propeller named "Antelope," of 155'x27'xlO', with a pair of engines 30"x2(i", constructed by Otis Tufts, of Boston Mass. The vessel left this country in July, 1855. There was one of the Forbes family at this time that was United States Consul at one of the China ports. In 1857, Thomas Collyer built another vessel for Russell & Co., the "Yang-Tsze," being 204 feet long, with a pair of oscillating engines, that proved a very serviceable vessel for many years in Chinese waters, and of considerable speed. She was employed in the opium trade. 510 OUTSIDE ROUTE FROM NEW YORK TO PHILADELPHIA. More ports of China were opened to foreign trade in 1858, and American interests in the Far East had several vessels built for the local China business. Most of these early river steamboats were used to bring down the river from the interior to the warehouses at the treaty ports the products that were shipped by sailing vessels to the United States. It was at this time there was such a rivalry between the American and English steamers in the same trade. This resulted in the success of the American steamers, they being larger carriers and more serviceable vessels, with a smaller consumption of fuel for power. Thomas Collyer built another for the same quarter of the globe, in 1859, named "White Cloud." This vessel was but 179 feet long, and driven by a beam engine 44"xlO'. She made the run from New York to Hong-Kong in 94 days, includ- ing stops, leaving the former city March 2d, 1859. During the same year he also constructed for P. S. Forbes, of Kussel & Co., the "Pei-Ho," being about 20 feet longer than the "Yang-Tsze," but with a single oscillating engine. The next year he built the "Fire Dart," and the "Hankow," about the same size as those larger vessels built before. China had for several years been torn by internal wars, and to protect their interests in that Empire, and probably to watch one another, the representative foreign nations had to have a naval force on the spot. This led, in a way, to a treaty, in 1863, with one of the Powers, that threw open the coasting trade of the Empire to foreign nations. Then there was a hustling of the maritime nations to secure the cream of the business. For a few years there had been no steamers sent to China waters, as American shipping interests had at that time all they wanted to attend to at home. But in 1863 the "Po- Yung" was built by Roosevelt & Joyce, and by Henry Steers the "Hu-Quang," the largest vessel sent to China up to that time, being 270 feet long, with a beam engine of 76"xl2'. He also built the "Foh-Kien," that was still larger, and having an engine from the "St. Lawrence," on Lake Erie, that was fitted with Sickel's cut-off, Dickenson's valve gear for high steam and short cuff-off, and patented radial wheels, before OUTSIDE ROUTE FROM NEW YORK TO PHILADELPHIA. 511 being sent to the East. This vessel made the run from New York to Singapore in 59 days and 21 hours. Lawrence & Foulks built in the same year the "Kiang-Tsze," a beam- engine boat of 200 feet long, and the same year John Englis Son the "Mo-Yune" and the "Fire Cracker," each of about 250 feet long. The latter made the voyage from New York to Singapore in 52% days. Henry Steers built the same year the "Che-Kiang," of 260 feet long. This vessel was destroyed by fire at Hankow in August, 1865. In 1864, the "Fire Queen," of 322 feet long, the largest of them all, was built by John Englis & Son, and fitted with a beam engine from the "Western World." Westervelt & Son built the "Foong-Shuey," after- wards named "Plymouth Rock," of 287 feet in length, with an engine from the Lake-Erie steamer "Plymouth Rock." This vessel made the voyage from New York to Singapore in 51 days. The last that was built especially for that service was the "Suwo-Nada," in 1864, by John Englis & Son, of the type of our coastwise side-wheelers at that period. She was under charter for about four months in the early part of 1865 as a transport by C. P. James, at |810 per day, and subsequently run to New Orleans for a time, and in the latter part of the year was sent to China. Most all of these vessels were like our Long Island Sound steamboats, with their guards running fore and aft of the water wheels, and some with sponsons under their guards, their forward main deck enclosed, but with the exception that they were fitted with masts and sails. The earlier ones sent out were like in ex- ternal appearance to the "Escort," or the "W. W. Coit." The later ones were of larger dimensions, like those on the coast of Maine. They certainly were remarkably fortunate with vessels of that type, that in a voyage of 15,000 miles none of those mentioned were lost or very seriously disabled on the voyage. These vessels, in going out, stopped at Cape Verde Islands, Capetown at Cape of Good Hope, Mauritius Island and Singapore. Some of those built during the Civil War stopped on their voyage at Halifax, Nova Scotia, took out British papers and sailed under the British flag, to be secure against capture by the Confederate cruisers that were prowling over the course these vessels would take on their way to China. 512 OUTSIDE ROUTE FROM NEW YORK TO PHILADELPHIA. There was a propeller built by Sylvanus Smith, of Boston, Mass, in 1863, for R. B. Forbes, named "Niphon," of 154 feet long, that was intended for the China trade, but in May of that year the Navy Department purchased the vessel for the blockade service, at a cost of $75,000. She was of composite construction, and bilge keels, or "outside keelsons," 6%"xlO" and 60 feet long, were fitted on the outside of the hull. For other propellers for China waters see Poughkeepsie Hudson River. It has been generally considered a great risk was taken with these vessels, especially those built in the early stages, for a voyage of near 15,000 miles, exposed to the heavy weather likely to be encountered around Cape Good Hope and in the East Indies. But they had been anticipated by the owners of our river steamboats. After the gold excitement of Cali- fornia broke out, in 1848, sail vessels and steam vessels of all kinds and classes were brought into service for passenger and freight transportation to the Pacific Ocean, and' the light-built river steamboat entered the list. Among those that took the risk in the early period was the "Governor Dana," a stern- wheeler of 130 feet by 18 feet, from Oldtown, Maine, that arrived on the Pacific side; the "New World," a beam-engine boat of 216 feet by 27 feet by 10 feet, from the builders' hands at New York City; the "Antelope," that had run for a year or two from New York to New Brunswick, N. J.; the "Sen- ator," that had been on the coast of Maine, and was better fitted for the voyage than any of the others named; the "Wilson G. Hunt," a small river boat that had run to Coney Island, of 165 feet long, left New York March 3d, 1850, on the 9th encountered a gale and narrowly escaped foundering, losing her foremast, and her entire upper works being almost wholly wrecked by the storm. Put into St. George's, Bermuda Islands, for repairs, but afterwards proceeded on her voyage. The "Rhode Island," that had run on Long Island Sound, left New York on January 25th, 1850, and on the 29th encountered a violent gale, and foundered, with the loss of several lives. The "W. J. Pease," that was the pioneer of the Sanf ord outside line, also started; the "General Warren" and the "Com. Preble," that had been on the Boston and Portland line; the propeller "Eudora," that had been on Long Island Sound, OUTSIDE ROUTE FROM NEW YORK TO PHILADELPHIA. 513 and two New York tugboats, the "Goliah" and the "D. C. Pell." While two or three of these had been on short coast- wise routes, they were not fitted for such a voyage more than the river boats. The record shows that the "W. J. Pease" was three months- in getting well toward the Cape when com- pelled to return to Montevideo in distress, in June, 1850, where the vessel was repaired and placed in service to Buenos Ayres, but was afterwards sold to run on the Uruguay River. The "New World" made the voyage in 152 days, which was remark- able time for that type of vessel. There was a mate to her, named the "New York," that started a few months later, and consumed about four months in getting to Eio Janeiro, and there all trace of her is lost. The "Eudora" was like many more at the time on the voyages, received serious damage during storms, and at one time was condemned, but from the time of leaving New York to arrival at San Francisco she was 12 months and 11 days. The 'Wilson G. Hunt" appears to have been most unfortunate by detentions, for she was laid up at Montevideo for near three months for a crew, and at other ports for repairs, and the time from port to port was 322 days. The "Goliah" was 279 days on the voyage, after many trials. The "General Warren" and the "Com. Preble" were each on the voyage about 9 months. There were several more of these small steam vessels from many Atlantic ports, all of them unsuitable for such a voyage as .was undertaken, that started at the time for the Pacific Ocean, but never reached there, being either wrecked or con- demned by a board of survey en route or foundered at sea. Those that were so fortunate as to arrive at their destination were compelled to call at every principal port on the way for repairs to the hull of the vessel, or were detained by illness of the crew by fever, or both. Very few instances are recorded of the machinery being disabled. The crews of the vessels fthat went to China a few years later had an excursion on the voyage when compared to those that went to California in the early days of the California gold excitement The distance between New York and San Francisco and New York and Hong-Kong, via Cape of Good Hope, is but a few hundred miles in favor of the latter voyage. The Suez Canal was not opened for public use until November, 1869. 514 OUTSIDE ROUTE FROM NEW YORK TO PHILADELPHIA. It is probable, in some of the California-bound steamers, that enclosing the forward main deck in some form was resorted to for protection during heavy weather, prior to its use on the northern lakes. The expenses for repairs and laying over at the many ports on the voyage to San Francisco of these light-built vessels was so great, including the wages and expenses of the crew, and insurance where it was obtained, that it deterred many from sending any more of the same class of vessels in the same manner, for we find in the next year, there were three or more good-size river steamboats built at New York that were taken apart and shipped, with their machinery, to San Francisco, where they were re-erected and completed for duty in. that far-off State. In October, 1864, the Coastwise S. S. Co. placed the pro- pellers "E. C. Knight" and the "John Gibson" on the outside line to New York, where they remained for about two years. In 1867, Lorillard's freight line was established by the outside route, and run for several years, but it subsequently came under the control of the Clyde interests, who have controlled the line ever since. CHAPTER IX. STEAM FERRY-BOATS AND COMPANIES. EFORE the introduction of steam ferry-boats, the rivers at New York City were crossed by boats for horses, baggage, etc., and barges for passen- gers. In 1810, there were propositions before the Legislature for improvements in the ferries,] which required the owners of ferry-boats to have their names/ painted with white letters on the stern of the boat, and the words "Ferry Boat." on the inside of the stern. It was fur- thermore proposed that the owners of ferry-boats should at all times in the months of May, June, July, August and Sep- tember, have their boats ready for passage from half an hour before sunrise until 9 o'clock in the evening, and in all other months from sunrise until 8 o'clock in the evening; and that no passenger should be detained more than five minutes. It was proposed that a sufficient number of barges for passengers should be kept at all of the ferries, upon which barges no baggage or lumber should be carried. Four men were to be \. employed to row every barge, and in every horse boat two men. The passenger barges should be not less than 22 feet long and 7 feet wide, and no more than fourteen passengers should be ferried in them at one time. From this may be judged the condition of the ferries, immediately previous to the introduction of steam ferry-boats. The success of Fulton, in the year 1807JOn running a steam- boat to Albany and back, aroused the inventive and specula- ting spirit of the New Yorkers, and the particular application of this new method of navigation to crossing ferries was im- mediately seen. The ferry which was first opened to competition at about that period, was that to Paulus Hook, the lease of which expired in the spring of 1811. An association was formed in which Elisha Boudinot, of Newark, N. J., and Robert Fulton were concerned, who made application, in July, 1809, for a 516 STEAM FERRY-BOATS AND COMPANIES. j lease of this ferry. A competitor arose in the person of Daniel French, who had obtained a patent for an improvement in the use of steam in propelling boats, by which he claimed a great saving of expense was made. Other competitors came forward in the persons of Elisha Morrell and Levi Kendall, who claimed that they had a patent for an invention which they believed superior in the working of machinery to all others. All these applications were laid over until their respective claims could be more fully examined. In December of the same year, John Stevens, who owned the shore line at Hoboken and the ferry running to that place, claimed that he had been for some time engaged in costly experiments to apply the force of steam to navigation, and therefore claimed the prior right of steam ferriage to Hoboken. Daniel French's boat was completed in the course of the winter of 1809-10, and was first exhibited to the public on February 27th, 1810. He was not successful, however, in his application for a ferry lease, and finally)4)n March 25th, 1811, leases w T ere executed to the Jersey Association for the Paulus Hook ferry, and to John Stevens for the Hoboken ferry, both lo be served by steam ferry-boats. It now became a matter of competition between these rival lessees, represented by Fulton on one side, and Stevens on the other, who should first bring a steam ferry-boat into actual operation. In this Stevens was successful. In the early part of October, 1811, he invited the New York City authorities on board the first regular steam ferry-boat which plied in any part of the world. The trip to Hoboken was successfully accomplished, and a formal entry of the fact was made in the city records of New York at the time. While Stevens had the first ferry-boat, Fulton had a more complete ferry system to start with^ The Jersey Association were by their agreement to com- plete two boats, but were delayed for nearly a year subsequent to the period at which Stevens' boat was put on his ferry. It appears that Fulton was meantime devising improvements, and asked time on the) second boat until experiments were made with the first, ^-triie first boat was put in operation in July, 1812, on which occasion an entertainment was given at the tavern on Paulus Hook to the members of the Common Council and several other guests. STEAM FEfcRY-BOATS AND COMPANIES. 517 This ferry is thus spoken of in one of the journals of that period: "The perfect success of Livingston and Fulton in their invention and establishment of steamboats for the accom- modation of passengers between the cities of New York and Albany drew the attention of Mr. Durand, Judge Boudinot, General Cummings and some other gentlemen residing in Newark, to the possibility of improving the communication between New York and Jersey City, by means of steam ferry- boats. In the autumn of 1809, a company of gentlemen sub- scribed fifty thousand dollars to carry the plan into effect. Negotiations were commenced with the Corporation of New York and the proprietors of Jersey City, for a lease of the ferries for nineteen years, and Mr. Fulton was applied to to construct such a boat as in his judgment would, under all circumstances, answer the best purpose for carrying passen- gers, coaches, horses, wagons, cattle, etc., etc. Acting for a liberal company and unrestrained in his plans or expenses, the inhabitants of this city have seen, with the greatest pleasure, hip complete success. The steam ferry-boat approaches nearer to the conveniences arising from a bridge than anything which art has yet produced; and for this passage of the Hudson Kiver, where a bridge would interrupt or destroy an important navigation, the boat is superior to a bridge. "During five or six weeks in the severity of winter, the ice may render the passage difficult, but it is evident that among floating cakes of ice this boat can act better than any other; by reversing the motion of her water wheel she can move either end foremost, and not depending on the wind, but on her engine, she can be worked through the openings in the ice in every direction. "The width of the river is from one and a quarter to one and a half miles, the depth of water on an average fifty feet. Tn such a situation, a permanent bridge with stone piers, could not be built for less than two millions of dollars, whereas the present establishment when finished, consisting of two steam ferry-boats, with the w r harves and floating bridges for entering the boats, will not exceed fifty thousand dollars. Such econ- omy is sufficient inducement to establish steam ferry-boats in a variety of places in the United States, where expense will STEAM FERRY-BOATS AND COMPANIES, i prevent the building of bridges; and we hope soon to see a similar establishment on the East River between New York and Long Island." The system was so thoroughly worked out in the be- girning that Fulton's own account of his design will stand fairly well for a description of the ferries of a later day, and the following letter, written by him to Dr. David Hosack, describing the boat, etc., which he had put in operation, in 1812, upon the Paulus Hook ferry, will doubtless prove of interest. "Sir: At your request, I have sent you a bird's-eye and side view of the Paulus Hook steam ferry-boat and floating bridge, by which everything enters or is landed from her. "My reasons for her particular form and arrangement of machinery are as follows: "First. She is built of two boats, each 10 feet beam, 80 feet long and 5 feet deep in the hold, which boats are distant from each other 10 feet, confined with strong transverse beams, knees and diagonal braces, forming a deck 30 feet wide and 80 feet long. To give her more strength, she is held together by four-inch braces, each two inches square, which pass through her one foot above the water line, and key on strong plates on the inside of each boat. Reflecting on a steam ferry for Hudson River, the waves usually running up or down, I found a great breadth of beam absolutely necessary to prevent the boat rolling in the trough of the sea. This is attained by two boats and one space, giving 30 feet beam. Second. By placing the propelling water wheel be- tween the boats, it is guarded from injury by ice or shocks on approaching the wharf or entering the docks, which operation being performed twenty-four times in the twelve hours, allows no time for fending off with boat hooks. "To give despatch and convenience, it is necessary the boat should arrive at the bridge without the possibility of any injury; hence all important parts of the machinery should be carefully guarded, particularly the propelling wheel. STEAM FERRY-BOATS AND COMPANIES. 519 "Third. The whole of the machinery being placed between two boats, on the beams over the open space, leaves 30 feet wide on one side on the deck of the boat for carriages, horses, cattle, etc., the other having neat benches and covered with an awning, is for passengers. On the latter side there is a passage and stairs to a neat cabin, which is 50 feet long and 5 feet clear from the floor to the beams, and furnished with benches for pas- sengers in rainy or bad weather. In the winter there will be a stove in this cabin, which will add much to the comfort of the passengers while navigating through the ice. "Fourth. Although the two boats and space between them give 30 feet beam and proportionate stability, yet th?y present sharp bows to the water, and have only the resistance in water of one boat of 20 feet beam, which diminution of resistance gives speed in crossing. "Fifth. The space from stem to stern is 20 feet wide, which gives ample room at each end for carriages or persons to enter or go out of the boat. "Sixth. Both ends being alike, and each having a rudder, she never puts about. At New York the horses and carriages enter at one end of the boat, the horses heads towards Jersey. On arriving, they go out at the other end, without changing the line of direction; in like manner, when coming from Jersey to New York. Thus the shortest possible and quickest movement of all that is to pass is made to save time and secure conveni ence. Her rudders are equipollent the iron shaft which serves as a rudder-post standing in the middle of each, by which construction the pressure of the water being equal on each side of the centre, it can go either end foremost. With yokes and parallel bars, the movements of the rudders are carried to the helms, the only position where the helmsman can have a full view of all around the boat, and see how to steer her into the dock. "It was at one time my intention to put a rudder on the bow of each boat, and work them by a connecting bar, but considering that such rudders, while acting as a bow, would be injured by ice or destroyed by shocks against a 520 STEAM FERRY-BOATS AND COMPANIES. wharf or timbers, and knowing that the greatest current of water is exactly behind the wheel and between the two boats, I place them as delineated, where they answer every desired purpose, and are guarded from injury. In my first sketches, I had made the inside line of eacji boat straight, that the water might have a free passage from one end to the other; but the disadvantage of such a mode of construction would be, that the whole of the inside lines would act as leeboards, rendering it difficult to put her about, or to work her up in the tide. Had this boat been moved by wind, such a form, to prevent leeway, would have been advantageous, but moved by steam, the less water she draws, the easier she moves over it in every direction the better; her bottoms are therefore made rounding, with very little dead rise. Another ma- terial error which would have arisen from straight insides would be that each bearing but half a boat, the two could not give more breadth of beam, or so much buoyancy as one of the present boats, and to give the 30-feet beam it would be necessary to have a vacant space between the two insides of 20 feet, which long and hollow bearing would produce weakness. Such a boat, to carry the same weight, would draw near twice as much water as the present steamboats, and create a resistance in the water equal to the present resistance by breadth of beam. "Seventh. The floating bridges, of which there is One on each side of the river. "A coffer, 24 feet long, 12 feet wide and four feet deep, which gives a superficies of twk> lilutudred a/nd eighty-eight feet, or nine tons weight to press it in the water one foot, or one thousand five hundred pounds to press it in the water one inch. This great resistance gives stability, while carri- ages or heavy wagons enter the boat. The bridge is thirty feet long, twenty wide, fastened by four strong hinges to the coffer and to the wharf; thus the bridge rises and falls with the tide, and is always exactly even with the end of the boat. When low water there is an easy descent into the boat; at half flood, the boat, bridge and wharf are on a level; at high water there is an easy descent from the boat to the wharf. As the weight of the bridge STEAM FERRY-BOATS AND COMPANIES. 