History of Westchester county : New York, including Morrisania, Kings Bridge, and West Farms, which have been annexed to New York City, Vol. II, Part 60

Author: Scharf, J. Thomas (John Thomas), 1843-1898,
Publication date: 1886
Publisher: Philadelphia : L.E. Preston & Co.
Number of Pages: 1286

USA > New York > Westchester County > History of Westchester county : New York, including Morrisania, Kings Bridge, and West Farms, which have been annexed to New York City, Vol. II > Part 60

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Mr. Webb never built ships on speculation, but always under contract. Having early given evidence of his ability in the modelling of steam vessels, he was engaged to construet the first steamship to run between New York and Savannah. He also built the first large steamer for the New Orleans trade, as well as the first steamer for the Pacific Mail Steamship Company, carrying the United States mail between Panama and San Fraueiseo. He constructed nearly all the steamers subsequently built for that company. The first steamer-the "California "-that entered the Golden Gate, also the first three steamers selected to carry the United States mail from New York to China, via Aspinwall, Panama and San Francisco, were built by Mr. Webb. About 1850 he eoneeived the idea of building a model steam vessel of war for the United States Navy. Mr. Dobbin, Secretary of the Navy, to whom he submitted his project, received it favorably, stipulating that the vessel should be built in the government dock yards. This condition Mr. Webb could not accept owing to its great incon- venience and the jealous hostility manifested by the burean of construction ; and, greatly to the regret of Secretary Dobbin, the project was abandoned. A similar proposal was made to Napoleon III., who made known his disposition to accede to the propo- sal, but, owing to objections made by the marine de- partment of France, that sovereign declined ordering a vessel to be built outside of the imperial doek-yards. In 1851 Mr. Webb sent a special agent to St. Peters- burg to submit his proposals to the Russian govern- ment, but failed to obtain a definite reply. He sent the agent again in 1852, and being led by his report to believe that the Russian authorities might enter- tain the proposals if made by the principal presenting

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himself at the court of St. Petersburg he went thither in the summer of the same year. Mr. Bodisco, the Russian Minister at Washington, had previously de- cided adversely to the project, having lad considera- ble trouble with parties who formerly had obtained contracts from his government. His opinions and report doubtless influenced the Emperor Nicholas' decision, which was against ordering a vessel to be built in America. Under such circumstances almost any other man would have acknowledged defeat and abandoned the project. But Mr. Webb felt that he had gone too far to suffer defeat, and with the same determination that had characterized him both as boy and man, he renewed his proposals, adding fur- ther inducements, and succeeded in enlisting the fa- vorable attention of the Naval Committee. The in- fluence of the Grand Duke Constantine, General Admiral of the Russian Navy, was next sought. After some delay-occasioned by the Grand Duke's absence-Mr. Webb was accorded an interview with him. Impressed by Mr. Wehb's representations, the Grand Duke promised to bring the matter once more to the notice of the Emperor, having first persuaded Mr. Webb to agree to deliver the vessel when built at Cronstadt, a condition which entailed enormous risk and responsibility, but which was acceded to through necessity. The Naval Committee being made ac- quainted with the agreement now reported favorably to the Emperor, who was finally induced to rescind his previous orders. Six weeks after his arrival at the Russian Capitol Mr. Webb departed for New York, bearing with him an order for the construction of a large steam line-of-battle-ship after his proposed model and plans, and also other orders of considera- ble magnitude.

The construction of the first vessel was prosecuted under great disadvantages. Almost before the large quantity of material necessary for its construction could be collected Russia was at war with the allied powers of England France and Turkey. Notwith- standing that Mr. Webb had obtained the consent of the President (Mr. Pierce) to proceed-Mr. Pierce saying " he did not intend that the citizens of the United States should be interfered with in the prose- cution of their legitimate business because England and France chose to quarrel with Russia ; " backed by Mr. Marcy, Secretary of State, who said, "Go ahead and I will stand by you," and "that ships builders in Great Britain were and still are allowed to fulfill contracts under like circumstances "-le ar- ranged with the Russian government for a suspension of the contract till the restoration of peace, rather than entangle his own government in a question of neutrality law. After peace was declared work un- der the contract was resumed, but upon a different plan, and a new model designed and submitted by Mr. Webb, who originated them. These involved a less number of guns, though of larger calibre and mounted on fewer decks. So great are the advantages

