Chapter XIV: Conclusion

Reliable statistics are not easily found and are often accounted dry reading. From a variety of causes, figures are peculiarly prone to err. But whatever may be thought of the merely numerical argument which has almost unavoidably been introduced in these pages, the indisputable fact remains, that of all the triumphs of mind over matter in this nineteenth century nothing has contributed more to the advancement of civilization and the spread of Christianity, to the wealth of nations and the convenience and comfort of the human race, than the marvellous development of steam navigation which will ever be identified with the history of the illustrious reign of Her Majesty QUEEN VICTORIA.

FOOTNOTES:

[62] Mr. John Ross Robertson’s “Landmarks of Toronto” (Toronto: 1896) contains an account of nearly all the steamboats that have plied on Lake Ontario and the Upper St. Lawrence from 1816 to 1895.

[63] From notes by Rev. Professor Bryce, LL. D., of Winnipeg.

[64] Mr. J. A. Thomson, Inspector of Steamboats for British Columbia, furnished the information contained in these notes.

[65] Vancouver Island was at that time a British possession—leased to the Hudson’s Bay Company. When the lease expired, in 1859, the Island was made a Crown colony, and the old fort, with the large cattle farm attached to it, became the site of the beautiful city of Victoria, with its fine streets, electric railways, magnificent public buildings, palatial residences, a population of 23,000, and real estate valued at $20,000,000. The Island and British Columbia were made one Province in 1866, and entered the Dominion in 1871.

[66] Since these lines were penned the rush to the Klondike has given an immense impetus to the steamboat business of British Columbia.

[67] From notes by Rev. Robert Murray, Halifax.

[68] The largest graving-dock in the world is said to be the one built for the Clyde Trust at Govan, on the Clyde, and recently opened. It is 880 feet long, 115 feet wide and has 26½ feet of water on the sill. The Clyde Trust are evidently looking ahead. There may be no ships of 850 feet in sight at the moment, but there is no telling how soon there will be. The Govan dock is ready for them. In the meantime it has been partitioned off into two parts by still gates, the outer division being 460 feet in length, and the inner, 420 feet.

[69] Information furnished by Mr. Keith A. Barber, of H. M. Customs, St. John, N. B.

[70] Information supplied by Mr. W. F. Hales, of Charlottetown.

[71] By the kindness of Rev. Moses Harvey, D.D., of St. John’s.

[72] “Statistical Year Book of Canada, 1896,” p. 280.

[73] “Report U. S. Commissioner on Navigation, 1896,” p. 201.

[74] “Report U. S. Commissioner on Navigation, 1896,” p. 127.

APPENDICES.

I. CAPTAIN JOHN ERICSSON.

The name and fame of the inventor of the screw propeller are less widely known in Britain than in America, and in neither country, perhaps, has full justice been done to his memory. As a mechanical genius, he was one of the most remarkable men of his time, and did much to promote the development of steam navigation.

Ericsson was born in the Province of Vermeland, in Sweden, in the year 1803. Coming to England in 1826, he entered into partnership with Braithwaite, a noted mechanician, in London, and there and then entered upon his remarkable career as an inventor. In 1836 he married Amelia, daughter of Mr. John Byam, second son of Sir John Byam. Accompanied by his wife, he came to the United States, arriving at New York, in the _British Queen_, November 2nd, 1839. His wife, however, soon afterwards returned to England, and during the rest of their lives, “by an amicable arrangement,” the Atlantic rolled between.

Before leaving England, Ericsson had already patented a number of his inventions. One of the first of these was a machine for compressing air, a discovery which has since proved valuable in the construction of long tunnels and in many other ways. The introduction of his system of artificial draught was the key-note of the principle on which rapid locomotion chiefly depends. He electrified London with his steam fire-engine, but the conservative authorities would not countenance “a machine that consumed so much water!” In 1829 he entered into competition with Robert Stephenson, when a prize of £500 was offered for the best locomotive. He came off second-best, but it was a feather in his cap that his locomotive, the _Novelty_, glided smoothly over the track at the amazing speed of thirty miles an hour! His experiments with hot air occupied much of his time, and not without valuable results. His forte, however, was in the construction of steam-engines, of which he designed a large number, introducing many new principles, some of which were destined to survive.

Ericsson’s first stroke of business in the United States made him famous. The _Princeton_ war-ship (see page 69), built at the Philadelphia navy-yard under his direction, and fitted with his screw propeller, proved a great success, and gained him the favour and patronage of the government officials. Soon after the completion of the _Princeton,_ he embarked in what he then accounted the greatest enterprise of his life—

THE CALORIC SHIP “ERICSSON.”

With the financial assistance of several wealthy friends in New York, Ericsson proceeded to build a large sea-going vessel, to be propelled by means of hot air. It was a costly experiment, involving an outlay of $500,000, the engines alone costing $130,000. The cylinders were 168 inches in diameter, with six-feet stroke. The machinery was in motion within seven months of the laying of the vessel’s keel. On her trial trip the _Ericsson_ attained a speed of eight miles an hour, and subsequently as much as eleven miles an hour. The _Ericsson_ was at once a success and a failure. She sustained the inventor’s theory as to the power of heated air, _but_ so excessive was the temperature of the air required to develop the power, the cylinders were warped out of shape and some of the fittings were burned to a crisp. The costly experiment was consequently abandoned. The caloric engine was replaced by an ordinary steam-engine, and thus transformed the _Ericsson_ earned her living for many years.

THE “MONITOR.”

