The Steamship Unicorn - On the St. Lawrence Branch of the Cunard Company in 1840, and some Memoranda on Early trans-Atlantic Steamship Service by Captain Walter Douglas, her Commander

 

By James Douglas, Jr.

 

[Published by the Literary and Historical Society of Quebec in Transactions, New Series, No. 28 (1910)]

 

{Paper Communicated by James Douglas, LL.D., Honorary President of the Society.)

 

Every great economical advantage, however beneficial to the people at large, is fraught with some inconvenience, if not injury, to certain sections. This was very notable when steam transportation by land and sea transferred from Great Britain in great measure to the United States the lumber trade from the St. Lawrence, and from Quebec as the port of shipment. The lumber of the Ottawa formerly came down as square timber in great rafts and as such was shipped in a fleet of sailing vessels, that was so numerous that Indian Cove on the south shore exhibited a forest of masts. On the north shore there were not berths enough to accommodate the lumber ships, strung along in a continuous line from Cape Diamond to Cap Rouge, though the wharves were supplemented by detached piers built out in the stream. Champlain street was then densely populated for nearly the whole of those twelve miles. To-day, as a street, it can hardly be said to exist; the cribbing of those detached wharves has decayed; the rock filling has fallen in gentle slopes into the river; trees and verdure have found nourishment among the stones, and thus convert into picturesque islands what were formerly the scenes of busy commercial activity. Future generations of geologists will be puzzled to account for these isolated islands.

 

The first east wind, after the ice was out of the river, brought up a fleet of sailing ships which, as they rounded Cape Joseph, with full sail set, presented a more beautiful sight than will ever be realized again. Quebec, in its offices and along its shores, was busy night and day, until the spring fleet gradually vanished, to reappear as the fall fleet, which came in, not in bulk, but in detail. These hundreds of ships of small tonnage, making two voyages a year, carried less freight than a single line of steam monsters, each poking its nose into the harbour once a month. But these monsters are loaded and discharged by machinery, while the freight of yore was handled by man power. Therefore, until the city adjusted itself to the altered conditions and learned to foster other branches of trade and commerce, and to provide for their accommodation, the change from the older, clumsy system to the newer, through the drain on population alone, hurt Quebec, not vitally, but painfully, for a time. Canada benefitted—Quebec suffered.

 

Few probably recollect when the little "Genoa," one fine May morning in 1853, steamed into the harbour, to be followed by the "Birkenhead" of tragic fate, and with other chartered ships, which were the forerunners of the Montreal Steamship Company and the Allan Line. The advent of these steamers meant as much to Canada as the building of the Canadian Pacific did later. They revolutionized the trade of the country. But being propelled by steam they could pass the old city by and push on to the headwaters of navigation.

 

Long previous to that date, however, an ocean steamer had plied regularly between Quebec and Pictou, as a member in a transcontinental system. It was very small. In fact the progress in steamship construction as well as in steam navigation may almost be guaged by the difference between these old liners of 250 feet in length, and the modern leviathan measuring a sixth of a mile.

 

My first trip across the Atlantic was made in 18^2 on the Cunard S.S. "Europa"--my last on the "Lusitania." The difference in the size and power of the two ships, the "Europa" being 251 feet in length and her engines of 2000 indicated horsepower, while the "Lusitania" is 790 feet in length, and her engines of 70,000 indicated horsepower, expresses less significantly the progress made during the interval in the arts and sciences than the introduction into the modern steamer of appliances that tend for comfort and have made the best specimens of the modern trans-atlantic liners sumptuous palaces. In days of yore the cabins were all small and dark, with ill-smelling wash basins and no appliances for forced ventilation. The bath, which is so conspicuously advertised and used on the modern ship, was absent, while throughout the ship, which was then built of wood, there was a disagreeably suspicious odor of bilge water. In a small prismatic cupboard with ground glass panes, built into the partition between two adjacent cabins, a single candle hung, which was reached only from the passage, and was extinguished punctually at a certain hour.

 

The changed habits of society are also exhibited by the behavior of the passengers then and now. Everyone dressed punctiliously for dinner, which was a formal meal served in courses; and above the dining tables were suspended racks for wine decanters and glasses, for wine was used more generously at meals than it is to-day. On the last day of the passage champagne was provided at the expense of the Company. Smokers were confined strictly to their own precincts, and not allowed to add the foul odor of the weed to the other offensive smells. The contract with the British Government for the carriage of the mails was so liberal as to cover the main operating expenses. The mails were not sorted on board, but the mail agent was a Lieutenant of the Royal Navy, who sat at the head of the second table. And a cow—supposed to give enough milk for all the passengers —was supplied with a conspicuous stall on deck.