521 is on one edge of the coffer, to prevent its sinking on that side, and rising on the other, a chain is fastened to the bridge, which passes over a pulley, with a heavy weight. Such an application on each side of the bridge pulls it up in the middle, and pushes down the coffer, added to which, a pine log, one foot square, is bolted on each side of the coffer, with two transverse logs dove- tailed into them, of which the weight and leverage retain the coffer in a horizontal position. The next and last thing to be discovered was how to make the boat arrive at the bridge without the aid of boat hooks, or any pushing or pulling or loss of time or shock, the latter being the most material to guard against; for this purpose the dock w r hich receives her is one hundred and eighty feet long, seventy wide; the bridge is fastened to the middle of the bulkhead. The boat being only thirty feet wide, and the dock seventy, leaves twenty feet vacant on each of her sides; in these twenty feet spaces, and on the water there are floating stages made of pine logs, which lie parallel to the boat for thirty feet, and then run diagon- ally to the extreme end of the wharves, so that the boat, when coming in, hits within the seventy feet, and the stages guide her direct to the bridge. To prevent shocks, there are two pieces of timber, each eight inches square, which move on rollers^ and run out between the bridge and coffer; the two are connected by a crossbar, and under the bridge by another crossbar. To this latter crossbar, and on each side of the bridge, there are ropes fastened, which ropes pass under pulleys, descend and fasten to buckets, which buckets of oak, strongly hooped with iron, are fifteen inches in diameter, six feet long, and when full of water will weigh about one thousand eight hundred pounds. "When the fenders are projected to their position, which is about ten feet from the bridge, the buckets are down in the water, leaving their upper rim about three inches above the surface. Each bucket has four holes in the bottom, of an inch diameter, by which the water enters as they descend, and whfch lets out the water as they rise. In case the resistance should be too great for the boat to 522 STEAM FERRY-BOATS AND COMPANIES. come close to the bridge, the water running out of the buckets will diminish it and let the boat arrive at the position required. To prevent shock, the whole force must be gradually diminished to annihilation; the re- sistance to the boat must be little in the commencement and increase until the whole power is destroyed. For- tunately, this contrivance produces the desired effect. When the buckets are in the water, they are nearly buoy- ant, but the moment the boat strikes the crossbar, and it begins to run in, the buckets come gradually out of the water and grow heavier each inch they rise, increasing resistance until the momentum is destroyed and the boat arrives at the bridge without shock, when the passengers, carriages and horses immediately move out and others enter. "In the present state of this part of the machinery, to prevent shocks, it is necessary the men should be attentive to stop the engine in time. The most perfect machinery is that which leaves as little as possible to the care of man. "I have some additions to make which will prevent the possibility of shocks, even in cases where men may mistake or be careless. In a new combination of this kind, it is not to be expected that everything should work to the best advantage in a first experiment, or that every requisite should be foreseen. The boat which I am now constructing will have some important improvements, par- ticularly in the power of the engine to overcome strong ebb tides, from which again other improvements will be made, as in all other inventions. The present boat crosses the river in a calm in fourteen minutes ; her average time is twenty minutes. She has had in her at one time eight four-wheel carriages, twenty-nine horses and one hundred persons, and could have taken three hundred persons more. From the success of this experiment there is the pleasing prospect that boats of this kind will facilitate the passage of many of our wide rivers and bays, and prove an im- portant benefit to our country. I am, Sir, respectfully, "Your most obedient, "ROBERT FULTON." STEAM FERRY-BOATS AND* COMPANIES. 523 There have been several changes made in late years from Fulton's design, although some features have been retained. There has been, to be sure, a very material increase in size of the vessels, and a very wide departure in their passenger accommodations. The double hulls were finally dispensed with about 1836, and single hulls substituted since. The docks or slips have been enclosed with spring piles and racks, and the balanced beam for landing bridges has long since given way to floating bridges; india rubber springs at the hinge of the floating bridges were afterwards used, while the boats are now slowed down in entering the slips. The following is the copy of an estimate made by Robert Fulton for running a ferry-boat prior to the opening of the Jersey City ferry. ^Estimate for the expense of a steam ferry-boat for one year : 2 Firemen, at |30 per month each, they finding themselves; they will also act as engineers to keep the engine in order; they must be engaged by the year, as such men cannot be turned away in the winter and got in the spring, $60 per month $720.00 2 Boatmen to take turns in steering, at $25 a month each, $50 a month. 600.00 iy 2 Cords of wood, for 12 or 13 hours, at $4.50 per cord or, say, 7 dollars a day; to work 320 days ". 2,240.00 Wear, tear and repairs 600.00 $4,160.00 January 22d, 1810. ROBERT FULTON. The Paulus Hook ferry company was incorporated by the New York Legislature in March, 1814, as the York and Jersey Steamboat Ferry Co. The first boat built for the company was named the "Jersey," and was in service for many years. The second built, and of the same model as the "Jersey," was ?* The original of this estimate was at one time in the possession of Cobanks & Theall, marine-engine builders, New York. 524 STEAM FERRY-BOATS AND COMPANIES. constructed in 1813, and named the "York." It is said these boats were slow coaches that when they passed close to one another in the river passengers on the two boats could hold quite a lengthy conversation before they got beyond talking distance. Up to May, 1816, the lessees had made but one dividend of 5 per cent . For this reason they requested that the Common Council of New York would either purchase the ferry, reduce the rent, or increase the rates of ferriage. The only relief obtained was an increase of personal toll to 12% cents. In those days the fare was collected on the boat during the passage over. On the first of May, 1823, the company took a lease of the right of ferry from New York to so much of the Jersey shore as lies between a point immediately south of Hoboken and a point due west from the Battery. But their experience was not a success. They sank all their capital, the boiler of one of their boats blew up while in the slip, and the year 1824 found them unable to continue. In September, 1825, they assigned their lease to Francis B. Ogden, Cadwallader D. Golden and Samuel Swartwout. The Common Council of New York City consented to the assignment and gave the assignees a new lease for fifteen years and six months from the first of November, 1825. The lessees were to provide two good steam- boats, but in the place of one of these were afterwards per- mitted to use a team or horseboat. They were also to provide the ferry with rowboats. In 1826 they bought and placed on the ferry the "Washington." In October of same year, Ogden and Swartwout transferred their interests in the lease to Golden. He failed after a time in making the operation of the ferry a successful enterprise, and surrendered it to the York and Jersey S. B. Ferry Co. On the first of January, 1836, the owners leased it to the New Jersey R. B. Co., running to New Brunswick, N. J., for a term of years, having in the meantime built three new boats, the "Essex," "Sussex" and "New Jersey." By renewals the railroad company continued to operate the ferry until 1853, when the lessees bought up the stock of the ferry company, and thus became the owners of the ferry. They continued to operate the ferry until the N. J. R. R. and Trans. Co. was absorbed by the Pennsylvania R. K. Co., when the ferries passed to the same hands, STEAM FERRY-BOATS AND COMPANIES. 525 The ferry from Desbrosses street to Jersey City was opened in 1862. The Pennsylvania R. R. Company took these ferries in 51871. \^The Hoboken ferry was first opened with sailboats and rowboats in 1775, and was run with varying success by several owners until after the close of the Revolutionary War. /John Stevens first came into possession of the lease of this ferry to Yesey street, New York now Barclay street ferry in 1789, but retained it only for about two years. It is as well to say that Colonel Stevens purchased the Hoboken estate in July, 1784. The lease of the ferry then passed to other hands, and in 1808, David Goodwin secured the lease of the ferry, and in 1811 John Stevens was the proprietor. He now built a steam ferry-boat, named the "Juliana," and this David Goodwin appears for a time to have had the control of the vessel while running on the ferry, though the lease was to John Stevens. On September 18th, 1811, he advertises : "Hoboken Steamboat. "Mr. Goodwin respectfully acquaints the citizens of New York and the public at large, that he has commenced running a steamboat on the Hoboken ferry of large and convenient size, and capable of affording accommodations in a very ex- tensive degree. The boat moves with uncommon speed and facility, and starts from the usual ferry stairs at the Corpora- tion wharf, foot of Vesey street, New York, where passages can be taken at any hour." A news item at that time said: "Steamboats are rapidly getting into the full tide of successful experiment in this country. Last week one of Col. Stevens' ferry-boats, employed by Mr. Goodwin, of Hoboken, was started into operation, and yesterday made 16 trips back and forth between that place and this city, with a probable average of 100 passengers each trip. Her machinery, we understand, is somewhat different from that of the large North River boats, and we presume she sails considerably f ister than any other heretofore con- structed in our waters." A committee from the members of the New York City Common Council were invited to take a trip on this, the first steam ferry-boat in the world, as the minutes of that body for 526 , STEAM PERRY-BOATS AND COMPANIES. October, 7th, 1811, say: "A note was read from Mr. John Stevens informing the Common Council that he should expect the members on Wednesday next, at 10 o'clock, to witness the operation of his steamboat. Whereupon, resolved, that the Board will attend at that time." The minutes further say, on October 14th, 1811, "A report of several members who, on the invitation of John Stevens, Esq., crossed the river in the Hoboken steam ferry-boat, expressing their approbation of the same was received and ordered to be filed." The "Juliana" was continued in service on the ferry for a little over a year, and it is altogether probable the vessel was withdrawn more on account of the opposition of the Paulus Hook Ferry Company to a steamboat on the route than any thing- else. Her highest speed under the best conditions was 5 1 / 3 miles per hour. After she was withdrawn she was taken out a few limes, and gave the Albany boats "a brush" for a few miles on the river, probably after some changes had been made. The Paulus Hook ferry being ow r ned partly by those in the North River Steamboat Company, and they holding the exclusive privilege for steam vessels in New York waters, were in a position to deny Stevens the right to employ a steamboat on ihe Hoboken ferry to New York City. This was what caused the adoption of the teamboats in 1814. Teamboats were also brought into use by the demands of Robert Fulton for the use of his patents on steamboats, of one half of the dividends of all over 10 per cent, received by those making use of them. Teamboats were the invention of Moses Rodger s, of New York, and were first brought into use on the East River in 1814. This one on the Hoboken ferry was the second in use. John Stevens continued to operate both the Vesey street as well as the Spring street ferry until June, 1817, when he sold to John, Robert and Samuel Swartwout the exclusive right of ferriage from Hoboken to New York. The Swartwouts proposed to have on the tw r o ferries by the first of May, 1818, "two horseboats and other craft for the accommodation of the public/ 7 On the 7th of April, 1817, the Common Council con- sented to the transfer of the ferry leases, and an extension thereof for ten years, on condition that the Swartwouts would give to the city f 51 6.25 a year for the Vesey street ferry, and within six months from the first of the following May place STBAM FERRY-BOATS AND COMPANIES. 527 thereon two good horseboats of not less than eight horses to a 'boat," and for the Spring street ferry to give $25 a year, and place thereon "as many sail or ferry-boats as the Corporation may deem proper." ^feout this time the landing on the New York side was changed to Murray street. But that location was found to be too "remote from the Market to accommodate the country people," and as Vesey street was "too much cov- ered with carts, etc.," Barclay street was selected as the land- ing place on the 8th of June, 1818. V At this place it has re- mained ever since. The Swartwouts held these ferries but a little over one year. They assigned them to Phillip Hone, of New York. The Common Council consented to the transfer. They gave him a lease for twelve years, and permitted him to "substitute a good, substantial teamboat in the place of a steamboat." About the first of March, 1821, an ejectment suit was begun against Hone to take from him the ferry. Before this suit came to trial the parties compromised, and the two ferries reverted to the Stevens family. In May, 1821, John C. and Robert L. Stevens purchased the interest which Hone had in them. They now proposed to place on the Barclay street ferry "a superior steamboat, from ninety to one hundred foet on deck and forty-two feet beam, built of the best cedar and oak," and promised to put on more than one if necessary. For the Spring street ferry they promised an eight-horse team- boat. The Common Council consented that John C. Stevens should have the lease of the Barclay street ferry for nine years from May 1st, 1821, at a rent of $595 a year, and that he and hip brother, Eobert L. Stevens, should have the Spring street ferry for fourteen years, paying therefor, for the first four years, one cent a year, for the next five years $50 a year, and for the next five years $200 a year. It was further agreed that the Barclay street lease should be extended for five years at a rent of $800 a year. The Hobolwn Steamboat Ferry Com- pany was incorporated November 3d, 1821. On the 22d of April, 1822, the Messrs. Stevens made a trial trip of the first steamboat placed on the ferry since 1813. This was the "Hoboken." Thereafter it made trips "every hour by St. Paul's Church clock." On the 21st of July, 1823, they received permission to start the Canal street ferry and use steamboats thereon. On the first Friday in September, 528 STEAM FERRY-BOATS AND COMPANIES. 1823, the "Pioneer" made its trial trip. In these boats the ladies' cabin was below deck, carpeted, and warmed by open fire places. From 1821 to December, 1896, these ferries were controlled by the Stevens family, and of later years the Hobo- - ken Land and Improvement Company. Since the date last r.amed the ferries have passed into the hands of a syndicate operating the Union and other ferries on the East River.. In 1903, these ferries passed under the control of the Delaware & Lackawanna R. R. Co. The Christopher street ferry was opened for travel in July, 1836, and the West Fourteenth street ferry on May 1st, 1886. THE ASSOCIATED FERRIES OF THE UNION FERRY COMPANY. \ As early as the 12tb. of October, 1694, the Corporation of New York purchased from William Morris, for no specific consideration, his house, barn and premises, situated at the "Ferry," on Long Island. On this property the grantees erected a pier and ferry stairs, and enclosed a cattle yard. Subse- quently, they built here a brick and stone ferry house. On the New York side of the river the ferry landing was, about 1700, removed from Peck Slip to Fly Market Slip (Maiden lane); and in 1774 the Corporation established another landing at Coenties Slip, as also another on the Brooklyn side, foot of the present Joralemon street. ^ ^In awarding the ferry lease, in 1789, the persons licensed to ruXthe boats were required to pay into the city treasury, for each two boats from Fly Market Slip, the sum of seven pounds per mbxth; and for the boats from Peck Slip three pounds per month; In the year 1805, five cattle 01* horseboats (scows with a sail), and six row boats were licensed to run from Fly Market Slip to the Corporation Dock at Brooklyn. The Catharine ferry was first established in 1795. To distinguish it from the "Old" or Fulton ferry, it was called the "New Ferry," and ran from what was then called "New Ferry street," in Brooklyn, to the foot of Catharine street./* This ferry was leased to Rodman Bowne, in 1811, and con- tinued to him and his brother by renewals until 1852, when the ferry was purchased by Cyrus P. Smith and William F. Buckley, who obtained a renewal of the lease for ten years (1853 to 1863). STEAM FERRY-BOATS AND COMPANIES. 529 The rent of the Middle, or "Old" ferry, from foot of the present Fulton street, in Brooklyn, to the Fly Market Slip, was $3,050 in 1805, but in May, 1811, it was leased to Theodosius Hunt and Losee Van Nostrand, for three years, at a rental of f 3,450 per annum. The same year the "New Ferry" (Catharine street), was leased for five years, at $1,275 per annum. Those who in these days pass quickly and comfortably at times over the East River in capacious boats, can scarcely imagine the discomforts, hindrances, and even dangers which accompanied ferry travel in the past, when accomplished only by row boats, flat scows with sprit sails, or, at best, periaguas, or the two-masted sail boats. Ferry business then was very much at the mercy of the tides and wind. At slack water or with a moderate current, the oarsman had an easy time, and the passengers a comfortable and quick trip. But against a rapid flood or angry ebb tide, the boatman could make little or no headway, and the work of ferrying was slow and toilsome. Sometimes a favoring breeze enabled the sailboats to cross without difficulty; and, again, baffled by wind and tide, they brought up near Governor's Island, or as far out of the way in the opposite direction. It may be expected, under the cir- cumstances, that navigation was often stopped temporarily, that delays were common, and accidents frequent. A nuisance peculiar to the ferries, and one much complained of, was tJie manner of carrying cattle. A large portion of their stock, it will be remembered, was obtained by New York butchers from Long Island. Boats loaded with cattle, if caught by a stiff breeze while crossing, were very liable to be upset. Indeed, so unsafe were they considered, especially when the day was windy or the river obstructed by floating ice, that few persons would venture to trust their horses, carriages, cattle or other property upon them, and it was no uncommon circumstance for such persons to wait a day or two for calm weather, in prefer- ence to running the risks of the passage. The oar barges for foot passengers, though more regular in crossing, were by no means comfortable or always safe. The papers of the day abound in notices of accidents, which prove that the dangers of this means of transit were not imaginary. When we con- sider also the not infrequent unseaworthiness of these crafts, the frequent intoxication of the boatmen, the dilatoriness of 530 STEAM FERRY-BOATS AND COMPANIES. the boats in starting upon their trips, as well as the delays and inconvenience caused by cattle loading, etc., we may realize that some better system of ferriage was much needed. Eelief came through the success of Eobert Fulton's first steamboat, the "Clermont," and the first opportunity for a prac- tical test of the peculiar application of the new motive power to the improvement of ferries, by the establishment of a steam ferry between New York City and Paulus Hook, in 1812, sug- gested the necessity of extending its use to the East River ferries also. Robert Fulton and Robert R. Livingston, holding the ex- clusive right to use steamboats on the waters of New York State, in 1812 offered to the Corporation of the City of New York a proposition to establish a steamboat ferry from Fly Market Slip to Brooklyn. After a number of consultations, agreements, reports, resolutions, etc., the proposition was accepted, and it was decided that the ferry should be from Burling Slip, on the New York side. As, however, the slip was not then filled in, and the cost of filling was estimated at $30,000, it was finally concluded to establish the ferry at Beekman's Slip (present Fulton street, New York), which was accordingly purchased for that purpose by the Corporation from Mr. Peter Schermerhorn. Beekman Slip at that time only extended to Pearl street, but Fair street, which then extended from Broadway to Cliff street, was extended through the block between Cliff street and Pearl street, to join Beekman Slip, and to this newly extended Fair street frmi the East River to Broadway, as well as to Partition street, which extended from Broadway to the Hudson River, was given the name of Fulton street, in honor of the distinguished citizen, Robert Fulton. The ferry from Fly Market Slip was discontinued. The lease of the ferry was granted to Robert Fulton and William Cutting, his brother-in-law, for twenty-five years, from the 1st of May, 1814, to May, 1839, at an annual rent of f 4,000 for the first eighteen years, and f 4,500 for the last seven years. The lessees were bound to put on the ferry one steamboat similar to the Paulus Hook ferry-boat; )io-run once an hour from each side of the ferry, from half an hour before sunrise to half an hour after sunset ;y to furnish, in addition, such STEAM FERRY-BOATS AND COMPANIES. 