“This essay was originally published in the 1941 OCHS Yearbook. Please note that this essay was published over 83 years ago. While still useful for general education, language may be outdated and at times offensive. The Oswego County Historical Society does not stand by the language used in this essay. All photos were added in 2024 when this article was uploaded to the web. To view the original document, please visit NYHeritage.org.”
(Paper Given Before Oswego Historical Society of Oswego, April 15, 1941, by Herbert R. Lyons, Engineer of Diamond Match Company’s Oswego Plant.)
The March 17th edition of the “Oswego County Whig” in the year 1841 carried the following advertisement:
“TO OWNERS OF VESSELS ON THE NORTH AMERICAN LAKES—The subscriber, having the agency, and being a joint proprietor in the right (on the above waters) of ‘Ericsson’s Propellers’, a recent important invention, by which vessels can be propelled, in the absence of favorable winds, at the rate of seven miles an hour, at a trifling expense—thus enabling vessels to make about double the trips made with canvass only. The weight of machinery necessary for a vessel of one hundred and fifty tons, including water in boiler[sic], five[sic] and a half tons. In joint of speed[sic], certainty and economy, this improvement can not but be received most favorably by all interested, and is confidently recommended to their consideration. For further particulars inquire of—J. Van Cleve.”
Within eight months of the time that this advertisement appeared in the Public Press the sloop rigged propeller “The Vandalia”[sic] had been constructed, launched, and successfully completed her maiden voyage.
Our interest in the “Vandalia”[sic[ is quickened by the fact that this year marks the hundredth anniversary of her construction and the introduction of the screw propeller to the Great Lakes and to American waters.
It would be well[sic] to consider briefly the circumstances leading up to the construction of this historic vessel.
A few years before Robert Fulton in 1807 made his first successful trip in the paddle wheel steamboat “Claremont”[sic], John Ericsson, the famous engineer, and the inventor of the Ericsson screw propeller was born in Sweden.
Ericsson’s early years were spent in his native land and were marked by a keen interest in science and mechanics. At the age of 17 he entered the Swedish Army as an ensign and quickly rose to the rank of lieutenant. By the time he was 22 years old he had several inventions to his credit including a flame engine.
On the advice of his superiors in the Swedish Army, Ericsson went to England for the purpose of introducing and exploiting his new engine as it was felt that greater commercial possibilities existed in the British Isles. After spending a little time in England, Ericsson resigned his commission in the Swedish Army as he felt that there should be greater opportunities for a young engineer[sic] the industrially expanding country of England.
Idea Not Original With Ericsson
Ericsson spent a number of years in England and his list of accomplishments as an engineer during this period is a long one and covered many diversified inventions and improvements to the then existing machines. The idea of the screw propeller apparently occurred to Ericsson as early as 1833 for there is evidence to indicate that he conducted experiments with submerged propellers during that year. It was not until 1835, however, that he designed the propeller which in substantially the same form was used for a number of years thereafter. An English patent was granted to Ericsson on his propeller during the year 1836.
The idea of the use of some form of screw for ship propulsion was not original with Ericsson as numerous experiments had been conducted with adaptations of screw principles. As early as 1802, John Stevens had experimented with screw propellers on the Hudson River and, in England, Francis P. Smith made application for a patent on a screw propeller at about the same time as Ericsson. Erics[sic] son’s design was based on mathematical calculations and was carefully developed by the inventor.
Ericsson’s First Successful Propeller
Ericsson’s propeller was the first commercially successful screw propeller and History, in all fairness, gives him credit for the invention. It may be of interest to consider some of the factors which led Ericsson to the development of the screw propeller.
From the time of Fulton’s original steamboat in 1807 until 1837, all steam driven vessels had been propelled by paddle wheels placed amidships. This method of propulsion required the use of considerable[sic] mechanism involving the use of a so-called “walking beam”, a large slow speed engine, and also required that the engine and the boiler be placed amidships in the most valuable cargo carrying portion of the vessel.