 

When half-way across the Atlantic, we were startled by the stoppage of the engines, that they might be thoroughly overhauled, while at rest. All the old ships were square rigged and manned by a full crew of sailors. The engines being auxiliary to the sails, it was not till the speed of the vessels exceeded the average speed of the wind that the sails, having become useless, were abandoned. Moreover, when higher speed was secured and economy of fuel obtained through improvements in the designing of steam engines, it became cheaper, even on tramp steamers, to use coal than to pay sailors.

 

The modern ship is a floating hotel, with a basement of unfathomable depth, in which the machinery is hidden. Five or six stories are built for the accommodation of the first and second-class passengers, to each of whom is assigned, in sleeping and general accommodation, at least one hundred times more space than in the old liner, and quite as much drawing room, dining room, library and smoking room accommodation as is afforded in the best hotels. On some lines you have the choice of using the common dining room or ordering your meals at a restaurant. Unlimited electric light by day or night; elevators to carry you from story to story; and a band of music at meals to help or hinder digestion. The motive power has increased in greater proportion than even the size of the vessel. The "Great Eastern" was almost as long as the "Lusitania" and "Mauritania," being 680 feet between perpendiculars, as against 790 for the big Cunarders. But this huge ship was propelled by eight engines, operating four paddle wheels and four propellers, the total horsepower being only 11,000. She took eleven days to cross the Atlantic. Her passenger accommodation was for 800 saloon, 2,000 second class, 1,200 steerage and 400 officers and crew. Her keel was laid down in 1854, but it was the end of 1859 before she started on her first unfortunate voyage. Her career was one of disaster from the day she stuck on her ways till she was sold at auction in 1888. She had cost £730,000. She brought when knocked down under the hammer only £58,000, or less than the money expended in launching her.

 

The "Lusitania" and "Mauritania" are propelled by turbine engines of 70,000 horsepower, which, however, force these huge ships through the water at little more than double the speed of the "Great Eastern." If, therefore, improvements in both boilers and engines in the direction of economy of fuel had not during the interval been made, the cost of increased speed would be prohibitory.

 

But the motive of this paper is to give some particulars with regard to a still earlier stage of trans-atlantic travel, gathered from the correspondence and note books of my father-in-law, Captain Walter Douglas. He was a well-known character on the St. Lawrence from 1825 till 1845. He belonged to an old-seafaring family, several members of which commanded sailing ships on the St. Lawrence. Captain Douglas acquired his intimate knowledge of the Lower St. Lawrence as sailing master to Captain Bayfield on His Majesty's Surveying Ship "Gulnare." He also commanded a river steamer between Quebec and Montreal.

 

On account of his acquaintance with the Gulf and River he was selected by Mr. Samuel Cunard to command the "Unicorn," which preceded the "Britannia," the first regular trans-atlantic liner of the Cunard fleet. The "Unicorn" was assigned to the service of a branch line between Quebec and Pictou, from which port the transportation of mails and passengers was made by land to Halifax, there to be transferred to the regular Cunard steamships, which sailed fortnightly between England and Boston. Boston was the United States terminus, and the boats all called at Halifax. It was not till the Cunarders established a direct line from New York to Liverpool that their Boston line ceased to call at the Canadian port. Also when railroad and steamboat communication was established between Montreal and the United States seaboard, the necessity expired for transporting the English mail from Pictou to Halifax. Then the "Unicorn" ceased to ply between Quebec and Pictou.

 

Though this branch line of the British and North American Royal Mail Steamship Company, appears never to have been profitable, from 1840 till 1844 the "Unicorn" was one of the best known and most important crafts on the River. I distinctly recollect when a child being impressed by her dining saloon, decorated, as all the trans-atlantic ships of that line were, by painted panels between the windows.

 

The "Unicorn," therefore, instead of the "Britannia," may claim the honor of being the first Cunarder to cross the Atlantic, and as such she was recognized by the people of Boston, though, in fact, she did not belong to the transatlantic fleet. Among Captain Douglas' papers I find a copy of the log of the "Unicorn" on this memorable voyage.

 

"She hauled out of the Clarence Dock into the stream on May 15th, with 453 tons of coal." The passengers came aboard on the 16th, and at noon she rounded the Rock Light House. On the 17th they consumed 18 tons of coal, the engines making 9 strokes per minute. But more details of her sailing than of her steaming are given. On May 18th at 8 o'clock A.M., they were off Kelwith Head. They consumed 17 tons of coal that day. Generally the consumption was about 18 tons and the number of revolutions 10 ½. She arrived at Halifax on the 1st of June, and at Boston on the 3rd.

