This document summarizes the history of small boat construction in North America. As large shipbuilding declined in the late 19th century, the construction of smaller boats like canoes, skiffs and yachts increased to meet demand. Regions with extensive waterways like the Erie Canal corridor and Adirondack Mountains saw the growth of local boat building traditions and industries. The development of steam-powered boats and engines in the early 20th century transformed recreational boating. Overall, the document argues that small boat construction was an important but overlooked part of North America's maritime heritage.
This document summarizes the history of small boat construction in North America. As large shipbuilding declined in the late 19th century, the construction of smaller boats like canoes, skiffs and yachts increased to meet demand. Regions with extensive waterways like the Erie Canal corridor and Adirondack Mountains saw the growth of local boat building traditions and industries. The development of steam-powered boats and engines in the early 20th century transformed recreational boating. Overall, the document argues that small boat construction was an important but overlooked part of North America's maritime heritage.
This document summarizes the history of small boat construction in North America. As large shipbuilding declined in the late 19th century, the construction of smaller boats like canoes, skiffs and yachts increased to meet demand. Regions with extensive waterways like the Erie Canal corridor and Adirondack Mountains saw the growth of local boat building traditions and industries. The development of steam-powered boats and engines in the early 20th century transformed recreational boating. Overall, the document argues that small boat construction was an important but overlooked part of North America's maritime heritage.
This document summarizes the history of small boat construction in North America. As large shipbuilding declined in the late 19th century, the construction of smaller boats like canoes, skiffs and yachts increased to meet demand. Regions with extensive waterways like the Erie Canal corridor and Adirondack Mountains saw the growth of local boat building traditions and industries. The development of steam-powered boats and engines in the early 20th century transformed recreational boating. Overall, the document argues that small boat construction was an important but overlooked part of North America's maritime heritage.
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The article discusses the history of small craft construction in North America and its significance as an important but overlooked part of maritime heritage.
The article is about the history and significance of small craft construction in North America and its role as an important but overlooked part of maritime heritage.
The article states that as construction of the merchant fleet in New England's shipyards declined, new industries emerged.
BuiIding Wooden Boals A Losl CIaplev in Maviline Hislov
AulIov|s) Bonnie J. WiIIinson
Bevieved vovI|s) Souvce AFT BuIIelin, VoI. 20, No. 3, Annivevsav Issue |1988), pp. 61-71 FuIIisIed I Association for Preservation Technology International (APT) SlaIIe UBL http://www.jstor.org/stable/1504205 . Accessed 25/01/2013 1500 Your use of the JSTOR archive indicates your acceptance of the Terms & Conditions of Use, available at . http://www.jstor.org/page/info/about/policies/terms.jsp . JSTOR is a not-for-profit service that helps scholars, researchers, and students discover, use, and build upon a wide range of content in a trusted digital archive. We use information technology and tools to increase productivity and facilitate new forms of scholarship. For more information about JSTOR, please contact [email protected]. . Association for Preservation Technology International (APT) is collaborating with JSTOR to digitize, preserve and extend access to APT Bulletin. http://www.jstor.org This content downloaded on Fri, 25 Jan 2013 15:00:52 PM All use subject to JSTOR Terms and Conditions Building Wooden Boats A Lost Chapter in Maritime History Excerpted from a book-length manuscript, this article introduces the reader to the history and significance of small- craft construction. Bonnie J. Wilkinson Saving historically significant rem- nants of North America's maritime heritage has generally meant rescuing large vessels from decay. However, as construction of the merchant fleet in New England's shipyards declined, a new maritime industry flourished. Construction of boats, sloops, yachts, steamboats, skiffs, canoes, and (even- tually) motorboats increased. These smaller vessels were part of the river, canal, lake and coastal maritime traffic that carried goods and passengers to the newly settled lands to the west. Later, as time for leisure activities in- creased, recreational craft became in- creasingly popular. Construction of small craft was not recognized as an important part of our maritime heritage until recently. Little information about the history, sig- nificant innovations, or names of im- portant builders was available. Built by small boat yards or individual builders, historically significant small craft and the history of their construction was scattered. Understanding the sig- nificant innovations within this in- dustry, learning the names of impor- tant builders, and documenting the growth of the many towns that grew up around small-craft construction be- came the subjects of a Master's thesis at Cornell University. This paper is a small portion of that work and seeks to provide a general background and some specific cases in this missing chapter of our maritime heritage. B. J. Wilkinson is staff architect with the Georgia State Historic Preservation Office. Her article is condensed from her Master's thesis. Her thesis advisor was Michael Tomlan, APT Book Review Editor and professor at Cornell. Requests for a loan copy of the thesis should be directed to 3968 Wolcott Circle, Doraville, GA 30340. Advertised as a "non-capsizable, non-sinkable sailboat", this 18-foot yacht was designed by marine architect William Gardner of New York. The small, low-priced yacht had sleeping room for two, was self-bailing, and looked "rakish" on the water. THE GARDNER, 18 Rater, Lead Fin, Sail Yacht. -- - 1 h\_ 61 APT Bulletin Vol XX No. 3 1988 This content downloaded on Fri, 25 Jan 2013 15:00:52 PM All use subject to JSTOR Terms and Conditions ?