This further product of Ericsson’s fertile brain is in the form of an armour-protected, semi-submerged steam vessel for war purposes, and first came prominently into notice in connection with the memorable contest which took place in Hampton Roads on the 9th of March, 1862, between the _Merrimac_ and _Monitor_. The former was an old wooden vessel refitted by the Confederate Government at Norfolk navy-yard, and covered with protective armour to the water-line. The _Monitor_ was a flat iron boat resembling a scow, with nothing visible above water save the flush deck, from the centre of which rose a massive iron tower containing two guns of heavy calibre. The “cheese-box,” as the _Monitor_ was contemptuously styled, held her own against the _Merrimac_, which carried eleven guns. It was a drawn battle, but a victory for Ericsson, and resulted in many other steam vessels of this description being built for harbour and coast defence under his supervision.

John Ericsson died in New York on the 8th of March, 1889. _Vide_ “Ericsson and His Inventions,” in _Atlantic Monthly_ for July, 1862, and “John Ericsson, the Engineer,” in _Scribner’s Magazine_ for March, 1890.

II. THE WHALEBACK

was invented and patented some years ago by Captain McDougall, of Duluth, a long-headed and level-headed Scotchman hailing from the famed island of Islay. The peculiarity of its construction consists in its elliptical form, combining strength of hull, cheapness of first cost and working, and large carrying capacity upon a light draught of water. Having no masts, the whaleback is entirely dependent on its steam-power, which in case of a breakdown or heavy weather renders the vessel helpless and unmanageable; but, on the other hand, it is contended that so long as she has sufficient water under her she is practically unsinkable. She has no deck to speak of, and consequently nothing to wash overboard save the waves, which play harmlessly over her arched roofing. Her hold is, so to speak, hermetically sealed. Though chiefly intended to carry freight, the capabilities of the whaleback as a passenger steamer have been satisfactorily tested. The _Christopher Columbus_, built on this principle, did duty as an excursion steamer at the Chicago World’s Fair, and is now plying regularly as a passenger boat between Chicago and Milwaukee—the largest excursion steamer, so it is said, in the world, “having a carrying capacity of 5,000, which number of persons she has comfortably transported on a number of occasions.” The steamer is 362 feet in length, has engines of 2,800 horse-power, and runs at the rate of twenty miles an hour. A considerable number of “whalebacks” are now engaged in the Upper Lakes grain and iron ore trade, all of them having been built by the Steel Barge Company at West Superior.

From a photo presented by Mr. D. G. Thomson, of Montreal.]

The above cut is a faithful representation of a type of steamer peculiar to the Upper Lakes, which, though somewhat odd-looking, is said to answer its purpose well as a grain-carrier.

The latest addition to the fleet is the biggest vessel of her class, and just now the largest grain-carrier on the lakes. This vessel, named after the inventor, _Alexander McDougall_, is 130 feet in length over all, 50 feet moulded breadth, and 27 feet in depth. Her double bottom is five feet deep, giving her a total water ballast capacity of 2,000 tons. Her displacement on a draught of 18 feet is about 10,000 tons, and she is able to carry the enormous cargo of 7,200 tons, equivalent to 240,000 bushels of wheat. She is built of steel, and has quadruple expansion engines. The only departure from the original whaleback in this instance is the substitution of the perpendicular stem for the “swinish snout” or “spoon bow,” which has called forth so many uncomplimentary remarks, and which is much in evidence in our cut.

In 1891 the whaleback _Wetmore_ was the first of this class of vessels to bring a cargo of grain from the Upper Lakes to Montreal and continue the voyage to Liverpool, where she arrived safely on July 21st. From Liverpool the _Wetmore_ sailed to the Pacific coast _via_ Cape Horn, and while carrying a cargo of coal from Puget Sound to San Francisco she was disabled in a violent storm, went ashore, and was wrecked.

III. THE TURRET STEAMSHIP.

The hull of the turret ship closely resembles that of the whaleback, but instead of the “spoon bow” it has the straight stem, and is further distinguished by a “turret deck,” so called, about one-third the width of the vessel and extending over its entire length, at a height of some five or six feet above the turn of the hull. This forms the working deck, and towering above it are the bridge, the cook’s galley, the engineers’ quarters, and other two-story erections, forming an unship-shapely _tout ensemble_ of a most unprepossessing appearance; and yet, this is the type of steamship at one time seriously proposed by the contractors for the Canadian fast-line service! There are some thirty-five such vessels afloat in different parts of the world, all built at Sunderland, and most of them engaged in the coal trade, for which they are said to be well adapted.

The _Turret Age_, which plies between Sydney, C.B., and Montreal during the season of navigation, was built in 1893, and is owned by Messrs. Peterson, Tate & Co., of Newcastle-on-Tyne. She is one of the largest of her class, being 311 feet in length, 38.2 feet in width, and 21.6 feet deep. She is propelled by a single screw, has a speed of eleven knots, and carries 3,700 tons of coal. Her capacious, unobstructed hold and continuous hatchway permit of loading and discharging cargo with marvellous rapidity, and she is said to be a fairly good sea-boat.