The paddle wheels projecting on either side of the ship greatly increased the beam of the vessel and were exposed to the action of waves and wind. The great overall width of paddle wheel propelled ships was a particular disadvantage in the navigation of canals because of the restricted width of the canal locks.
Why Navies Stuck to Sails
The Navies of the world had been unwilling to go to steam propulsion of warships because of the fact that a single well aimed shot could disable a fighting vessel, the vital side wheels and propulsion machinery being above the water line they were extremely vulnerable to attack.
Ericsson from the first visualized the tremendous advantages of the screw propeller over the side wheel type of propulsion, permitting as it did, the placing of all equipment below the water line, the elimination of the awkward walking beam, and the use of a small efficient engine at the stern of the vessel directly coupled to the propeller shaft.
First Screw Propellers Built in England
During the period extending from 1833 to 1837 Ericsson attempted to introduce the screw propeller in England and while a few relatively small experimental vessels were constructed for use on inland waterways no widespread commercial interest could be aroused. The extremely conservative officers of the British Navy in particular scoffed at the claims made for the invention and even in the face of a successful demonstration on the River Thames continued to ridicule the idea of the screw propeller.
At about this time Ericsson developed the friendship of Francis B. Ogden, United States Consul at Liverpool, and Ogden became his very staunch friend and business associate. In the Spring of 1837 they jointly had constructed[sic] a small vessel 45 feet long 8 ft. beam and named the “Francis B. Ogden”. The vessel was built to demonstrate[sic] the principle of the Erics son propellers and was an immediate success.
The “Francis B. Ogden” was fitted with two propellers 5 ft. 3 inches in diameter and had a speed of about 10 miles per hour. Through Ogden, Ericsson made the acquaintance of Lieut. Robert F. Stockton[sic][ a wealthy United States Naval Officer whose interest was excited by the naval and commercial possibilities of the Ericsson propeller. Stockton commissioned Ericsson to build a 30 ton iron steamship, the “Robert F. Stockton”. The steamer was 70 feet long, 10 foot beam, and was powered by a 60 horsepower engine.
“Stockton” First to Operate in America
The “Stockton” was designed to serve as a tow vessel on the Delaware and Raritan canal in the United States. The engine was a twin cylinder unit with cylinders placed diagonally at right angles to each other and with connecting rods coupled to a common crank pin. The “Stockton” was launched in July, 1838, in the River Mersey and sailed for New York from Graves End on April 13th, 1839. She was a schooner rigged vessel and made the trip entirely under sail in 43 days.
The early steamers were apparently all auxiliary vessels, sails being used when wind was favorable and steam being used for bucking head winds and when becalmed.
United States Built First Naval Propellers
Stockton assured Ericsson that he could get the screw propeller into the American Navy. This, however, proved to be somewhat more difficult than Stockton anticipated and it was quite a few years before authorization for the construction of the Frigate “Princeton” was obtained. The designs for this vessel were prepared by Ericsson in England and in spite of the delay the American Frigate was the first screw propelled Naval Vessel in the world.
At his friend Ogden’s earnest request, John Ericsson came to the United States in 1839 for the primary purpose of introducing his propeller to American Waters, he having[sic] applied for an United States[sic] Patent on the invention through Francis Ogden in 1837. While the invention of the screw propeller occurred in England by a Swedish Engineer, it remained for a pair of Americans, in the persons of Francis B. Ogden and Robert F. Stockton[sic] to recognize the outstanding importance of the invention and to assist the inventor in commercializing his work.
Ericsson Built The “Monitor”‘
Ericsson embarked on his American career in 1839 and thereafter until his death in 1889 in the 85th year of his life, spent practically all of his time in this country. Ericsson’s distinguished work as an engineer and inventor while in this country is a matter of history. His original ideas were often ahead of the times and led to many disappointments. Of his many inventions it is probable that the one that aroused widest interest, and for which he is most generally known, is the invention of the famous iron “Monitor” the “cheese box” on a raft which defeated the “Merrimac” in the War of the Rebellion.