- - . . --------- r 41F- . -...-... . ...?.?. . - - . . _ _ - .-? -- _ --> _ . - .-- _ ._7.. . _- .. __ .- Deep harbors, sheltered rivers, and a network of lakes, rivers, and canals encouraged recreational boating and commercial uses. Here, fishermen land a black bass in a regular St. Lawrence River Skiff, one of the indigenous craft developed in the region. Erie Canal Just as coastal trade encouraged the growth of large shipyards in New England's coastal towns, so the con- struction of the Erie Canal encouraged the growth of a small-craft maritime in- dustry in New York State. The Canal, a major transportation route between the Great Lakes and New York City, be- come a center of commerce. The canal connected the Great Lakes via the Finger Lakes and the Hudson River to New York City. Within these smaller bodies of water, large craft were dif- ficult to handle, allowing for the development of indigenous small craft. The key to this development was the availability of timber, deep harbors and sheltered rivers. The development of the Erie Canal influenced the growth of boat building in New York State in three ways. First, the Canal stimulated the construction of a new type of vessel-a canal boat. It was a long narrow boat with a rounded bow fitted with living quarters above the deck and space for storage below. Originally it could hold 75 tons; by 1860 the craft was allowed to carry 240 tons. Second, construction of the canal al- lowed for an increase in freight ship- ping between the Midwest and New York City. Third, the Erie Canal allowed the Great Lakes to develop into a major in- land waterway. After the Canal opened, three more canals were dug to connect the Lakes via the St. Lawrence River to the Atlantic Ocean. These canals included the Chambly Canal, 1831, which connected the Hudson River and Lake Champlain to the Rideau River and the St. Lawrence River at Chambly; the Welland Canal, 1845-50, which provided a set of locks around Niagara Falls, between Lake Erie and Lake Ontario; and the St. Lawrence canals, made up of three in- dividual canals which date between 1834 to 1846.1 Association for Preservation Technology 62 Shipping in Decline. The supremacy that American shipping enjoyed during the early nineteenth century slowly deteriorated between 1857 and 1865. The slowdown was due to the repeal of the British Navigation Laws and American economic developments.2 These developments can be divided into five major events. The first event was the increase in the price of American labor. Second was the loss of leadership in design. American vessels were built from models and designed by eye, not by calculations. This was unlike the naval architectural design taught to the British, French, and the Germans. Third, steamships replaced sailing ships on inland waterways. Fourth, the collapse of the trade to California eliminated the need for fast- sailing clipper ships. In addition, the opening of the Panama Canal allowed the use of steamships, a faster and more economical means of transporta- tion. Fifth, the Civil War caused the Union Army to run a blockade against the southern cotton trade, reducing the exports from the South. Cotton boats were sold, lost, rotted or burned. Foreign investors were forced to pull out and invest elsewhere.3 The consequences of the slowdown were devastating: men were out of work, yards were empty and there was a surplus of vessels. The old shipyards were converted to other uses: wharves, factories, lumber yards and the con- struction of small craft. Growth of Boat Yards. By 1870, there was a 57% increase in the num- ber of boat yards operating in the United States. In New York State the number of yards grew from 72 to 233. Of the 233 yards, 32 of these were employed in the construction of small craft to use in protected waters.4 These vessels "were generally rowed or pad- dled, not fitted with sails, and included canoes and skiffs."5 This content downloaded on Fri, 25 Jan 2013 15:00:52 PM All use subject to JSTOR Terms and Conditions Two indigenous small craft built in New York were the Adirondack guide boat and the St. Lawrence skiff. These two boats were developed from a compilation of a wherry, a dory and a bateau.6 They were built flat, with double-ended bows; and the frames and ribs were constructed from natural elements. Each boat was customized for its own particular area. The St. Lawrence skiff was used for fast travel and freighting among the islands on the St. Lawrence River. The Adiron- dack guide boat was used for sport and fishing in and around the many in- terconnecting waterways of the Adirondack Mountains. These small craft were constructed by individuals until the mid-1870s when local builders began to adver- tise, and boat-building companies grew. The craft were used extensively until the steam launch was developed. At the turn of the century, the St. Lawrence River was the testing ground for power-craft development. Early gasoline engines were used in Leighton