The civil, political, professional and ecclesiastical history, and commercial and industrial record of the county of Kings and the city of Brooklyn, N. Y., from 1683 to 1884 Volume I, Part 103

Author: Stiles, Henry Reed, 1832-1909, ed. cn; Brockett, L. P. (Linus Pierpont), 1820-1893; Proctor, L. B. (Lucien Brock), 1830-1900. 1n
Publication date: 1884
Publisher: New York : W. W. Munsell & Co.
Number of Pages: 1114

USA > New York > Kings County > Brooklyn > The civil, political, professional and ecclesiastical history, and commercial and industrial record of the county of Kings and the city of Brooklyn, N. Y., from 1683 to 1884 Volume I > Part 103

Note: The text from this book was generated using artificial intelligence so there may be some errors. The full pages can be found on Archive.org (link on the Part 1 page).

In 1788, previous to the expiration of his lease, Wal- dron offered proposals to the corporation of New York for the renewal of his lease. But they had resolved on a different plan of leasing and managing the ferries; and at their session of Mareh 11, 1789, they adopted a report, recommending the letting of the ferry-house and other corporation buildings, at Brooklyn, indepen- dent of the ferry, and lieensing a certain number of boats to individuals, for the eonveyanee of passengers and freight aeross the ferry, the rent to be paid quarter- ly, and the tenants to defray all expenses of repairs and pay all public taxes, ete.

At a subsequent session, Mareh 18, 1789, it was agreed that six persons be licensed by this board to exereise, during its pleasure, the privilege of keeping, eaeh, one large and one small boat; the former to earry horses, eattle, carriages and heavy freight and passengers, and the latter, light freight and passengers from this eity to Nassau Island, and from Nassau Island to the eity.

"That four of the said large boats and four of the said small boats ply to and from the Fly Market slip in this city, and the corporation ferry stairs at Brooklyn, on Nassau Island aforesaid; and that two of the said large boats and two of the said small boats ply to and from the stairs at Peck slip, and the corporation ferry stairs at Brooklyn aforesaid. That the boats, together with their masts and sails, be of such form and dimensions as the wardens of the port of New York shall approve. That each boat be constantly worked and managed by two sober and discreet able bodied and ex- perienced water-men. That each boat be always furnished with four good oars, and two boat hooks. That the said boats be all numbered, and that the name of the owner, and the number of each boat be painted on the inside of the stern of the boat, easily to be seen, That no greater rates of fer- riage be demanded than those by law established. That no horned cattle be taken off or landed by any of the said boats at any place in this city to the westward of Catharine slip in the Out ward. That the persons licensed as aforesaid shall pay, into the treasury of this city, the following sums monthly: that is to say, each of the persons licensed to exer- cise the privilege of keeping two boats to ply to and from Fly Market slip, as aforesaid, the sum of £3 10s. per month." In default of payment within ten days after date the license was to be forfeited.

At a corporation meeting, April 1, 1789, it was agreed to license Henry Dawson, Gilbert Van Mater, John Hieks and Jacob Wilkins, Jr., to keep two boats eaeh, to ply between Fly Market and Brooklyn on the same terms.

431

DANGERS OF FERRY TRAVEL IN THE OLDEN TIME.

In May, 1805, Dirck Amerman became the lessee of the ferry from New Market or Catharine slip, to Main street, Brooklyn, for the term of three years, at an annual rental of $1,275; and Josiah Brown took the Fly Market ferry for the same time at $3,050. His lease, however, was cancelled in June, 1808, and he was sueeeeded by Burdett Stryker, for three years from May 1, 1808, at the same rent. Then followed Theo- dosius Hunt and Lossee Van Nostrand, for three years from May 1, 1811, at a rent of $3,450 per annum.

During the prevalence of the yellow fever in Brook- lyn, in the month of August, 1809, the old ferry was removed to the foot of Joralemon street, from whenee the boats plied to Whitehall, New York.

Dangers and Difficulties of Ferry Travel in the Olden Time .- Those who in these later days pass quiekly and comfortably over the East river in the eapacious and swift ferry boats, or by the majestic Bridge with its cable-ears, can seareely imagine the diseomforts, hindrances and even dangers, which ac- companied the ferry travel during the last century. Previous to the year 1814, the only boats used on the East river were row boats, flat seows with sprit sails ; or at best, periaguas or two-masted sail-boats. Ferry business was, therefore, very much at the mercy of the wind and tide. At slack water or with a moderate current, the oarsmen had an easy time, and the passen- gers a comfortable and quiek trip. But, against an angry flood or rapid ebb the boatmen eould make little or no headway, and the work of ferrying was slow and toil- some. Sometimes, a favorable breeze enabled the sail- boats to eross without difficulty; and again, baffled by wind and tide, they brought up near Governor's Island, or as far out of their way in the opposite direction. It may be expected under the eireumstanecs that naviga- tion was often stopped temporarily, that delays were common and accidents frequent.