531 barges, etc., as were required by previous acts of the Legisla- ture; and on or before the 1st of May, 1819, they were to provide another steamboat in all respects equal to the first, and when that was done a boat should start from each side of the river every half hour. As a compensation to the lessees for the increase of expense which would be incurred in con- ducting the ferry upon such a large scale, the Corporation agreed to apply to the Legislature for a modification and in- crease in the rates of ferriage. The proposed bill passed the Legislature. It included a reduction of fare on all loaded and unloaded vehicles, and a provision for commutation for $10 per annum for foot passengers. The law of the State regu- lating ferries between New York and the Island of Nassau, passed in 1813, fixed the rate of foot passengers at tivo cents. The Legislature was induced, in consequence of the expense of running the steamboats, and their cost of construction, to raise the fare to four cents. The rate by barges for foot passengers was continued at two cents. Matters being thus satisfactorily arranged, Fulton and Cutting formed a stock company, entitled "The New York and Brooklyn Steamboat Perry Association," with a capital of 108,000, in sixty shares, valued at f 1,133.33 each./^The first steamboat placed upon the ferry was named the "Nassau," making her first trip May 10th, 1814. The Long Island "Star," of May 18th, 1814, says: "The steamboat "Nassau" crossed the ferry forty times on Sunday last. She is generally from four to eight minutes in crossing. On the day of her commence- ment she carried at one time 549 passengers, one wagon and two chairs with their horses, and one saddle horse." X. The vessel was also much employed after business hours by pleas- ure parties, in moonlight excursions upon the river. The "Nassau" was a double-hull boat, similar to the one at that time on the Jersey City ferry. The hull of this vessel was sold, about 1840, to ;he Seamen's Friend Society, for a floating bethel at the foot of Pike street, New York. The double-hull was laid aside, or sold for a hay barge, in 1868 or '69, when a new hull and church were constructed. As early as 1817, the success of the steam ferry-boat had created in the public mind a very general wish for the addition of another boat. The company demurred on the ground of 532 STEAM FERRY-BOATS AND COMPANIES. expense, and stated that teamboats, which had recently been introduced upon Catharine ferry, were not only more easily navigated, but much safer in winter than steamboats. They offered to substitute one in place of the required steamboat, and to run it until eight o'clock in the evenings. This was finally agreed to. Yrhe first tearuboat on the Catharine ferry made its first trip April 3d, 1814, making twelve during the day, averaging eight to eighteen minutes in crossing, and two hundred passengers each trip. These boats had covered cabins and were in all respects superior to the scows or periaguas which they replaced.^ Those at first introduced on the ferries were "single enders," that is, they had but one bow and were compelled to turn in crossing the river. Subsequently, "double enders," or boats capable of running "bow on," without turning around, were used. These boats were each made with two hulls, about twenty feet apart, and covered over by one deck. The paddle wheels, turned by a shaft between the two hulls, and this shaft was made to revolve by means of cranks on a small wheel on either side of the shaft, fitting into a large wheel, which, with corresponding cranks, was moved around a circle of 18 or 20 feet diameter by horses, as in a cider mill. By an invention of Mr. John GL Murphy, the direc- tion of the boat was reversed without changing the horses, simply by lowering the end of the shaft on which the paddles were fastened from its lock with the cranks of the large whed. and raising the other end of the shaft, and locking it with the cranks of the large wheel, an operation performed by means of a lever in less than half a minute. The winter of 1821-22 was more severe than almost any experienced since that time. The ferries were almost im- passable from the quantity of floating ice, through which the ferry-boats could not force their way, as the ice became jammed between the ends of the two hulls. A new steam ferry-boat, named the "William Cutting," and of similar construction to the "Nassau," was put on the ferry in 1827. The detentions at the ferry, the poor construction of the boats, and the insufficient accommodations furnished, ex- cited great dissatisfaction and animosity, which found expres- sion in public meetings and by complaints in the newspapers. STEAM FERRY-BOATS AND COMPANIES. 533 In 1833, the controlling interest in Fulton ferry having passed into other hands, two new steamboats, one named the "Relief," for passengers and freight, and the other the "Olive Branch," for passengers only, were added to the ferry. Both of these boats had single hulls and side wheels. The South Ferry was leased from September 1st, 1835, to May. 1839, from Whitehall street to Atlantic street, Brooklyn, for the sum of $1,000 per year, but was not open for travel until May, 1836. This enterprise was brought into operation through the endeavors of property owners in South Brooklyn, and the incorporators of the Long Island Railroad, which was building at this time, and who desired to run their road down Atlantic street to the ferry. Before the end of the lease, in 1839, its expenses were found to have far exceeded its income, and a large portion of its capital had been used up. In 1835, the unexpired lease of Fulton ferry was sold, with the boats and fixtures, for $100,000, and a subscription to a seven per cent, stock was made among a number of citizens of Brooklyn. Notwithstanding prudent management, the as- sets of the association at the termination of the lease, in 1839, proved the stock to be worth only 68 per cent, of its face value. In the meantime the incorporators of the South ferry, whose lease terminated in 1839, to prevent the abandonment of their ferry and the loss of the remainder of the capital they had invested in it, applied to the Corporation of New York to unite their ferry with the Fulton ferry in a new lease, which had been applied for. This application met with opposition from some of the stockholders of the Fulton ferry, who hoped by a renewal of their existing lease to recover the capital lost in their present lease. The lease was subsequently granted, uniting the Fulton and the South ferries, for five years, from May, 1839 to 1844,- at an annual rent of $12,000. These lessees organized themselves under articles of association, with a capital of $183,000, under the name of the New York and Brooklyn Union Ferry Company. The ferriage for foot pas- sengers, which was then four cents, was reduced, on May 5th, .1 842, to three cents, and on February 7th, 1844, to two cents. The lease required that no dividends be made exceeding seven per cent, per annum, and that any excess of profits should be applied to the reduction of the rates of ferriage, or paid to 534 STEAM FERRY-BOATS AND COMPANIES. the City of New York. In 1840, the lessees commenced building a new boat, named the "Suffolk," with a single hull, similar to the South Ferry boats, which were found to be good boats to contend with ice. In 1843, they commenced building another boat, the "Union." Commutation, which had always existed on the Fulton ferry, was extended so as to include both ferries. On the settlement, at the termination of the lease in 1844, the stock, by the valuation of the commissioners, was found to be worth only seventy-five cents on the dollar. The renewal of the lease was applied for by the association in 1844, but they were not successful. On account of the rival bids received, it was decided to receive sealed proposals and to lease to the highest bidders, who were Jacob B. Leroy and Henry E. Pierrepont, the latter having been vice-president in the association. The lease was made for seven years, from 1844 to 1851, for $30,500 per year, without any restrictions as to the rates of ferriage or dividends. This company was organized under the name of the "Brooklyn Union Ferry Com- pany," with very much the same board of managers as existed in the former board. The new company proceeded actively in the improvement of the ferry landings, and in replacing the old boats by new ones of greater power, and of enlarged and superior con struction. The lessees of the Union Ferry Company obtained the right to run a boat to Hamilton avenue, Brooklyn, from White- hall street, at the annual rent of one dollar, which was done in October, 1846. The Atlantic Dock Company guaranteed to pa^. as rent, the interest on the value of the boat, and to pay any loss incurred in running the ferry. Besides the rent paid, it was found at the end of the lease, in 1851, that a loss of $25,000 was made b} 7 the Union Ferry Company. The lease of the Fulton, the South and the Hamilton avenue ferries, which expired in 1851, was renewed to the former lessees at the rent of $35,000 for ten years. Articles of association between the lessees and the stockholders stip- ulated that all the surplus at the end of the lease, after paying 8 per cent, dividends, and the stock at par, should be paid over to the Brooklyn City Hospital and Brooklyn Observatory, or to either of them, thus promising the stockholders a fair STEAM FERRY-BOATS AND COMPANIES. 535 return for the risk of their capital, and a guarantee to the public against speculative profit. Two new boats were built; the dusty stoves had been removed and the cabins warmed by steam pipes during the former lease; gas was now introduced in place of oil lamps, and the roofs of the cabins raised, giving better ventilation. In 1853, the Roosevelt street ferry to Bridge street, Brook- lyn, was established by F. 0. Havemeyer and S. J. Tilden, and equipped with three .good ferry-boats and ferry fixtures, at a cost of $170,000. In the same year, Jacob Sharpe and associates obtained a lease for ten years of a ferry from Wall street, New York, to Montague street, Brooklyn, supposing the Union Ferry Company would pay a bonus for the lease, but they declined to do so. The lessees furnished the ferry with two first-class ferry-boats, which were run for a few months. In 1851, the leases of the Catharine street ferry and the Gouverneur street ferry were purchased by C. P. Smith and W. F. Bulkley; but they found in a few months, as did the lessees of the Roosevelt street, and the Wall street ferries, that their receipts for foot passengers being two cents, the ferries could not be maintained in competition with those of the Union Ferry Company, which charged but one cent. The lessees of these four ferries, viz. : Wall street, Catharine street, Roosevelt street and Gouverneur street, then announced that they would be obliged to discontinue their ferries; but in November, 1853, an agreement was completed, after consider- able pressure had been brought to bear upon the Union Ferry Company, whereby a consolidation of the four ferries was made with the Union Ferry Company, which was carried into effect on the 6th of December of the same year. The company organized under the General Act of 1854, in that year, as an incorporated company, as the Union Ferry Company of Brook- lyn, with a capital of $800,000. The ferriage for foot pas- sengers was fixed at one cent, on all the seven united ferries, and commutation was continued at the same rates as hereto- fore. The financial results of the consolidation, however, greatly disappointed its friends. At the end of the first year of the consolidation there was a loss of over $00,000 of cap- ital, besides the surplus which had been accumulated. It was 536 STEAM FERRY-BOATS AND COMPANIES. thus evident that the ferries could not be sustained at one cent ferriage, and in 1854 it was raised to two cents, but 'tickets continued to be sold at one and a half cents. This change did not relieve the company from the burden which the consolidation had imposed, all the ferries except the Fulton showing a deficiency in their annual accounts. Accordingly, the company, on November 1st, 1856, advanced the price of tickets to two cents, and abolished commutation. This afforded more relief to the company, but it was not until 1859 that it began to accumulate surplus earnings. The lease of the Gouverneur street ferry expired in 1856, but the company did not renew the lease, although they continued to operate it until January 10th, 1857. The Roosevelt street ferry was discon- tinued from August 4th, 1859. The leases of the five ferries, the Fulton, South, Hamilton avenue, Wall street, and Catharine street, were sold at auction in May, 1860, for ten years, from May, 1861, to May, 1871, to the Union* Ferry Company for f 103,000 per year, after much spirited bidding. In 1861, they erected new ferry buildings at Hamilton avenue ferry; and in 1863 they built the iron ferry building at Fulton Ferry, on New York side; and in 1864 the iron ferry building, foot of Whitehall street; and in 1871 built the substantial edifice at the foot of Fulton street, Brooklyn. The propriety of building iron boats was considered by the Directors as early as 1856. They commissioned their asso- ciate, H. R. Worthington, and their chief engineer, Henry McFarlan, to visit Boston and examine an iron ferry-boat which was in use there. On receiving their report, the direc- tors, deeming that sufficient time had not elapsed in which to test fully the advantages of iron over wood in the construc- tion of vessels, concluded to adhere for a while at least to the old and long-tried material. Further experience, however, seemed to favor the use of iron, and accordingly, in 1871, the "Fulton" and the "Farragut" were built with watertight com- partments. These boats cost about $77,000 each. In October, 1861, three of their boats, the "Ellen," the "Whitehall" and the "Wyandank," were purchased by the United States government, and in 1863 the"Atlantic"x "Com. Read" , was also taken, all of them being converted into gun- STEAM FERRY-BOATS AND COMPANIES. 537 boats. In 1862, the Navy Department also bought from them four boats, which were then in course of construction, "Ellen," 'Whitehall," "Clinton" and "Somerset," two of which, the "Clinton" and the "Somerset," they purchased from the gov- ernment July 12th, 1865, and rebuilt for service on the ferries. The "Ellen" remained South after the war was closed. The "Whitehall" was destroyed by fire at Old Point, Va., March 10th, 1862, and the "Wyandank" was taken for service at the Naval Academy at Annapolis, Md. The Navy Department paici for the "Atlantic," $91,000; "Com. Morris," $42,000, and the "Somerset," $69,689. The cost of refitting was included in the latter. Previous to the Brooklyn Bridge project, the company, in order to add facilities at the Fulton ferry, made an addi- tional slip north of the upper ferry slip in Brooklyn, which they had in use but about four years, when the bridge en- gineers located one of the bridge towers in it, which, of course, cut off its further use. The renewal of the lease from 1871 to 1881 was made to the company, at a rent of one dollar per annum and taxes, on condition that they reduce the fare for foot passengers between the hours of 5 and 7.30 in the morning and 5 and 7.30 in the evening, to one cent, and during other hours of the day and night to be two cents. This lease was subse- quently held to be irregular and invalid, and in March, 1876, the Union Ferry Company was sued for rent, but after a tedious struggle in the courts a compromise and settlement was made, in 1881, by a payment to the city of three hundred thousand dollars on the lease from 1871 to 1881. A new lease was made for the term of five years, from May 1st, 1881, to May 1st, 1886, at a rental of 12% per cent, of the gross receipts from ferriage at all the five ferries leased to the coirpany. In 1886 a lease for another term of five years, from May 1st, 1886, to May 1st, 1891, was made to the Union Ferry Company, at a rental of 12% per cent, of the gross receipts. Since 1896 the Union ferries, with many of the upper East River ferries, have been consolidated under one manage- ment. All of the improvements made on these ferries of late years have been on those running to the lower part of the 538 STEAM FERRY-BOATS AND COMPANIES. city, where large and finely equipped ferry-boats have been in service. V The following ferries were established previous to 1836. viz.: From New York: Fulton Ferry to Brooklyn. Catharine street ferry to Brooklyn. Peck Slip ferry to Williamsburg. Grand street ferry to Williamsburg. Walnut street ferry to Navy Yard, Brooklyn. Hell Gate ferry to Astoria, Long Island. Staten Island ferry to Staten Island. Jersey City ferry from Courtland street. Hoboken ferry from Barclay street. Hudson River: Newburgh ferry to Fishkill, N. Y. Caldwell's ferry to Peekskill. Poughkeepsie ferry to New Paltz. Albany ferry to Greenbush. Hudson ferry to Athens. Boston, Mass.: East Boston ferry. Winnesimmit ferry. Philadelphia, Pa. : Market street ferry to Camden. Arch street ferry to Camden. South street ferry to Camden. Browning's ferry to Camden. Walnut street ferry to Camden. The first steam ferry-boat at Philadelphia, Pa., was the "Camden," from Market street to Springer's ferry, at Camden, on May 10th, 1812.^ Greenpoint ferry, from East Tenth street, New York, was established in 1853. Lease dated October 30th, 1853. St. Patrick's Cathedral ferry, from East Twenty-third street to Calvary Cemetery landing, through Newton Creek, was established in 1853. This ferry, after running a few TOW-BOATS. 539 years, was purchased by the lessee of the Greenpoint ferry and the boats run to Greenpoint. Original lease made for ten years from December 27th, 1848. Pavonia ferry, from the terminal of the New York and Erie Kailroad at Pavonia, to Chambers street, New York, was opr-ned in 1801, and to West Twenty-third street in 1868. Hunter's Point ferry to East Thirty-fourth street, New York, was opened in 1856, and to James Slip in 1865. Grand street, New York, to Broadway, Williamsburg, was opened in 1863. Houston street ferry to Grand street, Williamsburg, was leased by the company in March, 1840. Broadway, Williamsburg, to East Forty-second street, opened on December 2d, 1901. TOWBOATS. The first steam towboat built for the purpose of towing vessels was the "Kuf us King," built by Smith & Dimon, for the New York Dry Dock Company, that was established in 1825, at the foot of East Tenth street, New York, to tow ves- sels to and from their railway. This vessel was but 102'xl9'x 7', with a square engine of 34" cylinder by 4 feet stroke, being like the small passenger boats of that day. Prior to this the small passenger boats during the dull seasons would engage in towing the large sailing vessels to and from the "Hook." After the opening of the Erie Canal, in the fall of 1825, there was a new field of enterprise opened to the capitalist. Tt must be remembered that the Supreme Court of the United States had but a few months before given its decision in the case of the free navigation of the waters of the United States, and many passenger steamboats were now building for that service. But what to do with those that had been in service, that were inferior in speed and accommodations to the new vessels, was the question to many owners. The only use they could be put to was to try their fortune at towing. Some, of the new ones built in the first few years of the free naviga- tion of the waters soon proved their unfitness for the pas- 540 TOW-BOATS. seiiger business, and they soon passed to towboats. After a few years the business of towing on the Hudson River passed into the hands of incorporated companies, so that by 1830 there was the Swiftsure line, controlled by A. Van Sant- voord; the New York and Albany line, by John Newton, and the Troy line, by Philip Hart. The first tugboat built for general service would appear to have been the "Hercules," of 190 tons, built at New York, in 1832, by Brown & Bell, for O. Mauran and others, who run a line of coastwise packets. The experiment could not have proved profitable, as at a later date she had been altered for other service. The earliest towboat companies at Philadelphia, Pa., of which there appears to be any record, were, in 1836, those of the Lehigh Coal Company, the Philadelphia Steam Towboat Company, towing on the Delaware River and bay, and the Delaware Coal and Schuylkill Towboat Company. Most of their vessels were old passenger boats. Prior to 1816 there were comparatively few sailing vessels larger than schooners calling at our ports, but. after that date the American sailing packets from Europe of about 600 tons each required, in many cases, a towboat to bring them to their dock, that gave employment at times to the smaller passenger steamboats. These packets of increased size and number re- quired attendance on arrival until about 1840, when the clipper ships of still larger size made their appearance, and it was at that time the side-wheel tugboat was brought into general use for bVth harbor and outside towing, though it was not for some years that vessels suitable for sea towing were built. At a later date came the "Jacob Bell," that was in government service during the Civil War, then the New York "Hook" boats, the "Ocean," "Screamer," "Mercury," "Satellite," 'Huntress," "Achilles," "Ajax," "Underwriter," and "Titan." The largest of these side-wheel tugboats was the "Titan," built by Thomas Collyer, in 1852, for Russell Sturgis & Co. This vessel was 175'x29'xlO'6, with a Morgan Iron Works beam engine of 60"xlO feet stroke. She was a heavily built and extra strong fastened vessel for her dimensions, to withstand the heavy weather she would be subjected to during outside work. This was one of a fleet composed of the TOW-BOATS. 