presented by this method that it has since been adopted in the navies of all maritime countries. Al- though the Russian officers sent to this country to superintend the construction of this vessel (and who had remained here during the Crimean War) declined to approve of the change of plans, they were unspar- ing in their expressions of satisfaction when the ves- sel was actually tried at sea, because of her perform- ances, especially in the matter of speed, and the promise made to the General Admiral when the con- tract was obtained. On the 21st of September, 1858, just one year after the laying of the keel, this screw- frigate of seventy-two guns, seven thousand tons , displacement, and named the "General Admiral " -- in honor of the Grand Duke Constantine -- was launched from Mr. Webb's yard in the city of New York. She proved, it is said, the fastest vessel of war yet built (except the steam-ram " Dunderberg," since construeted by him), having made the passage from New York to Cherbourg, France, in the unprece- dented time, for a war ship, of eleven days and eight hours, mostly under steam alone. Mr. Webb delivered this magnificent and most powerful steamer at the port of Croustadt in person, in the summer of 1859. He received from the imperial Russian government very valuable testimonials, both written and pecuni- ary, of the satisfaction with which they received the vessel, as well as the high opinion entertained of his eminent integrity, and also of the manner in which all promises and the details of this and other con- traets were executed. Among these testimonials was a manuscript letter from the Grand Duke Constan- tine, Grand Admiral of Russia, and head of the im- perial Russian Navy, speaking of the promptness, eminent ability and perfect good faith with which the several contracts had with the government were carried out. Accompanying this letter was a gold box encircled with diamonds and mounted with other precious stones. The letter referred to is more higlily esteemed by Mr. Webb than anything he ever re- ceived, on account of the very strong language in which it is couched.

The unexampled success of the frigate "General Admiral " soon became known to the naval authori- ties in Europe, and especially attracted the attention of the government of Spain, with which a contract of magnitude for naval vessels was fully negotiated at Madrid hy Mr. Webb, in person, during the autumn of 1861, but was afterward withdrawn by that govern- ment on account of the breaking out of the Rebellion in this country, it being influenced by the rehel Preston, of Kentucky, then our Minister at Madrid. About this time, and while Mr. Webb was still in Europe, Count Cavour sent an invitation to New York for him to visit Turin. He went thither after leaving Madrid and entered into a contract with the Italian government to construct two iron-clad screw frigates, each of thirty-six heavy guns and six thou- sand tons displacement, afterward named the "Re

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d'Italia " and " Re di Portogallo." In the eonstrue- tion of these vessels-the first iron-clads ever built in this country-Mr. Webb encountered many obstacles. Shortly after the contract was obtained the War of the Rebellion broke out, and prices for material and labor rose rapidly. But notwithstanding this and that he was also largely engaged in 're-building and re- fitting, for war purposes, many steam vessels for the National Government and constructing several large ones for the merchant marine, Mr. Webb completed both suecessfully and delivered them safely to the Italian government in the time fixed in the contract.

The " Re d' Italia," which was the first iron-clad steamer that erossed the Atlantie, was found to possess extraordinary sea-going qualities and speed, and made the passage in the winter season from New York to Naples, a distance of over five thousand miles, in eighteen days and twenty hours. The " Re di Portogallo" was no less a sneeess in every particular. So eminently satisfactory to the Italian government did the literal and liberal fulfillment of these contracts prove that King Victor Emanuel, by royal deeree dated January 31, 1876, conferred on Mr. Webb the order of Sts. Maurice and Lazarus -- a most distinguished honor, as this order of knight- hood is the oldest in Italy, and one of the oldest and most prized in Europe. While the frigates were in course of construction Mr. Webb accepted an order from our own government to build a serew-ram of large tonnage, expressly adapted for the heaviest armament, to possess unexampled speed and the best sea-going qualities-combined with others never be- fore attained-the model and plans to be designed by himself. In a short time Mr Webb had both model and plan before the naval authorities at Washington. They were at once submitted to a board of naval ex- perts, who reported adversely. Mr. Webb earnestly opposed the conclusions reached by this board, eon- tending that they eould not understand, and of course could not appreciate, the advantages of his plan, and at last obtained from the Secretary of the Navy (Mr. Welles) a contract for one of the most remarkable war vessels ever built. The craft, known at first as the " Dunderberg," but re-christened "Rochambeau " upon her entrance into the French navy, was eon- structed by Mr. Webb as a model entirely distinct from the turret or monitor system, and embodied many novelties, among thein a ram of peculiar build and great power. The dimensions of the " Dunder- berg"-three hundred and seventy-eight feet on deck, sixty-eight feet breadth of beam and twenty-two feet depth of hold, and its displacement of seven thousand two hundred tons-made it the largest iron-elad built up to that time. Two of its great advantages-a large amount of room for miscellaneous purposes and a lesser draught of water than any other large armored vessel-resulted from Mr. Webb's practical mastery of the subject of naval architecture. When this ship was put on trial her performances surpassed all ex-