Launches and were tested on Oneida Lake and the St. Lawrence River.7 Between 1905 and 1912 the ... .. - ., .' ?; Decked out with a striped awning, the steam launch PAUL was advertised in an 1893 catalogue. The craft could be purchased with either oak orpine planking, copper or galvanized fastenings, mahogany or oak sheerstreak, and mahogany or birch wainscoting. The launch with extras cost $350. The basic model sold for only $200; awnings andflags were advertised extras. design of boats and engines was refined as these boats were raced in the Gold Cup Competitions. By 1910 racing boats from the Midwest were more innovative than those on the St. Lawrence, and racing and boat development was transferred to Detroit. An alternative to the steam launch was the naphtha launch, developed in A stylish Canadian paddling canoe was just the thing for northern New York's lakes and rivers. The canoe measured 15feet, and the basic model featured alternating strips of white and Spanish cedar and afolding black walnut or mahogany seat ($60). The slightly more expensive model shown at bottom was deckedfore and aft. F=F I-n:P i' F~-=~i'-B~'lf~l~m7. F- 17: --tt~r - . ...... 27 CANADIAN PADDLING CANOES. 63 APT Bulletin Vol XX No. 3 1988 This content downloaded on Fri, 25 Jan 2013 15:00:52 PM All use subject to JSTOR Terms and Conditions Special St. Laawrence River Skiff, "Gertie." (BUILT ONLY TO ORDER.) ,IirX If Xl -I I 71 r GENIE, a special-order skiff, was 20feet long. She had two mast tubes forward and one removable thwart with tube aft, so she could be sailed with either mainsail and mizzen or mainsail only. Batwing sails could be ordered with the craft. Herprice was $300, with $9 more for each additionalfoot. 1885. Naphtha, a low-grade gasoline, was used as fuel until 1897 when gasoline began to outsell it. Typical gasoline-powered inboards ranged from 22 to 55 feet in length and had 4- to 60-horsepower engines; they were commonly referred to as "autoboats". Thereafter gasoline began to be the preferred method of power for inboard motors. Outboard motors were used as early as 1866 with the development of the hand-cranked motor. Other outboard motors included the electric engine, developed in 1881, and steam engine, developed in 1887. Gasoline engines were first manufactured and marketed in 1896. These same outboard engines were used to propel the early skiff- putts and dinghies. The exact number of these craft is not known because of the scattered and piecemeal nature in which they were constructed. Most of the builders, who were part-time car- penters, constructed one or two boats on the side in addition to their normal jobs.9 The number of boat-building estab- lishments doubled between 1870 and 1880. Nationally, this grew to 1188 businesses; in New York alone there were 457. This increase was due to a strong economy. It was soon after- wards in 1884, that the Bureau of Navigation was set up by the Congress of the United States to administer the Navigation Laws. 10 By 1890 the market had become overpopulated with vessels, and the number of active establishments fell to half of what it was in 1880. The num- ber of establishments declined until the early 1900s when there was a small increase. This trend continued until World War I when a number of yards began to build boats for the Navy. Even though the number of boating establishments decreased generally toward the mid-1920s, there was one significant factor that affected most of the boats that were being produced- World War I. As a result, mass-produc- tion techniques led to the stand- ardization of the small-craft boat-build- ing industry. [The public] wanted standardized boats, types of established character, of definite value and assured satisfac- tion, and the public would buy boats like this even in lines when many in- dustries have found it necessary to curtail production.11 Standardization made it possible for everyone to own a boat, not just the well-to-do. This applied to all types of boats.12 To see how one regional boat- building center evolved, we will ex- amine the boat builders of the Thousand Islands within the St. Lawrence River in Jefferson County, New York. Boat Builders in the Thousand Is- lands The men in this region began building wooden boats in the early nineteenth century continuing until the mid-twen- tieth century with the development of Fiberglas?. For the settlers of this area boating was a way of life. It provided employment, recreation and transpor- tation. Association for Preservation Technology 64 This content downloaded on Fri, 25 Jan 2013 15:00:52 PM All use subject to JSTOR Terms and Conditions ? ? --- zi J" ~ 411 .. .......... man~ o . . . .. . .. . .. . -At%~J The caption for this catalogue drawing read "Above is taken from a genuine photograph, showing an effective test of the stability of our St. Lawrence River Skiff. Shows man weighing 145pounds standing on gunwale without upsetting boat or taking in water.. .NO TRICK." Two waterways transported materials from the Great Lakes to the Atlantic Ocean. One was the Erie Canal, and the other was the St. Lawrence River flowing northeast 1025 miles to the Atlantic Ocean. The St. Lawrence River defined the northern border of New York State. Within the lower end of the St. Lawrence River are some 1692 islands, giving the area the name of the Thousand Islands.13 The area contain- ing these Islands is triangular in shape, being fifteen miles wide at the western edge and a mile wide at the eastern edge, with the total length of the region measuring thirty miles. Three towns fall within the Thousand Island region-Cape Vincent, Clayton, and Alexandria Bay. Boat building began in Cape Vincent in 1819,14 and spread to Clayton