Certain of Ericsson’s tests of the screw propeller in England had been witnessed by Messrs. Russel and Stephen Glover , American shin captains and owners of New York. They had a barque, the “Clarion”, under construction in the United States for use in the run between New York and Havana, Cuba, and, after witnessing the test of the screw propeller, decided to fit the “Clarion” with steam driven propellers.
Clarion First American Built Propeller
The “Oswego Palladium” in its issue of April 14th, 1841, carried an account of the successful trial of the “Clarion” in New York Harbor, the trial run being made on April 4th, and under the date line of May 19th, the “Oswego County Whig” carried a complete account of the initial trip of the “Clarion” from New York to Havana, the maiden voyage having been highly successful and completed on April 26th. The “Clarion” was the first screw propelled vessel constructed in America.
Van Cleve[sic] Master of “Ontario”[sic]
Captain James Van Cleve whose advertisement appeared in the “Oswego County Whig” early in 1841 was a “lake captain” on Lake Ontario. Van Cleve had started his career as a clerk on the pioneer paddle wheel steamer “Ontario” (put in commission in ,[sic] 1816) and later became her master. Early in 1841 Van Cleve was captain of the Steamboat St. Lawrence plying between ports on Lake Ontario.
On a visit to New York in December, 1840, Capt. Van Cleve saw a model of the Ericsson propeller and very quickly recognized its possibilities for the Lake trade and particularly its significance to the Port of Oswego in its rivalry with the City of Buffalo for the Upper Lakes Trade.
Let us consider the conditions prevailing at this particular time? and the advantages that the shippers of the Port of Buffalo enjoyed over their Oswego rivals. The following account from the “Oswego Palladium”[sic] of March 24, 1841, sums up the situation as viewed by the Oswegonians:
“THE ERICSSON PROPELLER”
“The progress of the experiments for the application of steam power in aid of the sails of ships, schooners, and other sailing craft, has been observed at this place with great solicitude.
“There is probably no place in the Union which will derive such immediate and extensive advantages from the invention of Mr. Ericsson as Oswego. It is affirmed by one of our first forwarding merchants that, with the aid of this propeller, goods from New York by the Oswego route can be delivered at Cleveland, Ohio, at less cost than the actual charges which must be advanced upon freights in their transportation from New York to Buffalo.
“In the cheapness of transportation for the Western trade, the Oswego or Ontario route has always had a very great advantage over the inland or Buffalo route. A very clear admission was made of this by the general combination of forwarders last year in stating the charges by the Oswego route to be four dollars per ton less than by the inland route. The latter route, however, has always had a great advantage over the Oswego in speed, and certainty in reference to time. The freight vessels from Oswego bound to[sic] the Upper Lakes were all schooners. From Buffalo, a large proportion were steamers. 44
“The prevalent winds upon the Lakes are westerly. Perhaps in the season of navigation they are from that quarter more than two thirds of the time. While, therefore, the descending passage from the Upper Lakes to Oswego was usually as quick as was desirable, the ascending trip was often tedious and dilatory, This was a serious objection to Western Merchants desirous of receiving their goods at early dates. They were desirous of despatch and certainty, and to obtain them submitted to heavy charges beyond those demanded on the Oswego route. But with the Ericsson propeller applied to our Lake Vessels the Welland canal becomes navigable for steam vessels, and freights from New York by the Oswego route can be delivered at Cleveland as soon or sooner than they can be delivered at Buffalo.
“Thus, while the Oswego route will continue to enjoy all of the advantage[sic] of its superior cheap-ness, it will equal the inland route and surpass it in speed.
“Here is[sic] matter for consideration with the advocates of the enlargement of the Erie Canal. The grand object to be gained is the Western trade; and yet it is certain that should the state realize the tull results of the Seward and Ruggles policy in extending our debt to 40 millions, yet the channel it will have provided will not equal that which nature furnishes, and through it the bulk of the West ern trade will refuse to pass.