peetation, far exeeeding all promises made by its bnikler and all the requirements of the contract, and fairly astounded the world. Her record at sea, fully armed and in commission, fifteen and three-tenths knots an hour, it is said, has never been equaled by any vessel of war. This extraordinary speed, together with the immense weight of the broadside battery (four thousand and twenty-four pounds of solid shot ) and the prow, made the "Dunderberg " what it has ever sinee remained, the most formidable vessel afloat. The termination of the Rebellion before the eomple- tion of the "Dunderberg" led Mr. Webb to propose to the Secretary of the Navy that he be allowed to sell her to a foreign power ; and as that functionary agreed, Mr. Webb proeured the passage of an aet of Congress directing Mr. Welles to release him from his contract. Many prominent Americans opposed this proceeding, eontending that such a terrible engine of destruetion should not be allowed to pass out of our own possession. The vessel at last found a buyer in the Emperor Napoleon III. The terms of the pur- chase provided only for delivery in the port of New York. As such a vessel had never before erossed the oeean, the French Admiralty hesitated to undertake her delivery in France, and Mr. Webb was ap- proaehed with an offer of eontraet to take her to Cher- bourg.

Against the protests of his nautical friends, Mr. Webb aeeepted without hesitation this eontraet. When this matter was settled, the French admiral, sent with a erew to New York by his government ex- pressly to take the ship to Franee, promised of his own volition, unsought and unexpected by Mr. Webb, the cross of the Legion of Honor if the ship was safely delivered. She was so delivered in fine order, . with Mr. Webb on board, in the remarkably short passage of fourteen days, after nnusually heavy wea- ther, and greatly to the satisfaction of the Emperor Napoleon, by whose direction she had been purehased, against the wishes of the French Admiralty. Owing to this opposition of the French Marine, and the ab- senec of the Emperor when the ship was delivered, and the necessary departure for home of Mr. Webb before the Emperor's return, the promised order of the Legion was not presented to him, although the archives of their Marine Department show the prom- ise, but do not record its fulfillment.

. In direet contrast to these gigantie vessels of war are the two floating palaces-the steamers "Bristol " and " Providenee"-now running from New York in the route to Boston via Long Island Sound, both of which were built subsequently by Mr. Webb. These boats were constructed on models of his own, which were objected to at the time by experts as impractica- ble and unsafe. The success of the vessels them- selves, which at their initial trial accomplished twenty miles an hour, surpassing in speed any steamers pre- viously built, afforded another proof of Mr. Webb's profound mastery of naval architecture and com-

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pletely overthrew his would-be critics. Another of his notable achievements was the model steamer built by him in 1866 for the Pacific Mail Steamship Com- pany, and afterward named the "China," to run between San Francisco and China. This vessel, one of the largest, strongest and fastest merchant steam- ships ever constructed in this country, has a capacity for carrying one thousand two hundred passengers and two thousand tons of freight. Although she has encountered several hurricanes in the Chinese and Japanese Seas, she has weathered them all and is still considered one of the stanchest vessels in the world. The limits of a biographical sketch do not permit of reference being made to the many other important vessels built by Mr. Webb, and but a few additional examples can be given in these pages. Prominent among them may be mentioned the "Guy Mannering," a Liverpool packet, the first full threc- decked merchant vessel built in this country ; and the ship "Ocean Monarch," possessing greater freight ca- pacity than any previously constructed. The latter has taken on board over seven thousand bales of cotton at a single lading, drawing no more than eighteen and a half feet of water, The clipper-ships " Challenge," " Comet," " Invincible," "Young America" and " Black Hawk" also deserve especial meution as marvels of beauty and speed. All became celebrated, and the "Comet," under Captain Gardner, made the passage between San Francisco and New York in - seventy-six days. The " Young America " was recently sold to Holland merchants, after a continuous service of over thirty years without serious accident, during which time she has made a record for very many of the most rapid passages in the Atlantic and Pacific Occans and an average of passages far surpassing that of any vessel on record.