and Alexandria Bay where it continued until the mid-1900s. Cape Vincent. The town of Cape Vin- cent is located where the St. Lawrence River joins Lake Ontario. The town was established in 1849 and named in honor of its land owner, Vincent LeRay. Within Cape Vincent, boat and shipbuilding became a new and im- portant industry due to its close proximity to Sackets Harbour, an ac- tive naval yard during the War of 1812. According to local history, the first ves- sel was constructed in 1819 at the east- ern end of the town where Burnham's Grist Mill was located. The water around the mill was of an adequate depth to float vessels without fear of grounding them. At least thirty vessels were constructed in this yard.1 By the late 1870s, large-craft building had become obsolete. The need for deep harbors in which to construct the ever larger craft outstripped the depth of natural harbors. But boat building did not terminate completely. Small craft were still being constructed on a smaller scale by fishing guides and boat liveries. Three main builders within the town were Leon Peo, Fran- cis Conroy (Roy) Stanley, and the Ross Brothers. As fishing guides, these men would row their sharp-ended boats or skiffs around the islands to their favorite fishing spots. The guiding season ex- tended from April to November or until the river began to freeze. During the course of the winter, when they were not ice fishing, the guides would build their own skiffs, according to their own needs and specifications. George Garner noted in "The New York Central Railroad" pamphlet: These skiffs are models of comfort with their chairs and carpets, and are also seaworthy. They are fitted with patent collapsing centerboards, and carry sail quite well in quite heavy weather. 16 A noted Cape Vincent skiff builder was Leon Peo. He and his father, Joseph Peo, who was a steam engineer on the Great Lakes, started a boat livery at the base of Market Street "fur- nishing skiffs and minnows for various guides or oarsmen." He also started building his own skiffs for rent or sale.17 In 1956, Mr. Peo is quoted by the Watertown Daily Times: 65 APT Bulletin Vol XX No. 3 1988 This content downloaded on Fri, 25 Jan 2013 15:00:52 PM All use subject to JSTOR Terms and Conditions i:1 ~L ~~: ?pC~p ~: II c h. ?i:~t.? :rl?ci?;.;.l? Gallant Dr. Alexander Bain sports his Masonic uniform. He was a major boat builder. (Gordon Bennett) Just before finishing high school, I saw the need of some special training in the designing of all types of boats. So under some good instructors, with much diligent study and many trips to the boat and ship yards adjacent to New York City, I finally acquired the necessary knowledge to design and build almost any size and type of boat used in the lower lakes. My designs and supervision of work included steam barges, house boats, yachts, launches and the St. Lawrence River Skiff which was so popular in the early days. In 1904 he published a catalogue en- titled Boats of all Kinds. In it he states: We take pleasure in presenting to our customers and to the public generally, our latest catalogue of the various kinds and varieties of skiffs, launches, yachts, house boats and other boats constructed by us, upon which when the cost of the material and the amount and quality of workmanship bestowed upon them, and the care taken in every detail of construction is considered...our shops are situated at the foot of Lake Ontario and the head of the great St. Lawrence; and after an experience of nearly twenty years in constructing boats of all kinds, we do not hesitate to say that our boats are second to none. In 1909, Motor Boat magazine published Peo's 1989 model of a 24- foot fishing boat. The main advantage of the boat was the ease with which a craft "can be hauled into a boat house at night or hauled out on rough shores of the lake and the ease of handling when at sea." Peo continued to operate the boat yard and livery business until World War I, when boats could not be built for private use. As a result he "lost in- terest in the building of boats and never entered the field again, except- ing with much reservation, preferrin to devote [his] time to other projects." Although both large and small craft were built in Cape Vincent, construc- tion of small craft was a natural out- growth of the large-craft industry and played a minor role in the economic well-being of the town. Clayton. The town of Clayton is con- veniently located fifteen miles down river from Cape Vincent. The land had been owned by Vincent LeRay de Chaumont and was laid out in a grid plan. In "The Plan of the Village Cor- nelia" (as it was originally known) de Chaumont described the village: [It has an] Excellent harbour for all sizes of Vessels and Boats; it is sur- rounded by very fertile and thickly populated Country; It is situated be- tween Cape Vincent and Alexandria about 15 miles from each. There is now a post office, three stores, two taverns, etc.20 A skiff, the AUGUSTA, was built by Bain in 1870. its.? NI Ana z; ? LI~ ?1:3.: I~:It~~~?~: 4u, Y4 P Ch MN .