IV. WATER JET SYSTEM OF PROPULSION.

While Ericsson, Smith, Woodcroft and Lowe were busying themselves with experiments for perfecting the principle of the submerged screw as a means of propelling vessels through the water, another plan was being devised which, for a time, excited much interest, and was very nearly becoming a success. This was Ruthven’s water-jet propeller. It differed from Ericsson’s in the singular fact that the actual propeller was placed inside of the ship instead of on the outside. This propeller, in the shape of a fan-wheel with curved blades, was made to revolve horizontally and rapidly in a tank of water placed in the hold of the vessel, fed from the sea through openings in the hull. The power of the steam-engine was applied to expelling the water from this tank through curved pipes with nozzles, on either side of the ship. In proportion to the velocity with which the water was forced through these pipes into the sea below the water-line, an impetus in the opposite direction was given to the vessel. The nozzles were so constructed that they could be turned easily towards the bow or stern, as occasion required, for forward or backward motion. The first experiment with this appliance was made by Messrs. Ruthven, of Edinburgh, on the Frith of Forth, with an iron boat 40 feet in length, in 1843, when a speed of seven miles an hour was attained. The _Enterprise_, 90 feet long and 100 tons burthen, was built on this principle, and made her trial trip, January 16th, 1854, when she developed a speed of 9.35 miles an hour. This vessel was intended for the deep-sea fishing, and the jet-propeller was suggested in this case as being less liable to become entangled with the nets than the screw or paddle. The water-jet system was also tried on a Rhine passenger steamboat with some measure of success; but while the theory was upheld, it seems to have failed in practice, because the results in speed and in other respects were not proportioned to the working power and the consumption of fuel. See _En. Britannica_, 8th ed., vol. xx., p. 661.

V. THE CIGAR STEAMBOAT.

Experiments with this style of river craft have been frequent on both sides of the Atlantic without, however, being followed by substantial success. So long ago as 1835, the _Rapid_, consisting of two hollow cylinders, pointed at either end in cigar fashion, placed ten feet apart, with a large wheel between them in the centre, appeared on the Upper St. Lawrence, fitted with the steam-engine of the superannuated _Jack Downing_. Her first trip down the river was also her last, for, after many fruitless attempts to return, she was wrecked, and for a time abandoned. Eventually, she was towed, by way of the Ottawa and Rideau canals, to Ogdensburg, where she was refitted and plied for some time as a ferry boat. A very pretty specimen of a cigar-boat built of iron, with an elegant superstructure, the writer remembers having seen on the Clyde more than half a century ago, but as to its career and ultimate fate deponent sayeth not. A twin-boat steamer, reminding us of Patrick Miller’s first attempt at steam-boating, propelled, however, by side-wheels, may be seen any day during the season of navigation dragging its slow length along on the ferry from Laprairie to the opposite shore of the St. Lawrence, near Montreal.

VI. THE ROLLER STEAMBOAT.

The reader is requested to put on his thinking cap before endeavouring to comprehend the brief reference now to be made to Mr. Knapp’s “Roller.” On the 8th of September, 1897, there was launched from the yard of the well-known Polson’s Iron Works Company in Toronto, an enlarged model of the strangest craft ever seen—a huge innovation upon all preconceived ideas of marine architecture. The exterior of the boat in question, if it can be called a boat, has all the appearance of a round boiler 110 feet long and 25 feet in diameter. The outer cylinder is built of one-quarter inch steel plates stoutly ribbed and riveted, and armed with a number of fins, or small paddles, the ends being funnel-shaped, with openings in the centre. This is made to revolve by means of two engines of 60 horse-power each, placed one at either end of the vessel. An inner cylinder similarly constructed, corresponding to the hold of a ship, remains stationary while the other is supposed to be rolling over the surface of the water, regardless of wind and waves, at railway speed. The modest calculation of the inventor is that a steam vessel so constructed of 700 feet in length and 150 feet in diameter, _ought_ to cover the distance between New York and Liverpool in forty-eight hours! This model was built at a cost of $10,000. The results of the trial trip on Toronto Bay have not been made public.

VII. THE “TURBINIA.”

In June, 1897, there appeared on the Solent, at the time of the great Jubilee Naval Review, a steam vessel furnished with a novel method of propulsion, by which a speed far in excess of any previous record was attained. In the opinion of competent experts this new application of steam-power is likely to bring about in the near future a revolution in steam navigation. The following account of this phenomenal craft appeared in the Montreal _Star_:

“LONDON, July 5th, 1897.

“The record-breaking 100-foot torpedo boat _Turbinia_
has intensely interested the public here generally,
and experts in marine engineering in particular.
It is admitted that if the principle of the steam
turbine invented by Charles Parsons and fitted in the
_Turbinia_ can be extended to large ships, it will
mark the greatest revolution in mechanics since the
invention of the steam-engine itself.

“Mr. Wolff, M. P. for Belfast, head of the famous
firm of Harland & Wolff, of Belfast, and himself the
designer of the White Star Liners, says:

“‘I saw the _Turbinia_ at Spithead going nearly eight
miles an hour faster than any vessel had ever gone
before, and even then she was not being pushed to her
full speed. She passed quite close to the _Teutonic_,
on which I was. She dashed along with marvellous speed
and smoothness.

“‘I must say, however, that I felt more secure on the
_Teutonic_ than I should have felt on the _Turbinia_,
for you know they have not yet surmounted the
difficulty of reversing the engine. She can go ahead
forty miles an hour but can only reverse at less than
four.

“‘If Parsons can make a similar turbine engine
practicable for big craft with proper reversing power,
he will open a new era in the history of steam motors.
But, although he has carried the economizing of steam
to a great pitch for a turbine engine, still from my
observation the waste of both steam and fuel under his
system, if applied on a large scale, would be almost
fatal. That there is a big future before his turbine
engine for launches and other small craft I do not
doubt, provided that he can get over the reversing
difficulty.’”

The _Scientific American_, in its issue of June 26th, 1897, says: “Nothing more startling has ever occurred than the wonderful runs which have recently been made by a little craft called the _Turbinia_, in which the motive power is supplied by a steam turbine of the Parsons type.”