“We learn with pleasure that two vessels at this port are about being[sic] fitted out with Ericsson propellers, and the necessary machinery. One of them is a new vessel, the keel of which is about being[sic] laid at S. Doolittle’s shipyard. The other, one of our present craft[sic]. So that ere[sic] long Lake Erie will be visited by steam vessels from Lake Ontario.”
“Palladium’s” Advice to Buffalo
The foregoing is of particular interest to us because of the current controversy between the Ports of Oswego and Buffalo over deepening the State Barge Canal between Three Rivers and Buffalo. One hundred years ago Buffalo was fighting for deepening of the Erie Canal and being opposed by Oswego interests. A spirited controversy in print took place between the editors of the Oswego and Buffalo newspapers all during the period that the “Vandalia” was being constructed. The editorials were vitriolic and rich in sarcasm, the Buffalo “Journal” branding the “Vandalia”[sic] as another “Oswego Humbug”. The following quotation from the “Oswego Palladium” under date of April 21, 1841, is a typical example of the exchange of words between the editors of the two cities:
“The Buffalonians are much[sic] annoyed about Ericsson’s Propellers; at least we should judge so from the tone of some of their papers. And well they may for this valuable improvement in the application of steam power will transfer the forwarding business from Buffalo to Oswego. Within less than three years nineteen twentieths of all the goods destined to the upper lakes will pass through Oswego, despite the young or old lion of the West. The City of Buffalo will then stand “solitary and alone”, far removed from the great thoroughfare between the Atlantic and the “Far West”. This is a sad and gloomy prospect for our neighbors—they have our deep and lasting sympathy. There is one way, and only one in which this great calamity can be averted from our sister city, and we hasten to point it out to our neighbors so that they can avail themselves of it before it is too late. It is this—abandon, destroy, and annihilate at once the great Buffalo Humbug, which is the greatest of all humbugs, the , enlargement of the canal west of Syracuse, and apply a portion of the ten or fifteen millions of dollars which it will cost to dig this big ditch along the banks of Lake Ontario, in constructing a steamboat canal from Lewiston to Buffalo; this will keep the Buffalonians ‘on the right track’, and nothing else can do it.”
What Propellers Did For Oswego
It should be realized that the Welland Canal could not be used by the side wheel steamers of the day because the locks were too narrow to pass these vessels. Oswego’s trade with the upper Lakes was therefore limited to the use of schooners which could pass through the Canal locks between Lake Ontario and Lake Erie. In view of the foregoing the importance of the screw propeller to the City of Oswego is apparent as the screw propelled vessels could easily clear the Welland Canal locks, permitting steamers to go from Lake Ontario ports to the upper Lakes without breaking cargo.
Perhaps the best description of Capt. Van Cleve’s early connection with Ericsson and his introduction of the invention to the Great Lakes is contained in Capt. Van Cleve’s book which he presented to the City of Oswego in 1877. This book is a mine of information on the early vessels of the Lakes and the men involved in their construction and operation. It is copiously illustrated by water color sketches made by Capt. Van Cleve. His foresight in providing such a complete record for future generations is unusual. A duplicate of the Oswego volume is in the possession of the Buffalo Historical Society.
Van Cleve’s Own Story
Capt. Van Cleve’s account is as follows: “While on a visit in the City of New York in the month of December 1840, I was called upon by Josiah J. Marshall, formerly one of the firm of Bronson, Marshall, & Company, of Oswego, who informed me that—’our Mend Sanderson of Rockville, Canada, who had boats on the Rideau Canal had requested him to examine Erics son’s propeller and give him his opinion as to its application to the propelling of boats on the canal’, Mr. Marshall stating[sic] that as he had no practical experience in steam machinery he wished me to go with him to the engine works of Messrs. Hogg and Delenader and[sic] examine the propeller hung there upon a shaft for the examination of all parties interested and give him my opinion which he would transmit to our friend Sanderson.
“After examining the propeller with great care I stated to Mr. Marshall that it was my opinion it would produce a revolution in the propelling of vessels and must result in the complete change in the steam marine of the Lakes.