~ Z.. .. ..... ...? ?mmawk' ;? MI. i: ?I)::? :j?0111,: Association for Preservation Technology 66 This content downloaded on Fri, 25 Jan 2013 15:00:52 PM All use subject to JSTOR Terms and Conditions Steamboats were constructed in Clayton until the 1860s, but after this period, small craft were easier to con- struct and became one of the main in- dustries of the town. Steamboats con- tinued to ply the St. Lawrence, transporting the tourists to the various island resorts, but the St. Lawrence skiff was used to gain access to the less populated islands. The Skiff. The St. Lawrence skiff is a small craft unique to the Thousand Is- lands. Though the skiff may have developed from European prototypes, it's eventual shape and advantages were a response to regional needs.21 During the mid-1860s, skiffs were first used as guides' work boats. Then Zavier Colon, a native of France, mass produced the skiff for public sale.22 A unique feature of the skiff was the absence of a rudder when the craft was under sail. These boats were crude by today's standards, but they were very popular.23 In 1873 a shop was constructed on Riverside Drive for the large-scale manufacture of the skiff. Skiffs were to be sold to the growing summer population. Five years later, Dr. Alexander Bain, a traveling dentist interested in skiffs as racing boats, formed a partnership with Colon. [The two men] under better facilities, more systematized labor, and a largely increased demand, [prospered], finer boats were built, better models were designed; new facilities were needed and invented, elegance of finish was combined with utility; the demands of the hour and the constantly increasing skill of the workman employed, brought out a correspondingly perfect boat.24 Bain had a skiff livery at Thousand Island Park, which was a Methodist Meeting Camp at the head of Wellesley Island. The location of the livery was in close proximity to where the steam- ships formerly docked at the resort. It was noted that the livery was the "Best on the River", supplying "Fifty first class boats, fitted with sails, chairs, anchors, minnow pails, fishing tackle, and all necessary furniture for com- fort.,,25 It was during this time that The Cen- tury Magazine published a description of the skiff in its August 1885 edition. They describe the boat as: an indigenous boat for fishing and rowing, remarkable for the methods by which it is managed under sail. Visitors call it a skiff, natives call it a skift. Holding five or six persons easi- ly, it is of strong, yet light build, and in its lines probably the most beautiful rowboat afloat. Birchbark, Peterboro, Rob Roy, Shadow, Nautilus, Pearl, the hulls of all of these must yield in gracefulness to the skiff. In 1887 a second catalogue was published in the name of A. Bain and Company. Dr. Bain had enlisted the help of several New York City bankers who proved to be his downfall. Their backing allowed the company to buy large quantities of materials at cheaper prices. It also enabled them to build a new building 50x100 feet, with a base- ment and a garret at the foot of Alexandria Avenue on Mary Street. The second catalogue contained not only skiffs, but canoes and sailing canoes which had been popularized by the recent American Canoe Associa- tion (ACA) meetings held on Grindstone Island in 1884, 1885, and 1886. The catalogue included steam launches, prices, testimonials and hardware. A year after A. Bain and Company was formed, the name was again changed to the St. Lawrence River Skiff, Canoe and Steam Launch Com- pany to reflect the comprehensive na- ture of their enterprise. Dr. Bain was the manager and J. G. Fraser was the bookkeeper. In 1890, a report in a local newspaper entitled On the St. Lawrence noted that the company had done $10,000 worth of business as of March 21, 1890. Skiffs and boats were being constructed and sent throughout the United States and to Liverpool, England. Soon afterwards, Bain left the company and formed A. Bain and Company because of conflicts with his banker, Charles Emory. Soon after- wards he moved to Grand Rapids, Michigan.26 As a result, Fraser became manager. On July 1, 1891, J. G. Fraser wrote a letter to the editor of On the St. Lawrence, informing him of the fol- lowing: The boating public is respectfully in- formed that the firm styling themsel- ves as A. Bain and Company and doing business on the River are in no way connected with the St. Lawrence River Skiff, Canoe and Steam Launch Company of Clayton, New York. In- dividual purchasers of the genuine St. Lawrence River Skiff are warned not to accept any boat as a genuine product of the St. Lawrence River Skiff, Canoe and Steam Launch Com- pany unless bearing the bow deck metal shield bearing our full name Atwood's Patent Folding Centreboard was one innovation of the boat builders. ,I- --~._-- 67 APT Bulletin Vol XX No. 3 1988 This content downloaded on Fri, 25 Jan 2013 15:00:52 PM All use subject to JSTOR Terms and Conditions x cA Best's Patent Releasing Anchor eliminated snagging and pulledfreefrom rocks, weeds, or trees. and address, and anchor fouled with paddle, embossed on same, latter being our trade mark. We have no agent at the Thousand Islands except Mr. E. W. Estes of Thousand Island House Pavilion, Alexandria Bay. signedJ. G. Fraser (secretary- manager)27 In 1893, the St. Lawrence River Skiff, Canoe and Steam Launch Company published another catalogue, more complete than the others. Some of the earlier sketches were still being used, but they included more photographs and line drawings of various acces- sories. Soon after the catalogue was published, the company achieved nationwide prominence when it ex- hibited at the Columbian Exhibition in Chicago. Three boats were to be in- cluded in the Aquatic procession scheduled for November 25, 1893. By 1895, the firm was acquired by A. G. Spaulding and Brothers of New York, Philadelphia and Chicago and was moved to Ogdensburg, New York (downriver approximately 45 miles on July 7, 1895.) Their new plant was opened to the public by October 18 of the same year. Two years later, the Spauld- ing St. Lawrence Boat Company, using the same trademark as the old St. Lawrence River Skiff, Canoe and Steam- Launch Company, boasted that "Many of our best designs being made specifically for us by the most successful and best known marine architects for these dif- ferent