Quoting from a paper read at a meeting of the Institution of Civil Engineers in London, by the Hon. Charles A. Parsons, the inventor of this new system, the advantages of the turbine system are thus summarized:

“(1) Greatly increased speed, owing to diminution of
weight and smaller steam consumption; (2) increased
carrying power of vessel; (3) increased economy in coal
consumption; (4) increased facilities for navigating
shallow waters; (5) increased stability of vessel;
(6) reduced weight of machinery; (7) reduced cost of
attendance on machinery; (8) reduced size and weight
of screw propellers and shafting; (9) absence of
vibration; (10) lowered centre of gravity of machinery,
and reduced risk in time of war.

“The _Turbinia_ is 100 ft. in length, 9 ft. beam,
3 ft. draught amidships, and 44½ tons displacement.
She has three screw shafts, each directly driven by
a compound steam turbine of the parallel flow type.
The three turbines are in series, and the steam is
expanded—at full power—from a pressure of 170 pound
absolute, at which it reaches the motor, to a pressure
of one pound absolute, at which it is condensed. The
shafts are slightly inclined, and each carries three
crews, making nine in all. The screws have a diameter
of 18 in., and when running at full speed they make
2,200 revolutions per minute. Steam is supplied from a
water tube boiler, and the draught is forced by a fan,
mounted on the prolongation of the low pressure motor
shaft, the advantage of this arrangement being that the
draught is increased as the demand for steam increases,
and also that the power to drive the fan is obtained
directly from the main engines.

“Up to the present the maximum mean speed attained
has been 32¾ knots, as the mean of two consecutive
runs on the measured mile. These runs were made after
about four hours’ steaming at other speeds, and the
boat on the day of the trials had been fifteen days in
the water. It is anticipated that on subsequent trials,
after some alterations to the steam pipe, still higher
mean speeds will be obtained.

“It is believed that when boats of 200 feet in length
and upward are fitted with compound turbine motors,
speeds of 35 to 40 knots may be easily obtained in
vessels of the destroyer class, and it is also believed
that the turbine will—in a lesser degree—enable
higher speeds to be realized in all classes of
passenger vessels.”

Referring to the difficulty of reversing the engines of the _Turbinia_, the _Scientific American_ adds, that “by using a system of ‘butterfly’ reversing steam valves, a motor has been constructed in which the steam may be made to flow through the blades of the turbine in either direction, the whole horse-power of the engines being thus available for going astern.” Detailed drawings and descriptions of the _Turbinia_ and the new motor may be found in the supplements of the _Scientific American_ (New York) for June 26th, 1897, and March 12th, 1898.

INDEX.

_Letter_ =“S”= _indicates Inland Steamer_, =“SS”= _Ocean Steamer._

Aberdeen Steamship Line, 156.
Acadia, SS., 73.
Accommodation, S., 50, 312.
Adriatic, SS., Collins, 105.
Adriatic, SS., White Star, 118.
African Steamship Company, 154.
Aird, Captain, 215.
Aitken & Company, steamship builders, 286.
Alaska, SS., 116.
Albany to Montreal, 260.
Alberta, S., 284.
Algoma, S., 255, 284.
Allan, Alexander, 196, 209.
Allan, Andrew, 196, 296.
Allan, Bryce, 196, 209.
Allan, James, 196, 209.
Allan, Sir Hugh, 196, 208.
Allan Steamship Line, 196.
Alps, SS., 99.
Amazon, steel barge, 302.
America, SS., 114.
Amerika, SS., 141.
American Steamship Line, Lake Ontario, 327.
Anchor Steamship Line, 113, 151.
Ancient, Rev. W. J., 122.
Anderson, Captain, 86.
Angloman, SS., 225.
Anglo-Saxon, SS., wrecked, 199.
Appomattox, S., 272.
Archer, Captain, 202, 213.
Archimedes, S., 68.
Arctic, SS., 104, 106.
Arizona, SS., 116.
Armed cruisers, 172.
Armed mail packets, 73.
Arrow Steamship Line, 129.
Athabaska, S., 284.
Athenian, SS., 164.
Atlantic, SS., Collins, 104-106.
Atlantic, SS., White Star, 121.
Atlantic Transport Steamship Line, 129.
Augusta Victoria, SS., 132.
Australasian, SS., 88.
Australia, SS., P. & 0., 147.
Australia and Vancouver Steamship Line, 164.
Austria, SS., burned, 134.
Aylmer, Lord, 54.

Bain, Captain Robert, 36.
Ballantine, Captain, 200.
Baltic, SS., Collins, 104-106.
Baltic, SS., White Star, 118.
Bannockburn, S., 286, 293.
Barbadian, SS., 157.
Barber & Company Steamship Line, 129.
Barber, Keith A., 343.
Barclay & Curie, builders, 205.
Battleships, 171.
Bay of Fundy, 188.
Beauharnois Canal, 265.
Beaver Steamship Line, The, 229.
Beaver, The old steamer, 334.
Belgravia, SS., 113.
Bell, Henry, 36.
Bibby Steamship Line, 151.
Black Ball Steamship Line, 27.
Black Diamond Steamship Line, 235.
Blue Flag Steamship Line, 129.
Bohemian, SS., 199;
wrecked, 202.
Boothby, Captain, 186.
Boulton & Watt, engineers, 334.
Brandon to Britain, 295.
Bristol City Steamship Line, 129.
Britannia, SS., 72, 74.
Britannic, SS., 118.
British and African Steamship Company, 155.
British and Colonial Steam Navigation Company, 156.
British Columbia, 334.
British India Steam Navigation Company, 148.
British and North American Royal Mail Steam-Packet Company, 73.
British navy, 166, 175.
British Queen, SS., 97.
Brooks, Captain, 102.
Brown, Captain, 216.
Bruce Mines, S., 254.
Brunel, Isambard, 66.
Brush, George, 307, 310.
Buenos Ayrean, SS., 206.
Bulwer, Sir Edward, 159.
Burial of dead at sea, 183.
Burlington, S., 44.
Burns, Rev. Dr., 94.
Burns, Sir George, 71, 93.

