21 BRAR NOTE ON OCEAN STEAM NAVIGATION. BY SANDFORD FLEMING, LL.D., C.M.G., ETC. (Read 17th December, 1892.) I ask your permission to offer some remarks on a subject which cannot fail to command the attention of the members of the Institute. We are all familiar with the wonderful development of that service, which has brought countries widely separated by the sea, into nearer and closer relationship. We have had our attention directed to the further development of ocean steamships and likewise to projected “fast lines" to Europe, which, by abridging the period of the Atlantic voyage, are designed to bring the two continents into closer intercourse. I do not doubt that in due time these projects will in some form be carried out with the gratifying result that they will tend to advance Canada among the nations by more firmly establishing her position on the highway of the world's commerce. It is not my present purpose to dwell at any length on the possibilities of the future with regard to the application of steam machinery to the navigation of the ocean. My immediate object is to revert for a moment to the infancy of our present steam marine, to go back to the day when the first steam-ship started on her voyage across the Atlantic, when the passage between America and Europe by the agency of steam power was regarded as an experiment. Sixty years ago the voyage was made by sailing ships. The fathers of many of us could have testified how long, how tedious and how trying the voyage then was, for it occupied frequently from one to two months. In modern times the trip across the Atlantic is reduced to a single week, for indeed by some of the best steam-ships it is generally accomplished in less than seven days, and we are encouraged to believe that before many years the passage will be made in a still shorter period. A few weeks back the Engineering Society of Liverpool had the subject under examination, and it was then brought out in discussion that the Atlantic had been crossed by steam-ships no less than 3,800 times within the twelve months ending the 1st of October last, being on an average more than ten departures, that is five from each side, per day for every day in the year. It was moreover affirmed in the discussion that “a 26-knot speed is not beyond the scope of advancing improvements." As the narrowest part of the Atlantic extends from Great Britain to Newfoundland, the distance could be traversed by a 26-knot ship in 63 hours. Even a 22-knot ship (and this rate is about the present limit) could perform this part of the voyage in 75 hours. Thus it appears that enormous as has been the steamship development in the past, practical men do not consider it has reached its final stage. The ratio of increase may in future be diminished, but with all the evidence of progress before us, is it unreasonable to expect that a few years hence (assuming Newfoundland within the Canadian confederation) improved steam-ships will bring the shores of the Dominion within less than three days from the shores of the Mother Country, and that the passage will be made with the regularity of a daily ferry? As Canada has acted a primary part in inaugurating the ocean steam service as it now exists, and which is so full of promise for the future, it appears to me becoming that we should cherish the memory of her sons, who, by their energy, skill and enterprise prominently aided in its development. Of those whose lives were closely identified with its first inception, the last survivor, Mr. James Goudie, lately died, and his death suggests that before the year comes to a close, steps should be taken to pay honor to the men who built and sent to sea the first regular steam-ship "to battle with the billows of the Atlantic." Is it not our duty to remember gratefully our fellow-country-men, who had the courage to undertake, and who successfully accomplished an enterprise, great in its conception and yet immeasurably greater in its consequences? It is no mere figure of speech to claim that these early efforts to which I will now allude, in no small degree assisted in inaugurating a system of inter-communication by sea, which has revolutionized commerce, and advanced the cause of civilization in the four quarters of the globe. A paper was read last year before the Literary and Historical Society of Quebec by one of the Vice-Presidents, Mr. Archibald Campbell, on the passage made by the steamship "Royal William," nearly 60 years ago. Mr. Campbell enters into full particulars of the event, furnishes a diagram of the vessel together with letters from various individuals, comprising the ship architect, the builder, the captain and others