But though so extensively engaged in ship-build- ing, Mr. Webb did not confine his activity to that department of usefulness. He originated or took part in other enterprises, several of them of great magnitude and importance. He established an inde- pendent line of steamers between New York and Sau Francisco, and previously assisted in the establish- inent of the Pacific Mail Steamship Company. He is now the only survivor of the original board of direct- ors of that company. He contributed as uruch money as any other individual to the building of the Panama Railroad and was one of the largest stockholders in that enterprise till 1872, when he sold it at the high- est price ever yet obtained for it, three hundred and sixteen dollars per share (par value one hundred dol- lars). In 1871 he made his first visit to San Francisco by rail. Referring to it, he said that on approaching the city, across the bay, while lighted by gas "he could hardly realize that the man was still living who built the first steamer that ever entered the Golden Gate." Soon after his arrival in San Francisco he was given a public reception by the citizens generally, more especially the earliest settlers, who, in their ii .- 24

speeches, complimented him as one of the chief pro- moters of important enterprises connected with the building up of their city. Mr. Webb's capital and enterprise established in 1868 a line of steamers in the European trade and kept it running a number of years, during a part of which time it was the only American line then engaged. He also sent the first American passenger steamer iuto the Baltic. Subse- quently he established a line of mail steamers bc- tween San Francisco aud Australia via Honolulu and different islands in the Pacific, embracing a distance of six thousand five hundred miles, the longest con- tinuous mail route in operation in the world. It was found that this enterprise required government aid ; but, notwithstanding the recommendations of Presi- dent Grant and his Cabinet and of the Post-office Committec, of both Houses, Congress refused a subsidy, and Mr. Webb after maintaining the line two years at a pecuniary loss, abandoned it till a more propi- tious season or wiser legislation. As a ship-builder he has won world-wide fame. Probably no greater mas- ter of the science of naval architecture has ever been produced by this or any other country, for he not only built the clipper-ships, the steamships and the armor- ed vessels of war, the magnitude and achievements of which have made him celebrated, but he also origin- ated and designed the plans and models for them ; and in their construction made a radical departure in many points from time-honored methods, and actu- ally revolutionized our merchant and naval marine by his daring and successful innovations. In this work he developed a high order of genius, and, using a degree of judgment and skill never surpassed, has successfully solved problems which for centuries had been the despair of those similarly engaged. In all the vessels designed by him great speed is combined with extraordinary carrying capacity and the highest attainable strength. Vessels that he built more than a quarter of a century ago remain to this day marvels of strength, durability, celerity, capacity and elegance; and some of his more recent constructions have no equals of their kind. One who has written of Mr. Webb's achievements justly remarks: "Historians and biographers have ever been quick to discern and recognize the peculiarly worthy characteristics of men who have excelled in military achievements, statesmanship, literature, science and art, while men of greater genins, keener perceptions and superior executive ability, whose unparalleled success has been less conspicuous, yet far more important, have failed to secure a place on the rolls of fame. Men whose geuius and capacity have origiuated measures, devised the instruments and executed the plans for furthering the interests of commerce and maunfac- tures, for national defense and the protection of na- tional power, are often too little known, by the public at large, to be appreciated." In this latter class of public benefactors Mr. Webb holds a leading place, for, as the writer above quoted adds: "The influence