Calcutta and Burmah Steam Navigation Company, 148.
Caledonia, SS., Cunard, 73.
Caledonia, SS., P. & O., 146.
Calvin Company, 287.
Cameron, Captain, 123.
Campana, S., 235.
Campania, SS., 78, 174.
Campbell, Captain Howard, 234.
Canada, SS., Cunard Line, 75.
Canada, SS., Dominion Line, 226.
Canada Shipping Company, 229.
Canadian, SS., 198-200.
Canadian canals, 258.
Canadian commerce on lakes, 283.
Canadian Pacific Railway, 158.
Canadian Pacific steamers, 160, 164, 284.
Canadian Steam Navigation Company, 316.
Canal tariffs, 303.
Cape of Good Hope, SS., 149.
Car of Commerce, S., 310.
Carthaginian, SS., 206.
Castle Steamship Line, The, 155.
Celtic, SS., 118.
Charity, SS., 195.
Charlotte Dundas, S., 33.
Chesapeake and Ohio Steamship Line, 129.
Chicora, S., 255.
Chieftain, S., 326.
Chimborazo, SS., 148.
China, SS., 75.
Chippewa, S., 254.
Cimbria, SS., sunk, 134.
Circassia, SS., 186.
Circassian, SS., 205.
City of Berlin, SS., 108.
City of Boston, SS., 107.
City of Brussels, SS., 107.
City of Chicago, SS., 107.
City of Glasgow, SS., 107.
City of Manchester, SS., 107.
City of Montreal, SS., 107.
City of New York, SS., 108.
City of Paris, SS., 108.
City of Philadelphia, SS., 107.
City of Rome, SS., 113, 128.
City of Washington, SS., 107.
City Steamship Line to India, 152.
Clan Steamship Line, The, 150.
Cleopatra, SS., 195.
Clermont, S., 41.
Cleveland, Ohio, 278, 281.
Clipper ships, 26.
Clyde River steamers, 38.
Codfish industry, 355.
Collingwood and Owen Sound, 255.
Collins, E. K., 106.
Collins Steamship Line, 99, 103.
Collision at sea, 126.
Columba, S., 38.
Comet, S., Bell’s, 34, 312.
Commerce of Great Lakes, 268.
Compagnie Générale Transatlantique, 138.
Compound engines, 100, 345.
Connal & Co., builders, 222.
Continental Steamship Lines, 130.
Cook, Captain, 86, 88.
Corona, S., 330.
Cost of running steamships, 84.
Cramp & Sons, builders, 110.
Crathie, SS., collision, 136.
Crescent, H.M.S., 189.
Crimean War, 198, 214.
Cruisers, Armed, 172.
Cumberland, S., 255.
Cunard fleet, 85.
Cunard Steamship Line, 73.
Cunard, Sir Edward, 93.
Cunard, Sir Samuel, 71, 91.
Cunard track chart, 96, 176.
Currie, Captain, 207.
Cushing, Manager, 318.
Cuzco, SS., 148.

Dakota, SS., 115.
Dalziel, Captain, 203.
Danmark, SS., foundered, 141.
Danube, SS., 157.
Dawn of steam navigation, 28.
Deeper waterways, 299, 302.
Dennys, ship-builders, 154, 198, 204.
Detroit River tonnage, 276.
Devonia, SS., 113.
Diamond Jubilee Review, 170.
Dick, Captain, 324.
Dickens, Charles, 18.
Distances, Marine, 177.
Dolphin, S., 325, 326.
Dominion Steamship Line, 221.
Dominion Steamers, 353.
Donaldson Steamship Line, 234.
Douglas, Captain, 75.
Douglas, Governor of British Columbia, 336.
Dramatic Line, The, 103.
Draught, Induced, 20.
Drummond Castle, SS., lost, 155.
Dry-docks, 342.
Duke of Marlborough, H.M.S., 168.
Duke of Wellington, H.M.S., 97, 168.
Durham boats, 260.
Durham City, SS., 190.
Dutton, Captain, 217.

Early Atlantic steamers, 50.
Eastern trade, The, 153.
East India Company, 142.
Elbe, SS., sunk, 136.
Elder, Dempster Steamship Line, 156, 235.
Elder, John, & Co., 100, 116, 132.
Eldridge, Captain, 106.
Elevator, The grain, 290.
Emerald, S., 254.
Emigrant ships, 20, 210.
Empress Steamship Line, 160.
Empire, S., 255.
Empire City, S., 271.
Enterprise, SS., 53.
Ericsson, John, inventor, 67.
Erie Canal, 280.
Erin, SS., lost, 115.
Etolia, SS., in the ice, 185.
Etruria, SS., 77, 119, 189.
Europa, SS., 75.
European, SS., 157.
Eutopia, SS., sunk, 114.
Evans, Captain, 185.
Exports from Montreal, 267.