in support of the claim that the first ocean steamship was built in Canada. Among other authorities, he refers to Mr. Kivas Tully, who, he states, “delivered a most valuable lecture in Toronto thereon before the Canadian Institute in 1877." Mr. Tully's paper cannot be found, but with the aid of the Assistant Secretary of the Institute, who has examined the minutes, I have learned that it was read on Saturday, December 1st, 1877. There is a full report in the Globe of Dec. 3rd following, which I have examined. Mr. Tully gives a full and interesting account of the researches made by himself and others. Mr. Tully's paper is undoubtedly a valuable record and I respectfully suggest it should be published in our proceedings. Mr. Campbell and Mr. Tully agree in the main; in my judgment the following conclusions are incontestably established : 1. The first steamship to cross the Atlantic was built by a joint stock company at the yard of Campbell & Black in Quebec, in the year 1830-31.* (See information in foot-note, for which I am indebted to the kindness of Mr. Archibald Campbell, since this paper was read.) According to the Register of the "Royal William" in the Customs House, Port of Quebec, dated 22nd Augus', 1831, the subscribing owners, as Trustees of the incorporated Quebec and Halifax Steam Navigation Company," representing sixty-four shares, were William Findlay, William Walker and Jeremiah Leaycraft, of Quebec, Merchants. SHAREHOLDERS OF THE INCORPORATED COMPANY. Parties constituted and declared to be one body corporate and politic by the name of "The Quebec and Halifax Steam Navigation Company," under Ist Wm. IV., Cap. 33 of Lower Canada Statutes :-John Forsyth, Wm. Walker, Wm. Finlay, John Caldwell, Jeremiah Leaycraft, Henry Le Mesurier, William Price, Matthew Bell, George Keys, William Pemberton, George Pemberton, Henry Pemberton, John Saxton Campbell, Robert Paterson, Robert Shortis, James Hamilton, James Gibb, Chas. Felix Aylwin, Hypolite Dubord, Noah Freer, Augustus Freer, Charles A. Holt, Francis Bell, James Hunt, Samuel Neilson, Wm. Lampson, John Leather, Robert Shaw, Wm. Phillips, John Ryan, James Stansfeld, Wm. Sheppard, Thos. Tucker, John Jones, jr., Benjamin Torrance, Wm. Henderson, Alexander Simpson, James Clearihew, Peter Paterson, Charles Francis Roy, George Black, Joseph Stone Shaw, John Racey, Duucan McCallum, Colin McCallum, Joseph Dyke, Robert Pope Ross, John Fraser, John Malcolm Fraser, John Bell, John Miller, James Saunders, James McKenzie, Margaret Urquhart, John Lambly, Alexander Morrison, Thomas Gordon, David Logan, George Taylor, Allison Davie, Robert Dalkin, John Munn, John Douglas, Archibald Campbell, Wm. Henry Roy, Wm. Carter, John McLeod, John Kerr, Robert Daunton, Robert Richardson, Thomas Gibb, Dominic Daly, Joachim Mondor, James Edie, Alexander Clarke, John Richardson, George Moffat, Peter McGill, Adam L. McNider, John Torrance, Robert W. Harwood, Hector Russel, Hart Logan, Lewis Gugv, Chas. Wm. Grant, Horatio Gates, Nathaniel Jones, Wm. Ritchie, James Brackenridge, Wm. Budden, Andrew Shaw, Samuel Cunard, Richard Harney, sr., Richard C. Tremain, Henry Prior, John Rutchford, jr., Alex Murison, Frederick W. Clarke, Edward De Blois, James Mitchell, J. G. A. Creighton, Thomas Grassie, Joseph Starr, Andrew Belcher, George Rundell, James Bridge, Robert Romans, Adam Esson, Temple Lewis Piers, John Alexander Barry, James Bain, George Smith, John Howe, George Russel, Alexander McDonald, James McDonald, William Carritt, J. Tobin, Mickel Tobin, George P. Lawson, Edward Potter, James H. Tidmarsh, Alexander Keith, Eliza Leggatt, William Brahm, Henry Lockeyer, Adam Dechezineany, Nicolas Le Cain, George Handley, Conrad West, John Stayner, Richard Marshall, Richard Davis, James Ritchie, Charles Delvolf, John Johnson, John Johnson, jr., Chas. Fairbanks, Alexander Primrose, Alexander McGregor, John Munro, David Hare, Thos. Maynard, Thos. Grant, Andrew Fraser, Peter McNab, Robert Downes, James T. Avery, Robert Dawson, Wm. Black, 2. The designer of the ship and superintendent of its construction was Mr. James Goudie, born in Quebec, 1809, and who died 1892. 