“He then requested me to go with him and he would introduce me to Capt. John Ericsson, the patentee, who had rooms at the Astor House. After a conversation of about two hours with Capt. E., respecting the commerce of the Lakes he got up from his chair, walked two or three times across the room, then made the following proposition
: ” ‘Capt. Van Cleve, if you will put a vessel in operation with my propeller on the Lakes within one year, I will assign to you one half interest in my patent for all the North American Lakes.’
“I accepted his proposition, the papers were drawn accordingly and I left for Oswego. After exhibiting there the model of the propeller and plans[sic] a short time I had partly arranged with a party to introduce the propeller in a vessel already built when an arrangement was concluded with Sylvester Doolittle, who had a shipyard in Oswego, to build a new vessel.
Vandalia Engine Built at Auburn
“The parties interested in the vessel were Sylvester Doolittle, one quarter, Bronson and Crocker, one quarter, Captain James Van Cleve, one quarter, Captain Rufus Hawkins, one quarter. I then went to Auburn and concluded a contract with C. C. Dennis to build[sic] the engine for the vessel which when launched was named ‘Vandalia’. She was sloop rigged and made her first trip in November 1841 to the head of Lake Ontario, experiencing good and bad weather and proved a success, thus carrying out my contract with Capt. Ericsson in eleven months. In the Spring of 1842 the ‘Vandalia* passed through the Welland Canal and visited Buffalo where she was examined by all classes with much interest.
“Having in my possession the papers, drawings of the ‘Van dalia’ engine sent for C. Dennis [sic]builder of the engine, and relating to my arrangement or agreement with Capt. Ericsson for the introduction of the propeller, upon the Lakes, I have considered it proper I should make this record that the public and various historical societies may have the facts relating to so [sic]interesting a subject.”
(Signed) James Van Cleve
Capt. Van Cleve also states that his quarter interest in the “Vandalia” was taken over by Sylvester Doolittle before the “Vandalia” was launched. The location of Sylvester Doolittle’s shipyard where the “Vandalia” was built has been somewhat obscured by time. The Doolittle building was located on Water Street near the foot of Cayuga Street and as it is known that there were shipyards at the foot of Cayuga Street the natural assumption is that the Doolittle Yard was in this vicinity.
Vandalia’s Keel Laid in April
The keel of the “Vandalia”[sic] was laid either late in March or early in April 1841, and construction was undoubtedly pushed as it was necessary to have her in service before December 1841 to meet the terms of Capt. Van Cleve’s agreement with John Ericsson. The “Vandalia” was so named for the then Capitol[sic] of the State of Illinois. She was a sloop rigged vessel, 91 feet long on deck; her beam was 20 feet 2 inches, with a depth of hold of 8 feet and 3 inches. Her displacement was 138.19 95 tons.
Capt. Van Cleve’s sketch of the vessel as she apeared[sic] when she first came out showed a trim looking ship with a deck house amidships and a smaller deckhouse[sic] or cabin aft. The small smoke stack from her boiler is shown projecting up through the top of the rear deck house.
Description of “Vandalia”
Space was provided at the stern for a small deck and a life boat or dinghy was suspended over the stern of the vessel, and her bow appears to have been fitted with an ornamental carving. The “Vandalia”[sic] was fitted with cabins for passengers as well as for the crew. An illustration in the book: “Freshwater” by George H. Cuthbertson, and a picture of the “Vandalia”[sic] in William C. Church’s “Life of Ericsson”[sic] would both appear to have been based on Capt. Van Cleve’s original watercolor sketch.
The propulsion equipment consisted of twin propellers about 5 feet in diameter, one being located on either side of the rudder. Contrary to popular belief that twin screws are of fairly recent origin, it would seem that practically all of the early vessels had twin screws or propellers.
Ericsson’s description of the propeller describes it—”A rotary propeller consisting of a series of segments of a screw attached to a thin broad hoop supported by arms so twisted as also[sic] to form part of a screw.”