classes." The company remained in operation until 1905.28 During the period that the St. Lawrence River Skiff, Canoe and Steam Launch Company was still producing skiffs in Clayton, a notice appeared in the 1897 catalogue stating that their popularity as a boat manufacturer caused many imitators "whose productions for the most part are cheap and worthless, not possess- ing any of the merits of the genuine famous St. Lawrence River Skiff, of which we are the original designers and builders.'"29 Two of these imitators patented two different types of collapsible center- boards for skiffs. This type of center- board allowed a skiff to pass over shoals and to be pulled out of the water for storage. These patents were held by Montraville Atwood and Joel Couch. The former developed his patent and filed it on March 10, 1885. An Adver- tisement for one of his centerboards described it as a "twenty inch board in a three inch well. Other sizes manufac- tured...Atwood Brothers, Clayton, New York."30 Six years later, Joel Couch, a local skiff builder, also filed a patent for a collapsible centerboard on March 17, 1891. Couch was considered one of the better skiff builders by his Association for Preservation Technology 68 peers, even though he never produced a catalogue and worked by himself. His shop was located on the corner of Webb and Mary streets. The boats were built in his back-yard shed and brought to the water by a trailer. According to Child's 1890 Directory, there were a total of four boat builders(Joel Couch, S. G. Johnson, Joseph Layere, and the St. Lawrence River Skiff, Canoe and Steam Launch Company) and one boat livery in Clayton. By 1908 there were ten such builders. One of these builders was Lucius E. Fry. Fry came to Clayton in 1889 to work in a furniture factory at the end of Mary Street, across from the lumber company. He worked there a short time and then went to work for the Bain Boat Shop for two years. Soon after he went into business for himself along with Edward Denny and Wilfred Mercer. These men were known as E. L. Fry and Company and were known for building all sorts of boats from canoes to steam launches. Fry never issued a catalogue, never advertised, and never solicited busi- ness until he obtained war contracts for World War I. He was not interested in making money; he merely wanted to build the best boat possible. It was this perfection that gained him his reputation as a boat builder, and his at- titude was representative of the late 1890s.31 Fry had learned the woodworking trade as a furniture manufacturer. With Bain he gained experience in boat building, but also learned construction techniques. He gained design exper- tise for his racing boats, skiffs, and canoes from technical books of the period. This knowledge became help- ful when he, along with the help of E. J. Wright, secured government con- tracts to build four subchasers, which sank two German U-boats. This content downloaded on Fri, 25 Jan 2013 15:00:52 PM All use subject to JSTOR Terms and Conditions The availability of good harbors along French Creek and Washington Island aided in the development of al- most 100 years of boat construction in Clayton. This construction, though originally based on large craft, was transformed into a major center for the construction of the famous St. Lawrence Skiff. The popularity of the boat attracted individual builders within the town to develop their own types of skiffs. Alexandria Bay The village of Alexandria Bay was laid out by Edmund Tucker on a point 11 miles south of Clayton on the St. Lawrence River in 1818.32 The original crossroads was sited to avoid the large outcroppings of rock which occurred throughout the point. Between 1864 and 1888, the town expanded souther- ly and westerly to its present con- figuration. On either side of the town are two bays, Otter Creek and Upper Bay, which provide shelter and deep water necessary for boat construction. Skiff building was not confined to Cape Vincent and Clayton. In fact several boat men were also proficient in constructing skiffs. One of these men was Captain Charles Estes, who started constructing skiffs at the age of 23.33 He was capable of constructing a skiff a week by perfecting the method of using metal templates or molds to build a symmetrical hull both fore and aft.34 As a result his skiffs were broader than most but useful when hunting and fishing. His skiffs were well con- structed, but they were not the best skiffs to be found in the Bay. One of the best known builders was Fitz Maurice Hunt. Like so many of the other builders, Hunt was born in Rock- port, Ontario in 1852.35 After moving to the United States in 1876, he be- came a guide and a steam-boat cap- tain. By 1890, Hunt had begun to build at. Lawrence TRiver Zhiff, + + + +. Canoe ,& team 3launcb Co. CLAYTON, The only builders of the N, Y, GENUINE FAMOUS o\ St. Lawrence R\ River Skiff. \ A \ : +. I'AI)IIIN(i RA CING . AOM) A .,,, E 'g SAIILIN E S every class of Pleasure Boat, from a Canoe to a Steam Yacht. AN,, ALL KINDS OF OARS, PADDLES, SAILS, 9OAT AND VACHT FITTINGS. The public are warned not to purchase any boat, as a genuine product of the St. Lawrence River Skiff, Canoe & Steaml Launch Co., unless same bears their trade-niark plate (as here shown), hear- ing name, address, and trade-niark. I isitors to the T7i'ousand Is/lads are cordially invited to Zsis/ t/he St. L. R. S. C. &' S. L. Co.'s Flac/ory, and inspect fthe fine s/ock of boa/s and work in consfru(/zon. ,A St. Lawrence River Skiff, - Canoe & Steam Launch Co. ,o ,,;. SLAND CLAYTON (J. 0. FRASER, Manager.i N.Y 0TRADE MARK. TRADE MARK. Warning buyers not to befooled by imitations, this national advertisement circulated in 1893-95. The