3. This ship was launched in the spring of 1831, with more than ordinary ceremony. The governor of the province Lord Aylmer was present Jonathan Tremain, J. Boggs, George Hartshorne, Wm. Mortimer, John Barron, Wm. Stairs, Wm. M. Allan, Joseph Austin, George Innis, Patrick Ross, James Leisham, Wm. F. Young, Rufus Black, Joseph Danby, George Turner, George Barton, Samuel Davis, Francis Le Cain, James Wilkie, Samuel Mitchel, David Starr, James Robb, James L. Stair, Ed. M. Archibald, E. Ross, I. Primrose, James McNab, Jasper Reoust, Allan McDonald, I. Shannon, Joseph Allison, George Young, Wm. Young, Philip J. Holland, Daniel Starr, L. Yates, Wm. McCara, Charles Keefler, Charles Rigby, Wm. Foster, John Romans, Wm. Woodill, Jas. Donaldson, Benjamin Schneller, Alexander Rankin, Thos. H. Peters, James A. Street, Alex. Fraser, jr., John Fraser, Andrew Crane, Joseph Allison, Hugh Morrell, Wm. Lock, Joseph Cunard, Richard Blackstock, Christopher Clarke, Gilbert Henderson, Robert Henderson, Patrick Henderson, Joseph Russel, John Hawbolt, James Letson, Asa Willard, J. M. Johnson, Alex. P. Henderson, John S. Willaston, Thomas C. Allan, Wm. Carman, jr., George Taylor, Henry Cunard, Wm. Eade, Ed. McQuillan, Joseph Samuel, Mary Little, Daniel Kieth, Caleb McCully, Alexander Sherriff, John Samuel, Gorwin Rainie, Francis Peabody, Martin Cramey, Alexander Key, Noah Freer, Francis Durette, James Black, James McDonald, John Torrance, William Price, William Walker, and John Jones. CERTIFICATE OF COLLECTOR OF CUSTOMS FOR PORT OF QUEBEC. 66 Built at No. 13. Port of Quebec. Dated 18th May, 1833. Name, "Royal William." Burthen, 363 60-94 tons. John McDougall, Master. this port in the year 1831, which appeared by a former certificate of registry, No. 42, granted here the 22nd August, 1831, now delivered up and cancelled upon transfer of property. Name and employment of surveying officer. (Signed) C. SECRETAN, Acting. One deck and round-house, 3 masts; length, 160 feet; breadth taken above the main wales, 44 feet; height between decks, or depth of hold, 17 feet 9 inches. Schooner rigged with a standing bowsprit; square sterned; carvel built; quarter badges; scroll head; admeasurement afloat; propelled by steam, with wheels or flyers at each side. Acting Registrar of Shipping. 66 The steamship Royal William," McDougall, Master, cleared on Saturday, 3rd August, 1833, for London, and sailed at 5 o'clock, a.m., Monday, 5th August. The "Royal William" arrived at Gravesend, 25 days passage from Pictou, Nova Scoti1. Port of Quebec, 5th February, 1872. (Signed) W. DUNSCOMB, Collector of Customs. with his staff, the military authorities and the band of the 32nd Regiment. The event was further honored by the presence of Lady Aylmer who in the customary manner gave the vessel the name of the "Royal William" after King William IV., then on the throne. 4. The ship was towed to Montreal to receive her machinery,* and on being fitted for sea, her first voyage was to Halifax. Before setting out for England, she traded between Quebec, Halifax and Boston. was the first British Steamer to arrive at the latter port. She 5. In the list of owners appear the names of the three brothers Joseph, Henry, and Samuel Cunard of Halifax. 6. Her dimensions were length 160 feet; hold 17 feet 9 inches; breadth outside 44 feet; breadth between paddle boxes 28 fect; she had three masts schooner rigged; builder's measurement 1,370 tons; with accommodation for 60 passengers. 7. She left Quebec for London August 5th 1833, called at Pictou, Nova Scotia, to receive coal and overhaul machinery. She re-started from Pictou, August 18th, with seven passengers, 254 chaldrons of coal and a light cargo. She encountered a terrific gale on the banks of Newfoundland which disabled one of her engines. The passage from Pictou to London occupied 25 days. 8. Ten days after her arrival in London she was chartered by the Portuguese government to enter the service of Dom Pedro as a troop ship. 9. In 1834 she was sold to the Spanish government, was converted into a war steamer, and under the new name, of "Isabel Secunda," was employed against Don Carlos. A letter from the well known Alexander Somerville, who, as he tells us, joined the British Legion and became a colour-sergeant, appeared in the Toronto Globe, May 15th, 1876. This letter describes an incident which came under his own observation, May 5th, 1836, off St. Sebastian, Bay of Biscay. Mr. Somerville remarks, that the Canadian built ship "Isabel Secunda," (originally the "Royal William,") "was the earliest steamer of war in the history of nations to deliver a hostile shot." 10. After an eventful service for some years she was sent to Bordeaux for repairs, when her timbers were found to be somewhat decayed; * I am informed on excellent authority, that the engine, boiler and machinery were furnished by the Montreal works, known as St. Mary's foundry, Charles Wm. Grant, Baron de Longueiul, proprietor. The signature of the Baron, Charles Wm. Grant, is attached to the original list of shareholders of the incorporated steamship company, and it is stated by his descendants that he sunk of his private means in all about $40,000, in the venture of the "Royal William." S. F. |