 

I find no list of the crew, but there is a memorandum of the composition of the ship's company of the Steamship "Hibernia." It shows a very different distribution of force to that employed in the modern boat without sails.—

 

Captain ; 1

Officers ; 4

Carpenters ; 2

Boatswains ; 2

Seamen ; 16

Engineers ; 6

Firemen ; 12

Coal Trimmers ; 10

Steward for Engineers ; 1

Boys ; 5

Stewards and Cooks ; 27

Captain's Boy     ; 1

Doctor            ; 1

Purser ; 1

 

Total ; 89

 

The Mayor of Boston wrote the following letter to Captain Douglas and enclosed a card of invitation:—

 

CITY HALL, MAYOR'S OFFICE,

June 4, 1840.

Dear Sir:—I have the honor to enclose you a card for our meeting to-morrow in honor of the arrival of the Unicorn. And it will give me much pleasure to welcome you at City Hall to-morrow at 3 o'clock.

 

If there are any other gentlemen whom you desire to have invited, I shall be much obliged if you will communicate the names.

Your obedient servant,

JONA. CHAPMAN,

Mayor.

Captain Douglas, Esq.

CARD.

CITY OF BOSTON.

City Council Requests the Honor of the Company of

CAPT. DOUGLAS

at Faneuil Hall On Friday next, at half past 3 o'clock, P.M. to celebrate

THE OPENING OF STEAM NAVIGATION

Between the Kingdom of Great Britain and this City. Guests will assemble at City Hall, at 3 o'clock P.M. Tickets to be shown at the door of Faneuil Hall.

 

June 4, 1840.

The passengers presented Captain Douglas with a silver basket inscribed: "To Captain Walter Douglas from the passengers on board the Royal Mail Steamer Packet 'Unicorn,’[1] on the voyage from Liverpool to Halifax and Boston, in May, 1840, in testimony of their sense of his invariable kindness and attention to their comfort and of his zealous and able conduct in command."

 

The "Boston Daily Advertiser," of June 2, 1840, announced her approach:—

 

"The expected arrival of the 'Unicorn,' the pioneer of the line of British Steam Packets, about to be established by the Hon. S. Cunard, under the auspices of the British Government, between Liverpool and Boston, having led to enquiries concerning the preparations for their reception at East Boston, I took occasion on Saturday to cross the ferry for a glance at the premises.

 

The Cunard wharf, erected by the East Boston Company, under the superintendence of Mr. S. S. Lewis, has just been completed, and it is a work in all respects worthy of the occasion, and the liberality of the Company. The wharf is composed of a spacious bridge or pier, from a point on Marginal street, just below the ferry, and extending 750 feet towards the channel, by 30 feet wide.

 

"The pier is terminated by a cross wharf or T of 300 feet by 50 feet wide. Thence are extended quite into the channel two wharves of similar dimensions and resembling the prongs of a fork, each being 250 feet long by 50 feet wide, and embracing an intermediate slip of 90 feet wide for the reception of the steamers, with fixtures and conveniences of fastening a vessel of the largest class on each side, where the two can repose at a time in perfect safety in all kinds of weather. On the upper side of the western prong a berth is provided for another steamer in case three of them should chance to be in port at once. On each side of these slips the water is 15 feet at low water.

 

"The 'Unicorn' will be the pioneer steamer in connection with this line between Liverpool and Boston. She is a fine vessel of about 700 tons, but is not designed as a regular packet between the two countries. It is ultimately intended to have her ply between Nova Scotia and Quebec. Meanwhile the 'Britannia,' the 'Columbia,' the 'Caledonia' and another, whose name I have not yet learned, are to be the regular steam packets between Liverpool and Boston, touching at Halifax. They are first-rate vessels of 1,200 tons each, and calculated for Atlantic navigation. Mr. Cunard has undertaken to carry a regular mail, twice a month, between Liverpool and Boston the year round. Of course a steamer will arrive and depart every fortnight. As a trip from England to Boston is shorter by about 36 hours than from New York, and as the delay at Halifax will be short, we may hope to anticipate the New York foreign news by some 24 hours at least."

 

The same paper on the 4th and 5th gives an account of the public welcome given to the Captain, officers and to Mr. Cunard, the son of Mr. Samuel Cunard, subsequently Sir Samuel.

 

"Yesterday afternoon arrived at this port the Steam Packet 'Unicorn,' Captain Douglas, from Liverpool, May 16th. She arrived at Halifax at 11 o'clock June 1st, and left for Boston the following night, making the passage 18 days, and brings London papers to the evening of May 18th, being 15 days later than those brought by the 'British Queen.' She brought 27 passengers, 24 of whom continued on to Boston. She had head winds nearly the whole passage. Among her passengers was a son of Mr. Samuel Cunard.

