Contents—Steam vessels—Crossing the Atlantic in 1791—First Steam Vessel—Hudson—The second on the St. Lawrence—First across the Atlantic—In Upper Canada—Frontenac—Built in Ernesttown—The Builders—Finkle’s Point—Cost of Vessel—Dimensions—Launched—First Trip—Captain McKenzie—Walk-in-the-Water—Queen Charlotte—How Built—Upon Bay Quinté—Capt. Dennis—First year—Death of Dennis—Henry Gilderslieve—What he did—Other Steamboats—Canals—First in Upper Canada—Welland Canal—Desjardin—Rideau—Its object—Col. By—A proposed Canal—Railroads—The first in the world—Proposed Railway from Kingston to Toronto, 1846—In Prince Edward District—Increase of Population—Extract from Dr. Lillie—Comparison with the United States—Favorable to Canada—False Cries—The French—Midland District, 1818.
THE FIRST STEAM VESSELS—CANALS, RAILWAYS.
We have already, under “Traveling in early Times,” spoken of the first vessels that floated upon the waters of the western world, and we design now to speak of those which advancing civilization brought, to a certain extent, to supersede the original boats used by the Indians and first European colonisers. At the present day Europe is brought into close relationship with us by the swiftly running steamer, while the two continents hold daily intercourse by means of the telegraph; yet, not a century ago, it required many months for the slow-sailing ship to traverse the breadth of the Atlantic. In 1789, mails with England was only twice a year. At the time Simcoe came to Canada, in 1791, there were only those merchant ships that made altogether eleven voyages in the year. “A Traveler,” writes, that “regular packets across the Atlantic, first sailed in 1764. The Liverpool Packet Line began running in 1818.”
The river Hudson, named after the navigator of that name, who ascended this splendid stream, called, by the native Indians, “The great River of Mountains,” in 1609, has the honor of being the place whereon floated the first steamboat that existed in the world. The boat was launched in the year 1807, being named ‘Clermont.’ It was of 150 tons burden. The engine was procured from Birmingham. Robert Fulton, of New York, though not the originator of steam power, was the first in America who directed it to the propelling of boats. Fulton, the pioneer in boats by steam, lived not long enough to see accomplished the grand end of propelling boats thus across the Atlantic. He died in 1815. The second steamboat built in America, was launched at Montreal, 3rd Nov., 1809, built by John Molson. It was called Accommodation, and plied between Montreal and Quebec. At the first trip it carried ten passengers from Montreal to Quebec, taking thirty-six hours. The whole city of Quebec came out to see her enter the harbor. The fare was eight dollars down, and nine up.
It is found stated that the first steamboat from America to England, was in 1819; and the first steamboat built in Great Britain was in 1812, by Henry Bell, of Glasgow. But the following is found in the Portland Advertiser:—“The first steamship which made the voyage, under steam throughout, across the Atlantic, was the Royal William, in 1833. This vessel was of 180 horse-power, and 1,000 tons burden, and built at a place called Three Rivers, on the St. Lawrence, in Canada. The voyage was made from Picton, Nova Scotia to Cowes, Isle of Wight.”
The first steamboat on Lake Ontario, the Frontenac, was built upon the shores of the Bay, at Finkle’s Point, Ernesttown, eighteen miles from Kingston, and within the corporation of Bath. She was commenced in October, 1815, and launched the following season. The three years of war had caused many changes in Upper Canada. On the whole, it may be said that the war materially benefitted the Province. After peace, things did not relapse into their former state. A spirit of enterprise was abroad, especially in the mercantile community. The leading men of Kingston conceived the idea of forming a company to build a steamboat, to ply on Lake Ontario, and the navigable waters of the St. Lawrence. A company was consequently formed, composed of individuals belonging to Kingston, Niagara, Queenston, York, and Prescott. The shareholders of Kingston were Joseph Forsyth, Yeomans, Marsh, Lawrence Herkimer, John Kirby, Capt. Murney, William Mitchell, and, in fact, all of the principal men except the Cartwright family. Advertisements were issued for tenders to construct the boat. The advertisement was responded to by two parties; a Scotchman, by the name of Bruce, from Montreal, and Henry Teabout, from Sacket’s Harbor. Bruce was several days at Kingston before the other person arrived, and he supposed he would get the contract. Mr. Finkle says Teabout came with a letter from Hooker and Crane to Johns and Finkle, informing them who Teabout was, and asking them to favor him with their influence in procuring the contract. The letter was shown to Mr. Kirby, of Kingston, who was one of the committee of the company. Mr. Kirby assured Finkle and Johns, that notwithstanding the prejudice which existed on account of the war, the tender of Teabout should receive every justice. No other tender being made, the committee met and decided, by a small majority, to accept Teabout’s. All those who voted for Bruce “were either Scotch or of Scottish descent.” Teabout having received the contract, at once, with Finkle, set about to find a place to build. After two day’s examination of the coast, he selected Finkle’s Point, in consequence of the gravelly nature of the shore, as thereby would be obviated the delay which frequently followed rains, where soils would not quickly dry. “The next consideration was to advance £5,000 to go to New York and procure a ship carpenter and other necessaries to commence operations. Accordingly, we (Johns and Finkle) became security, with the understanding that so soon as the boat should be so far advanced as to be considered worth the security, our bond would be returned. So satisfactorily did the work progress, that the bond was shortly handed to us by the Treasurer, who was William Mitchell. Here I will digress a short time. During the war of 1812, David Eckford, the Master ship-builder, of New York, was sent to Sacket’s Harbour, to take charge of the ship building at that place, and brought with him his carpenters. Among them were three young men, Henry Teabout, James Chapman and William Smith. The last was born on Staten Island, the other two in New York. Teabout and Smith served their time with Eckford. Chapman was a block turner. At the close of the war, these three formed a co-partnership, and Teabout, in contracting for building the Frontenac, was acting for the company. Before building the steamboat, they had built for themselves at Sacket’s Harbour, the Kingston, the only craft plying between Sacket’s and Kingston, and a fine schooner for the Lake, called the Woolsley. Chapman was in charge of the Kingston, and was doing a more than ordinary profitable business. Bruce’s friends wished to do something for him, and had him appointed, at a guinea a day, to inspect the timber (of the Frontenac). His study was to delay the building of the boat; there was a constant contest between him and Teabout.”—(Finkle). The contract price of the wood work was £7,000. When the boat was almost ready for the machinery, the contractor’s funds were expended. The engine cost £7,000. Before the vessel was completed, the cost reached nearly the sum of £20,000.