The steam engine was a vertical two cylinder engine, with cylinders 14 inches in diameter and a stroke of 22 inches. Each cylinder was connected independently to the two propeller shafts through double connecting rods and the valves for admission and exhaust of steam were driven through a train of gears from the propeller shafts.
Ericsson’s original drawing showing an end view of the patented engine is in Capt. Van Cleve’s book and a facsimile of an original drawing by Ericsson showing a side view of the engine is found in the book “Inland Seas” by James C. Mills. There appears to be a dearth of information about the boiler used for generating steam, but judging from descriptions of the boilers used at the time, the pressure carried was probably between five and ten pounds and forced draft was obtained with a blowing engine of Ericsson design.
Propellers May Have Been Prison Built
C. C. Dennis of Auburn, New York, was given the contract for building the engine and presumably the propellers and the boiler. The St. Catherine’s (Ontario) “Journal” in the Fall of 1841 states that “the Ericsson propellers were built at Auburn State Prison under the supervision of Messrs. Dennis & Wood, who carry on an extensive business in that line near the prison”.
The firm of Dennis and Wood apparently operated as the Continental Iron Shop. Their plant was located on State Street in Auburn on the site of the present Osborne Hotel.
It was estimated that complete propulsion equipment for a vessel of[sic] the size of the “Van dalia” cost about $2,000.00 and that the cost of fuel for a trip between Oswego and Cleveland, Ohio, would be about $25.00. The vessel was completed in the Fall of 1841 and late in November made her maiden voyage to the head of Lake Ontario with a cargo of 130 tons of merchandise for Niagara and Hamilton.
Maiden Voyage in Fall of 1841
The first trip of the “Van dalia” was made under a special permit issued by the Oswego Customs officials. Her regular papers were not taken out until the Spring of 1842. Apparently with the intention of determining how the vessel would operate in the Welland Canal, she proceeded through the canal as far as St. Catherine’s, Ontario. The success of the trip through the canal is attested in the following quotation from the St. Catherine’s Journal:
“She steers as helmsmen[sic] term delightfully — the movement of the screws assisting rather than retarding the operation of the rudder. This point was satisfactorily ascertained, in the circuitous route of the canal, from Port Dalhousie to St. Catherine’s, where we had a full opportunity of testing the merits of this ingenious and novel invention. She glided along without any perceptible motion of the water; so that not the least injury to the banks of the canal need be apprehended from the swell of water which arises from the paddles of an ordinary steamer.
“After passing one of the smallest locks on the canal at this place at ease, and staying .an hour or two for the inspection of the inhabitants generally, she returned to Port Dalhousie on her route to Oswego.”
The “Vandalia* returned to Oswego in the last week of November, making the run between Niagara and Oswego in 18% hours, partly under sail and partly under the propulsion of the new equipment. During the experimental trip she experienced rough weather which demonstrated her seaworthiness and the ship was pronounced a complete success.
On her first trip to the head of the Lake the “Vandalia” was in command of Capt. Rufus Hawkins, one of the owners. A Mr. Taylor was the engineer, and it is known that Sylvester Doolittle the ship builder was a passenger.
“Vandalia’s”[sic] Name Later Changed
Captain Van Cleve has stated that Capt. Daniel H. Davis was the first captain of the “Van dalia”, the assumption being that he was placed in command of the vessel in the Spring of 1342. In his book, Captain Van Cleve also tells us that the “Vandalia” was later enlarged to a vessel of 320 tons and her name was later changed to “The Milwaukee”.
The screw propeller was planned primarily for use in canal service. The first experimental English vessels were for use on the Leicester Canal. The Robert F. Stockton was designed for and used on the Raritan Canal in this country and, according to Van Cleve’s account, its use was planned on the Rideau Canal in Canada.
In the case of the “Vandalia”, one of the primary advantages of the screw propeller was in its ability to successfully navigate the Welland Canal.