 

"The 'Unicorn' was first seen from Mr. Parker's observatory on Central Wharf, just before 5 o'clock P.M., then near the light house; she was saluted from India Wharf and Fast Boston, as well as from the United States revenue cutter, which was dressed in flags, while the English and American flags were hoisted on the Observatory and Maverick House, at East Boston. Captain Sturgis, of the United States revenue cutter, went on board the 'Unicorn' to see her safely moored at the wharf, before which she passed by the end of Long Wharf, taking a turn round the North End Wharves and the Navy Yard, and thence by Copp's Hill to East Boston, where she was made fast at the Cunard Wharf; the vibration of the several salutes fired from the wharves and shipping unfortunately broke several lights of painted glass in her cabin.

 

"On Saturday a jubilee celebration was given the officers, Captain and young Cunard at Boston's celebrated 'Cradle of Liberty,' Faneuil Hall, at which the Mayor and dignitaries of the city took part, as a greeting to the pioneers of this great enterprise; after discussing the edibles and washing them down, His Honour the Mayor proposed the toast: 'God Save the Queen and the United States of America.' This, of course, was heartily drunk, and three cheers given with a will. Captain Douglas was then introduced to the audience. The Captain made a few complimentary remarks and said his ship Avas the smallest of the ships of the intended line, the bulkiness of her machinery occupying much space, but the ships to follow would be first-class; that head winds which prevailed during the whole passage, impeded her speed, and her successors would turn out faster sailers. Toasts, song, puns and punch filled up a very pleasant hour, and the Cunard trial trip was duly inaugurated."

 

The "Unicorn" was the first ship of the Cunard Company to cross the ocean, though the "Britannia" was the first ship of the regular line (fleet) of four steamers to make regular trips between Liverpool and Boston.

 

Quebec was keenly excited over the prospect of close connection with Great Britain. "The Quebec Gazette," of the 10th, and the "Mercury" of the 11th June, 1840, have the following notices of the arrival of the "Unicorn" in American waters :—

 

From "Quebec Gazette," 10th June, 1840:—(From a Montreal Correspondent) :—"A Mr. Cormac, who was a passenger on Mr. Cunard's steamer 'Unicorn,' Captain Douglas, to Halifax, arrived this morning, via Boston and New York. The steamer arrived at Halifax on 31st May, having sailed the 16th. She brought London morning papers of the 15th, and from Liverpool of the 16th."

 

Extract of a letter from Captain Walter Douglas, of the Steamer "Unicorn," dated Boston, 3rd June, to a gentleman in Quebec:—

 

"I dare say you have heard by way of Halifax before this time of our arrival, after a passage of 16 days, although a very boisterous one, nothing but gales of wind from west to northwest. The 'Unicorn' is a most splendid seaboat: it blew one night a perfect hurricane, so that we could not carry our close reefed foresail. We eased the engine to about half-speed, keeping the sea about a point or two points on the bow; she then went ahead about two knots as easy and as dry as possible.

 

"We had a very agreeable party on board. The Nova Scotians gave us a very handsome reception, the wharves were crowded, guns firing, with flags flying and cheering, and I suppose that during the day we remained in Halifax there must have been at least 3,000 persons on board.

 

"It is not decided when we leave for Quebec. (We understand that another letter from Captain Douglas states that he expects to be in Quebec on 13th inst. (Saturday next.)"

 

From "Quebec Mercury," June 11th, 1840:—"The Halifax mail, which arrived this afternoon, brought the letters and papers by the packet 'Unicorn.' We have a file of London papers from the 7th to 15th May, inclusive; on the hasty glance we have been enabled to bestow upon them we find little to add to the extracts already made from the New York papers and from our Montreal contemporaries.

 

"Halifax papers are of the 2nd and 3rd inst. Of course the arrival of the first of the steam mail packets caused a great sensation. The performance of the voyage, 16 days, is considered as good work for a boat not built for crossing the Atlantic, and, at the commencement of her voyage, brought out of trim by the extra quantity of fuel she was obliged to carry. Captain Walter Douglas appears highly pleased with the performance of his craft, and his passengers highly pleased with their Commander, having testified the sense they entertained of his gentlemanly attention towards them, and of his zeal and ability in the performance of his duty by presenting him with a piece of plate, accompanied by a handsome address, which, together with the Captain's answer, will have a place in our next number."

 

The "Unicorn," however, made several trips between Halifax and Boston, while waiting for the sailing and the arrival of the "Britannia." On the 15th of June the Halifax correspondent of the "Quebec Gazette" wrote:—

 

"The- Steamer 'Unicorn' has returned from Boston in 38 ½ hours. She left Boston Wednesday evening and arrived here yesterday about noon. It is said the 'Unicorn' will proceed to Boston again on Monday next, provided as many as 40 persons engage to take passage."

 

The "Quebec Gazette" of 22nd June, 1840, says:—"It will be seen that the 'Unicorn' steamer arrived at Halifax from Boston in 38 ½ hours. It is said she would return to Boston, but other accounts say that she will come to Quebec. The first of the regular line of mail steamers to Halifax was expected there from the 10th to the 15th July."