A nuisance incident to the ferries, and one much complained of, was the manner of carrying eattle. A large portion of their stock, it will be remembered, was obtained by New York butchers from Long Island. Boats loaded with eattle, if caught by a stiff breeze, while crossing, were very liable to be upset. Indeed, so unsafe were they considered, especially when the day was windy, or the river obstrueted by floating iee, that few persons would venture to trust their horses, ear- riages, cattle or other property upon them, and it was no uneommon circumstanec for such persons to wait a day or two for ealm weather, in preference to running the risks of the passage. The oar barges, for foot pas- sengers, though more regular in crossing, were by no means comfortable, or always safe. That the dangers of the passage were not altogether imaginary, is quite evident from such newspaper items as the following:

"On the afternoon of January 15, 1784, there was an ex- citing scene in the East river. A Jersey ferry boat had got in the ice and was so damaged that it sank almost immediate-

ly, throwing the passengers (eight in number) into the water. They were enabled to get on a cake of ice, which was carried by the North river eddy around into the East river. 'All the slips being full of ice,' says a newspaper, 'it was with difficulty that two or three small boats were got out to at- tempt their relief ; but the large fields of ice at that moment in motion rendered every effort of the boatmen fruitless, and cut off every prospect of deliverance.' A boat, however, with a crew of soldiers, was enabled to follow them and rescue all but one, a negro man, who was frozen to death."

In 1784, the Independent Journal states that:

" On Saturday last, when a ferry-boat passing over from Brooklyn to this city was suddenly overset. This accident is said to have been occasioned by the shifting of one of the horses, of which there were five on board, which so startled the rest, that they all removed to one side, when the boat immediately filled. The passengers, viz .: Mr. Thorne, Mr. Stackhouse. and a servant man, together with two ferrymen, saved themselves by swimming till they were picked up, when about exhausted, by several boats from the shore, and the different vessels in the harbor."

N. Y. Journal and Post Rider, December 22, 1795, says:

"On Tuesday last, 17th Dec., 1795, one of the Brooklyn ferry-boats was overset in passing the East river ; one man and seven fat oxen were drowned."

N. Y. Journal, April 3, 1798 :

" Yesterday, about twelve o'clock, one of the large ferry- boats which plies between [the old ferry stairs at Fly Mar- ket] this city and Brooklyn, across the East river, was un- happily sunk in a gust of wind. There were eight men in the boat ; five of them were boatmen, and three passengers, all of whom were drowned, except one of the boatmen."

And again, in the American Citizen, May 27, 1801, is the following statement:

"Having seen several erroneous accounts in the papers, respecting the upsetting of the ferry-boat at Fly Market, and being myself on board at the time, will thank you to publish the following : We started from Fulton Market ferry stairs, with little wind, but there was a prospect that the wind would blow very fresh, so that the passengers desired the boatmen to brail up the sails, which they would not comply with. Some of the passengers wished and talked of taking charge of the boat themselves. We considered the boatmen incapable of conducting the boat, owing to intoxication ; however, we concluded that no men would be employed in that business unless they were capable of the task ; but un- fortunately we allowed them to proceed. The first gust that came upset us, and several of the passengers were immedi ately lost. As near as I can recollect, there were in the boat about twelve persons ; one woman and five men were immc- diately drowned ; six of us were saved after having been up- set, nearly one hour and one-half in the water. One. after the storm was over, being spent, could not lay hold fast, but let go, and was drowned. There were three horses and a chair* on board."

These ineidents are of value as showing the contrast between the barge, or seow, that carried the passenger, at the risk of his life and to his great personal diseom- fort, between New York and Brooklyn, in those days,

*A two-wheeled carriage on leather springs.

432

HISTORY OF KINGS COUNTY.

and the elegant, rapid, comfortable, and absolutely safe, ferry-boats that now form the unbroken connections of the two cities.

In addition to the unseaworthiness of these sail- vessels, and the frequent intoxication of the boatmen, the public too often found just cause of complaint in the dilatoriness of the boats in starting upon their trips, the delay and inconvenience occasioned by cattle- loading, etc. Many undoubtedly were the wrangles betwixt ferrymen and passengers ; fierce the objurga- tions occasionally bandied from mouth to mouth ; not infrequent, perhaps, the actual personal rencontres which arose between the overworked and independent boat- men, and their annoyed, impatient and captious pas- sengers.