541 "Achilles," "Huntress" and "Ajax." The "Titan" met her fate when sent to give assistance to the ship "John Currier," that was ashore at Fenwick Island, on New Jersey coast, by getting ashore herself at Squan Inlet, on September 3d, 1856, in a heavy gale, where she became almost a total loss. Her engine was recovered, and a few years later placed in the Hudson Kiver day line steamboat "Daniel Drew." These large tugboats appear to have been unfortunate. The "Ajax" went ashore at Long Branch, N. J., during an easterly gale on February 1st, 1858, and the "Hercules" was destroyed by lire while lying at Sandy Hook dock on May 14th, 1858. Then came the "Leviathan," constructed by Eckford Webb in 1853, for Spofford Tileston & Co., with dimensions of 179'x 28'5xll'6, with a beam engine of 60"xlO feet stroke, and water wheels of 29 1 /o feet by 8 feet 4 inches face; two return-flue boilers, consuming one ton of anthracite coal per hour, and operated under an average steam pressure of 35 pounds. Her owners advised the builders, after she had been in service a short time, that the vessel had been sent to Warren, Rhode Island, and that the time from the Battery, at New York, to Stratford Lightboat, was 3 hours and 8 minutes; to New London Lightboat, 5 hours and 35 minutes, and to Newport wharf, 8 hours and 5 minutes. This is phenomenal for a vessel of her size, but the conditions were no doubt more than usually favorable. She was withal the most powerful tugboat on the coast at that time, and of much higher speed than many of our river boats. This vessel was destroyed by fire on March 20th, 1856, while towing a vessel, and when about four miles from Sandy Hook Lightship. After the "Leviathan" was burned the "William H. Webb" was built by William H. Webb, for James Chambers and Henry A. Heiser, for the same service of Sandy Hook towing. This vessel was some- what larger than her predecessor, being 190'x31'xl2', with a pair of beam engines, each of 44"xlO feet stroke, with water wheels of 30 feet diameter. This was the last of the large side-wheel tugboats on the coast, and she is well remembered by many of the old steamboat men around New York at this day. For a tugboat she was certainly the head of her class in appearance and ability. After doing service in New York waters until June, 1859, she was sold to New Orleans mer- 542 TOW-BOATS. \ chants for towing the large sailing vessels from and to the passes to New Orleans. The towing on the lower Mississippi River at this time was controlled by one firm, and the vessel was purchased to break the monopoly from which the mer- chants of New Orleans had suffered so long. When the Civil War broke ou t in 1861 the vessel was still engaged in towing, but was at once taken by the Confederate naval authorities and converted into a gunboat, and for a time did service in the lower Mississippi River and Gulf of Mexico, but when the river was blockaded was taken to the upper Mississippi Kiver and Ked River, having meanwhile been fitted as a ram. Here she remained during all the period of the war, with but one or two brushes with the Union naval vessels. The greatest repu- tation she made was when the war was all over, and the cause in which the vessel had been engaged was found to be hope- lessly lost, that the officer, a Captain Bead, who had been in the United States Navy, in command, resolved to take the desperate chances of running the blockade of the river to the pusses and then endeavor to reach Havana, Cuba. She left the Eed River on April 22d, 1865, and passed down the Mis- sissippi River, and was opposite the city of New Orleans at noon of the 24th of the month. When about 25 miles below the city she met the United States naval steamer "Richmond," on her way to the city, who gave her one broadside, and being pursued by one of the United States gunboats, was placed between two fires that compelled her crew to run her ashore at Culls Pass, when she was set on fire and destroyed. There was much excitement in New Orleans at the time of her passing, on account of the daring displayed in such an action, and with such small prospect of success. These large side- wheel tugboats were at the height of their usefulness when the "W. H. Webb" was sold. The screw- propeller tugboat was in service at that day, but had not as yet taken a firm hold on the business in hand. The first of the propeller tugboats was named "Samson," hull built by William Cramp, and the machinery by Reanie, Neafie & Co., of Philadelphia, Pa., in 1850. In 1851, the same builders con- structed a propeller tugboat for San Francisco harbor, with a pair of vertical direct-acting engines. This was the first of that type in tugboats. The next year L P. Morris & Co., of TOW-BOATS. 543 Philadelphia, Pa., built the machinery for the tugboat "Amer- ica," for towing on the Delaware River to the Capes. This vessel was 135 feet long, and was fitted with a pair of trunk engines, each having cylinders 32"x30". She was fitted with two masts and sails. In 1853, the "Franklin" was built at Albany, N. Y., for towing service, but was shor.tly after taken through the Erie Canal to Buffalo, N. Y., for the same kind of work. In 1852, there was the propeller "Rescue," built for New York harbor, with a pair of vertical direct-acting engines. It will be noted that these engines were operated imder a steam pressure of not exceeding 40 pounds to the square inch. The higher steam pressure did not come into use until 1860, when the "Resolute" and the "Reliance" were built by B. C. Terry, with the machinery by Cobb & Field, at Jersey City, N. J., for Capt. Albert De Groot. These vessels were intended for harbor towing, and were each 93'xl6'x7'6, with engine 17"xl7", having a return tubular boiler, with 4-inch tubes and two furnaces, and were operated under an average working pressure of 75 pounds of steam. The pro- peller was 7 feet eight inches diameter. These tugboats were completed in September, 1860, and in the following May the Navy Department purchased them for picket boats, for f 15,000 each. The "Reliance" was captured on the Rappahannock River, August 23d, 1863, and the "Resolute" was sold after the war was over. The boiler of one of these boats exploded while the vessel lay at the dock, and wrecked things generally. There were many of these early propeller tugboats that were fitted with two separate engines connected to the same shaft. What brought about the greatest change in favor cf the propeller was the adoption of the compound engine, for when that type of engine demonstrated its economy of fuel the side-wheel tugboat was doomed, except for some special work. The development of the propeller tugboat since then has been rapid. One of the marked features of its growth has been the size and power required for those towing coal barges from port to port along our sea coast. There are several of them as large as many of the gunboats that were in the United States Navy during the Civil War on blockade duty. 544 TOW-BOATS. I TJie first tugboat on the Atlantic coast having a com- pound engine was the "H. F. Hamill," by adding a 14-inch high-pressure cylinder on a 24-inch square low-pressure cylin- der. This was done either in January or February, 1870, at Jersey City, N. J. CHAPTER X. HIGH SPEED. H E question is very often asked, what is the high- est speed that has been attained by our American river steamboats? An answer is as often given of a boat having made the run be- tween certain points, in a stated time, that shows the vessel was traveling "at the rate of" from 25 to 30 miles per hour; very seldom is it found less than the former figure. This may be very satisfactory to some people. Men of experience in such matters know that the number of passenger steamboats able to obtain a velocity of 18 miles per hour for one or more hours is not five per cent, of the whole number, and when you go higher up in the scale of velocity until you reach 22 or 23 miles an hour, then you can almost count them on the fingers of both hands. Otherwise, the number of passenger steamboats that are able to attain 23 miles an hour for one hour even is very limited indeed in numbers. So far as 25 miles an hour is concerned, that has only been found in torpedo-boat destroyers, torpedo boats, and a few racing machines. This question of speed does not entertain any surrounding condi- tions. The main factor that is the cause of the miscalculation of the speed of a steamboat is the distance between the points covered by the vessel. This "bottling up' 7 the steam in the boilers of a steamboat and starting it off as a squirt-gun for a few miles, over a course where there is sufficient depth of water so it will not touch the bottom, and then make a claim of anything over 20 miles an hour, deceives but few people. The single measured mile course was popular at one time, but that has been laid aside as having served its day, A steamboat that can be taken at times on her regular business trips, with a clean bottom and machinery in good order, and put through her paces with good tides and atmos- 546 HIGH SPEED. pheric conditions in her favor, and make 21 miles and over an hour for three or more hours, is a rare exception. A few have made exceptional time but once and would live upon a reputa- tion then gained that could hardly be repeated, while a less number have made phenomenal time and could be expected to repeat it under similar conditions. The analysis of the logs of some of the Long Island Sound steamboats indicate that some of the so-called fast ones on the Hudson river have but a small margin of safety from a blighted reputation for speed when the figures of the best vessels on the Long Island Sound and Hudson River are examined. But it must not be forgotten there was a race on Lake Erie in 1901 where over 21 miles an hour was made through the water. That leaves a very small margin for many of the eastern boats. It will be remembered this covers only our sound; river and lake navigation, and has no relation whatever to our sea- going steamers. )( To show that the position taken on this subject is sub- stantiated by facts and figures, copies of the logs of a few of our Long Island Sound steamboats that will be readily recog- nized as being among those of the highest speed of their day, both past and present, are presented: " LEXINGTON." New York to Providence, R. I., June 3, 1835. A.M. Elapsed Time. Left Providence 5.55 H - M - " Newport 7.49 1.54 Passed Beaver Tail Light 8.08 .19 " Point Judith 8.41 .33 " Watch Hill 10.04 1.23 " Little Gull Light 11.04 1.00 " Plum Island 11.27 .23 " Faulkner's Island Light 12.51 1.24 " Old Field Point 2.38 1.47 " Eaton's Neck 3.37 .59 " Sands Point 4.50 1.13 Throgg's Neck 5.16 .26 Arrived Pier 1, North River 6.09 .53 Dock to dock 12.14 HIGH SPEED. 547 Speed of vessel per hour from Point Judith to Throgg's Keck, 14.9 miles; from Watch Hill to Sand's Point, 15.12 miles; from Little Gull Island Light to Sand's Point Light, 15.29 miles; from Faulkner's Island Light to Sands Point Light, 15.16 miles, and from Sands Point Light to the Battery at New York, 17.26 miles per hour. High water at Hell Gate about 3.15 P. M. The record time prior to this was by the "Boston," in June, 1832, of 14 hours and 39 minutes. V "C. VANDERBILT." New York and Stonington, Conn., June 7, 1847. Elapsed P. M. Time. Left Pier 1, North River: Passed Point of Hook . . . 5.16 .... " Throggs Point... 6.05 .49 " Sands Point 6.24 .19 " Huntington 7.28 1.04 " Stratford Light- ship 8.21 .53 " Faulkner's Island Light 9.38 1.17 *Saybrook Light. 10.29 .51 " Bartlett Keef Lightship ....11.04 .35 Arrived Stonington Wharf 11.48 .44 6.32 Tide. Ebb against Boat. Ebb with Boat. * There was no light vessel at Long Sand Shoal, off Cornfield Point, until 1865. Prior to this the time was taken at Saybrook Light. 548 HIGH SPEED. Add 12 minutes from dock to Corlears Hook or Point of the Hook on the East River, makes it 6 houns and 44 minutes from dock to dock. The speed of the vessel from Sands Point to Stratford Shoal Lightship was 18.21 miles per hour. From Sands Point to Bartlett's Reef Lightship, 18.89 miles per hour ; and from Faulkuers Island Light to Bartlett's Reef Lightship, 19.51 miles per hour. " OREGON." New York to Stonington, Conn., June 8, 1847. Passed Point of Hook . , P.M. 5.15 5.57 6.15 Throggs Point. " Sands Point. . . " Huntington ...... 7.13 " Stratford Shoal Lightship .... 8.0G " Faulkner's Island Light ........ 9.20 " Saybrook Light . . 1 0.09 " Bartlett's Reef Lightship ....10.39 Arrived Stonington Dock.11.18 Elapsed Time. H. M. .42 .18 .58, .53 1.14 .49 .30 .39 6.03 Tide. First ebb against Boat. Ebb with Boat. Add 12 minutes from Pier 1 North River to Point of Hook, makes 6 hours and 15 minutes from dock to dock. Speed of the vessel from Sands Point to Stratford Shoal Lightship, 19.19 miles per hour; from Sands Point to Faulkners Island Light, 19.58 miles per hour; and from Stratford Shoal Light- ship to Bartlett's Reef Lightship, 20.66 miles per hour. HIGH SPEED. 549 "C. VANDERBILT." New York to Stonington, Conn., May 21, 1850. Elapsed Time. Left Pier 2, North River: H. M. Passed Point of Hook " Throggs Point 41 " Sands Point 19 " Huntington 1.02 " Stratford Shoal Lightship. .55 " Fanlkners Island Light. . . 1.23 " Saybrook Light .48 " Bartletts Reef Lightship.. .30 To Stonington Dock 40 6.18 Add 12 minutes to Point of the Hook . .12 Tide. Flood. a a Ebb with . Boat. u Dock to Dock 6.30 " METROPOLIS." New York to Fall River, June 9, 1855. Elapsed P. M. Time. Left Pier 3, North River: 5.09 H. M. Passed Throggs Point... . 6.00 .51 " Sands Point 6.18 .18 " Huntington Light 7.18 1.00 " Stratford Light- ship 8.09 .51 " Faulkners Island Light 9.23 1.14 " Saybrook Light.. 10.10 .47 " Gull Island Light.10.43 .33 " Stonington due N.11.13 .30 u Watch Hill Light.11.18 .05 " Point Judith 12.20 1.02 Arrived at Newport 1.00 .40 Tide. Flood. a Ebb. 550 HIGH SPEED. Kunning time, New York to Fall River, 8 hours and 51 min- utes, on the authority of Erastus W. Smith, Superintending Engineer of the Line at the time. The run from Execution Rockg (or Sands Point) to Point Judith was made at a speed of 20.26 miles per hour; from Strat- ford Lightship to Watch Hill Light at a speed of 21.24 miles per hour; and from Saybrook Light to Watch Hill Light at a speed of 21.93 miles per hour. " CITY OF BOSTON." New York and New London, Conn., July 4, 1865. P.M. Left Pier 39, North River. 5.02 Passed Throggs Point. . . 5.57 " Sands Point 6.17 " Huntington 7.17 " Stratford Light- ship 8.09 " Faulkner's Island Light 9.25 " Cornfield Light- ship 10.06 " New London Light 10.54 Arrived at Dock, New London . . 11.07 Elapsed Time. H.M. .55 .20 1.00 .52 1.16 .41 .48 .13 Tide. Flood. u {I Ebb. 6.05 Average speed per hour the whole distance, 19.73 miles. Between Execution Rocks Light and New London Light 20.19 miles per hour; and from Stratford Shoal Lightship to New London Light 20.98 miles per hour; and from Cornfield Light- ship to New London Light at a speed of 23 miles per hour. The vessel was running light, with little if any freight and but few passengers, on account of it being a holiday. HIGH SPEED. 551 " RHODE New York and Stonington, Conn ISLAND." ., as a day boat, August 30, 1873. Elapsed P.M. Time. Tide. Rev. Left 23d St., East River.. 2.33 H.M. First of Passed Hpll Gate 2.48 .15 Ebb Rikers Island .... 2.59 .11 against (t Whitestone 3.10 .11 Boat. tt Throggs Point... . 3.16 .06 ' tt Stepping Stones . . 3.22 .06 it Hart's Island 3.27 .05 Ebb. 18% it Sands Point Light 3.35 .08 ti Captains Island " 4.04 .29 a Huntington " 4.35 .31 Ebb. 18i/ 2 tt Stratford Light Ship 5.30 .55 a Faulkner's Island Li"ht 6.47 1.17 Ebb. 18% S3 tt Cornfield Light Ship 7.30 .43 a Bartlett's Reef Light Ship 8.08 .38 Ebb. 18i/ 2 tt North Hummock Light . 8.25 .17 u Eel Grass Light. . 8.39 .14 Ebb. 18% Arrived Stonington Dock. 8.49 .10 6.16 Allowing 24 minutes from Stonington Pier, North River, to Pier at 23d street, East River, would make the time from Stonington Line Pier on North River to Stonington as 6 hours and 40 minutes. On this trip between Cornfield Lightship and Bartletts Reef Lightship a speed of 21.17 miles per hour was made. An increase of speed is noticed in this locality in all the records given when going to the eastward, on account of the increased tidal flow from Cornfield Lightship to and through "the Race." Between Stratford Lightship and North Hum- mock Light a speed of 20.05 miles per hour was attained for 58 ? 5 miles, 552 HIGH SPEED. "CITY OF LOWELL." New York and New London, Conn. Iron propeller wheels. October 9, 1894. Elapsed P.M. Time. Tide. H. M. Left New York, Pier 40. . 5.33 First of ebb Passed Throggs Neck .... 6.28 .55 at the "Gate." Last of flood " Sands Point against Light . 6.44 .16 Boat. " Huntington Light 7.38 .54 Slack water. " Stratford Shoal Ebb with Liffht . 8.23 .45 Boat. " Faulkner's Island Light ........ 9.341/2 " Cornfield Light Ship ......... 10.13 " Bartlett's Keef Light Ship.... 10.47 " New London Light ........ 11.00 New London Steam off. 11.10 38i/ 2 .34 .13 .10 Kunning time, dock to dock, 5 hours and 37 minutes. Kunning time, Throggs Neck to New London Light, 4 hours and 32 minutes. Speed per hour over whole distance run of 120.2 miles is 21.4 miles. From Throggs Neck to New London Light, 21.9 miles; from Stratford Shoal Light to New London Light, 22.05 miles ; and from Cornfield Light Ship to New Lon- don Light, at a speed of 23.5 miles per hour with last of the ebb tide. On October 11, 1894 two days after the previous trip the "City of Lowell" made another fast run to the eastward from dock to dock, in 5 hours and 36 minutes; and from Stratford Shoal Light to New London Light in 2 hours 30% minutes, HIGH SPEED. 553 or at a speed of 23.04 miles per hour. The best time in the Sound outside the "Race" of which there is any available record, was made on this trip from Stratford Shoal Light to Cornfield Light Ship in 1 hour 42y 2 minutes, from 8.35% P. M. to 10.18 P. M., or at a speed of 23.02 miles per hour. "CITY OF LOWELL." Bronze propeller wheels. May 30, 1895. Elapsed P. M. Time. H. M. Tide. Left New York, Pier 40 5.37 Last of ebb Passed Throggs Neck.. 6.50 1.13 against boat. " Sands Point... 7.06 .16 Last of ebb " Huntington with boat. Light ...... 7.591/2 .531/2 " Stratford Shoal Light 8.43 " Faulkner's Is'nd Light 9.54 " Cornfield Light Ship 10.33 " Bartlett's Reef Light Ship.. 11.12 " New London Light 11.25 New London Steam off 11.32 At dock. .11.37 .431/2 First of flood against boat. 1.11 .39 Flood against. .39 " " .13 .07 Eunning time, dock to dock, 6 hours, or an average speed of 20.03 miles per hour. This was a very fast run, with a head tide most of the distance covered. The time from Execution Rocks Light to Cornfield Light Ship shows very high speed with an adverse tide a portion of the distance, 3 hours and 27 minutes, or 21.68 miles per hour. 554 HIGH SPEED. " PRISCILLA." New York to Fall River, Mass., June 20, 1894. Elapsed A. M. Time. Tide. Left Newport, K. I. . . 7.16 H. M. Passed Castle Hill 7.31 .15 " Point Judith 7.58 .27 Flood. " Watch Hill 8.57 .59 " Little Gull Light. . . . 9.33 .36 " Cornfield Light Ship. 10.09 .36 " Faulkner Isl'd Light. 10.47 .38 " Stratford Light 11.55 1.08 " " Batons Neck 12.40 .45 Ebb. Captains Island 1.10 .30 " Execution Eock Light 1.39 .29 " " Throggs Point 1.56 .17 Ebb with " Battery, N. Y 2.45 .49 boat. 7.29 High water at Hell Gate, 11.03 A. M. The distance from Newport wharf to the Battery at New York was covered at an average speed of 21.11 miles per hour. From Point Judith to Execution Rocks Light at a speed of 21.50 miles per hour; and from Watch Hill Light to Stratford Shoal Light, a distance of 66.9 miles, at a speed of 22.55 miles per hour ; and from Cornfield Light Ship to Watch Hill Light, a distance of 27.6 miles, in 1 hour and 12 minutes, or a speed of 23 miles per hour. The tide was favorable for the vessel during most of the trip. It will be noticed that the in- crease of the speed while running from Watch Hill to Corn- field Light is not as great as in some of the other vessels, thus confirming the claim that all fast runs are made to the eastward to obtain the benefit of the swift-running tide through "the Race," that runs there better in that direction than to the westward. This run was made just after the vessel had been completely furnished in her passenger accom- modations, and prior to being placed in commission. This time has never been equalled on the whole distance covered, and has never been equalled between any two of the points named, with but one exception. The time made shows it was no ordinary trial trip, although there may not have been the HIGH SPEED. 555 refinements of a speed trial as understood for our naval ves- sels. With the fact that the run was to the westward, and the tide was not favorable the entire distance, shows the vessel to be one of the most speedy steamboats that has been in the passenger service on Long Island Sound. "RICHARD PECK." New York and New Haven Line. Speed on the measured mile in September, 1892, 20.25 miles per hour. The highest speed attained for any distance of note, when new, was in 1893, on a trip from New York to New Haven in 3 hours and 52 minutes, and New York dock to New Haven Light in 3 hours and 32 minutes. No date is given to find the tidal conditions. Assuming that her time from New York dock to Execution Rocks Light was 1 hour and 10 minutes, or a speed of 18.64 miles per hour, leaves 2 hours and 22 minutes for the distance from Execution Kocks Light to New Haven Light, a distance of 49.79 miles, or a speed of 21.03 miles per hour. On Sunday, June 15, 1902, another fast trip was made, this time to the westward, from New Haven dock to Peck Slip dock, in 4 hours and 4 minutes, less stop at 21st Street of 12 minutes, leaving elapsed time 3 hours and 52 minutes. p M Elapsed R M ' Time. Left New Haven Dock 3.26 Minutes. Passed South-west Ledge Light 3.47 21 " Stratford Point Light 4.23 36 " Penfield Reef Light 4.44 21 " Green Ledge Light 5.21 37 " Captains Island Light 5.50 29 " Execution Rocks Light 6.15 25 " Stepping Stones Light 6.26 11 " Throggs Point 6.31 5 Whitestone 6.36 5 " Hunts Point 6.44 8 " North Brothers Island 6.48 4 Hell Gate 6.56 8 Arrived at 21st St. E. R. Dock 7.06 10 Left 21st St. E. R, Dock 7.18 Arrived at Peck Slip 7.30 556 HIGH SfEED. Full sea at New Haven at 7 P. M.; at Hell Gate 5.56 P. M. Miles per hour. From S. W. Ledge Light to Execution Rocks Light 20.19 " Penfield Reef Light to Execution Rocks Light 20.93 " Great Capt. Island Light to Execution Rocks Light 20.4 " Execution Rocks Light to 21st St., E. R. . 22.35 a distance of 19 miles. In 61 consecutive trips from New York to New Haven dock to dock in the summer of 1902, the vessel made the first thirty trips in an average of 4 hours 18 6 / 10 minutes, and the thirty-one to complete this number of trips in an average of 4 hours and 22 6 / 10 minutes, or an average of the whole of 4 hours 20 6 / 10 minutes. "PURITAN". Fall River Line. Placed in commission in June, 1889. On August 7 following, made first fast trip from New York to Fall River in 8 hours and 47 minutes, leaving New York at 5.38 P. M., and arriving at Fall River at 2.25 A. M. High water at Hell Gate this day at 6.29 P. M., and high water at Little Gull Island at 6.11 P. M., showing the trip was made under favorable conditions of the tide. This was during the regular business. The next trip, out of the ordinary routine of transporta- tion, was one made on May 26th, 1893. The vessel had just come off the dry dock, where her bottom had been cleaned and painted, and was sent east to take the place of the "Provi- dence" on the route. It was at this time there was so much interest manifested in the speed of the "Puritan" and the "Richard Peck." On this day the "Puritan" left New York, running light, at 3.17 P. M., the "Richard Peck" leaving for New Haven at 3.30 P. M., and whether there was a trial of speed there seems to be a doubt, but a comparison of figures would settle all differences of the best stayer in a long run. The tide was running flood to the Sound in favor of the boat, HIGH SPEED. 557 and flood through the Sound to about Faulkners Island against the boat, and from there ebb tide, or in favor of the boat. The running time made between Stratford Shoal Light and Point Judith Automatic Whistling Buoy was in 4 hours and 2 minutes, a distance of 86.7 miles, or 21.5 miles an hour. Average revolutions of engine, 22.8 per minute. All her boilers were in service during this trip. She only went as far as Newport, arriving there at 11.25 P. M., making the trip in 8 hours and 8 minutes. Her last fast trip, and the best ever made by the vessel w r as on June 8th, 1899, when just off the dry dock, foot Pike Slip, and sent light to Fall River, to take the place of one of the other boats. Her log for this trip reads, viz.: , A. M. Elapsed Time. Left Dry Dock 9.25 H. M. Passed Hunts Point 9.59 .34 " Throggs Point 10.13 .14 " Executioners 10.32 .19 Captains Island 10.55 .23 " Batons Neck. 11.30 .35 " Stratford Light 12.18 .48 Faulkner's Island Light 1.30 1.12 " Cornfield Light Ship 2.08 .38 " Plum Island 2.29 .21 Gull Island Light 2.43 .14 " Watch Hill 3.23 .40 " Point Judith 4.18 .55 " Brenton's Reef Light Ship. . 4.42 .24 " Castle Hill 4.49 .07 " Rose Island 4.56 .07 " Gould Island 5.03 .07 Sandy Point. 