 

The same paper on June 29th announced her arrival: "The 'Unicorn,' steam packet, Captain Douglas, arrived here (Quebec) this day a little before noon in 84 hours from Halifax. Captain Douglas has favoured us with Halifax papers of Thursday last, from which we have taken the ship news. The news by the Great Western reached Halifax on Wednesday last, 23rd inst."

The "Unicorn" was presumably the first trans-atlantic steamer which entered the Port of Quebec. But she was not the first which steamed out. That honor, as well as the credit of being the first steamer which crossed the Atlantic under steam from shore to shore belongs to the "Royal William," a Quebec built ship. She seems, however, never to have returned to her home.

 

The Gazette mentions the report of the Governor-General proceeding to Halifax in the Unicorn, and says:—

 

"We trust their expectations will be realized. Great numbers of the citizens and the garrison of Quebec crowded the ramparts and the citadel and the wharves, when the 'Unicorn' was coming in. All seemed anxious to get a sight of this precursor of the line of steamers which is to introduce so important a change in the communications of the North American Provinces with Europe, and between each other, and every one was delighted again to meet a friend and old acquaintance in Captain Douglas. Just after the 'Unicorn' came to the wharf a royal salute was fired from the Citadel, in honor of Her Majesty's coronation, suiting well two joyous occasions."

 

The "Quebec Mercury" of 30th June, 1840, contains the following :—

 

"ARRIVAL OF THE UNICORN.—Shortly after ten o'clock yesterday morning the repeating telegraph on Cape Diamond showed the signal for a steam vessel coming up the river, and the town was soon in a hustle with people proceeding to the wharves and other places where they would be likely to catch a glimpse of the vessel, which was correctly pronounced to be the 'Unicorn,' Captain Walter Douglas, from Halifax.

 

"In about an hour from the time she was first telegraphed, this pioneer of direct steam communication between Great Britain and her North American colonies made her appearance round the point, gallantly steaming against a strong ebb-tide. On coming abreast of the Steamer 'St. George,' lying at Gibb's Wharf, a salute was fired from the 'Unicorn,' followed by three cheers from the people on board, which were heartily responded to from the shore.

 

"In a few minutes the 'Unicorn' was moored alongside the Queen's Wharf, to which all the numerous spectators who had witnessed her arrival from other wharves in the Tower Ttown reapaired, and numbers went on board to greet their old friend, Captain Douglas. From Captain Douglas we learn that the 'Unicorn' made the passage from Halifax to this port in the short period of 84 hours. The 'Unicorn' was again to have left Halifax on the 25th inst. for Boston, but on the 23rd instructions were unexpectedly received to proceed to Quebec, where we understand she awaits the orders of His Excellency the Governor-General.

 

"The 'Unicorn' being ordered off from Halifax on so short a notice, brought only 11 passengers, namely, Charles Felix Aylwin, Esq., and lady; Mr. Ford, R.E., Mr. Nixon, R.A., Mr. Brown, Miss Murison, Miss Tremaine, Mrs. Macdonald, and three children.

 

"The numerous visitors on board the 'Unicorn' have been much pleased with the admirable order prevailing throughout the vessel, and the splendid manner in which the cabins are furnished.

 

"The 'Unicorn' came up without a pilot, which, indeed the thorough knowledge Captain Douglas has acquired of the navigation of the river whilst master of the Surveyor Schooner 'Gulnare' enables him, under any circumstances, to do with perfect confidence. The total number of her crew is 40 men."

 

Between the date of her arrival at and sailing from Quebec, she evidently went to exhibit herself at Montreal, for the first memoranda in one of Capt. Douglas' pocket-books is dated July, 1840, and gives the itinerary of the steamship from Montreal to Quebec. She made the trip between 8.40 in the morning and 7.42 p.m.

 

The "Unicorn" was advertised in the "Mercury" of July 11th to leave Quebec with mail and passengers to connect with the "Britannia" on her first homeward voyage.

 

"Advertisement of B. & N. A. Royal Mail Steamships of 1,200 tons and 400 horsepower: 'Britannia,' Captain Robert Ewing; 'Acadia,' Captain Robert Miller; 'Caledonia,' Captain Richard Cleland; 'Columbia,' Captain Henry Woodruff. For Liverpool, G.B. '

 

"The 'Britannia,' the first ship of this line, commanded by Captain Robert Ewing, will leave Boston 30th July and Halifax, 1st August, for Liverpool, G.B.

 

"The ships will carry experienced surgeons, and their accommodations are not surpassed by any of the Atlantic steamships.

 

"The 'Unicorn,' Captain Walter Douglas, will leave Quebec with the mails for England to meet the 'Britannia' at Halifax.