Steam introduced on the Ferry-Lines .- The success of Fulton's first steamboat, the Clermont, in the years 1807-8, inaugurated a new cra in the history and science of navigation, and aroused the at- tention of some of the leading capitalists of that day, to the peculiar applicability of the new motive power to the improvement of ferries. The first opportunity for a practical test of this matter was afforded by the expiration of the Paulus hook (Jersey city) ferry lease, in 1811. In view of the termination of said lease, various competitors had, as early as 1809, urged the merits of their respective methods or improvements in the working of vessels by machinery ; but, after a careful examination of their claims, leases were exe- cuted, in March 1811, to the Jersey Association (with which Mr. Fulton was connected), for the Paulus Hook ferry ; and, with John Stevens, for the Hoboken ferry. The competition which ensued between these rival lessees as to who should have the honor of first bring- ing a steam ferry into actual operation, terminated in favor of Mr. Stevens, in October, 1811. The Jersey Association having been delayed by certain improve- ments of Mr. Fulton's, did not get their boat on the route until August, 1812.

Flattered and encouraged by the success which at- tended thesc ferrics on the North river, Fulton (who, with his patron, Robert R. Livingston, held the mono- poly of steam navigation in the State of New York), on the 5th of October, 1812, offered to the corporation of New York a proposition for the establishment of a similar ferry to Brooklyn. This was accepted, and, on the 24th of January, 1814, a lease was executed from the corporation to Robert Fulton and William Cutting, for the ferry between Beekman's slip, in New York, and the old ferry slip at Brooklyn, for the term of twenty-five years from the first of May ensuing, upon the following conditions :

Ist. That for the first eighteen years they should pay to the corporation the annual rent of $4,000, and for the last seven ycars, $4,500.

2d. That on or before the 2d of May, 1814, they should provide and navigate a steamboat similar to the

Paulus hook ferry-boat, to run daily, once an hour from each side of the ferry, from half an hour before sunrise to half an hour after sunset. In addition to this they were to furnish such barges, etc., as were pro- vided for, by previous acts of the State.

3d. On or before the 1st of May, 1819, they were to place on the ferry a second steamboat, in all respects similar and equal to the first.

The corporation, on their part, covenanted to build and keep in repair all the necessary wharves or piers at both termini of the route ; and that, as a compensation to the lessees for the large increase of expense which would be incurred in conducting the ferry upon such an enlarged plan, they would apply to the legislature for a modification and increase in the rates of ferriage. In case of the passage of this bill before May 1, 1819, Messrs. Fulton and Cutting were to put on their second boat at the earliest possible date thereafter. In case of its failure, the lessees were to be permitted to receive four cents from each and every passenger who might choose to pass over in the steamboat, but the fare on the horse-boats and barges was to remain as it had been, viz., two cents.

Having thus satisfactorily arranged with Messrs. Fulton & Cutting, the corporation informed the lessees of the ferry that they could no longer have the ferry, and also notified the citizens of Brooklyn that the rates of ferriage were to be increased. Thereupon, the Brooklyn people called a town-meeting, at which, after due discussion of the subject, a committee of six was appointed with full power to use all proper means to oppose any increase of the ferry rates. The com- mittee entered upon their work in the most energetic manner ; they procured a correct account of the re- ceipts and expenditures of the ferry for the three pre- ceding years, and ascertained that the expenses had been about $14,000, and the receipts about $22,000 per year, and that $14,000 were paid by foot-passengers at the rate of two cents each. Upon this data, the com- mittee calculated that the income of the ferry for the first year, at the proposed increase of rates, would not be less than $38,000 ; and that, in less than fifteen years, the income would be doubled. Disbelieving the current New York statements concerning the cost of a steamboat and appurtenances, the committee, also, as- certained from competent workmen in Philadelphia what a steamboat constructed in the best manner would cost, and from the estimates thus obtained became well convinced that the rates of ferriage ought not to be increased. They therefore sent a strong remonstrance to the corporation of New York against such increase ; and further than this, in order to leave the corporation without excuse, the committee offered to take a lease of the ferry upon the same terms and conditions whereon it was subsequently granted to Fulton and his partners. This proposition was rejected by the New York corporation, although the ability of the gentle-

433

STEAM ON THE FERRIES.

men who made it, to meet their obligation, was un- doubted. Failing in this, the committee addressed a memorial on the subject to the legislature, and also forwarded to Albany one hundred and fifty copies of a Brooklyn paper containing the remonstrance, and esti- mates of the committee, etc., and which were addressed to each several member of the legislature. The papers, however, were purloined on the road, the corporation and the lessees of the proposed steam monopoly united their efforts to defcat the wishes of the Brooklyn peo- ple, and were successful.