Fares to India and the East, 147, 153.
Fairfield Ship-yard, 78, 100, 346.
Farlinger, Captain, 327.
Fast Line of Steamships, 236, 242.
Fast service to Japan, 156.
Favourite, sailing-ship, 196.
Fawcett, William, SS., 146.
Ferry-boats, American, 48.
First compound engine, 345.
First live stock shipment, 236.
First lake propeller, 252.
First steamer in Canada, 50, 312.
First steamer on Lake Ontario, 247.
First steamer on Lake Erie, 251.
First ocean steamship, 54.
First steam fog-horn, 347.
First steel steamship, 206.
First wheat shipment from Manitoba, 295.
Fleming, Sir Sandford, 159, 239, 242.
Floating elevators, 295.
Flying Squadron, The, 170.
Fox, Sir Douglas, 144.
Francis B. Ogden, S., 68.
Francis Smith, S., 255.
Frederick the Great, SS., 144.
Freight, inland rates, 303.
French Steamship Line, 138.
Friesland, SS., 113.
Frontenac, S., 247.
Fulda, SS., 86, 136.
Fulton, Robert, 41.
Furnessia, SS., 113.
Furness Steamship Line, 235.
Fürst Bismarck, SS., 131.

Gallia, SS., 234.
Garonne, SS., 148.
Gaskin, Captain, 263.
General Smyth, S., 343.
Genova, SS., 195.
German East African Steamship Line, 156.
Germanic, SS., 118, 127.
Gildersleeve, S., 320.
Gildersleeve, Manager, 316.
Glenmorag, ship, wrecked, 207.
Golconda, SS., 149.
Gore, S., 254.
Gothic, SS., 151.
Graham, Captain John, 210.
Grain-sucker, 291.
Grain elevator, 290.
Grand Trunk Railway opened, 328.
Grange, Captain, 209.
“Graphic,” The London, 171.
Graving-docks, 342.
Great Britain, SS., 61.
Great Eastern, SS., 62.
Great Lakes, The, 244.
Great Northern Transit Company, 288.
Great Republic, SS., 26.
Great Western, SS., 60.
Great Western Railroad Line, 327.
Grenville Canal, 318.
Griffin, schooner, 246.
Guion Steamship Line, 115.
Gulf ports, Map of, 241.

Hagart & Crangle Line, 287.
Haines, Captain, 89.
Haliburton, Judge, 93, 159.
Halifax harbour, 340.
Hall Steamship Line, 152.
Hamburg & American Steamship Packet Company, 130.
Hamilton, Captain Clarke, 327.
Hamilton, Hon. John, 323, 331.
Hamilton, S., 327.
Hamilton Steam Navigation Company, 330.
Handyside & Henderson, 113.
Hansa St. Lawrence Steamship Line, 235.
Harland & Wolff, 117, 123, 140, 151, 228.
Harrison, Captain, 86.
Havel, SS., 137.
Head Steamship Line, 235.
Henderson Steamship Line, 152.
Hennepin, Father, 246.
Hercules, S., 252, 309.
Hibernia, SS., 87
Hibernian, SS., 204.
Highlander, S., 324.
Hill Steamship Line, 129.
Himalaya, SS., 147.
Hindostan, SS., 146.
Hooker & Jones, forwarders, 318.
Hornet, torpedo destroyer, 169.
Horse-boat, The, 29.
Howard, Captain Thomas, 320, 327, 328.
Howe, Hon. Joseph, 159.
Howland, O. A., 301.
Hudson’s Bay Company, 332, 333.
Hungarian, SS., lost, 199, 200.

Icebergs, 183.
Idaho, SS., lost, 225.
Imrie, William, 117.
Independence, propeller, 257.
India, SS., 149.
India and the East, 142.
Indian, SS., 142, 198, 200.
Indiana, SS., U.S., 342.
Inman Steamship Line, 107.
International Steamship Line, 107, 109.
Inverclyde, Lord, 94, 99.
Ireland, propeller, 263.
Iron steamers, 61, 314.
Iron ore transportation, 279.
Iroquois, S., 326.
Ismay, Thomas, H., 116, 122.

James Swift, S., 331.
James Watt, S., 271.
John Jacob Astor, sail vessel, 256.
John Kenzie, brig, 254.
John Munn, S., 313.
Johnston Steamship Line, 235.
Jones, Captain J., 66, 202.
Jones, Captain Thomas, 209.
Jones, J. & J., forwarders, 318.
Jubilee Review, 170.
Judkins, Captain, 86.
Julia Palmer, propeller, 257.
Jura, SS., stranded, 202.

Kaiser Wilhelm der Grosse, SS., 136.
Kaiser Wilhelm II, 136.
Keefer, Thomas, C.E., 283, 301.
Kent, S., 254.
Kingsford, Historian, 263, 283.
Kingston, Ontario, 331.
Kingston, S., 327.
Klondike, Steam to, 164.

Labrador, SS., 223.
Lachine Canal, 259.
Lady Colborne, S., 314.
Lady Eglinton, S., 195.
Lady Elgin, S., 314.
Lady Sherbrooke, S., 310, 312.
Lady Washington, schooner, 247.
Lahn, SS., 136.
Lake Ontario, SS., 231.
Lake St. Peter, 266.
Lake Superior, SS., 231.
Lakes, Navigation Companies, 270.
Lakes, The Great, 244.
La France, ship, 28.
La Salle, explorer, 246.
La Bourgogne, SS., lost, 138.
La Touraine, SS., 138.
Lamport & Holt Steamship Line, 129, 157.
Lifeboats at sea, 125.
Lindall, Captain, 222.
Live stock exportation, 236.
Liverpool landing-stage, 81.
Liverpool packet-ships, 27.
Liverpool, SS., 58.
Lochearn, SS., collision, 140.
Locomotives, 294.
Lord Steamship Line, 129.
Lord Sydenham, S., 314.
Lott, Captain, 86, 88.
Lowe, James, inventor, 68.
Lucania, SS., 78.
Lusitania, SS., 148.