 

"Passengers will please to make application at the office of G. B. Symes, St. Peter Street.

 

"N.B.—-All letters intended to be sent by these vessels must pass through the Post Office. None will be received at the Agent's Office.

 

The "Britannia" was to leave Liverpool for Halifax and Boston on 2nd July, the mail being made up in London on 1^st July.

 

The "Unicorn" wintered at Halifax in 1840-1841. On May 8, 1841, the "Mercury" announced her arrival at Quebec.

 

The advertisement in the "Mercury" of March 9th, 1841, of the summer sailings is as follows:—

 

"British and North American Royal Mil Steamships.— Under contract with the Lords of the Admiralty. 'Acadia,' 'Britannia,' 'Caledonia,' 'Columbia,' will said from Boston and Liverpool, calling at Halifax, as follows : (Then comes the time tables and rates of passage money. The fare was £25 Sterling, Halifax to Liverpool, and $12 between Boston and Halifax). "The ships carry experienced surgeons."

 

"The 'Unicorn' plies between Pictou and Quebec in connection with Halifax.

 

"S. Cunard & Co., Halifax; G. B. Symes, Quebec; S. S. Lavis, Boston."

 

The following letter from Mr. E. Cunard to Captain Douglas is of interest, as indicating the terms on which the mails were carried between Halifax and Pictou:—

 

"HALIFAX, August 4, 1841.

 

"My Dear Sir:—By the 'Acadia,' in 10 days,20 hours, I received a letter from Mr. Cunard on the subject of the mail and coaches between Halifax and Pictou. I intended to advertize for tenders in the United States, but Henry Boggs, who has just returned, says that there is some person who is engaged in conveying the mails between Quebec and Montreal, who was talking of coming down with you to look at the road, and offer to take the contract. I would therefore thank you to see him and talk to him on the subject. The contract will be for eight years from 1st January, 1841, or for 7 years from next January. It is to continue certain until the 31st December, 1843, and then to be continued until the expiration of the 8 years, unless Government give a full twelve months' notice and pay a fine of £750.

 

This is intended as a guard to them if the contract is not performed to their satisfaction; but if it is, it will remain for the full period, as they do not wish to pay the fine. I he work to be performed is to convey the county mails three times each week during the summer months between Halifax and Pictou, and the English mails every fortnight, and also to take the passengers in proper coaches; they, however, will pay for themselves, and as the travelling on the road is increasing rapidly, I am convinced that there is an excellent opening for any person who understands the business. If they do not, I would not wish to see them on the road. If the person in Quebec will come down and you recommend him as suited for the work, and able to carry it through, we will give him £1,500 per annum, and he will also be entitled to receive a bonus from the House of Assembly of £500. I must have an immediate reply, as I must otherwise send to Boston. The party must have means to stock the road and have a sufficient number of good, well-built coaches. Let me hear from you.

 

"I remain,

"Yours truly,

(Sd.)   "E. CUNARD."

"Captain Douglas, Care 'Unicorn,' Quebec."

 

The "Unicorn" was taken off the St. Lawrence route on the close of navigation in 1844. I find from a file of the "New York Evening Post" that she sailed from Halifax in June, 1845, and was entered as arriving in New York, June 23rd. Her Captain was transferred to Glasgow as Marine Superintendent of the Company. The ship continued to be owned by either the Cunard Company or by shareholders of the Company, for I find a letter of Captain Douglas from Glasgow to Mr. Cunard on September 2, 1847, to the effect that "Messrs. Caird & Co. are making new boilers for the 'Unicorn.' "

 

It is said that after the ship came to New York she was chartered out and made a few trips to the West Indies, but having so little cargo space, she was subsequently sold to the Portuguese Government; was converted into a corvette of 8 guns and became the first steam warship of Portugal. If these traditions are correct, she had a more eventful career than most old ships.

 

Boston remained the American terminus of the line till 1850. On September 4th of that year the Niagara sailed from Liverpool to open the regular direct service between that port and New York.

 

The history of ships, famous in their day, when grown old and decayed and turned to ignoble uses, affords material for almost as pathetic a story as the fate of old homes and old people. They pass us in mid-ocean, unobserved, unsaluted and not decked with flags. They are not intentionally ignored or slighted, but overlooked, because no longer distinguished by outer trappings. They had served their day and generation, and had outlived their usefulness and original purpose; and they consequently share the fate of all old things—animate and inanimate.