The advantages of the propeller on larger bodies of water was soon realized and accounts for the rapid spread of this form of propulsion.
The experimental run of the “Vandalia” fulfilled the terms of Capt. Van Cleve’s agreement with John Ericsson, to place a vessel in operation on the Great Lakes within the year’s time. It would now appear that Capt. Van Cleve proceeded to push the sale of the screw propeller on the Lakes, and the number of vessels propelled by the screw increased very rapidly.
During 1842 and 1843 Sylvester Doolittle constructed at Oswego the propeller “Oswego”, a vessel of 150 tons, and also the “Chicago”. In 1844 and 1845 he built the “Racine”[sic] and the “New York”, Bronson & Crocker being associated with him in the construction of all of these vessels. George S. Weeks of Oswego built the “Syracuse”[sic] a vessel of 300 tons in 1845 and the “St. Lawrence”, 340 tons, in 1848, Moses Merrick & Company being the owners of both vessels.
Buffalo Adopts “Oswego Humbug” The Messrs. Hollister of Buffalo examined the “Vandalia” on her first trip to that Port in the Spring of 1842 with the result that they concluded arrangements for the rights to install propellers on two vessels, these being the “Samson” and the “Hercules”, each vessel being of about 400 tons displacement. The “Hercules”[sic] was constructed in 1843 and was a famous steamer of the time.
New vessels were constructed at Sacket’s[sic] Harbor and other points on Lake Ontario and many existing vessels were re-built to accommodate the new propellers until in a very short period the propeller driven steamer had become a common sight on the Lakes. It was many years, however, before the steamers of the Lakes entirely abandoned sails to the exclusive use of steam for propulsion. Now, 100 years later, there remains not a single commercial sailing vessel on Lake Ontario.
This paper would not be complete without a short commentary on the men who were instrumental in the construction and operation of the “Vandalia”.
The Life of Captain Van Cleve
Capt. James Van Cleve was born in Lawrenceville, N. J., in 1808. He.became associated with the shipping industry at an early age, and during his lifetime commanded most of the finer vessels on Lake Ontario. At the time of his meeting with John Ericsson, he was a young man about 32 years old. His was a long and useful career. He was a skilled water color[sic] artist and a historian. The book he presented to the City of Oswego in 1877 is liberally illustrated with his water color[sic] sketches of the early Ports of Lake Ontario and most of the principal vessels on the Lakes are pictured therein.
This book of Van Cleve’s is a remarkable record of the lake shipping industry from the early days of the 19th century to 1877 and would form the basis for a very interesting paper for presentation before this society.
Van Cleve in later years made his home in Lewiston where he became a civic leader and was connected with many local enterprises. He was chairman of the board of the company that was responsible for the building of the first suspension bridge across the Niagara River a t Lewiston in 1850.
Capt.Van Cleve died in Sandwich, Ontario, where he apparently lived just prior to his death, in the year 1888.
Sylvester Doolittle, Ship Builder
Sylvester Doolittle, the builder of the “Vandalia”, was born in Whitestown, Oneida County, in January 1800. He learned the ship carpenter’s trade as a young man at Sodus Point, New York, and later worked at his trade in Rochester and Utica. His work in Rochester and Utica was probably confined to the construction of canal boats for use on the Erie Canal.
He moved to Oswego in 1836 through the influence of Abram Varick and for many years conducted an active ship building business. The Doolittle Building, which he erected, was located on Water Street near Cayuga, and it is believed that the site of his shipyard was at the foot of West Cayuga street where it is known positively one of the three shipyards of Os in the 1840-1850 decade was located.
Builder of Many Enterprises
Doolittle became interested in the milling trade and built and operated a large flour mill at Oswego and still later in life entered into the forwarding business handling freight shipments from New York to the upper lakes ports.
The famous hostelry, “The Doolittle House” was erected by Sylvester Doolittle at a reported cost of some $250,000 in 1874. This hotel was one of the most famous of its day and was located on the site of the present Hotel Pontiac.