5.18 .15 " Bristol Ferry 5.28 .10 " Olivers 5.46 .18 Arrived at Fall River 5.49 3 Running time, 8 hours and 24 minutes, a distance of 174.25 miles, or a speed for the entire distance of 20.74 miles per hour. From Execution Light to Watch Hill, 102.4 miles, a speed of 21.11 miles per hour. From Stratford Shoal Light 558 HIGH SPEED. to Point Judith, a speed of 21.675 miles per hour, a distance of 86.7 miles. From Stratford Shoal Light to Watch Hill, 21.7 miles per hour. From Cornfield to Watch Hill, 27.6 miles, a speed of 22.08 miles per hour; and from Cornfield to Little Gull Light, 13.4 miles, a speed of 22.98 miles per honr. Average revolutions of engine from Execution Light to Point Judith, 21.75 per minute, and from Castle Hill to Fall River, 22 per minute. The tidal conditions were the last of the flood to the Sound, and there the ebb. High water at Little Gull Island at 9.18 A. M. The best time that has been made by the New York and Portland propellers was that by the "John Englis," in 18 hours and 40 minutes, and by the "Horatio Hall," in 19 hours and 20 minutes. The "North Star" tried several times, when new, for a record, but fogs or an unusual number of detentions prevented the vessel making any fast time. "NEW HAMPSHIRE." New York to Stonington, Conn., July 28, 1895. Single-screw propeller. Elapsed P. M. Time. Tide. Left Stonington ........... 11.17 H. M. Passed North Hummock. . .11.39 .22 High tide " Bartletts Reef Little Gull, Light Ship ...... 11.57 .18 July 29, at " Cornfield Light 3.05 A. M. Ship ........... 12.37 .40 " Faulkner's Island. .. 1.19 .42 " Stratford Shoal Light .......... 2.36 1.17 " Huntington ....... 3.27 .51 " Sands Point. ...... 4.26 .59 " Throggs Neck ...... 4.43 .17 High water " North Brothers. . . . 5.00 .17 at Hell Gate " Hell Gate .......... 5.07 .07 3.40 A. M. Arrived Pier 36, North River ..... ...... 5.40 .33 6,23 HIGH SPEED. 559 From North Hummock to Stratford Shoal Light, 20 miles an hour. From Stonington to Throggs Neck, 19.83 miles. This vessel made a fast run from New York to Wilmington, Del., on March 21, 1897. Left Pier 39, North Eiver, at 8.52 A. M., passed Sandy Hook at 10 A. M., Barnegat at 12.52 P. M., Absecom at 2.48, and Cape May at 5.12 P. M. Passed Brandywine Shoals Light at 6.23, Ship John Shoal Light at 7.52, and arrived at Wilmington Creek, Wilmington, at 9.42 P. M. Time, 12 hours and 50 minutes; distance, 226 miles. Wind, S. W. to S. S. E.; heavy and easterly swell. From Battery at New York to Cape May Light, 150.78 miles. Had no cargo nor passengers on this trip. "WILLIAM G. PAYNE." New York and Bridgeport, Conn., Friday, June 27, 1902. P. M. Elapsed Time. Left Pike Slip 3.03 Min. " 31st St., East River 3.22 19 Passed Rikers Island 3.45 23 " Fort Schuyler 4.03 18 " Execution Light 4.21 18 " Captains Island 1 4.47 26 Norwalk Light 5.17 30 " Penfield Beef Light . . 5.55 38 " Bridgeport Light 6.09 14 Dock at Bridgeport 6.18 09 Head tide to Captains Island, and favorable thence to Bridgeport. Weather clear with a west-north-west wind, having a movement of 16 to 20 miles per hour during the afternoon, that was in favor of the boat through the Sound. High water at Hell Gate, 2.16 P. M. Speed per hour from 31st Street to Penfield Beef Light, 19.69 miles. From 31st Street to Execution Bocks Light, 18.82 miles per hour. From Execution Bocks Light to Pen- field Beef Light, 20.26 miles per hour. This trip compares favorably with the "Richard Peck's" fast trip, June 15, 1902. Developed on trial trip 19,775 miles per hour. On October 28, 1902, when the flood tide was about two hours old through Hell Gate, the "W. G. Payne" made the run 560 HIGH SPEED. from 31st Street to Execution Kocks Light in 50 minutes, which gives her a speed of 22.2 miles per hour. The day be- fore, the same distance had been covered in 52 minutes. The distance between these points has been run by the better class of steamboats under similar conditions in fully as good time. The taking of elapsed time between Execution Rocks Light and Captains Island Light is a delusion and a snare, for the distance can be made anywhere from 8 to 9 miles to suit the officer of a vessel. This is a condition. It does not refer to any line or vessels navigating Long Island Sound. HUDSON RIVER STEAMBOATS. When we come to our river steamboats there are but few logs to refer to for the running time, but must rely for that item on interested parties who have been found reliable. The distances are from the United States Coast Survey Bureau. The "slow downs" or shutting off to one-half speed in passing tows in the river, is an element of more than passing interest that has been but seldom taken into account when fast time was being considered. Above Poughkeepsie is where the rule must be adhered to more strictly than in the opposite direction; and if there are five or six tows met on a trip, with a loss of say 2~y 2 minutes each, there is in the aggre- gate a loss of 12 to 15 minutes on the whole trip. The more meetings, the greater the loss of time. Years ago, when the canal business was much larger comparatively than of later years, there were a larger number of tows- on the river than, say since 1855. We find prior to 1850 there were seven steam tow-boat lines on the river, having 62 steam tow-boats in ser- vice, between Albany and Troy and New York, towing can- alers. This was the route for freight to the West until the Hudson River Railroad was completed and made connections with the railroads running between Albany and Buffalo in 1852, and the completion of the Erie R. R. about the same time, when the business of the canals in a few years began to fall off. The large number of tows on the river at times cer- tainly had the effect to increase the running time of the steam- HIGH SPEED. 561 boats, as the latter are required to slow down in passing them. There has been no reliable data handed down showing the effect on the running time. There has always been, since they were built, and probably always 'will be, a division of opinion as to the steamboats on the Hudson River that belong in the class of 20 miles an hour and over, but probably a few figures may be of service to show the standing of many of the steamboats that have been and are on the river of the first-class in speed. " FRANCIS SKIDDY." June 30, 1852. Chambers Street, New York, to Hudson, 116% miles, 5 hours and 23 minutes less 5 landings; running time, 5 hours and 3 minutes. Speed per hour, 23.04 miles. " DANIEL DREW." October 13, 1860. Jay Street, New York, to Hudson, 116^4 miles, 5 hours and 30 minutes; running time, 5 hours and 5 minutes. Speed per hour, 22.89 miles. This trip was made with a strong north- east or head wind. " ALIDA." May 5, 1848. New York to Hudson; running time, 5 hours and 20 minutes. Speed per hour, 21.8 miles. " MARY POWELL." August 7, 1874. Vestry Street, New York, to Poughkeepsie,' 74% miles, in 3 hours and 19 minutes running time. Speed per hour, 22.54 miles. Time to New-burg, 59.75 miles in 2 hours and 38 min- utes; speed per hour, 22.7 miles. High water this day at Governor's Island, New York, 4.21 P.M.; at Newburg, 7.36 P.M., and at Poughkeepsie, 8.15 P. M. The conditions of the weather from the records of the Weather Bureau, show that the P. M. observation at New York was a southeast wind having a velocity of 22 miles per hour, an excellent combination for fast time up the river. On June 7, 1881, made the run to Poughkeepsie in 3 hours and 33 minutes running time. High water at New York at 4.29 P. M. ; southerly wind, 9 miles per hour, with rain all day. 562 HIGH SPEED. The vessel was operated on her fast runs by a steam pres- sure not exceeding 35 pounds, and cutting off at % of the stroke of the piston. " ALIDA." July, 1860. New York to Poughkeepsie, 3 hours and 27 minutes. Speed per hour, 21.52 miles. "SYLVAN DELL." October 18, 1872. Vestry Street, New York, to Poughkeepsie, in running time of 3 hours and 40 minutes. Speed per hour, 20.24 miles. This was a speed trial to Albany. Particulars on another page. " ALBANY." On May 12, 1880, An engineer's trial trip was given the vessel to about Tarrytown, and on July 3, 1880, the vessel was put in commis- sion. She was not speeded until after the close of business of the line for the season. On October 22, the vessel was taken to Albany with the purpose to lay her up for the winter, and at the same time to see what she was capable of doing as far as Poughkeepsie. The vessel left 22d Street at 11.01 A. M., passed Newburg at 1.30 P. M., and arrived at the dock at Poughkeepsie at 2.09. The weather conditions at New York in the morning were a southeast wind at 8 miles per hour, shifting to a northeast wind at 16 miles per hour. The tidal conditions were high water at Governor's Island at 10.56 A. M., and at Poughkeepsie at 2.50 P. M. Time from 22d Street, New York, to Poughkeepsie, 72% miles, in 3 hours and 8 min- utes. Speed per hour, 23.26 miles. The latest run for a record on the Hudson River was made by the "New York" on May 28, 1903, the day the line opened for business, and the time made between 22d Street and Poughkeepsie was so close to that made by the "Albany," in 1880, that the difference is in seconds only. The conditions of the weather were a south-west wind during the whole trip, with a wind velocity of 12 miles for the first hour, 11 miles for the second hour, and 10 miles per hour for the remaining time. The tidal conditions were high water that morning at Governor's Island, at 8.48, and it was generally observed at HIGH SPEED. 563 the time that it was an unusually strong flood tide. The pilot- house time of the vessel was: A.M. Left Debrosses Street Pier, New York 8.42.00 Passed 22d Street, New York 8.49.00 " 129th Street, New York 9.04.00 " Fort Washington Point 9.10.00 " Yonkers 9.26.00 " Stony Point 10.28.00 " West Point 10.56.20 " Newburgh 1-1.19.40 Stopped at Poughkeepsie 11.57.20 Speed per hour from 22d Street to Newburgh, 23.08 miles; and from 22d Street to Poughkeepsie, 23.21 miles per hour. This shows a higher rate of speed between Newburgh and Poughkeepsie than below Newburgh. When the conditions of the weather and the tide during the trips named of the "Albany" and the "New York" are compared, and also the fact of the former being then fitted with the ordinary radial wheel is taken into consideration, it may not be far out of the way to say that the "Albany," under the same conditions as the "New York," would be able to hold her own, even with her increased age. These are the two fastest passenger steamboats for a run to Poughkeepsie that have been on the river, but the "Francis Skiddy" and the "Daniel Drew" must be reckoned with in the long run to Albany. Taking the fast trips to Albany from the time of the "South America," in 1843, to that of the "Chauncey Vibbard," in 1866, and the average time does not vary more than 20 minutes, except in two instances. The average time would be about 7 hours and 30 minutes, and from this deduct say 20 minutes for landings, leaving 7 hours and 10 minutes run- ning time to Albany, a distance of 144 miles, as the landings in New York City were about Chambers Street, giving an average speed of 20.18 miles per hour. From Hudson to Albany, it will be remembered, is very shoal water for these large boats, that requires them to reduce their speed. The most notable through trip between the two cities made in 564: HIGH SPEED. fast time was that of the "South America," on April 19, 1843, while running in the "Through line with no landings." The vessel left Albany that evening at 6.50, and arrived at New York at 2.16 the next morning, making the trip in 7 hours and 26 minutes, dock to dock. The vessel was highly favored on this run, as there was a heavy freshet in the river that had covered the docks at Albany for two days to the depth of about two feet. The only tidal condition that was not in her favor was in the lower part of the river, where for a time there was the flood tide: high water at New York about midnight. At the time the vessel made the fast run on May 30, 1844, as a day boat, it was high water at New York at 6.52 A. M., and there was a high S. S. E. wind blowing at New York. They had not got so far along as measuring the velocity of the wind in those days. This was no doubt a very fast trip. There has been no occurrence that points so conclusively to the limit of 24 miles an hour as the maximum speed of our river and Sound boats as the race between the "Tashmoo" and the "City of Erie," on Lake Erie, on June 4, 1901, where these steamboats raced on a straight course along the south side of the lake, starting from a line off the water- works crib, six miles outside the -breakwater at Cleveland, Ohio, to a line 10 miles off Presque Island Light House, at Erie, Pa. The distance between these two points, from the best authorities on the subject, varies from 94 to 95.25 miles, but the former distance has been more generally accepted. The time of run- ning for the vessels was: the "City of Erie," 4 hours 19 minutes and 9 seconds, and the "Tashmoo," 4 hours 19 minutes and 54 seconds, the "City of Erie" winning by 45 seconds. Speed per hour, "City of Erie," 21.76 statute miles, and the "Tash- moo," 21.70 miles per hour. This is through the water, with- out any tidal influence. There have been many absurdities handed down to us regarding steam navigation, but none that will stand so slight an analysis as this: "The fastest time made on the river between New York and Albany was by the 'South America,' in 6 hour? and 35 minutes." Well, let us analyze these figures, and see what is the result. It is no doubt running time and no landings. We will start from Albany to Hudson, 2S l / 2 wiles, for the simple purpose to find the rate of speed in deep HIGH SPEED. 565 water. Assuming this distance to have been covered in 1 hour and -15 minutes, or at the rate or average speed of 16.3 miles per hour, and that would be fast traveling in that part of the river, prior to 1850, or possibly later, there remains 4 hours and 50 minutes for the distance between Hudson and New York of 11614 miles, or 24.07 miles per hour, while the aver- age speed over the, whole distance would be 21.99 miles per hour. The "South America," with a flood behind her, going south, never came near to these figures by 51 minutes, and with a high south-east wind behind her, going north, lacked touching 6.35 by 39 minutes. Neither the "Francis Skiddy" nor the "Daniel Drew," either of which were of as high average speed as the "South America," could touch the 6.35 mark. The "Albany" or the "New York" would probably have left but little outside the mark on their fast runs to Poughkeepsie, if continued to Albany. It may be done in the future. It has not been done yet. There is no doubt with the vast improve- ment in the channel of the upper river in the last twenty-five years but that more regular and better time can be made than at any period before, due to the freedom from extreme low water on the shoals and bars. This was something they could not do during the days of the rivalry with the large' boats on the river. The "Sandy Hook" and the "Monmouth," of the New York and Sandy Hook route, when new and running to Sandy Hook dock, made the run, dock to dock, 19.1 statute miles, in 56 minutes, equal to 20.47 miles per hour. At a later date, when running to dock at Atlantic Highlands, the best time made was 1 hour and 3 minutes, about 3 miles being in shoal water; but from Southwest Spit Buoy No. 12 to Pier 9, North River, a distance of 16.1 miles, in 47 minutes, equal to a speed of 20.57 miles per hour. The question has been asked of late years, what per cent, of increase in speed has there been found in our river and Sound steamboats in the last fifty years. As to our ocean and coastwise steamships, the increase* of speed has been so marked as to leave no doubt on the subject. But with the inland vessels it appears to be different. Take the fast trip of the "Francis Skiddy," in 1852, and the "Albany," in 1880. These boats can be taken as the representatives of the fast 566 HIGH SPEED. boats of their period on the Hudson River. The difference in their rate of speed is not 4 per cent., while that between the "Daniel Drew" and the "Albany" is a trifle over 4 per cent., both in favor of the latter. When the Long Island Sound steamboats are compared, there is found a larger per cent., taking the "Metropolis" and the "City of Boston" as the earlier boats, with the "Priscilla" and the "City of Lowell" as the present-day representatives. Between the "Metropolis" and the "Priscilla," from Stratford Shoal Light to Watch Hill Light, there is an increase in speed of over 6 per cent, in favor of the "Priscilla." Between the "City of Boston" and the "City of Lowell," from Stratford Shoal Light to New London Light, there is a difference of over 10 per cent, in favor of the "CJty of Lowell." The present-day representatives here named are in all probability so evenly matched in speed that on a 100-mile run, or more, the result, barring accidents, would depend on the auxiliary portion of the machinery operating without fault. These figures do not show a very large per cent, of increase in speed for the last forty or fifty years, with the one exception on Long Island Sound. The matter of increased size of the vessels of later years, with the additional weight of hull and joiner worli, and the higher steam pressure, has not been taken into consideration in comparing these figures. These refine- ments are left to the marine architect and the engineer. N TIME OF STEAMBOATS ON THE HUDSON RIVER. NEW YORK AND ALBANY. H. M. "Clermont" 1807 36.00 "Car of Neptune" March, 1812 20.00 "Paragon" 1820 .' 27.00 "James Kent" August 19, 1823 20.00 "Chief Justice Marshall"--1825 14.30 "Sun" June 6, 1826; 13 landings 12.16 "New Philadelphia" August 24, 1826; north 12.23 "Novelty" May 31, 1832; south 9.47 "Champlain" August 23, 1832; north 9.49 HIGH SPEED. Obi NEW YORK AND ALBANY. (Continued. ) H M "North. America" September 22, 1832; north 9.18 "De Witt Clinton" April, 1832; 5 landings 10.44 "Swallow" October 8, 1836; north 8.42 1 "Rochester" November 8, 1836; north 8.57 /* "Troy" May 19, 1841; south; 5 landings 8.10 "Troy" June 9, 1841; 11 landings 8.42 "South America" April 19, 1843; south 7.26 "South America" May 30, 1844; north 7.58 Less 11 landings 7.14 "Alida" May 8, 1847; south; 6 landings 7.56 "Alida" May 5, 1848; south; low water at New York 2.40 P. M 7.55 2 "Alida" May 6, 1848; north; 7 landings; tide against boat; high water at New York 11.16 A. M 8.10 "New World" May 29, 1851; north; 6 landings; N. E, wind; high water New York, 7.50 A.M. 7.43 "Reindeer" May 31, 1851; south; 7 landings 7.44 3 "Reindeer" July 1, 1851; south; 6 landings. ;. 7.44 "Francis Skiddy" June 30, 1852; north; 6 landings; high water at New York, 7.45 A. M. . . 7.30 "Glen Cove" October 13, 1856; north; 6 landings; strong south wind; running time. . . . 7.30 "Daniel Drew" October 13, 1860; north; 5 landings; 6.50 running time; high water New York, 7.40 A. M 7.20 "Chauncey Yibbard" June 4, 1866; north; 8 landings; high water New York, 8.13 A. M 7.33 TO HUDSON. H. M. "Knickerbocker" August 20, 1843 5.52 "Alida" May 5, 1848; 5 landings 5.42 "Francis Skiddy" June 30, 1852; 5 landings 5.23 "Daniel Drew" October 13, 1860; 4 landings 5.30 1 Racing with "Swallow." 2 Racing with "Hendrik Hudson." 8 Racing with "Henry Clay." 563 HIGH SPEED. TO POUGHKEEPSIE. H. M. "Henry Clay" August, 1852; 6 landings 3.55 "Alida" July, 1860 ; 5 landings 3.27 1 "Mary Powell" August 7, 1874; 6 landings . . 3.39 "Mary Powell" June 7, 1881; 6 landings; running time 3.33 Time of the "Sylvan Dell," New York to Albany, without landing, October 18, 1872; south-east wind 4 to 6 miles per hour. From Vestry Street, New York: Elapsed Time. H. M. To Yonkers 0.46 " Piermont 1.09 " Tarrytown 1.16 " Stony Point 1.56 " Caldwells 2.05% " Cozzens 2.26 " Newburgh . . , . . . . 2.55% " Poughkeepsie 3.40 " Esopus Light 4.15 " Rondout 4.27 " Saugerties Light 5.00 " Catskill 5.33 " Hudson 5.47 " Four-Mile Point. 6.05 At Albany , 7.43 Fast trip of "Mary Powell," August 7, 1874: P. M. Elapsed Time. Left Vestry Street Pier 3.32i/ 2 Opposite Fort Washington , 3.57y 2 .25 " Spuyten Duyvel Bridge. . . 4.03 .30% " Yonkers Steamboat Dock. 4.13% .41 " Piermont Long Dock 4.33 1.00%: " Stony Point Light 5.15 1.43 " Caldwells Steamboat Dock 5.23% 1.51 " Cozzens Hotel 5.42 2.09% Left West Point Dock 5.50 Arrived at Cornwall 6.03% 2.31 Left Cornwall 6.07% Arrived at Newburgh 6.193/4 2.471/4 1 Excluding landings, 3 hours and 19 minutes. HIGH SPEED. 569 Time from Vestry Street Pier to Newburgh, including landings at Cozzens, West Point, and Cornwall, 2 hours 47*4 minutes. Running time to Newburgh, deducting landings, 2 hours and 38 minutes. Good flood tide and south-east wind. DISTANCES ON LONG ISLAND SOUND FROM NEW YORK CITY. Statute. Miles. Distance. Battery at New York City, to Execution Rocks Light 22.75 E. R. Light to Stratford Shoal Light 35.50 58.25 S. S. Light to Faulkner's Island Light 24.80 83.05 F. I. Light to Cornfield Light Vessel 14.50 97.55 C. Lt. Vessel to Bartlett's Reef Light Vessel. 13.40 110.95 B. R. Lt. Vessel to. New London Light '5.00 115.95 N. L. Light to New London, at dock 2.50 118.45 Battery to Bartlett's Reef Light Vessel 110.95 B. R. Lt. Vessel to N. Dumpling Light 5.80 116.75 N. D. Light to Stonington Breakwater. ..... 7.00 123.75 S. B. to Stonington, at dock 0.70 124.45 Battery to Cornfield Light Vessel 97.55 C. Lt. Vessel to Plum Island Light 7.80 105.35 P. I. Light to Little Gull Light 5.60 110.95 L. G. Light to Watch Hill Point 14.20 125.15 W. Hi Point to Point Judith 19.80 144.95 P. J. to Goat Island Light Newport 13.00 157.95 G. I. Light to Fall River Wharf 17.80 175.75 Battery to Goat Island Light 157.95 G. I. Light to Sassafras Point Providence. . 23.50 181.45 Peck Slip to Execution Rocks Light 21.75 Execution Rocks Light to New Haven Light. 49.79 71.54 Execution Rocks Light to Penfield Reef Light 31.73 Penfield Reef Light to Black Rock Light 2.11 Penfield Reef Light to Beacon, Bridgeport Breakwater . 4.25 570 HIGH SPEED. DISTANCES ON THE HUDSON RIVER. Statute Miles. Whole West 22d St., N. Y., to Tarrytown Light 2414 Distance. Tarrytown to West Point Light 253/ 8 49% West Point Light to Newburgh Landing 8% 57% Newburgh Landing to Poughkeepsie Landing. 15 72% Poughkeepsie to Rhinebeck Landing 15*4 88% Rhinebeck to Catskill Landing 21% 109% Catskill to Hudson City Landing 4% 114% Hudson City to Albany Landing 28% 142% Pier 1, North River, to West 22d St. 3% Pier 1, North River, to Albany Landing 145% DISTANCES ON WATER FRONT OF NEW YORK CITY. NORTH RIVER. Statute Miles. Battery to Pier 11, Cedar Street % " " " 15, Vesey Street % " " " 21, Duane Street , 1 " " 27, Hubert Street............ 1% " " 33, Canal Street 1% " " " 39, West Houston Street 1% " 45, West 10th Street 2 " " " Bethune Street , 2% " " " West Washington Market 2% West 14th Street 23,4 " West 22d Street 3% " " West 28th Street 3% " West 39th Street 4 BAST RIVER. Statute Miles. Battery to Pier 3 % " " 8 % " 14, Maiden Lane % " " " 20, Peck Slip .' . . . 1 " " 33, Rutgers Slip 1% " " Jackson Street 2 " East Street Hook 2% " " " Broome Street. 2% " 58, 6th Street 3 " > 15th Street 3% " 72, 24th Street 4 " " 80-81, 33d Street 4% i( < 42d Street. , 5 HIGH SPEED. 