company trademark was its distinctive seal. skiffs and continued to do so until he turned his attention to motorized boats about 1903.36 His skiffs averaged be- tween 18 feet to 26 feet in length (typi- cal for skiff construction). They had the reputation for being the best racing skiffs. They had very sharp bows, feather lap siding (smooth or flush- board) and were very ornate, but were very tipsy and were not to be used as a utility or a fishing boat.37 One could always identify a Fitz Hunt skiff by the absence of a bow cleat, the use of cedar decks, and a drawer under the center seat.3 If one did not own a skiff, they could be rented from Captain Clarence Thomson's Boat Shop and Skiff Livery. He had about 30 skiffs and 15 to 20 motor boats which he rented in 1907. Skiffs were commonly rented from either $3.00 to $3.50 a day; bait was al- 69 APT Bulletin Vol XX No. 3 1988 This content downloaded on Fri, 25 Jan 2013 15:00:52 PM All use subject to JSTOR Terms and Conditions i VS i -- - Canoe racing sails known at "batwings"powered lightweight racing canoes through the water. ways extra. An oarsmen would row two passengers around the river stop- ping at various fishing holes. After they had collected a large quantity of fish, the guide or oarsmen would prepare a shore dinner and then row them back to the mainland. It was not uncommon for a guide to row 30 miles in one day. Although Alexandria Bay was known for its power boating in the early 1900s, its skiff builders were tired of not receiving recognition. In response to this oversight, the follow- ing article appeared in the March 23, 1916 issue of the Thousand Island Sun. THE FAMOUS ST. LAWRENCE RIVER SKIFF While the world known St. Lawrence River Skiff for the past few years has in every way taken a back seat on our beautiful river, the cause of which being the coming of the beautiful St. Lawrence River motor boat which are built at Alexandria Bay and not ex- celled in the world, is coming back and will be seen in larger numbers on the river this summer. The islanders and Tourists, while they enjoy the beautiful motor boats beyond ques- tion, have come to the conclusion that for the best exercise and physical developments there is nothing like rowing in one of the famous skiffs. Those that come for the fishing pleasure are finding that the skiff is the handiest. Speaking of the St. Lawrence River Skiffs and motor boats, there is not a question but Alexandria Bay has the reputation of excelling all others in the line. If this is doubted take particular notice of our models and compare them with others. There is as much difference in the model of our skiffs and others as there is between a pas- senger steamer and a canal barge. We have the reputation of having the finest motor boats in all the world and one can see them ih their beauty all during the summer. Skiffs continued to be built in the Bay, but more emphasis was placed on the development of the power boat. Small Craft Preservation Since the Bicentennial, the public has been reminded of tall sailing ships and vessels of war. But what of the smaller craft or boats? They have largely been overlooked and neglected. This has not been intentional. Peter Neill, who was Director of the Office of Maritime Preservation at the National Trust for Historic Preservation and is currently President of South Street Seaport Museum, has said the following: The size or the mode of power is ir- relevant. One should preserve first; only secondarily should one preserve a variety of things, either large or small. One should preserve just to preserve both in the water or out.39 Because large craft are more visible and can house museological exhibits, they have the ability to draw crowds. In addition, they are so rare and valu- able they cannot be used as sailing vessels, and large amounts of money must be raised for their maintenance. Only 220 of these large craft are left in the United States, and more attention is paid to them. Small craft, on the other hand, have the potential for more public involve- ment due to the variety of their shapes and sizes. Their uses and histories are easier to see and study in a museum setting. They provide ongoing models for amateur builders who can par- ticipate in their construction or restora- tion. Peter Neill offered three reasons why small craft are important. First, the economics of participation is low. There are more small craft than large craft, and more people can become in- volved. Second, small craft can be found all over the United States. They represent the regional cultures of which they are a part. Third, small craft offer the individual a sense of freedom and self-reliance, while an organized group is needed to restore or sail large craft. Since the mid-1960s small-craft museums have been formed, the num- ber of antique boats has grown from one in 1964 to over fifty six in 1987, and a comprehensive list of all small craft is being developed. But until the public takes more interest and Association for Preservation Technology 70 This content downloaded on Fri, 25 Jan 2013 15:00:52 PM All use subject to JSTOR Terms and Conditions demands more emphasis be placed on small craft, the preservation of these vessels will get the least priority within the maritime preservation movement and preservation in general. Notes 1. These canals include the Beaharnous Canal, 1846, at Beaharnous; the Cornwall Canal, 1834, at the long Sault Rapids before Montreal, Canada; The Lachine Canal, 1839, at the Lachine Rapids around Montreal, Canada. 2. John G.B. Hutchins, The American Maritime Industries and Public Policy, (Cambridge, Mas- sachusetts, Harvard University Press, 1941), p. 310. 3. Hutchins, p. 322. 