Team (or Horse) Boats on the Brooklyn Ferry .- Meanwhile a new motive power had been introduced upon the other (the New, or present Cath- erine) ferry, viz. : a team-boat, or "horse-boat," as it was called.

The Long Island Star of April 6, 1814, says :

"On Sunday last, April 3d, (by the way, the Sabbath seems to have been a favorite day with old Brooklynites for testing their experiments in navigation-ED.) the public were grati- fied by the performance of a new invented ferry-boat on the new (Catharine street) ferry, between this village and New York. This boat was invented by Moses Rogers, Esq., of New York. It is, in some respects, similar to the Paulus Hook ferry-boats, and calculated to receive wagons in the same commodious way ; but the water-wheel in the centre is moved by eight horses. It crossed the river twelve times during the day, in from eight to eighteen minutes each, and averaging two hundred passengers each time. It makes good way against wind and tide, and promises to be an im- portant acquisition. Another boat, to go by horses, is now building for that ferry ; and a steam-boat, belonging to Wil- liam Cutting and others, is nearly ready for the ferry between Brooklyn and Beekman slip. These improvements on the ferries cannot fail to benefit this village and the adjacent country."

Two days after, it was announced, "the horse-boat will continue to run from the new ferry to Brooklyn until the first of May, as a temporary arrangement. Passengers will be charged four cents, two of which are for the owner of the ferry, and two cents for the owner of the boat. All other articles at the rates here- tofore charged in the row-boats."

The fact mentioned above, that the horse boat was able to make "good way against wind and tide," was an important one, inasmuch as a head wind interfered sadly with the trips of the sail boats, while an adverse current severely tried the muscles of the oarsmen and the patience of passengers in row boats. These horse boats had covered cabins, and were, in all respects, su- perior to the scows and periaguas which they had replaced. Those at first introduced on the ferry were "single enders"-that is, they had but one bow, and werc compelled to turn around in crossing the river. Subse- quently, double enders, or boats capable of running bow on, without turning round, were used. This im- provement was due to the inventive genius of Mr. John Murphy, the father of Hon. Henry C. Murphy, and who was at that time connected with Mr. Rodman

Bowne in the construction of these horse or team boats used on the new ferry. These boats were each made with two hulls, about twenty feet apart, and covered over by one deck. The paddle-wheels turned on a shaft between these two hulls; and this shaft was made to revolve by means of cranks on a small wheel on either end of the shaft, fitting into a large wheel, which withi corresponding cranks, was moved around a circle of eighteen or twenty feet diameter by horses, as in a cider mill. By Mr. Murphy's invention the direction of the boat was reversed, without changing the horses, simply by lowering the end of the shaft, on which the paddles were fastened, from its lock with the cranks of the large wheel, and raising the other end of the shaft, and locking it with the cranks of the large wheel, an operation which was performed by means of a lever in less than half a minute.

From a New York paper of that day, we learn that " the boat impelled by horses from the new slip to the upper Brooklyn ferry, carried, at one time, 543 passen- gers, besides some carriages and horses. And a horse boat is to run soon from Grand street dock to Wil- liamsburgh."

The number of passengers on this occasion could not be regarded, of course, as an indication of the average travel on the ferries, but rather of the very general curiosity excited by the new style of navigation, which prompted many to make the trip, simply as a matter of pleasure. On the 4th of June, 1814, the other boat referred to above, was launched.

The introduction of horse boats effected a revolution in ferry navigation, and those who had before hesitated to trust themselves to the old boats regarded the new ones as wholly safe, and found great pleasure in the easy passage afforded by them. Yet, the old arrange- ments were not wholly dispensed with. The horse boats made regular trips at stated intervals, but there were kept constantly ready for use a number of the ordinary row boats, which, at an extra charge, would carry over those who did not care to wait until the larger boats started.

Steamboats on the Brooklyn Ferry. - But, shortly after the introduction of team boats into ferry navigation, at first, on the New Ferry, steam entered the lists as a competitor against human muscle and horse-flesh.

The desired law, allowing an increase in the rates of ferriage, was passed on the 4th of March, 1814, and included a reduction of fare on all vehicles loaded and unloaded (articles not carried in such vehicles being charged according to the act of April 9, 1813); a pro- vision for commutation for $10 per annum, and a clanse prohibiting the anchorage of vessels in such a position in the stream as to interfere with the running of the ferry.