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of but few men giving direction to the maritime and inarine interests of this and other nations has ever equaled that of Mr. William H. Webb." Since Mr. Webb's retirement, in 1872-73, from active business he has taken a deep interest in matters pertaining to the political welfare of the city of his birth. Without ever being prominent in politics or desirous of politi- cal preferment, Mr. Webb was offered the nomination for the mayoralty of New York City on three several occasions,-first by the Democrats before the Rebel- lion, and afterward by the Republicans, all of which he declined. For twelve years he has been president of a body of moneyed gentlemen, large tax-payers of the city of New York, actively and constantly engaged, at their own expense, in efforts to counteract the | vicious and extravagant management of the mu- nicipal affairs of that city. This organization -to the work of which he has devoted himself with marked zeal-has had a powerful effect upon the Legislature of the State, and has succeeded in bringing about the en- actment of many healtlı- ful and restrictive laws, and at different times two amendments to the Con-

stitution of the State, the last at the election in the

fall of 1884, limiting the taxation and expendi- tures of cities, thereby saving immense sums to property-owners, especial- ly in the city of New York. Mr. Webb is con- neeted as an officer or director with several other organizations and corpor- ations and benevolent in- stitutions, and in all of thiem he exerts a marked influence. Rich in this world's goods,-the legitimate fruit of years of close application, unremitting labor and brilliant enter- prise,-he is richer still in the respect and esteem of thousands of his fellow-citizens. In personal appearance he is of medium height and has the earnest countenance and wiry frame indicating the brain-worker. Activity seems the need of his nature, and far from seeking the rest he has so well earned, he still by choice occupies himself in en- deavoring to be of service to the general public and to the unfortunate of his native city. He has trav- eled extensively and has a rich fund of experience and reminiscence to draw from in general conversa- tion. His acquaintance with public men is very

large, and among them he is known and respected as a gentleman of the highest character and most unsel- fish patriotism. On the 9th of November, 1843, he married, in the city of New York, Miss Henrietta Amelia, daughter of Enoch Hidden. He has two sons, William Edgar and Marshall, both born in that city.

Abram O. Willsea, another prominent citizen of Greenburgh, familiarly known as " Captain " Willsea. is a grandson of Daniel Willsea, who, shortly after the Revolutionary War, removed from Poughkeepsie to Dobbs Ferry, where he purchased four hundred acres of land, now included in the estates of Cyrus W. Field, James Wilds. Jr., and Cortland Palmer. A son of Daniel Willsea, Frederick B. Willsea, who for many years was engaged in the transpor- tation business between New York and Dobbs Ferry, and who also con- ducted a country store at the latter place, married Nancy Odell, daughter of Abram Odell, well known in Westchester County. Seven children were the result of this union, of which Abram O., born at Dobbs Ferry, July 21, 1821, was the eldest.

Captain Willsea spent his early days at the dis- trict school in his native place, which he left, when thirteen years of age, for the White Plains Acad- emy, where he enjoyed the privilege of a two years' course under that thor- ough teacher Professor Swinburne. At fifteen he left the academy to enter his father's store, remain- ing for three years as a clerk, after which he spent a short period in New York City. Return- ing to Dobbs Ferry, he entered his father's ser- vice, leaving it again, however, after four or five years, to identify himself with the interests of the Yonkers Freight Line, then under the control of Captain Gar- rison. He remained in Yonkers till 1846, when his father died, leaving the Dobbs Ferry freight business in his hands.

During sixteen years Captain Willsea continued to manage this enterprise, building up for himself, by a slow but sure process of honest dealing, both an am- ple fortune and a reputation for integrity and upright- ness which may well be envied by many a richer man. That lie has won for himself the entire confidence of his fellow-citizens is fully shown by the political hon-

RESIDENCE OF GEORGE SILVER,

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ors which have been constantly thrust upon him. In 1862, shortly after his retirement from active busi- ness, he was elected commissioner of highways for a term of three years ; but, resigning at the end of the second year, was elected supervisor, which office he held for seventeen consecutive years, being three years chairman of the board. For three years he was also school trustee and president of the school board.

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History of Westchester county : New York, including Morrisania, Kings Bridge, and West Farms, which have been annexed to New York City, Vol. II, Part 60

Author: Scharf, J. Thomas (John Thomas), 1843-1898, Publication date: 1886 Publisher: Philadelphia : L.E. Preston & Co. Number of Pages: 1286

Author: Scharf, J. Thomas (John Thomas), 1843-1898,
Publication date: 1886
Publisher: Philadelphia : L.E. Preston & Co.
Number of Pages: 1286