4. Up until this time small craft construction was considered unimportant and was not enu- merated in the census records. 5. Robert Taggert, Evolution of Waterborne Commerce of the United States (Washington D.C.: United States Government Printing Office, 1983), p. 2. 6. wherry: a light rowboat used on rivers; dory: a small flat-bottomed fishing boat with high, outward-curving sides; bateau: a lightweight flat-bottomed river boat with tapered ends. 7. W.P. Stephans, "Launch Racing on the St. Lawrence," The Rudder, February 1905, p. 60. 8. Ibid., p. 60. 9. These figures were never recorded as part of the census enumeration until 1939. 10. 23 Stat. L., 118. 11. W. B. Rogers, "Making a Dream Come True", Motor Boat, March 25, 1921, p. 13. 12. "Standardized Boat", Motor Boat, December 10, 1921, p. 21. 13. This number varies due to the water level of the St. Lawrence River. 14. Franklin B. Hough, A History of Jefferson County, in the State of New York (Watertown, New York: Slertz and Riddell, 1854), p. 115. 15. John A. Haddock, Haddock's Centennial History of efferson County, New York (Philadel- phia: Sherman and Company, 1894), p. 487. It is hard to determine the exact boat builder of this yard. Shipping records do not become comprehensive until 1864. These vessels only had a ten to twenty year life expectancy. 16. George H. Daniels, The Thousand Islands Via New York Central and Hudson River Rail- road, 1899, p. 12. 17. "Memoirs of Leon Peo, Native of Cape Vin- cent Designed, Constructed Many Types of Ves- sels," Watertown Daily Times, June 27, 1956, p.1. 18. Motor Boat, November 25, 1909, p.42. 19. Memoirs of Leon Peo, April 1956, p.5. 20. Town plan of Cornelia, 1824. 21. This can possibly be traced to the Vikings according to Harold Herrick, December 1, 1984. This is further reinforced by an article in Forest and Stream on August 25, 1889 which indicated that "The St. Lawrence River Skiff, highly praised by all who have used it, is an outgrowth of certain conditions and local surroundings and...the exact origin of the boat is not quite clear. It is practically a large canoe, and so it might be an enlargement of the ordinary canoe so common on the St. Lawrence, ...but more resembles the decked canoe of the States." 22. Skiffs were constructed in Alexandria Bay as early in 1852 according to the Honorable Thomas G. Alvord in a letter dated 1895 about an experience in 1852. A Souvenir of the Thousand Islands, p.45. 23. A. Bain and Co., A. Bain and Company's St. Lawrence Skiffs (New York: Jos. P. Stilwell and Co., 1888), p.1. 24. On the St. Lawrence, August 3, 1888, p. 1. The two men published their first catalogue in 1883, entitled Illustrated Catalogue of St. Lawrence Skiffs, Compliments of Dr. A. Bain, Clayton, New York. The inside cover denotes the partnership as Bain and Colon. By the time the catalogue was published, Bain had bought out Colon's interest and gave him the duty of master mechanic. They also hired a business manager, G. H. Vincent. The 1883 catalogue not only had sketches of skiffs, which had been refined by this time, but different styles, available prices as well as letters of recommendation from customers, who gave high praises for the boats. 25. Bain, 1883, p.3. 26. Letter from his daughter, Bertha Fry Hall to Gordon Bennett to Harold Herrick on October 9, 1969. 27. On the St. Law- rence, July 15, 1891. 28. Spaulding St. Law- rence Boat Company, 1897 catalogue. As a result of the Spaulding plant closing in 1905, J.G. Fraser left St. Lawrence Boat Com- pany and formed his own company, The Fraser Hollow Spar Boat Company. The company was the former Hollow Spar Boat Company located in Boston. His catalogue "Canoe, Skiffs and Rowboats" was published around 1905 and carried the traditional shield of the St. Lawrence River, Skiff, Canoe and Steam Launch Company but did not advertise a specific skiff. It is interesting to note that soon after World War I, St. Lawrence Boat Works exhibited several of their small craft at the New York Boat Show in 1922. (Motor Boat, February 25, 1922, pp. 14-17.) The Exhibit included St. Lawrence skiffs, outboard motor boats, sailing dinghies, and canvas canoes. It is not known whether the firm is a descendent of the original firm that popularized this craft. 29. St. Lawrence River Skiff, Canoe and Steam Launch Company, 1897, p. 1. 30. Forest and Stream, April 4, 1889, p. 231. 31. This attitude was also seen when the Can- adians had consistently beaten the United States' teams when racing Batwing skiffs known as 88's. (Eighty eight is the square footage of the sail, the boats being 25 feet long and 42 in- ches wide.) Tired of losing the races, Fry built both the America and the Bertha, and both boats raced the Canadian contenders. The America came in first and the Bertha came in second, while the Canadians came in third. In- terview with Les Corbin, February 23, 1985. 32. Hamilton Child, Geographical Gazetteer of Jefferson County, NY, 1684-1890 (Syracuse: The Syracuse Journal Company, 1890), p. 247. 33. Thousand Island Sun, April 30, 1928. 34. D.W. Fostle, "Alexandria Bay Boat Builders: Skiff Putts and Gold Cups," Wooden Boat, Sep- tember/October 1982, p. 70. 35. The place of birth is disputed. Fostle states that he was born on Hill Island, and two obituaries state that he was born in Rockport opposite from the town in Alexandria Bay on the St. Lawrence River. 36. Fostle, Part 1, p.71. 37. Interview with Thom Inglehart, October 6, 1984. To help its customers keep fit in winter a boat company catalogue promoted patented rowing machines. THE LAFLIN ROWING MACHINE. PATENTED MAY 13, 1884. 71 APT Bulletin Vol XX No. 3 1988 This content downloaded on Fri, 25 Jan 2013 15:00:52 PM All use subject to JSTOR Terms and Conditions