These preliminaries being thus satisfactorily arranged, the original lessces, Messrs. Fulton & Cutting, formed a stock company, entitled

434

HISTORY OF KINGS COUNTY.

The New York and Brooklyn Steamboat Ferry Associates, to whom they made over about one-half of the capital, valued at $68,000, divided into sixty shares, and the new enterprise commenced its career in the full tide of public favor, consequent upon its novelty and the prospect of its future importance and usefulness.

The first steamboat put upon the ferry was the Nas- sau, whose advent is thus noticed in the Long Island Star of May 11, 1814:

. " New Steamboat Nassau .- On Sunday last (the 10th) com- menced running the new and beautiful steamboat Nassau, as a ferry boat between New York and Brooklyn. This noble boat surpassed the expectations of the public in the rapidity of her movements. Her trips varied from five to twelve minutes, according to tide and weather. The inhabitants of Long Island, particularly, will find this a most interesting improvement, as the ferries heretofore, however well con- ducted, have been inconvenient, and to many a subject of dread. Carriages and wagons, however crowded, pass on and off the boat with the same facility as in passing a bridge. There is a spacious room below the deck, where passengers may be secure from the weather. This splendid evidence of the progress of science and the arts, while it affords to all a safe and agreeable communication with the city, is a sure harbinger of the future weal and prosperity of Long Island." And again, May 18th:

" The steamboat Nassau crossed the ferry forty times on Sunday last. She is generally from four to eight minutes in crossing. On the day of her commencement she carried at one time 549 passengers, one wagon and two chairs with their horses, and one saddle horse."

The boat received abundant patronage, and was kept actively employed, even after the business hours of the day. The Star of July 6, 1814, thus glowingly des- scribes a pleasure trip:

" Rational and Refined Pleasure .- On Thursday evening last (June 29) the beautiful steamboat Nassau, having been fitted up for an excursion of pleasure, received on board about two hundred and fifty persons, principally inhabitants of Brooklyn, and also an excellent band of music from New York, and left the slip amid the huzzas of an admiring mul- titue. She was beautifully illuminated, and moved majesti- cally on the water, streaming the wlute waves in the rear by the force of her excellent machinery. The moon shone with a kindly radiance, and the air was just sufficiently cool. As she passed up the East River near the city, multitudes assem- bled on the docks, and cheered responsive to the enlivening music of the band. On the water were a multitude of small row-boats, with people of all colors and both sexes, vainly striving to keep up with the steamboat, and catch the drop- pings of the music and merriment which prevailed on board. On her return, when near the flag-staff on the battery, her way was stopped awhile-when

'The brisk, the bold, the young and gay'

mingled in the sprightly dance. The boat proceeded some distance up the North River, and on her return again stopped at the battery, to serenade the crowds there assembled. She next passed around that grand military establishment, Gov- ernor's Island. The silence of the night, the majestic castle, the measured step of the sentinel, his arms occasionally shining in the moonbeam, the dark forest of Red Hook on

the one hand, and the neat white dwellings of our brave defenders on the other, all, all conspired to give to 'the soul of sentiment' the most enrapturing emotions.

"This is a refinement, a luxury of pleasure unknown to the old world. Europe, with her boasted excellence in the arts and sciences, in vain may look at home for any parallel. The captain, lordly as old Neptune, drives his splendid car regardless of wind or tide, and is able to tell with certainty the hour of his return. Honored age and sprightly youth, the beauteous fair and their manly admirers, all who have partaken, will dwell with delight on the innocent and varied charms of the Nassau's evening excursion."

The following advertisement, published soon after- wards, shows that these excursions became quite popular:

Need help finding more records? Try our genealogical records directory which has more than 1 million sources to help you more easily locate the available records.

The civil, political, professional and ecclesiastical history, and commercial and industrial record of the county of Kings and the city of Brooklyn, N. Y., from 1683 to 1884 Volume I, Part 103

Author: Stiles, Henry Reed, 1832-1909, ed. cn; Brockett, L. P. (Linus Pierpont), 1820-1893; Proctor, L. B. (Lucien Brock), 1830-1900. 1n Publication date: 1884 Publisher: New York : W. W. Munsell & Co. Number of Pages: 1114

Author: Stiles, Henry Reed, 1832-1909, ed. cn; Brockett, L. P. (Linus Pierpont), 1820-1893; Proctor, L. B. (Lucien Brock), 1830-1900. 1n
Publication date: 1884
Publisher: New York : W. W. Munsell & Co.
Number of Pages: 1114