571 DISTANCES ON DELAWARE RIVER. Statute Miles. Walnut Street Wharf to Kaighns Point 1% " " " Greenwich Point 3 " Girard Point 8 " " " Point Breeze Oil Works 10.30 " " Chester 16.38 " " " " Schooner Ledge 18.25 " " " " Marcus Hook 19.50 " " Cherry Island Flats 26.50 " " Wilmington 28.00 " " Deep Water Point 29.00 " " New Castle 33.60 " " " " Fort Delaware 38.40 " Reedy Island 44.00 " Listons Point 51.00 " " Bombay Hook 54.60 " " Ship John Shoal Light 62.80 " " <4 Cross Ledge 75.00 " " Brandy wine 89.00 Cape May Light; to line crossing channel to Cape Hen- lopen Light 100.00 The distances here given are over the courses usually taken by steam vessels, between the points named. CHAPTER XL LIGHT HOUSES, LIGHT SHIPS AND FOG SIGNALS. HE early light houses of the United States were built and maintained by the several States in which they were situated, prior to the adoption of the Federal Constitution. The United States, in 1700, accepted the cession from the several States of the sites and buildings of the light houses then on the coasts, with their title, of which there were then eight in all. They were located at Portsmouth, N. H., Boston Light, on Littie Brewster Island; Gurnet Light, near Plymouth, Mass.; Brant Point Light, on Nantucket Island; Beaver Tail Light, entrance to Narragansett Bay; Sandy Hook Light, en- trance to New York Bay; Cape Henlopen Light, on Delaware Bay; and Charleston Main Light, at Charleston Harbor, S. C. In 1799, New York State ceded Montauk Point Light. These light houses were originally low structures of wood or stone, and were lighted by tallow candles. The Argand lamp was introduced in our light houses in 1812, the government having purchased the right to use the patent; and the Fresnel lens system was generally adopted in 1852. By 1815 the number of lights had been largely in- creased, so as to include the following: Portland Head Light, tower of stone, 72 feet high; Portsmouth, Newcastle Island; Newburyport, Plumb Island, 2 lights; Annis Squam, Ipswich Bay, wood building, 40 feet high; Cape Ann, Thatcher's Island; Boston Light, Brewster Island, 65 feet high; Scituate Light, Cedar Point; Plymouth, two on Gurnet Head; Cape Cod Har- bor, Baee Point; Chatham Harbor, James Head, 2 lights; Sandy Point and Brant Point, on Nantucket Island; Gay Head and Cape Poge, on Martha's Vineyard, Point Judith, of wood, 37 feet high; Beaver Tail Light, of wood, 50 feet high; Watch Hill Light, Little Gull Light, New London Light, Faulkner s LIGHT HOUSES, LIGHT SHIPS AND FOG SIGNALS. 573 Island Light, built in 1803; Saybrook Light, Eaton's Neck Light, of wood, 50 feet high; Sands Point Light, built in 1809, of stone, 80 feet high; Montauk Point Light, Sandy Hook Light. Cape Henlopen, of stone, 115 feet high; Cape Henry Light, Old Point Comfort Light, Smith's Point Light, on the Potomac Eiver; Cape Hatteras Light, Cape Fear Light, Cape Lookout Light, Charleston Light, house of brick, 90 feet high; Tybee Island Light, 80 feet high; St. Simon Light. About the first light ships we find are two that were built at New York, one in 1823, for Carysfort Reef, off the Florida coast, and one in 1824, for Cape Hatteras. This latter vessel was over 300 tons, and fitted with two lights, one 60 feet and one 45 feet above the deck of the vessel. Was placed on her station in June, 1824, but in the early Fall of the year, was found adrift off the Capes of the James River, her ground tackle proving too light. In 1830 there were sixteen light vessels on the Atlantic coast, all but two of them being located between New York Harbor and Savannah River; and in 1837 there were 26 light ships, and in 1842 there were 30 light ships on the Atlantic coast, but 5 of which stations are now supplied with a light vessel, the others having had a light house erected near the locality. By an Act of Congress of 1854, all light ships were required to be fitted with fog bells of 1,000 Ibs. weight, and two cannons, but in 1859 a further change was made, substituting the fog horn for the cannon, but retaining the bell. Two or three of the iron-hull steamers of the Coast Survey Bureau having been laid aside, the ma- chinery was removed and the hulls fitted for light vessels and sent to the Southern coast, about 1850. The light at Christiana Creek, Delaware, in 1844, was lighted by gas made on the premises from common resin in retorts similar to those for coal gas. The next year the light at Reedy Island, on the Delaware River, was lighted by the same means. The use of resin to make illuminating gas was the practise of some of the large gas companies in this coun- try prior to 1835, but had been abandoned on account of the varying pow r er of its illumination. About 1845 there wer* experiments made for a water and resin gas, and it may have been from these experiments that the gas was placed on trial 574 LIGHT HOUSES, LIGHT SHIPS AND FOG SIGNALS. at these light houses. It, not proving a success, was aban- doned after a long trial. There was a further trial made at Reedy Island in 1857. Natural gas was experimented with in 1844, at the Portland Light, on Lake Erie. This gas was conveyed through pipes a distance of two miles to the light tower; but a great difficulty in its use was found in the col- lection of water in the pipes, that prevented the free flow of the gas to the lamps. The light-house service was reorganized in accordance with an Act of Congress, approved August 31, 1852, with a Board similar to the present organization. The first improvement in the fog signal was its operation by power. Its blast was made by a whistle, as well as a fog horn, for both were erected by 0. L. Daboll, of New London, Conn., at Beaver Tail Light, in Narragansett Bay, in June, 1851, for the Light House Board, he having been experiment- ing for an improved fog signal by direction of the Bureau. The instrument was operated by compressed air of 40 Ibs. pressure, obtained through two air pumps driven by horse power. Three similar machines were subsequently erected at Execution Rocks Light, Little Gull Light, and on Bartletts Reef Light vessel, the latter being operated by Jiand power. This latter machine consisted of a cylindrical reservoir, or receiver, in the head of which were two air pumps, operated by a shaft that was set in a frame fastened on top of the receiver. On the outer ends of the shaft were the cranks for the hand-power. Just inside the crank on one side was the fly-wheel. The whistle was located on the outer edge of the head of the receiver, and was operated by a handle just above the whistle. The trumpet Had a reed in the small end. The horse-power machine was similar, but the shaft was operated through a tread-mill. It was found, after considerable experience, that the weak point in its application was that the power was insuffi- cient at times to maintain the proper air-pressure to operate the whistle, or fog horn, at frequent intervals. It was also considered to be too costly in its operation. As neither horse- power nor hand-power had met the requirements for blowing the fog signal, the inventor sought for a cheap and easily produced power. Steam could be used, but water for the LIGHT HOUSES, LIGHT SHIPS AND FOG SIGNALS. 575 boiler could not always be obtained in the exposed situations of a light house; besides, it required more skilled labor than usually to be found at light stations at that period. It was thought to be too expensive for such a purpose. Such a power as was desired was at hand at the time, but not in the shape to be used for this purpose. John Ericcson had been experimenting with hot air for power purposes for some years, but it was not until 1853 that the "Ericcson" was built and fitted with hot-air engines, and by 1855, small hot-air engines were to be obtained, and it was this type of engine that C. L. Daboll used to operate one of his fog trumpets, in May, 1855, at New London Light Station, it being sounded once a minute, with a duration of 3 seconds. The hot-air engine did prove under practice to be a great improvement, but it had many weak points that it took several years to overcome. This trumpet was still in service in 1864. A patent was granted C. L. Daboll for the fog trumpet, June 26, 1860, and to him belongs the credit for its application to fog signals. Prior to these improvements, bells, rung by hand, were the universal fog signals. In 1856, the experiment was tried on the Pacific coast of using a 24-pound gun to fire during a spell of fog. A small gun was also used on the east coast of Maine during a fog at West Quoddy Head, for the Boston and St. Johns steamers. The loss of the S. S. "Arctic," of the Collins line, in 1854, probably did more than any one other occasion to bring the question of an efficient fog signal before the public, for the subject was much discussed and engaged the close attention of those directly interested, but mainly with regard to the best means that one vessel had to advise another in the same locality of her situation by some phonetic signal. It also brought forward the question of the usefulness of the steam whistle on land as a fog signal. The successful application of one would help the other situation. As early as 1855 there were iron bell boats in service. These were about thirty feet long, and fitted with a bell of 500 pounds weight, that was elevated about fifteen feet on a frame built in the vessel, and the bell rung by the motion of the sea, imparted to the vessel. These bell boats were used at the mouth of San Francisco harbor, Alden's Bock, 576 LIGHT HOUSES, LIGHT SHIPS AND FOG SIGNALS. at Portland, Maine, harbor, and at the mouth of Boston harbor. By 1858, the number in service had increased to ten or more. The next year the Board gave up the use of these bell boats, for there were so many that were seriously injured from collisions through other vessels, and sunk, or broke loose from their moorings, that they consid- ered them too costly a beacon for the purpose, and decided to substitute the bell buoy. They also found in the high lati- tudes that they collected the spray in cold weather to such an extent, in the shape of ice, as to founder in several cases. The first steam fog whistle and machinery was constructed by Murry and Hazelhurst, of Baltimore, Md., in April, 1857, and erected at Beaver Tail Light Station in Narragansett Bay in the latter part of that year. Owing to the lack of fresh water and other causes, the latter probably being want of skill in operation on the part of the attendants, it did little service. It was replaced in 1865 or 1866 by a caloric engine. There w r ere some members of the Light-House Board at the time of the erection of this whistle who thought fog signals were of little importance, since the mariner should know his locality by the character of his soundings, or should not ven- ture near the coast until the fog was dissipated. During the period covering the time of the Civil War, little was done in the development of the light-house service^ for many of the lights on the coast below the James River had been destroyed and others had gone out of use, so that the service was only active on part of the Atlantic coast and G ulf of Mexico, and on the Pacific coast. Congress made an ap- propriation in 1860 authorizing the Light-House Board to make experiments with "DabolPs trumpet and other ear signals," but nothing was done until some time later. It was not until after the close of the military operations that we find officers detailed to the service who began to take the preliminary steps toward any improvement, though we find in the sum mer of 1864 a whistle operated by a caloric engine at Cape Ann, as well as a Daboll trumpet, that was blown through the same agency, that was located at Ports-des-Morts, Pilot Island, Lake Michigan. The first action then taken in the matter of fog signals was the further use of the Daboll trumpet at West Quoddy Head, in Maine, this instrument LIGHT HOUSES, LIGHT SHIPS AND FOG SIGNALS. 577 being operated from August 15, 1866, through the agency of a Roper hot-air engine. There now began a series of experiments that extended over several years, with different types of signals, and chang- ing them in some cases where they did not prove efficient to other of the more exposed stations, to find what type of signal was best adapted to the situation. By this means a great deal of practical knowledge was acquired that proved of service in later experiments. There was a Daboll trumpet located at Thatcher Island, Cape" Ann, in the early part of 1867, but an 8-inch steam whistle was substituted on August 28, 1867. This was re- moved for a Daboll trumpet in June, 1869, and in August, 1871, the steam whistle was again doing duty at this station. A trumpet was also installed at Point Judith Station on June 1, 1867, being driven by a Roper hot-air engine. The Pacific Mail Steamship Company erected a trumpet operated by a caloric engine at the southern point of the entrance to San Francisco Harbor, California, in March, 1867. It was during October, 1867, that experiments were made at Sandy Hook, N. J., by Prof. Joseph Henry and other officers of the Light-House Board, to compare different instruments, and to examine the efficiency of the siren, then a new signal. This instrument had been experimented with by Felix Brown, of New York City, who had obtained a patent upon its use on July 23, 1867. It was originally invented by Cagniard de Latour, and was well known as a means of comparing sounds and measuring the number of vibrations in different musical notes. It was operated with a steam pressure of 50 pounds to 100 pounds to the square inch. A trumpet was part of the fixture of the instrument. An 8-inch locomotive whistle was also used, as well as a first-class Daboll trumpet, operated by an Ericcson hot-air engine, under an air-pressure of from 15 to 30 pounds. The result of these experiments was the adoption of the reed trumpet, the whistle, and the siren for the more important stations. It is found subsequent to these trials that the steam whistle was brought into more general use. At Point Judith Station the trumpet was removed for a steam whistle in Sep- tember, 1868. A 10-inch steam whistle was located at Cape 578 LIGHT HOUSES, LIGHT SHIPS AND FOG SIGNALS. Elizabeth Station, Portland, Maine, on June 15, 1869. This instrument consisted of a locomotive boiler, with the whistle and attachments on the dome of the boiler, and w r as con- structed by Charles Staples & Sons, machinists, of Portland. This whistle was heard 5 miles to the windward during heavy weather, and 11 miles in moderate weather. On August 3, 1869, a steam whistle was first put in operation in place of a trumpet at West Quoddy Head Station, and at Whitehead Light Station, at the entrance to Penobscot River, a whistle was substituted for the fog bell, November 17, 1869. During the winter of 1869, the power at Beaver Tail Light was changed to steam. Some of the early improvements were: WHISTLE. M artinicus Hock Light Station July 7, 1870 Pigeon Point Light California Sept. 10. 1871 Pass O FOutree Light Mississippi Kiver. .... .Aug. 15, 1872 South-West Pass Light Mississippi Kiver. . . .Aug. 15, 1872 Seguin Light Station Kennebec Kiver Aug. 28, 1872 Point Conception California Sept. 26, 1872 Race Point Light Station 12" Cape Cod, Mass.June 20, 1873 DABOLL TRUMPET. Cape Ann Light Thatcher's Island June 30, I860 Execution Rock Light Long Island Sound ... Jan'y 25, 1869 Manana Island Monhegan Light Station April 4, 1870 Boston Light Boston, Mass Oct. 29, 1871 Portland Head Light Portland, Me Nov., 1871 Montauk Point Light Long Island May 1, 1873 Highland Light Cape Cod. June 23, 1873 SIREN. East Beacon Light Sandy Hook, N. J March 31, 1868 Little Gull Light Long Island Sound Dec. 15, 1869 Batons Neck Light Long Island Sound July, 1871 Point Judith Light Rhode Island May 1, 1873 The United States government at a very early date saw the importance of a further improvement in fog signals as aids to navigation. About 1850, when the California gold LIGHT HOUSES, LIGHT SHIPS AND FOG SIGNALS. 579 fever began in earnest, and the Collins line began operations, our coastwise commerce and our inland marine increased so rapidly that it became necessary that something far in ad- vance of the old system for the safety of vessels should be obtained and made use of. In 1855 the Light-House Board had Prof. J. H. Alexander, of Baltimore, Md., make investiga- tions, especially of the use of the locomotive whistle as a fog signal, with several experiments with the instrument. It w r as not until October, 1865, that the further investigation of the subject was taken, when at New Haven, Conn., steam whistles, bells, steam gong or double whistle, and the trumpet were put to extended tests, the penetrating power of the different in- struments being carefully compared. Again, in 1867, at Sandy Hook, N. J., trials were made as before referred to. A very thorough investigation through a long series of experi- ments was carried forward at Portland, Maine, in 1871, by General J. C. Duane, then the engineer officer in charge of the First and Second Light House District, and one who was well qualified for the duty from his w r ell-known scientific ability. It was from these experiments that dates the first stage of the expansion of our fog-signal system. While all the conclusions arrived, at were not generally accepted, still it served as a most firm basis to build on. Further extended trials were made in August, 1873, under Prof. Henry, who was the scientific adviser of the Light-House Board and in charge of the experiments, with Commander J. G. Walker the present Rear Admiral then Naval Secretary of the Board. These were carried out on the Maine coast, and an opportunity there presented itself to examine the question of the "silent area" from the blast of the fog signal, though no conclusion was then arrived at. This was again inquired into during the experi- ments of 1874, on Long Island Sound. The later experiments include those conducted at the time of the loss of the "Rhode Island'' in Narragansett Bay, in 1880, and in the fall of 1893, Prof. Hazen and Dr. White, and Mr. A. B. Johnson, Chief Clerk of the Light-House Board, who has scientific ability of no low order, conducted a series of experiments especially to investigate the phenomenon of "ghosts" or silent areas near a fog signal. It will thus be seen that the government has ever had before them the improvement of the fog-signal ser- 580 LIGHT HOUSES, LIGHT SHIPS AND FOG SIGNALS. vice, and while they may not have solved the question of the silent area, still they have increased the number of signals to such an extent that at this time they have over 180 in service that are operated by steam, caloric, or oil engines. The steam fog whistle was first introduced on our light vessels in 1875, on Light Ships No. 39 and No. 40. The siren, driven by hot-air engine, was introduced in 1876, on Light Ship No/ 41. Hell Gate electric light was first exhibited October 20, 1884, and discontinued December 1, 1886. The first light-house tender on the Pacific coast was the "Schubrick," built in Philadelphia, Pa., and left for the Pacific coast in January, 3859, under command of Capt. John De Camp. The automatic whistling buoy was invented in 1876 by J. M. Courtneay, of Cornwall, N. Y., who had been a com- mander of steam vessels on the Atlantic coast. The Light- House Board took one on trial in February, 1876, placed it in the lower part of New York Bay, and during the next August placed one off Fire Island Light Station, Long Island, and the next month placed two on the coast of Maine. A few results from the investigations made by the Light- House Board where the "silent area" surrounding a fog signal has been developed may be of interest, with some con- clusions drawn from the data obtained at the time. General Duane, in his report of experiments made on the coast of Maine, in 1871, says in part : "There are six steam fog signals on the coast of Maine; these have been frequently heard at a distance of twenty miles, and as frequently cannot be heard at the distance of two miles, and this with no perceptible difference in the state of the atmosphere. The signal is often heard at a great distance in one direction, while in another it will be scarcely audible at the distance of a mile. This is not the effect of wind, as the signal is frequently heard much farther against the wind than with it. For example, the whistle on Cape Elizabeth can always be distinctly heard in Portland, a distance of nine miles, during a heavy northeast snow r storm, the w r ind blowing a gale directly from Portland toward the whistle. LIGHT HOUSES, LIGHT SHIPS AND FOG SIGNALS. 581 "The most perplexing difficulty, however, arises from the fact that the signal often appears to be surrounded by a belt, varying in radius from one to one and a half miles, from which the sound appears to be entirely absent. Thus, in moving directly from a station, the sound is audible for the distance of a mile, is then lost for about the same distance, after which it is again distinctly heard for a long time. This action is common to all ear signals, and has been at times observed at all the stations, at one of which the signal is situated on a bare rock twenty miles from the mainland, with no surround- ing objects to affect the sound." Prof. Henry and Commander J. G. Walker, U. S. N., left Portland, Me., August 12, 1873, in the tender "Myrtle," for Whilehead Light Station, at which place abnormal phenomena of sound had been observed. "Whitehead Light Station is on a small island about a mile and a half from the coast of Maine, on the western side of the entrance to Penobscot Bay, and in the direct line of the coasting steamers and other vessels from the westward bound into the Penobscot Bay and River. The light house and fog signal are situated on the south-east slope of the island, the surface of which consists almost entirely of rock, the middle being an elevation of 75 feet above the mean tide level. "The phenomena which had been observed at this and other stations along the coast consisted of great variation of intensity of sound, while approaching and receding from the station. As an example of this, we may state the experience of the observers on board the steamer "City of Richmond" on one occasion, during a thick fog in the night in 1872. The vessel was approaching Whitehead from the southwestward, when, at a distance of about six miles from the station, the fog signal, which is a 10-inch steam whistle, was distinctly perceived and continued to be heard with increasing intensity of sound until within about three miles, when the sound suddenly ceased to be heard, and was not perceived again until the vessel approached within a quarter of a mile of the station, although from conclusive evidence, furnished by the keeper, it was shown that the signal had been sounding during the whole time. The wind^during this time was from the south, LIGHT HOUSES, LIGHT SHIPS AND FOG' SIGNALS. or approximately in an opposite direction to the sound. Another fact connected with this occurrence was that the keeper on the island distinctly heard the whistle of the steamer, which was commenced to be blown as soon as the whistle at the station ceased to be heard, in order to call the attention of the keeper to what was supposed to be a neglect of his duty in inter- mitting the operations of his signal. It should be observed in this case that the sound from the steamer was produced by a 6-inch whistle, while that of the station was from an instru- ment of the same kind of 10 inches in diameter; or, in other words, a lesser sound was heard from the steamer, while a sound of greater volume was unheard in an opposite direction from the station. It is evident that this result could not be due to any mottled condition or want of acoustic transparency of the atmosphere, since this would absorb the sound equally in both directions. The only plausible explanation of this phenomenon is that which refers it to the action of the wind. In the case of the sound from the steamer, the wind was favorable for its transmission, and hence it is not strange that its sound should be heard on the island when the sound from the other instrument could not be heard on the steamer. To explain on the same principle the fact of the hearing of the sound at the distance of six miles, and afterwards of losing it at the distance of three miles, we have only to suppose that in the first instance the retarding effect of the wind was small, and that in the second it became much greater on account of a sudden increase in the relative velocity of the current in the upper and lower portions. : "After making a critical examination of the island and the position of the machinery, and also in regard to any obstacle which might interfere with the propagation of the sound, the keeper was directed to put the instrument in oper- ation and to continue to sound it for at least two hours, or until the steamer was lost sight of, which direction was com- plied with. In passing from the island almost directly against a light wind, the intensity of the sound gradually diminished as a whole with the increase of distance, but varied in loudness from blast to blast, now louder, then again more feeble, until it finally ceased at a distance of about fifteen miles, as esti- mated by the intervals between the blasts and the sight of LIGHT HOUSES, LIGHT SHIPS AND FOG SIGNALS. 