 

Among Captain Douglas' memoranda I find the following list of the steamers which sailed between New York and Liverpool from April, 1838, to October, 1839, with dates of departure and arrival. Our Quebec built steamer, the "Royal William," is one of the four. It is interesting to note that at that date the "Sirius" called at Cork on its way to Falmouth. The "Great Western," the most rapid of the boats, made Bristol its port of destination; the "British Queen" selected Portsmouth, and the two slower steamers, the "Liverpool" and "Royal William," (our Quebec built ship) sailed in and out of Liverpool. The distribution of traffic was then determined by the faulty means of land transportation, whereas its more recent concentration at certain favoured points has resulted from facilities which the railroads now offer :—

 

 

In those days the Captain was also the caterer for the boat. The result might prove a valuable perquisite, if he was an economical manager, or involve a heavy deficit if the reverse. Therefore, among Captain Douglas' papers I find copies of various bills of fare of the "Great Western," of which the following very substantial dishes composed the menus for breakfast and dinner on March 23rd, 1840:—

 

BREAKFAST BILL.—4 dishes Beefsteak, 4 dishes Pork Chops, 2 dishes Veal Cutlets, 4 dishes Stews and Potatoes, 6 dishes Ham and Eggs, 1 dish Omelette.

 

DINNER BILL.—2 dishes Baked Fish, 2 Roast Beef, 2 Roast Pork, 2 Roast Turkeys, 2 Roast Geese, 2 Pair Roast Ducks, 2 dishes Roast Mutton, 2 Pair Boiled Fowls, 2 Dishes Boiled Mutton, 2 Tongues, 1 Ham, 2 dishes Corned Beef, 4 dishes Pork and Beans. Pastry.—6 Raspberry Roily Polly, 4 Maccaroni Puddings, 4 Apple Tarts, 4 Prune Tarts, 4 Mince Tarts.

 

There is also a copy of Regulations issued by the "Great Western" Directors for the guidance of passengers and the instruction of stewards.

 

REGULATIONS.

 

"The Directors have been most anxious to avail themselves of the experience afforded by the passages which have been effected, in all seasons and under all circumstances of weather, by the "Great Western," in order to adopt the system of arrangement which may most conduce to the comfort of the passengers, and they beg to annex a copy of Regulations, which with that view have been issued to the Stewards. They earnestly entreat the assistance of the passengers in carrying them into effect.

 

"In all cases of dissatisfaction with the servants, it is requested that the Head Steward may be informed, and if the grievance be not immediately reduced, that the Captain be appealed to, and if of a serious nature, that it be represented in writing in order that it may be brought before the Directors at the conclusion of the voyage.

 

"1st. When desirable, the skylight and stern windows are to remain open all night, or if the weather do not allow this during the night, from 5 in the morning in summer, and from 7 in the winter, weather permitting.

 

"2nd. The saloon and ladies' boudoir to be swept every morning after breakfast.

 

"3rd. The Stewards and boys are to attend at meals in becoming apparel.

 

“4th- The staterooms to be swept and carpets taken out and shaken every morning after breakfast.

 

"5th. Bedding to be turned, as soon as passengers quit their cabins; slops to be emptied and basins cleaned at the same time. Beds to be made once only each day, except in cases of illness, etc., and in one hour after the breakfasts are removed.

 

"6th. Bed linen to be changed on the eighth day. Boots and shoes to be cleaned and put back into the staterooms every morning at eight.

 

"7th. Two towels to be hung up for each passenger and to be changed every other day.

 

"8th. Breakfast to be on table at 9 and removed by 11. "9th. The dinner gong to strike at half past 3. Dinner to be on the table at 4; the cloths to be removed the instant it is over.

"10th. Tea to be on the table at half-past seven,

 

"11th- Supper, if required and ordered, before 10 o'clock.

 

"12th. Servants and young children's breakfasts at half-past 8, dinner at 1, and tea at 6, in the fore cabin.

 

"13th. Lights to be put out in the grand saloon at 11 and in the fore saloon and staterooms at 12.

 

"14th. The Head Steward is regularly to see that the scuttles are open, when the weather will permit, and passengers are earnestly entreated to let the responsibility of opening them rest with the Steward, as it will be impossible to change the bedding should it become wet in consequence of their being opened.

 

"15th. The Stewardess only to enter the ladies' staterooms and boudoirs, to make their beds, at the time before stated.

 

"16th. Chairs not to be taken out of the saloon or staterooms, camp stools being provided for the use of the deck. "17th. Divine service will be performed on Sunday, when it is hoped that the arrangements of the passengers will admit of the servants' attendance in a cleanly and becoming manner.

 

"Male servants are not allowed on the poop, or quarterdeck under it, except when in attendance on their masters or mistresses.

 

"As the labor of the servants must be very great, the Directors entreat the passengers to spare them as much as possible between the meal hours, and particularly while preparing for dinner.

 

"To ensure as much as possible, respect, civility and attention from the Steward's establishment, one-half of the fees is set apart for distribution by the passengers, the remaining half being retained for breakages and other dilapidations connected with the accommodation. Out of the former it has been agreed that the Head Steward is to receive $10 each voyage, as his proportion, in addition to his salary, and it is to be hoped a committee of passengers will take the trouble to apportion balance, for which purpose a list of the other stewards, cooks, etc., will be furnished by the Clerk two days before the ship may be expected to arrive.