The Kingston Gazette informs us that “On Saturday, the 7th of September, 1816, the steamboat Frontenac was launched at the village of Ernesttown. A numerous concourse of people assembled on the occasion. But, in consequence of an approaching shower, a part of the spectators withdrew before the launch actually took place. The boat moved slowly from her place, and descended with majestic sweep into her proper element. The length of her keel is 150 feet; her deck, 170 feet; (the tonnage was about 700). Her proportions strike the eye very agreeably; and good judges have pronounced this to be the best piece of naval architecture of the kind yet produced in America. It reflects honor upon Messrs. Trebout and Chapman, the contractors, and their workmen; and also upon the proprietors, the greater part of whom are among the most respectable merchants and other inhabitants of the County of Frontenac, from which the name is derived. The machinery for this valuable boat was imported from England, and is said to be of an excellent structure. It is expected that she will be finished and ready for use in a few weeks. Steam navigation having succeeded to admiration in various rivers, the application of it to the waters of the Lakes is an interesting experiment. Every friend to public improvements must wish it all the success which is due to a spirit of useful enterprise.” The Gazette adds: “A steamboat was lately launched at Sacket’s Harbor. The opposite side of the Lake, which not long ago vied with each other in the building of ships of war, seem now to be equally emulous of commercial superiority.” Gourlay says the boat at Sacket’s Harbor was on a smaller scale, and less expensive. “She, the Frontenac, was estimated to cost £14,000; before she commenced her watery walk, her cost exceeded £20,000.”—(Finkle). “The deck was 170 feet long and thirty-two feet wide, draws only eight feet when loaded. Two paddle-wheels, with about forty feet circumference; answers slowly to the helm.”—(Howison).
The Kingston Gazette, of May 24, 1817, says, “Yesterday afternoon the steamboat left Mr. Kirby’s wharf for the dock at Point Frederick. We are sorry to hear, that through some accident, the machinery of one of the wheels has been considerably damaged, notwithstanding which, however, she moved with majestic grandeur against a strong wind. We understand she has gone to the dock, it being a more convenient place for putting in a suction pipe.” The same paper, of May 31, 1817, further says, “The steamboat Frontenac, after having completed the necessary work at the Naval Yard, left this port yesterday morning, for the purpose of taking in wood at the Bay Quinté. A fresh breeze was blowing into the harbor, against which she proceeded swiftly and steadily, to the admiration of a great number of spectators. We congratulate the managers and proprietors of this elegant boat, upon the prospects she affords of facilitating the navigation of Lake Ontario, by furnishing an expeditious and certain mode of conveyance to its various ports.” “June 7th, 1817. The Frontenac left this port on Thursday (5th,) on her first trip for the head of the Lake.” She was commanded by Capt. James McKenzie, of the Royal Navy, the first trip she made, who continued in command until she was no longer seaworthy. The Purser was A. G. Petrie, of Belleville, now far advanced in years. The Frontenac made the trip up and down the Lake and River, to Prescott, once a week. Whether she went further west than York, at first, is uncertain. Capt. Jas. McKenzie “came to Canada with the first division of the Royal Navy, sent from England to serve on the Lakes during the war of 1812. At the conclusion of the war, he returned to England, and was placed on half pay; but his active habits led him to consider and study the powers of the steam engine, and he soon became acquainted with its complicated machinery. In 1816, he returned to Kingston, and assisted in fitting up the Frontenac, which he commanded till she was worn out. Since, he has commanded the Alciope on this Lake, and at the time of his death, (27th August, 1832, aged 50), was engaged in the construction of two other steamboats; one at the head of the Lake, and one at Lake Simcoe; and was, on most occasions, consulted respecting the management of steamboats, so that he may justly be called the father of steam navigation in Upper Canada—his death may be considered a great loss to society and to the country.”
The first steamboat built to ply on Lake Erie was “Walk-in-the-Water,” built at Buffalo at the same time the “Frontenac” was built, and commenced her watery walk about the same time.
Respecting the Kingston, built at Sacket’s Harbor, we find it stated she was intended to ply between Lewiston and Ogdensburgh, but after a trial of a few months the undertaking was found to be either unprofitable or too much for the powers of the vessel to accomplish, and she afterwards employed ten days in making the round trip of 600 miles. She was 100 feet long and 24 feet wide, measuring 246 tons. The wheels were about 11 feet in diameter, and the capacity of the engine 21 horse power.