Magnet, S., 327.
Majestic, SS., 119.
Malsham, S., 310.
Manchester Ship Canal, 235.
Manhanset Steamship Line, 129.
Manitoba, S., 286.
Manitou, S., 270.
Map of the Gulf of St. Lawrence, 241.
Marjery, S., 40.
Marine distances, 175.
Mariposa, SS., wrecked, 225.
Marshall, Captain, 320.
Matiana, SS., 149.
Maudsley, Field & Company, engineers, 118.
Memphis, SS., lost, 235.
Merchant Lines, Hamilton, 287.
Merritt, Hon. William, 262.
Messageries Maritimes Steamship Company, 153.
Miller, Patrick, 31.
Milloy, Alexander, 316.
Miowera, SS., 164.
Missouri, SS., 141.
Moldavia, SS., 186.
Molson, Hon. John, 307.
Monarch, S., 287.
Montana, SS., 115.
Montreal Ocean Steamship Company, 198.
Montreal, Port of, 266.
Montreal steamer burned, 315.
Montreal Transportation Company, 286.
Moodie, Captain, 86.
Moravian, SS., wrecked, 202.
Morris, Hon. Alex., 159.
MountStephen, Lord, 164.
Munro, Thomas, C.E., 301.
Murrell, Captain, 141.
Mutiny at sea, 24.
Macaulay, Captain, 227.
Macdougall, Captain John, 57.
Maclean, Captain N., 217.
Macleod, Dr. Norman, 179.
Macpherson, Crane & Co., 318.
McIver, David, 71, 95.
McKean, McLarty & Co., 195.
McKenzie, Captain, 248.
McKinstry, Captain, 127.
McLennan, Hugh, 296.
McMaster, Captain, 209.
Napier, David, 35.
Napier, Robert, 71, 96, 148, 168, 205.
Napoleon, S., 314.
Naronic, SS., lost at sea, 122.
Natal Steamship Line, 156.
National Steamship Line, 114.
Navy, The Royal, 166, 175.
Nestorian, SS., 205.
Netherlands Steamship Line, 140.
New England, SS., 229.
Newfoundland, 354.
New York, SS., 108, 111.
Niagara Ship Canal, 302.
Niagara, SS., 74.
Niagara Steam Navigation Company, 329.
Nile, SS., 157.
Norman, SS., 155.
Normannia, SS., 131.
North Atlantic Steamship Company, P. E. I., 349.
North American, SS., 199.
North Briton, SS., lost, 202.
North American Transport Company, 129.
Northern Light, S., 351.
Northern Steamship Company, 272.
North German Lloyd Steamship Company, 134.
North Shore Navigation Company, 288.
North-West Fur Company, 256, 277.
North-West Navigation Company, 333.
North-West, S., 274.
North-West Transportation Company, 287.
Norwegian, SS., wrecked, 202, 204.
Nova Scotia, 340.
Nova Scotian, SS., 199.

Ogilvie, W. W., 297.
Oldfield, S., 321.
Old Man of the Sea, 102.
Ontario Lake Navigation, 328.
Ontario, S., 248, 326.
Ontario, SS., 222.
Ophir, SS., 148.
Oregon, SS., Cunard, sunk, 86, 99.
Oregon, SS., Dominion, 222.
Orient Steam Navigation Company, 147.
Orizaba, SS., 157.
Ottawa, SS., 195, 225.
Ottawa and Georgian Bay Canal, 304.
Ottawa and Rideau Forwarding Company, 310, 318.
Ottawa River steamers, 321.
Ottawa River Navigation Company, 318.
Overland route, The, 143.
Owego, S., 270.

Pacific, SS., 104, 106.
Pacific Steamship Navigation Company, 157.
Packet-ships, 27.
Papin, Denis, 20.
Paris, SS., 108, 125, 189.
Parisian, SS., 205.
Parsell, Captain, 123.
Passport, S., 327.
Patterson of Bristol, 60.
Paynter, George, 102.
Penelope, H.M.S., 168.
Peninsular and Oriental Steamship Company, 145.
Pennsylvania, SS., 101, 134.
Persia, SS., 75, 97.
Peruvian, SS., 205.
Peterson, Tate & Co., 237.
Phœnician, SS., 207.
Pioneer, S., 252.
Ploughboy, S., 254.
Polynesian, SS., 205.
Pomeranian in a storm, 203.
Pomone, French war-ship, 69.
Postal compensation, 132.
President, SS., lost at sea, 61.
Prince Edward Island, 347.
Prince of Wales, war-ship, 168.
Princeton, war-ship, 69.
Priscilla, S., 44.
Provisions, Ships’, 83.
Puffers, 319.
Pumper, S., 264.

Quebec Province, 307.
Quebec and Halifax Steamship Company, 66.
Quebec, S., 311.
Quebec Steamship Company, 235.
Queen Charlotte, S., 249.
Queen City, S., 293.
Quetta, SS., wrecked, 149.

Racing at sea, 125.
Randolph, Elder & Co., 100.
Rates of passage, 124.
Rathbun Company, 330.
Rattler, H.M.S., 69.
Recovery, brigantine, 256.
Red Star Steamship Line, 112.
Renown, H.M.S., 172.
Republic, SS., White Star, 118.
Richardson, Captain, 217.
Richard Smith, S., 347.
Richards, Mills & Co., 224.
Richelieu Steamboat Company, 314.
Rideau Canal, 264.
Ritchie, Captain, 216.
Robert Garrett, S., 48.
Rob Roy, S., 40.
Rockefeller Fleet, 271.
Rosemount, S., 286.
Royal Mail West Indies Steam-Packet Company, 156.
Royal William, S.S., 54, 340, 347.
Rubattino Steamship Line, 153.
Russell, Scott, 63.
Russia, SS., 75.