583 the steam as seen through a spy-glass, and also from points on the Coast Survey charts. 'The result of this investigation clearly showed the power of the apparatus in propagating sound under conditions not entirely favorable, since the wind, though light, was in oppo- sition to the sound." In some investigations held during the same month in the vicinity of Cape Elizabeth Light Station, at Portland, Maine, it was found: "During the foregoing experiments, when the vessel was about a mile from the station, steaming directly outward in the prolongation of the axis of the instrument, there was heard after each sound of the whistle a distinct echo from the broad, unobstructed ocean, which was attributed at the time, as in other cases, to reflections from the crests and hollows of the waves, a similar phenomenon having since been referred to a reflection from air of a different density. This observation becomes important in regard to the solution of the question as to the abnormal phenomena of sound." This course of experiments covered those made at Cape Ann Light, as well as at Boston Light Station. In August, 1874, observations were made at Little Gull Island Light Station, in Long Island Sound, from the light- house tender "Putnam." "At this place are two sirens, the one to replace the other in case of an accident. One of the sirens was sounded with a pressure of 50 pounds per square inch. The wind was across the axis of the trumpet, and almost precisely at right angles to it. "The steamer was headed against the wind, on a line at right angles to the axis of the trumpet. The sound in this case also traveled against the wind, which was at an estimated velocity of from 4 to 5 miles per hour. The distance traveled before the sound became inaudible was estimated by the speed of the steamer at 3% miles. "The steamer was next headed in an opposite direction and returned along its previous path, across the mouth of the trumpet of the siren, the sound gradually increasing in strength without any marked irregularity, until the siren was reached, and on leaving this, the course remaining the same, the sound gradually diminished in intensity, but with less rapidity than before, until it was finally lost at a distance of 584 LIGHT HOUSES, LIGHT SHIPS AND FOG SIGNALS. 71/2 miles. In the latter instance the movement of the sound was with the wind. The result of these observations was con- formable to that generally obtained from previous observa- tions, namely, that the sound is seldom or never heard at the same distance in different directions, and, moreover, that it is generally heard farther with the wind than against it. "The observations of this day also illustrate the spread of the sound wave on either side of the axis of the trumpet, a fact which has frequently been observed in other investiga- tions. It may be well to mention that the siren trumpet at this locality is directed horizontally, with its prolonged axis passing over, immediately in front of the mouth of the trumpet, a space of very rough ground, the surface of which is princi- pally composed of bowlders, one of which, of very large size, is directly in front of the trumpet, and the idea occurred that this rough surface might produce some effect on the transmis- sion of sound to a distance. I observed by strewing sand upon a paper that the former was violently agitated when held near the surface of the large bowlder just mentioned during the blast of the siren trumpet. "At this station, during the visit of Sir Frederick Arrow, the sound was lost in the direction of the axis of the trumpet at a distance of two miles, and then again regained with dis- tinctness at the light vessel, a distance of four and one-half miles. This was what we have denominated as an abnormal phenomenon, which we think was due to a slight variation in the velocity of the lower or upper part of the current of air, but, unfortunately, the demand for the use of the vessel as a light-house tender prevented the attempt to ascertain whether the same phenomenon would be observed a second time and to further investigate its cause." Some days later than the previous investigations, while making observations at Block Island, the ocean echo received their attention. "This occasion also furnished very favorable conditions for observing the remarkable phenomenon of the ocean echo. At the cessation of each blast of the trumpet, after a slight interval, a distinct and prolonged echo was returned from the unobstructed ocean. It is important to observe in regard to this phenomenon that the siren is placed near the edge of a perpendicular cliff, at an elevation of from LIGHT HOUSES, LIGHT SHIPS AND FOG SIGNALS. 585 75 to 100 feet above the ocean, and, furthermore, that the direction of the wind formed an angle of about 35 with the axis of the trumpet. Now, the loudness of this echo was not the greatest at the siren house, but increased in intensity until a point was reached several hundred yards from the trumpet, approximately more in accordance with a reflection from the waves. The wind was blowing from the shore with the direc- tion of the sound, as it went off from the trumpet, and nearly against it on the return of the echo. I have attributed this phenomenon, which was first observed in 1866 at East Quoddy Head, on the coast of Maine, and since at various stations at which the trumpet or siren has been used, to the reflection of the sound from the crests and slopes of the waves, and the observation we have mentioned would appear to favor this hypothesis." Tn 1875 there were a few weeks given to investigations, and Little Gull Light Station was the scene of further observa- tions during the month of September, and covering a period of six days. The report says: "The object of these investigations was to obtain facts which might serve to establish the true theory of the abnormal phenomena of sound, an object, inde- pendent of its scientific interest, of much practical importance in its application to fog signals. Although the observations were not as perfect as we could wish in many respects, from want of certain appliances, they are yet sufficient, we think, to establish principles of much practical value. For example, if the mariner, in approaching a fog signal while the wind is blowing against the sound, fails to perceive it on deck, he will probably hear it by ascending to the masthead; or, in case a sound from a given station is constantly obscured in a certain direction while it is audible in adjacent directions, we may attribute it to a sound shadow produced by some interposing object. If again, the obscuration of sound in a given direction is only observed during a wind moving against the sound, the cause will probably be found in a lateral refraction due to the retardation of the current of wind against a perpendicular wall or cliff. The subject, however, is one of great complexity, and requires further investigation, but the results thus far obtained may be considered as furnishing the preliminary data on which to found more precise observations," 58G LIGHT HOUSES, LIGHT SHIPS AND FOG SIGNALS. Beaver Tail Fog Signal. "This fog signal is on the point of that name which separates the East Passage from the West Passage, both leading from the Atlantic Ocean to Narragansett Bay. The open ocean lies to the south. The island on which Newport is situated is about half a mile to the east. The land on which the rival watering place, called Narragansett Pier, is located, is about a mile to the west. Both shores have many and deep indentations. The great Sound steamers go either to the eastward or westward as they may be bound to Newport and Fall River, or Providence, and in the fog they are guided to a certain extent by the steam whistle, which is the fog signal at Beaver Tail Point. One of these steamers, the 'Rhode Island,' in attempting the west passage on the night of November 6, 1880, ran ashore on Bonnet Point, about 1% miles northwest from Beaver Tail. The fog was dense and there was little if any wind. The newspapers stated that the officers and several passengers swore that the fog signal at Beaver Tail was not sounding at the time. Subsequent inves- tigation made at the instance of the Light-House Board, by Lieut-Corn. Chadwick, U. S. N., showed that the fog signal was sounding, and that it was heard several miles away in several directions. Soon after, I had another opportunity to further observe the operations of this signal. We left Narragansett Pier, Rhode Island, on August 6, 1881, at 4 P. M., in a dense fog, with a strong breeze from the W.S.W. and a heavy chop sea. We wished to ascertain how far the Beaver Tail fog signal could be heard dead to windward and in the heaviest of fogs. At Whale Rock, 1^ miles from it, we did not hear a trace of it. Then the steamer was headed directly for Beaver Tail Point, and we ran slowly for it by compass until the pilot stopped the steamer, declaring we were almost aboard of the signal itself. Every one strained his ears to hear the signal, but without success, and we had begun to doubt of our position when, the fog lifting slightly, we saw the breakers in altogether too close proximity for comfort. We passed the point as closely as was safe, and when abreast of it and at right angles with the direction of the wind, the sound of the fog signal broke on us suddenly and with its full power. We then ran down the wind to Newport and carried the sound with us all the w r ay. The fog continuing during the next day, the signal kept up its LIGHT HOUSES, LIGHT SHIPS AND FOG SIGNALS. 587 sound, and we heard it distinctly and continuously at our wharf, though five miles distant." On the night of May 12th, 1881, about midnight, the "Galatea," a propeller of the New York and Providence line, bound through Long Island Sound from Providence, was grounded in a dead calm and a dense fog on Little Gull Island, about one-eighth of a mile from and behind the fog signal, and got off two days later without damage. 'It was, as usual, alleged that the fog signal, a steam siren, at Little Gull Light, was not in operation at the time of the accident, and the Light-House Board immediately ordered an investigation. This was made by the assistant inspector of the lighthouse district, a naval officer, who reported that after taking the sworn evidence of the light keepers at Little Gull and the other light stations within hearing distance, of other government officers who were for the time being so located that they might have had knowledge of the facts, and of the officers of vessels that were within ear-shot, including those of the "Galatea," he reached the conclusion that the fog signal was sounding at the time of the accident; and that, although the fog signal was heard at Mystic, 15 miles distant in another direction, and although it was heard on a steam tug a mile beyond the "Galatea," that it was heard faintly, if not at all, on tfhat vessel; and if heard at all, was so heard as to be mis- leading, though the "Galatea" was but one-eighth of a mile from the source of the sound." It appears that this officer spent several days steaming around Little Gull while the fog signal was in full blast, in various kinds of weather, and that he found the aberrations in audition here were as numerous, and even more eccentric, than those before mentioned as experienced at Beaver Tail. Mr. A. B. Johnson, of the Light-House Service, who served as one of the committee making investigations with Professors C. A. White and H. A. Hazen, in 1890, offered for consideration to the mariner some suggestions as to the fog signal. "It seems that the mariner should, in order to pick up the sound of the fog signal most quickly when approaching it from the windward, go aloft, and that when approaching it from the leeward the nearer he can get to the surface of the water tlie sooner he will hear the sound,, 588 LIGHT HOUSES, LIGHT SHIPS AND FOG SIGNALS. "It also appears that there are some things the mariner should not do. "He should place no negative dependence on the fog signal; that is, he should not assume that he is out of hearing distance because he fails to hear its sound. "He should not assume that because he hears a fog signal but faintly he is at a great distance from it. "^Neither should he assume that he is near to it because he hears the sound plainly. He should not assume that he has reached a given point on his course because he hears the fog signal at the same intensity that he did when formerly at that point. Neither should he assume that he has not reached this poirt because he fails to hear the fog signal as loudly as before or because he does not hear it at all. He should not assume that the fog signal has ceased sounding, because he fails to hear it even when within easy ear-shot. "He should not assume that the aberrations of audibility which pertain to any one fog signal pertain to any other fog signal. He should not expect to hear a fog signal as well when the upper and lower currents of air run in different directions; that is, when his upper sails fill and his lower sails Hap, nor when his lower sails fill and his upper sails flap. "He should not expect to hear the fog signal so well when between him and it is a swiftly flowing stream, especially when the tide and wind run in opposite directions. "He should not expect to hear it well during a time of electric disturbance. "He should not expect to hear a fog signal well when the sound must reach him overland, as over a point or an island. "And, when there is a bluff behind the fog signal, he should be prepared for irregular intervals in audition, such as might be produced conld the sound ricochet from the trumpet as a ball would from a cannon ; that is, he might hear it at 2, 4, 6, 8 and 10 miles from the signal, and lose it at 1, 3, 5, 7, 9 and 11 miles' distance, or at any other combination of distances, regular or irregular "These deductions, some made as previously mentioned by several of the first physicists of the age, and some drawn from the original investigations here noted, are submitted for con- LIGHT HOUSES, LIGHT SHIPS AND FOG SIGNALS. 589 sideratioii rather than given as directions. They are assumed as good working hypotheses for use in future investigation. While it is claimed that they are correct as to the localities in which they were made, it seems proper to say that they have not been disproved by the practical mariners who have given them some personal consideration, and who have tried to carry them into general application. Hence these suggestions have been set down in the hope that others with greater knowledge and larger leisure may give the subject fuller attention, and work out further results. "If the law of these aberrations of audibility can be evolved and some method discovered for their correction, as the variations of the compass are corrected, then sound may "be depended upon as a more definite and accurate aid to navigation. Until then, the mariner will do well when he does not get the expected sound of a fog signal, to assume that he may not hear a warning that is faithfully given, and then to heave his lead and resort to the other means used by the careful navigator to make sure of his position. 7 '* There have been further investigations made along the same lines, the latest being those made on the coasts of Maine and Massachusetts in 1893 and 1894, by Major W. R. Liver- more. His conclusions contained some suggestions covering different ground from those of Mr. Johnson, in these words: "Mariners differ so widely in capacity that rules that would be very useful to one might be misleading to another. No definite instructions can be prepared that will insure against accidents. Even the best of seamen are often har- assed by cares and duties that divert their attention for the moment, and in case of disaster the most conflicting accounts have been given of the aberrations of the audibility of fog signals. "The noises upon a ship, the noise of the wind and waves, and the condition of the nerves all affect the audibility of fog * There was a series of experiments conducted by the Trinity House Committee British Light-House Board at St. Catherines Point, in the English Channel, from May 8 to June 13, 1901, and in the very elaborate report made on the result of the tests of the instruments used, and investigation of sound from fog signals, there does not appear to have been any advance made beyond the position held by the United States Light-House Board on the question. 500 LIGHT HOUSES, LIGHT SHIPS AND FOG SIGNALS. signals to a degree that can best be appreciated by studying the evidence. It is impossible to navigate in bad weather without more or less risk. "Mariners should study the principles that affect the audibility of fog signals, just as they study the art of naviga- tion, and should notice the wind and temperature whenever they hear fog signals. They should only depend upon hearing them at short range, unless the wind and weather favor the sound, but if they do hear them at long range they should make what use they can of them. "They should remember that it does not require a very heavy wind to drive back the sound; that a southerly wind generally drives back the sound more than a northerly or an easterly one; that about the time of a change in the wind the sound is not generally heard as far as usual; that when the upper and lower currents of air run in different directions, or when the upper sails fill and the lower sails flap, or con- versely, the signal is not to be depended upon; that a very heavy wind tends to break up all sound; that if a vessel is traveling with the wind, the signal will probably be heard better than if it were traveling against it; that behind a hill or an island the signal may be heard better at a distance than nearer to the obstacle; they should bear in mind that it is hard to locate a feeble sound, and even a strong one may appear to come from the wrong direction if it is obstructed by objects near it, even by objects not directly in the straight line between the observer and the signal; that neighboring cliffs and sails sometimes reflect the sound; that the sound may be cut off entirely by passing vessels; that to estimate the direction of the sound the head should be turned rapidly from side to side so that the sound may reach the ears alternately." The question along these lines that is receiving attention just at present, is how to have a more efficient fog signal placed on sailing vessels than the old-fashioned fog horn that has been required by law for fifty years. Steam vessels certainly require more protection from sailing vessels in a fog than can be furnished by the fog horn. STEAMBOAT INSPECTION SERVICE. 591 STEAMBOAT INSPECTION SERVICE. The first law in this country "to provide for the better security of the lives of passengers on board of vessels propelled in whole or in part by steam," was contained in the Act of Congress, passed July 7th, 1838. The inspectors were ap- pointed by the district judges of the United States Courts in the several districts, and were paid the sum of five dollars by the owner of the vessel for each inspection. To show the utter worthlessness of the inspections at this date, and the formal manner in which they were carried out, the testimony, in part, of an inspector, given at a coroner's inquest, where several lives were lost by the burning of a large passenger steamboat on the Atlantic coast, will suffice. "We never condemned any boat. We have restricted them to a certain amount of steam." "When you inspect a boat you look at the wood and do nothing else?" "Yes, we take our fees." "How do you examine the hull of a vessel?" "Why, I examine it with my eyes. I go and inquire the boat's age ; I examine the hull and I look at the engine. How much do you suppose I am to do for five dollars?" Then the inspectors give a certificate, in which they state their opinion whether the said vessel is sound and seaworthy and fit to be used for the transportation of passengers and freight and the boiler is sound and fit for use, together with its age. Then they take their fees. The hulls were to be examined every twelve months and the boilers every six months, but it is very doubtful if any were examined except by the advice of the inspector. It was a trick of the owner at times, that if a vessel prior to the time of inspection should not have the required number of small boats to pass the law, he would borrow them for the occasion and return them after his guests had examined the wood. This law required that all steamboats running between sunset and sunrise, "to carry one or more signal lights that may be seen by other boats navigating the same waters." In an Act of Congress of March 3d, 1843, the Secretary of the Navy was to appoint a board of examiners "consisting 592 STEAMBOAT INSPECTION SERVICE. of three persons of thorough knowledge as to the structure and use of the steam engine," and among other duties required of them being, "and whether hydrostatic pressure, or what other plan, is best for testing the strength of boilers under the inspection laws, and what limitation as to the force or pressure of steam to the square inch, in proportion to the ascertained capacity of a boiler to resist, it would be proper to establish by law for the more certain prevention of explosions." In the chapter of Western Eivers in this work will be found reference to a State law of Louisiana in 1834, requiring the hydrostatic pressure in the testing of steam boilers. The laws of France at this time required high-pressure boilers to be proved by hydraulic pressure to at least three times the working pressure. The law of August 30th, 1852, was a radical departure, for while the previous law was composed of but 13 sections, the one of 1852 contained 44 sections. It was the first law of the United States under which the hydrostatic pressure was applied to marine steam boilers in testing them by the in- spectors, as well as making it compulsory that all engineers and pilots of passenger steam vessels should be licensed by the local inspectors, who were designated by the Judge of the United States District Court and the Supervising Inspector of the district, and that all boiler plates were to be stamped with the quality of iron and the manufacturer's name. The controlling body under this law was a Board of Supervising Inspectors, consisting of nine members, appointed by the President, who were "selected for their knowledge, skill and experience in the uses of steam for navigation," and was composed of Samuel Hall, of Boston, Mass., who was succeeded by William Burnett in less than a year ; Charles W. Copeland, of New York City; James Murray, of Baltimore, Md.; P. H. Skipwith, of New Orleans, La.; Davis Ernbree, of St. Louis, Mo.; John Shallcross, of Louisville, Ky.; Benj. Crawford, of Pittsburg, Pa.; Alfred Guthrie, of Chicago, 111.; and William Bird, of Black Eock, N. Y. This board made the original rules and regulations for the steamboat service. This law was mainly brought into existence by the amend- ing of the previous law, commenced in 1850, occasioned by the burning of the steamer "G. B. Griffith" on Lake Erie, on STEAMBOAT INSPECTION SERVICE. 