Sylvester Doolittle also covered and commercialized the Deep Rock Spring property on West First Street, this being adjacent to the Doolittle House.
The name of Sylvester Doolittle was connected with most of the progressive business and civic organizations of his day. He died in Oswego during the month of October 1881.
The Firm of Bronson & Crocker
The firm of Bronson and Crocker, merchants and forwarders, who owned a fifty per cent interest in the “Vandalia” apparently included Alvin Bronson, Edward Bronson, and Lucius B. Crocker. The partnership was formed about 1830 and lasted for many years. The partners were men of vision, keen traders, and sound businessmen. Alvin Bronson was probably the most prominent of the partners. He was born in Waterbury, Conn., in 1783, and at the time of the construction of the “Vandalia” was about 58 years old. He came to Oswego as a young man, built several vessels and established a store in Oswego. During the war of 1812, he was the military and naval storekeeper of the Port and was captured by the British and taken as a hostage to Kingston, Ontario.
Captain James Van Cleve dedicated his book to Alvin Bron son in the following words:
“To Alvin Bronson. A Pioneer in the Commerce of Lake Ontario, and for more than 50 years an active participant and keen sympathizer in all things pertaining to its advancement and the prosperity of Oswego this volume is respectfully dedicated.”
Alvin Bronson was a most[sic] versatile individual. His business activities included ship building, storekeeping, flour milling, and forwarding. He was very active politically throughout his lifetime, having served as State Senator for two terms during which he brought about the passage of the appropriations for building the Oswego Canal, and was the first president of the village in 1828, his name being connected with practically every civic enterprise or undertaking connected with the early days of Oswego. Alvin Bronson died on April 2nd, 1881.
Little appears to be known of Edward Bronson but,[sic] Lucius B. Crocker, the other member of the firm, is more generally known to students of Oswego history. He was a village trustee in the early days of the village and was one of the original organizers of the Board of Trade in 1848. He was also one of those men responsible for organizing the Oswego Rural Cemetery Association in 1849 and was Mayor of Oswego in 1856. Lucius B. Crocker died in Paris, France, in the year 1865.
Vandalia’s Skipper Later Sheriff
Captain Rufus Hawkins, who owned a quarter interest in the “Vandalia”[sic], and commanded her on her first trip to the head of the Lake, lived at 36 West Cayuga street in 1857. Captain Hawkins was sheriff of Oswego County in the year[sic] 1855 and was Chief of Police of the City of Oswego in 1863.
Vandalia First Propeller on Great Lakes
From time to time the question has been raised whether the “Vandalia” was the first screw propelled vessel in this country. A study of the matter would indicate that the barque “Clarion” built in this country in 1840 was unquestionably the first vessel built in this country to utilize Ericsson propellers. The “Vandalia” would appear to be the second vessel so[sic] constructed and the first vessel of this type on the Great Lakes.
Acknowledgement is made to the following references in preparing this paper: “Churchill’s Landmarks of Oswego County”; “Johnson’s History of Oswego County”; “The Life of John Ericsson”, by William Conant Church; “Fresh Water”, by George H. Cuthbertson; “Inland Seas”[sic], by James C. Mills; Capt. James Van Cleve’s book in the City Hall at Oswego; “The Oswego Palladium” for the year 1841; “The Oswego County Whig” for the year 1841.
Copies of all references to the “Vandalia” occurring in the above works are attached to this paper for future reference and the following illustrations with their sources are attached: The “Vandalia” in 1841 from Capt. Van Cleve’s water color[sic] sketch; The “Vandalia”, an illustration in “The Life of John Ericsson” by William Conant Church; The “Vandalia” Passing Through the Old Welland Canal, an illustration in “Fresh Water” by George A. Cuthbertson; A photograph of the End View of the “Van dalia’s” engine, this being a photograph of Ericsson’s original drawing of the engine; A photograph of a facsimile of Erics son’s original drawing showing a side view of the double engine for the “Vandalia”, the illustration being from “Inland Seas” by James C. Mills.