 

"In consequence of a representation that some rule with respect to places at table in the saloon would be productive of much general convenience, the passengers are respectfully informed that the occupiers of staterooms in the saloon are entitled to seats opposite their several stateroom doors, and the places taken by the whole of the passengers, at the first dinner, are to be considered their's during the voyage. This rule is not, of course, to bar parties from changing seats with one another.

 

"The Directors entreat that they may be favored with suggestions from the passengers on any point which may yet appear deficient in the management."

 

The rate of passage in all parts of the ship, including wines, was $140, between Bristol and New York. Steward, $6.00. The rate of postage is stated at 25 cents for a single sheet and on heavy letters, $1.00 per ounce.

 

Evidently the "Great Western" was the only rival the early Cunarder feared, and Bristol as a rival port of Liverpool, judging from an interesting and very enthusiastic letter from Mr. David Mclver to Captain Douglas on 5th July, 1842.

 

Captain Douglas' correspondence also contains copies of letters to Hon. S. Cunard, which give some interesting data as to cost of engines in those early days. On August 2, 1847, ne was contracting for three small steamers, and there is a difference of opinion as to whether the engines should be of 60 horsepower or 80 horsepower; and as to whether they should be propelled by paddle or screws. He says:—

 

"Elder -------- recommends me to Messrs. Caird & Co., as he considers them to have more experience in propeller engines than any other establishment north of the Tweed; he has volunteered his services to assist in deciding on the application of the power, and now thinks the direct action, if not worked over eighty revolutions, to be the best. He goes with me to Leith next week to look at a vessel that has been very successfully running between that port and Hamburgh."

 

On September 2, 1847, he writes Mr. Cunard that he has "contracted with Messrs. Caird & Co. for the first pair of engines, 50-inch cylinders, with two-foot stroke, direct acting and 60 horsepower, for £2,600."

 

The screw as a propeller was in those early days making headway against the paddle wheel. Captain Douglas writes to Mr. Cunard on October 2nd, 1847 :—

 

"Mr. Napier recommends 36-inch cylinders, instead of 30, which will give a power of about 80 horse, driving a nine-foot screw. He is at present experimenting on the different forms of propellers in a yacht called the 'Fire Queen.' She is the only vessel on the Cylde that has beaten the Queen's yacht 'Fairy,' and this was done with a three-bladed screw, instead of two, as is generally used; the speed attained by that vessel is 14 miles an hour; but he is not yet satisfied, and is now making another screw with two blades, but at a different pitch and driven at a less velocity."

 

He writes further with regard to screws on October 16, 1847:—

 

"The additional cost of screws was not contemplated in the first offer made by Mr. Caird; he calculated on the screw being of iron, which is in general use in iron vessels; the screws for these engines must be of gun metal; in consequence of the near approach to the copper, the cost of which will be considerable, as they will be very heavy. The dimensions are 9 feet diameter by 2 feet; the aperture in dead-wood is 2 feet 2 inches the fore and aft way and 9 feet 2 inches the up and down way. The boilers are to be tubular, with brass tubes instead of iron."

 

On November 2 he writes to the same correspondent:— "Mr. Napier is still experimenting on the screw, but is not yet satisfied. The last trial was an improvement on the one used when the 'Fire Queen' beat the 'Fairy Yacht.' They are now nearly ready for casting a third with two arms, but at an increased pitch, which will be driven at a less velocity, but giving greater propelling power—at least he hopes so."

 

Iron was first used in the construction of the hulls of ships by Brunei in the "Great Britain" in 1843, but though the Cunard Company's first iron ship was the Persia in 1856; the employment of iron in constructing the hulls of their small steamers by the partners in the Cunard Co. was under consideration nine years earlier, for on December 26, 1847, Capt. Douglas writes to Mr. Cunard:—

 

"There are now two vessels of iron that have been rununing only ten months, with engines of 50 horsepower, which power has been considered inadequate by their proprietors. They have therefore been condemned, and Messrs. Caird & Co. are placing engines of 70 horsepower in them—one of which, the 'Osmali,' has already started and worked admirably. The speed attained was nine miles, whereas before they only got six, and blowing hard could do nothing head to wind. These vessels are about 320 tons and are of iron. Your ships are 30 tons larger, and being of. wood, will be more difficult to propel, as the aperture in the deadwood for working the screw in a wooden vessel cannot be constructed so successfully as in an iron one; consequently, more power is required."

 

This discussion on design of screws for propelling ships was held more than sixty years ago, and yet the question of the number of blades, as well as their pitch, seems to be as far from solution as ever.