593 June 16th, 1850, when 20 miles below Cleveland, Ohio, where there was a large loss of life. In the House of Representa- tives, on June 24th, 1850, eight days after the loss of the vessel, D. K. Carter, a member of the House from Ohio, offered the following resolution to that body: ''Resolved, That the Committee on Commerce be in- structed to inquire into the expediency of providing a law compelling all craft carrying passengers and navigating the waters of the United States, or sailing under the authority of the United States, to be provided with ample and suitable resources of escape to passengers in case of accident by fire or otherwise; and further inquire into the expediency of making certain custom-house officers inspectors to carry out any law in pursuance of the purposes of this resolution; and said committee report by bill or otherwise." Subsequently the Committee on Commerce reported a bill in compliance with this resolution, which was passed by the House of Representatives in 1851, and would undoubtedly have passed the Senate also that year, but other matters of im- portance were then before that legislative body. The bill, jvhen the "Henry Clay" disaster occurred, was in that con- dition that it required but a short time to place it on the statute books to give it the full force of the law, and it was hurried forward in the public demand for a safety of some kind with its many omissions and errors, leaving the additions and corrections for a later date. There were some large steam- boat owners in the eastern States who were much opposed to the passage of the bill, but public opinion was so strong at the time for some measure of security that Congress was com- pelled to pass the bill against all the pressure brought to bear to do otherwise. The bill became a law in about a month after the loss of the "Henry Clay." While the bill was in Congress, John Davis, of Massachusetts, in the Senate, and D. L. Seymour, of New York, in the House, were its main supporters. The Committee on Commerce in both Houses had the assistance on technical matters in the preparation of the bill, of Charles W. Copeland, of New York City, for the Atlantic coast, and Davis Embree, of St. Louis, Mo., repre- senting the western river interests. It took some two months after the passage of the Act by the Congress for the selection 594: STEAMBOAT INSPECTION SERVICE. of the Board of Supervising Inspectors 'by the President, ane compared to a quarrelsome toper, who is a peaceable fellow enough when he has no liquor at all, or when he has a skinful, but who, when half seas over, plays the very devil." STEAM CALLIOPE OR ORGAN. The steam calliope or organ was the product of American genius, being the invention of J. C. Stoddard, of Worcester, Mass., who received a patent for his invention on October 9th, 1855. He was a mechanic of much ingenuity, and conceived the idea that the bells of the whistle by the vibration of whose thin edges the sound of the steam whistle is produced, could 628 STEAM CALLIOPE OR ORGAN. be so arranged as to render accurately the diatonic scale in music, and after experimenting some time he succeeded in constructing a series of bells, on which seven notes of the octave could be played by steam. He also invented a new and delicate valve for the admission of the steam to the whistles. The instrument was composed of a. steam chest, on top of which were arranged a number of valve chambers, according to the number of whistles, having double poppet valves. A small stem passed from each of the valves through the chamber to the outside, by which the valve could be opened on a very slight pressure. Over each valve was placed a w r histle that had its own separate tone, being of different diameter and depth of bell. A cylinder with pins inserted, or driven into the wheel, like unto a music box, was so placed as to lift the valves as it revolved, and thus produced the tunes. The principle of this wheel was the same as in the music box. But there was an important difference between them. In a music box the tones are all of a length, while in the calliope they were of different lengths, as whole, half, quarters, eighths, etc., and also dotted notes, consequently the pins had to be of different shapes. Subsequently, improve- ments were made that permitted of the playing of the instru- ment through the medium of a keyboard, like a piano or an organ. A company was formed for the manufacture of these instruments late in 1855, in Worcester, Mass., known as the American Steam Music Company, who continued business for about five years. These instruments were intended for use upon steamboats, locomotives, and with the circus and large exhibitions and shows that were permanently in business. The first marine exhibit of the calliope was that given by the company in the waters around New York City, on August 6th, 7th, 8th and 9th, 1856. They fitted up an instrument on the large side-wheel tugboat "Union," that they had char- tered, and gave two or three excursions each day around the rivers, during which time the calliope was operated for the pleasure of the passengers and also to bring it to the notice of the owners of passenger steamboats for adoption. This machine was placed on the "Glen Cove," and was the first on a passenger steamboat, as previously stated. This instru- STEAM CALLIOPE OR ORGAN. 629 ment had a revolving cylinder, and was of a small size com- paratively. The next steamboat in eastern waters to have a calliope on board for service, was the "Armenia,'' on the Hudson River, in 1858. It was built expressly for the vessel, was fitted with 34 whistles, and the keyboard was located at the after bulkhead of the engine space on the promenade deck in the main saloon. The vessel had new boilers the year before, but after this machine was installed, it was found on the bad weeks, or when they had a head tide and wanted most all the steam the boilers would furnish for the main engine, that it required much harder firing if the calliope was operated very often. Otherwise, they consumed much steam during operation. This machine was operated during some of the period of her running on the river by a Prof. Van der Wyde, Avho was a very skilful operator of the instrument. It was removed from the vessel prior to 1870, after her coming into the possession of Alfred Van Santvoord. It was not every skilled instrumental musician who could operate these key- board instruments to good effect, as it required a soft and very quick touch to open and close the valve so as to obtain the best results. The next steamboat to have a calliope, and the last in operation on the coast, was the "Gen'l Sedgwick." This instrument was at the Centennial Exhibition, at Phila- delphia, Pa., in 1876, and is believed to have been constructed at Cincinnati, Ohio, and was of the largest size. It remained on board the vessel until it was sold, in 1887, by the Briggs Excursion Company to the Myers Navigation Company, when the vessel was rebuilt and name changed to "Bay Queen," and as the instrument was too distinguishing a mark of her former name, it was removed. Eugene M. Newman, a musician, was the operator. The instruments on these vessels were located in a house on the hurricane deck, just in the rear of the pilot house. The calliope was also placed on the western river steam- boats at an early date. The "Amazon," a large passenger boat, built at Cincinnati, Ohio, in 1857, for the St. Louis and Illinois River trade, had one of the early instruments that was operated by a Mr. Young, an employee of the manufac- turer, for some time. There were machines also placed on the steamboats "Dixie" and the "Unicorn," much smaller 630 STEAM CALLIOPE OR ORGAN. boats, at a later date. In 1872, the steamboat "Chin-du-Wan," on the Sacramento River, California, had one of these instru- ments. There have been a few passenger steamboats on the western rivers, in the last twenty years, fitted with the steam calliope. The largest of these instruments that have been con- structed for steamboats had 34 whistles each, ranging from 1 inch diameter of bell up to 6 inches diameter of .bell, and the smallest, 13 whistles, while some had 20 whistles and others 27 whistles. The large ones w r ere operated from a keyboard, as well as by a wheel, while the smaller ones by the wheel only. The earlier machines were made so as to be operated by any steam pressure on the boiler from which steam was taken. Consequently, if a machine was tuned at a steam pressure of 75 Ibs. and then played at 60 Ibs. or 90 Ibs., it was not in tune. So a reducing valve was resorted to, taking steam at boiler pressure and reducing it to the pressure needed at the instrument, usually about 10 Ibs. per square inch. INDEX. PAGE "Adirondack" 134 "Adriatic" Collins Line 417 Allaire, James P 42, 44, 47, 180 "Albany" (1826) 46, 50, 71 "Albany" (1880)... 134, 136, 138, 140, 154 "Alida" 86, 88, 92, 93, 94 to 130 Alexandre Line to Havana 470 American Steamboat Co 178 American Steamers to China ...508 to 512 American S. S. Co., Boston, Mass., 403 American Screw S. S., First 427 American Line, Transatlantic ... 432 to 434 "America" and "Canada" Lake Ontario 383 "Andrew Harder" 149 "Ansonia" 152 "Arrow" 163 to 165 "Arago" S. S 409 "Asbury Park" 179 "Atlantic" (1846) 328 Atlantic Coast Mail S. S. Co.... 464 "Balloon" 59, 186 "Bay Queen" 162 "Bay State" 310, 316 Bay State Steamboat Co . .316 "Bangor" (1834) 394 Beam Engines 40, 376 Beams, Breaking of Working ..326 Beam Propeller Engines ...157, 378 "Bellona" 40, 45, 169, 170 "Belle" 76, 77, 81, 343 "Benjamin .Franklin" 266, 271 "Berkshire" 147 Bishop & Simonson 268, 281 Blowers, Fan 60, 388 PAGE "Black Warrior" 455, 45$ Boston & New York Trans. Co... 63, 272, 273 Boston & Bangor S. S. Co 393 Boston & Hingham S. B. Co 400, 401 Boston & Phila. S. S. Co 402 Boston & Providence R. R 270, 282, 289 "Boston" 268 Bottling Up Steam 545 "Bristol" 295 "Brandy wine" 188 Bridgeport Harbor 357 "Buffalo" 95, 100, 101, 103 "Bunker Hill" 271 California Gold Excitement. 473, 474 Camden & Amboy R. R. Co. ...172, 173, 177 "C. Vanderbilt"..88, 124, 132, 289, 291 "C. Vibbard" 130, 134, 13$ "Chancellor Livingston". 42, 266, 267 "Charlotte Vanderbilt" 149, 151 "Chingarora" 175 "Champion" 346, 353 "C. H. Northain" .346 Chapin Chester 346 Chartered Steam Vessels in Civil War 504 Citizens' Steamboat Co 133 "City of Catskill" 149 "City of Kingston" 154 "City of Chester" 188 "City of Worcester" 334, 335 "City of Boston". . .299, 333, 336, 550 "City of Lowell" 335, 552, 553 "City of Albany" 128, 130, 164 "City of Troy" 133, 134 PAGE "Cleopatra" 328, 350 Clyde, W. P., & Co 447, 448, 463 "Clermont, North R. Steamboat of" 19 to 27, 42, 167, 168 Cornell Steamboat Co 154 Coastwise, Pioneer Line, 443 Compound Engines 47, 253, 377, 468^ 544 "Coatzacoalcos" .383 Coyle, J. B., Capt 388 Collins Line Steamships . . 411 to 428 Golden, Cadw. D 21 "Constitution" 46, 50 "Columbia" 68, 84, 94, 147 "Commerce" 84 "Confidence" 93, 94, 98 "Connecticut" (1846). . .101, 132, 147, 344, 345 Collyer, George 108 "Commodore". .124, 289, 291, 292, 295 "Common wealth".. 124, 292, 295, 330 Collyer, Thomas 128, 129, 360 Copeland, Charles W. ..114, 350, 592 Commercial Steamboat Co 290 "Crystal Wave" 178 Connecticut Steamboat Co 342 Cromwell Line 457, 460, 461 "David Brown" 180 "Daniel Drew" Day Boat.. 128, 129, 130, 155, 566, 567 Drew, Daniel. .54, 63, 77, 82, 100, 111, 113, 123, 124, 129, 288, 291, 294 "Drew" 126, 134 "Dean Richmond" 124, 126, 134 Delaware & H. Canal Co 153 Delaware & Raritan Canal Co... 172, 173 "De Witt Clinton" 46, 51, 60, 67 Details, Providence & Stonington Steamboats 308 Details, Fall River Line Steam- boats 326 Details, New London & Norwich Steamboats 336 Details, New Haven Line Steam- boats ., . .349 PAGE Details, Hudson River Steam- boats 142 to 146 Details, Western River Steam- boats 257 to 264 Details, Coastwise Steamships. . .484 to 491 Detroit Steamboat Co 379 Disasters on Western Rivers 219 Disasters to Coastwise Steam- ships ...491 Distances on Long Island Sound 569 Distances on Hudson River 570 Distances on Delaware River... 571 Distances Around New York City 570 Dod, Daniel 11, 40 "D. S. Miller" 156 "D. R. Martin" 176, 362 Dredge Boats, Mississippi River.. 255 Dry Docks, Simpsons 405 Earthquake of 1811 197 Early Captains on Western Rivers 215 Early Steam Navigation on West- ern Rivers 220 to 238 Eads, James B., Capt 256 "Edwin Lewis" 180, 182 "Elm City" 346 "Emerald" 156 Engineers and Masters. .597, 598, 615 "Empire State" 310 "Empire of Troy" 70, 71, 85, 90, 95, 116 Englis, John 373, 398 Erie R. R, Co 112 "Erie" and "Ontario" S. S 404 "Ericsson" 427 Ericsson, John 18 "Erie" x "Iron Witch" 166 "Escort" 149 Evans, Oliver 12, 13, 14 "Express" 75, 76, 78, 81 "Fairfield" 147 Fall River Line 300, 309 Fitch, John 4 to 12 II PAGE Fisk, James, Jr., ....178, 294 to 296 Fletcher, Harrison & Co 132, 154, 156 Fletcher, W. & A., Co.. .134, 138, 150 "Flambeau" 157 Fog Trumpet 574 Fog ? Steam, Whistle 576, 580 "Francis Skiddy". .106, 107, 108, 110, 111 to 117, 123, 124, 128, 132, 166 Freight Rates, Western Rivers.. 218 Forward Main Deck, Covered 375 Fulton, Robert 7, 15, 16, 22, 23, 39, 41 "Fulton" 44, 265, 327, 337 "Galatea" 294 Garrison, C. K 481 Gibbons, Thomas 40, 45, 168, 170, 339 "Gen'l Sedgwick" 162 "Gen'l McDonald" 186 "Glen Cove" .......... .116, 118, 359 "Golden Gate" 175, 181 "Gov'r Dingley" 393 "'Great Western" Lake Erie 369 Haws, Washington 114 Hancox, J. W 61, 133, 147 Harcourt, J. H 130 Harlan & Hollingsworth Co 134, 138, 187, 334 Heartt, Jonas C 100 "Henry Clay" 105, 108, 111 Hell Gate 623 "Hendrik Hudson".. 78, 85, 92 to 95, 98, 100, 103, 112, 122 "Henry Eekford" 47, 327 High Speed in Steamboats 545 High Speed on Hudson River... 560 to 568 High Speed on Western Rivers. .247 High Speed on Lake Erie 564 Hitchcock, David, Capt 128 Hoboken Ferry 525 to 528 Hoffman, A. N 54, 63 "Hope" 39, 44 Holloway, Thomas 187 PAGE "Home" 437, 439, 440 "Homer Ramsdell" 160 Housatonic R. R 90, 354, 355 Hudson River Line 46 Hudson River R. R 120, 156 Hudson River Steamboats, Time of 566 Hudson River Day Line. 128, 134, 140 Hudson River Channel ... 140 to 143 Hudson, Lower, Steamboat Co. .162, 163 "Humbolt" S. S 409 International S. S. Co 398 Iron Hull Steamboats, Western Rivers 253 Iron Strapping of Wooden Hulls. 274 Iron Shipbuilding 385 "Iron Witch" 82, 83, 134 "Isaac Newton" 81, 85, 100, 111, 122, 124 "Isaac Smith" 156 "James W. Baldwin" 153 "James Madison". .. .77, 89, 150, 158 "Jane Moseley" 178 "Jesse Hoyt" 176, 177, 179 "John Faron" 164 "John Neilson" 171, 172 "John Stevens" 186 "John Brooks" 355, 393 "Joseph Belknap" 100 Joy Steamship Co. 302 "J. B. Schuyler" 133, 135 "J. W. Richmond" 276 to 278 "Kaaterskill" 149 Kemble, William 63 Kelly, Eli 113 "Kennebec" 396 "Keyport" 175, 176 King, Prof. Charles 28 "Kill Von Kull" 179 "Knickerbocker".. 69, 77, 78, 122, 328 Law, George.. 77, 88, 90, 288 to 291, 312, 328 Lawrence & Foulks. . .130, 134, 156, 157, 162, 290 III PAGE Lawrence & Sneeden 159 "Lexington" 270, 272, 277 to 282 Liquors, Use on Early Steam- boats 216 Livingston, Robt. R 14 to 18, 39, 40 Lightships 573 Logs, Long Island Sound Steam- boats 546 to 560 Long Island Sound Frozen Over 330 "Long Island" 360 Lynch, Dominick 44 Mallory, C. H., & Go 467, 468 "Maine" 302 Maine Steam Navigation Co 391 "Manhattan" 44, 97 "Manhattan" (1847).. 92, 100 to 107, 112,153,186 "Mary Powell" . . . .154, 155, 160, 568 "Mary Patten" 184 "Mason L. Weems" 154 "Massachusetts" (1836) 271 "Massachusetts" (1877) 299, 301 "Matteawan" 176 Merchants' & Miners' Transpor- tation Co 402 "Metamora" 82, 83, 86, 126 "Metropolitan" 148, 157 Merchants Navigation & Trans- portation Co 292, 294, 297 Merchants' S. S. Co 294, 296, 297, 318 "Merchant" Lake Erie 380 Metropolitan S. S. Co 296, 403 "Metropolis".. 310, 313, 316, 333, 549 "Memenon Sanford" 397 Mississippi River, Passes of 255 Morey, Samuel 27 "Monmouth" 179, 565 Monopoly on Mississippi River.. 209 "Mouse in the Mountain" 44 McQueen, Robert 39, 41 Morgan, Charles 438, 455, 481 Morgan S. S. Co 462 PAGE National Board of Steam Naviga- tion 613 to 616 "Narragansett" (1836) 274, 276, 277, 288 "Narragansett" (1867) . 301 Narragansett S. S. Co. ..295 to 298,. 318, 319 "Napoleon" 60, 64, 67, 90, 171 "Nath. P. Banks" 152 "Naugatuck" 356 "Nashville" S. S 448 "Newburg" 160 "Nelly White" 177 "New Orleans" (1811) 190 "New Orleans" Engine 192 "New York" Steam Brig. . .387, 435 "Newport" Fall River Line 300, 316, 318 New London and Norwich Steam- boat Co 328 Neptune S. S. Co 294 "New Philadelphia" 46, 48, 50, 171, 185 Newton, Isaac 59, 63, 99 Newburg Lines 63 New Haven & Hartford Lines.. 63, 342, 346, 351 New Brunswick Steamboat Co... 104 New Haven Harbor 348 "New Jersey" 69, 92 "New World".. 98, 99, 102, 105, 106, 113 to 117, 120, 122, 126, 128 New Jersey. Steam Navigation Co. ..113, 123, 124, 277, 282, 288, 289, 291 New Jersey Steamboat Co 123 "Niagara" 82, 83, 86, 90 "Nimrod" 106 "New Champion" 149 "Noah Brown" Schooner 95 "Norwich" : 74, 89, 328 North River Steamboat Co. 44, 46, 6a "North America" (1826). . . .46, 50, 51 "North America" (1841) ,..59, 60, 69, 82, 101, 147, 153 Norwich & N. Y. Transportation Co 331 "Northern Indiana" . ..373 IV PAGE Nott, Eliphalet, Dr., 52 Novelty Works New York 52 "Novelty" 50, 52 "Nuhpa" 148 TST. Y., Albany & Troy Line 46 "New York" H. R. Day Line... 138, 140, 154, 562 N. Y., Catskill & Athens Steam- boat Co 149, 150 New York & Rhode Island Steam- boat Co 265 jSL Y. & Boston Steamboat Co ... 268 New York & Havre S. S. Co 409 N. Y. & Virginia S. S, Co. . .463, 464 N. Y. & Cuba Mail S. S. Co .471 N. Y. & Brazil Mail S. S. Co. 482, 483 N. Y. & Philadelphia Steamboat Co 508 Ocean Steam Navigation Co 408 Ogden, Aaron 39, 40, 41, 45 "Olive Branch" 168, 170 "Old Colony" 300, 318 Old Colony Steamboat Co 318 Old Dominion S. S. Co 465, 466 Ontario Steamboat Co 382 "Onteora" 150 "Oregon".... 77, 78, 88, 90, 103, 116, 147, 288, 312, 330 "Osirris" .....180 Pacific Mail S. S. Co. .472, 476 to 481 Patten Line 183 "Perseverance" 39, 44 People's Line. 54, 90, 99, 120, 124, 291 "Penobscot" 396 Peck, Elijah 81, 100, 147 "Phenix" (1809).... 28 to 39, 167, 184 "Phenix" Lake Champlain 44 Philadelphia Dredge Boat 13 Philadelphia Pumping Engines . . 18 Pioneer Coastwise Line 443 "Plymouth Rock".. 124, 178, 292, 295 "Plymouth Rock" Lake Erie... 373 Poillon, C. & R., 162 Powell, Thomas 158, 159 "Post Boy" 214 PAGE Portland Steam Packet Co 392 "Princeton" , .174 Providence Steamboat Co 268 Providence & Stonington R. R..276, 282, 288, 294, 297 Providence Harbor 286 "Priscilla" 322, 554 Propellers on Long Island Sound 336, 353 Propellers on Lake Erie 371, 372 Propeller, Tow Boats 542 "Puritan" 322, 556, 557 Quintard Iron Works 134 "Quaker City" 446, 469 Railroads vs. Steamboats 282 "Raritan" 44, 167, 168, 170 "Rainbow" 64, 68, 186 Ramsdell, Homer 113, 159 Racing of Steamboats 118 to 120 Race of "Robt. E. Lee" and "Natchez" 250 Race of "Oregon" and "Vander- bilt" 305 Race of "Oregon" and "Bay State" '. 310 Race of "Swallow" and "Roch- ester" 55 Raritan & Delw. Bay R. R...176, 177 Read, Nathan 27 Renwick, Prof James 28 Redfield, W. C 350 Record Time, Coastwise S. S 497 to 504 "Reindeer".... 104, 105, 107, 110, 111 Rensselaer & Saratoga R. R 124 Reanie, Neafie & Co 188 "Rip Van Winkle".. 78, 79, 82, 85, 86, 89, 92, 95, 97, 98, 100 to 103, 104, 106, 134, 147, 152, 186 "Riverdale" 164, 165 "Richard Stockton" 172, 177 "River Belle" 178 "Richard Peck" 322, 346, 356, 555, 556 River Steamboats to California in 1850 . ...512 to 514 Rhode Island & N. Y: Steamboat Co 267 "Rhode Island" (1836) 272, 288 "Rhode Island" (1873) 301, 551 "Rhode Island" (1882) 305 Roosevelt, Nicholas J..14, 17, 27, 190 "Roger Williams" 86, 88, 89, 92 "Rochester".. 54, 55, 56, 75, 78, 84, 98 "Robt. L,Stevens".76, 150 to 153, 165 Rogers, Moses, Capt., 184 Roberts, Marshall 166 Romer & Tremper Co 154 Roach, John 471, 482, 483 "Rosedale" 355, 356 "Robert Fulton" 436 Running Rapids, St. Lawrence River 382, 384 Russian Naval Steamer 408 Rumsey, James 8, 11, 12 "Saugerties" 153 "Sandy Hook" 179, 565 "Savannah" (1819) 185, 406, 407 "Samuel M. Felton" 188 "Santa Glaus" 86, 97, 166 Savannah Line Mitchell's 449 Savannah Line Cromwell's 450 Sanford, Memenon, Capt., ..76, 341, 343, 389, 396 Sanford Independent Line 507 Saugerties Lighthouse 47 "Sea Bird" 181 "Seawanhaka" 361 "Senator" 396 "Sea Horse" 40 Setor, Samuel, & Co 162 Secor, T. F., & Co 159 Shrewsbury River 182 "Shrewsbury" 183 Shreve, H. M 207 "Shinnecock" 362 "Shady Side" 365 Side Propeller Steamboats. .151, 152, 377, 378 "Sleepy Hollow" 162 Smith Bros., Nyack, N. Y 128, 130, 165 Spanish Naval Steamers 407 PAGE Spofford & Tileston 444, 467, 470 Sponsons Under Guards 437, 438 Stevens, John.. 15, 16, 17, 33, 46, 169 Stevens, Robert L....32, 46, 48, 50, 58, 64, 66, 171 Stevens, Frank B 29, 66 "South America".. 59, 60, 64, 71, 82, 85, 92, 97, 100, 104, 105, 107, 128, 147 "St. John" 126, 150, 179 "Stockton, Robert F." 18 "Stoudinger" 40, 44, 45 "St. Nicholas" 82, 94 State Rooms 69, 227, 369, 437 Steam Calliope or Organ 118, 627 to 630 Steamboat Runners 96 Starr, Moses, & Sons 188 Steamboat Inspectors, First Board 592 Steamboat Rules, First, of 1858 . . 605 Steamboats, Supervising Inspector General of, 610, 611, 612 Steam Whistle. .. .238, 576, 580, 602, 603, 605 Stonington S. S. Co.. .296 to 299, 300 "Stonington" 301 Star Line to New Orleans. . .458, 459 "Sun" 47 "Swallow".... 54 to 57, 67, 69, 71, 75 Swiftsure Line 47, 63 "Sylvan Dell" 363, 568 "Taminend" 177 "Thomas Hunt" 181 Time, Hudson River Steamboats. 566 "Thomas Powell" 133, 149, 159, 160, 186 "Thomas McManus" 148, 150 "Thomas Collyer" ("Twilight") 133, 162 "Titan" 129, 540 Tornados on Western Rivers. . .239, 240 Traveling in 1800 and 1840 285 "Traveler" 344, 345 "Trenton" 50, 171, 185 VI PAGE "Troy" Hudson River... 71, 79, 82, 83, 86, 88, 90 Triple Expansion Engines 448 Tow Boats 539 to 544 "T. V. Arrowsmith" 176 "Ulster" 152 Union Ferries of Brooklyn 528 Union S. S. Co., Boston, Mass 402 "United States," S. S 409 U. S, Mail Line to Chagres 454 "Utica" 148 U. S. Frigate "Roanoke" 123 Vanderbilt, Cornelius. .. .44, 88, 113, 124, 133, 147, 166, 168 to 170, 268, 288, 289, 312, 313, 328, 342, 350, 429, 431, 477, 480 Vanderbilt, Capt. Jacob. 277, 291, 351 "Vanderbilt" S. S 429, 430 Van Santvoord, Alfred. .128, 132, 155 "Victory" 153 Ward, Stanton, & Co 154 "Walter Brett" . ..149 PAGE "Washington," Mississippi River.207 "Washington," Long Island Sound 266 "Washington," S. S 408 "Walk-in-the-Water" 366 Watkins, C. Elfreth 29 West Point Foundry, N. Y 55, 150, 268 "Westchester" 147 Western River Marine Engines . . 242 to 246 Western River Iron Hull Boats.. 253 "Western World" Lake Erie... 373 White, R. Cornell . .164 Whistle, Steam.... 238, 576, 580, 602, 603, 605 "Weehawken" 174 "Wilbur A. Heisley" 182, 183 Wire Tiller Rope 254 "William G-. Payne" 356, 559 "William H. Webb," Tow Boat.. 541 William H. Webb 479 "Worcester" 328 "William Cook" 172, 174 "W. C. 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