Sail _versus_ Steam, 247.
Salier, SS., lost at sea. 136.
Sampson, propeller, 252.
Sam Ward, S., 257.
Sarah Sands, SS., 195.
Sardinian, SS., 205, 217.
Sarmatian, SS., 198.
Sarnia, SS., 222.
Sault Ste. Marie Canal, 276.
Savannah, SS., 51.
Scotia, SS., 75, 97.
Scotsman, SS., 225.
Scott & Company, 138.
Schiller, SS., wrecked, 134.
Screw propeller, The, 67.
Sealing steamers, 355.
Servia, SS., 76.
Shaw, Savill and Albion Steamship Company, 151.
Shenango, ferry steamer, 49.
Shepherd, Captain H. W., 322.
Shepherd, Captain R. W., 321.
Ship-building, 279.
Ship canals, 303.
Siberian, SS., 206.
Simpson, Sir George, 258.
Simcoe, General, 258.
Sirius, SS., 59.
Sir Robert Peel, S., 324.
Smith, T. P., inventor, 67.
Smith, Captain W. H., 194, 214.
Smith, Donald A., 159.
Smythe, Major C., 158.
Sophia, S., 249.
Sovereign, S., 317.
Spaarndam, SS., 141.
Spitfire, H.M.S., 354.
Spithead reviews, 173.
Spree, SS., 136.
Stanley, S. P. E. I., 351.
State Steamship Line, 129.
Steam Navigation in British Columbia, 334.
Steam Navigation in New Brunswick, 343.
Steam Navigation on the Ottawa, 317.
Steam Navigation in Newfoundland, 354.
Steam Navigation in Nova Scotia, 340.
Steam Navigation in Prince Edward Island, 347.
Steam Navigation in Quebec, 307.
Steam Navigation in Manitoba, 332.
Steam Navigation in Ontario, 323.
Stearns, Captain, 324.
Steel barges, 282.
Steel steamships. First, 206.
Stephen, George, 159, 164.
Stewart, Macleod, 304.
Stone, Captain, 86.
Strachan, Bishop, 21.
St. George, SS., wrecked, 202.
St. John harbour, N. B., 345.
St. Lawrence canals, 258, 264.
St. Lawrence route, 192.
St. Mary’s Falls Canal, 276, 278.
St. Louis, SS., 110.
St. Paul, SS., 110.
Strathcona, Lord, 159, 164.
Subsidies to steamship companies, 104, 111, 161.
Subventions, 120.
Suez Canal, 144, 149.
Summary of Steam Navigation, 356.
Sunday at sea, 178.
Sutherland, Captain, 327.
Swearing, Profane, 220.
Swiftsure, S., 310.
Symington, William, 31.

Tartar, SS., 164.
Taylor, T. F., 284.
Taylor, Dr. W. M., 179.
Tate Brothers, builders, 314.
Thingvalla Steamship Line, 141.
Thomas MacKay, S., 320.
Thomson, J. A., steamboat inspector, 334.
Thomson Steamship Line, 235.
Thomson, J. and G., steamship builders, 108, 113, 123.
Teutonic, SS., 119, 174.
Tidal waves, 188.
Tod & McGregor, engineers, 107.
Tonnage on the Great Lakes, 276.
Toronto and Steam Navigation, 329.
Torpedo boats, 169.
Torrance, John, 228, 308.
Torrance, Messrs. David, & Co., 221, 307.
Transportation companies, 284.
Transportation business, 289.
Trave, SS., 136.
Trent, SS., 88.
Trevethick, Engineer, 67.
Tripoli, SS., lost, 86.
Twohey, Captain, 324.

Ulster Steamship Company, 235.
Umbria, SS., 77, 119.
Unicorn, SS., 75.
Union Steamship Company, Africa, 154.
Union Steamship Company, New Zealand, 151.

United Empire, S., 287.
United Empire Loyalists, 258, 296.
United Kingdom, SS., 40.
United States Shipping Company, 129.
Up-to-date steamships, 18.
Utica, barge, 270.

Vancouver Island, 336.
Vancouver, SS., 222.
Vandalia, propeller, 252.
Vesta, SS., 106.
Vicksburg, SS., lost, 224.
Victoria, B. C., founded, 336.
Victoria Steamboat Association, 38.
Ville de Havre, SS., lost, 140.
Ville de Ciotat, SS., 153.
Voyageurs, Early, 258.

Waghorn, Lieut., 143.
Waldensian, SS., 207.
Walk-in-the-Water, S., 251.
Ward & Co., 310, 311.
Waring, Captain W. L., 345.
Warrimoo, SS., 164.
Warrior, H. M. S., 168.
Washington, schooner, 246.
Waterways of Canada, 244.
Watt, James, engineer, 67.
Welland Canal, 262.
West Indies and Pacific Steamship Lines, 156.
Whale captured, 312.
White Star Steamship Line, 116.
William Fawcett, SS., 146.
William IV., S., 324.
Williams, Captain, 122.
Wilson Connoly Company, 313.
Wilson Steamship Line, 128.
Winter Ferry, P. E. I., 349.
Woodcroft, Engineer, 67.
Woodruff, Captain, 74.
World’s Steamers, 357.
Wylie, Captain, 212.

Young, Captain, 128.

* * * * * *

Transcriber's note:

Illustrations have been moved so they do not break up paragraphs.

Old or antiquated spellings have been preserved.

Typographical errors have been silently corrected but other variations in spelling and punctuation remain unaltered.