Voyage of The Paper Canoe
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N. H. Bishop >> Voyage of The Paper Canoe
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Mr. Lockhart kindly offered to escort me to the
convent of St. Mary's on the Lake; and after
following the mountain road for a quarter of a
mile to the north of the cottage of my companion,
we entered the shady grounds of the convent and
were kindly received on the long piazza by the
Father Superior, Rev. A. F. Hewit, who
introduced me to several of his co-laborers, a party
of them having just returned from an excursion
to the Harbor Islands at the northern end of the
Narrows, which property is owned by the Order.
I was told that the members of this new religious
establishment numbered about thirty, and that all
but four were converts from our Protestant faith.
Their property in New York city is probably
worth half a million of dollars, and the Sunday
schools under their charge contain about
fifteen hundred scholars. Here, among others,
I saw Father D____, who gave up his
distinguished position as instructor of the art of war
at the Military Academy of West Point, to
become a soldier of the Cross, preferring to serve
his Master by preaching the gospel of peace
to mankind. Under an overhanging rock at a
little distance were conversing, most happily,
two young priests, who a few years before had
fought on opposite sides during the civil strife
which resulted in the preservation of the Great
Republic.
A mathematician and astronomer from the
Cambridge and also from a government
observatory, who had donned the cassock, gave me
much valuable information in regard to the
mountain peaks of Lake George,* which he had
carefully studied and accurately measured. Through
his courtesy and generosity I am enabled to give
on the preceding page the results of his labors.
* Heights of mountains of Lake George, New York state,
obtained by Rev. George M. Searle, C. S. P.
Finch, between Buck and Spruce, 1595 feet.
Cat-Head, near Bolton, 1640 feet.
Prospect Mountain, west of Lake George village, 1730 feet.
Spruce, near Buck Mountain, 1820 feet.
Buck, east shore, south of Narrows, 2005 feet.
Rear, between Buck and Black, 2200 feet.
Black, the monarch of Lake George, 2320 feet.
From another authority I find that Lake Champlain is ninety-three
feet above the Atlantic tide-level, and that Lake George is
two hundred and forty feet above Lake Champlain, or three
hundred and thirty-three feet above the sea.
The interesting conversation was here
interrupted by the tolling of the convent bell. A
deep silence prevailed, as, with uncovered heads
and upon bended knees, the whole company most
devoutly crossed themselves while repeating
a prayer. I felt much drawn towards a young
priest with delicate and refined features, who
now engaged me in conversation. He was an
adept in all that related to boats. He loved the
beautiful lake, and was never happier than when
upon its mirrored surface, except when laboring
at his duties among the poor of the ninth
district of New York. The son of a distinguished
general, he inherited rare talents, which were
placed at his Saviour's service. His Christianity
was so liberal, his aspirations so noble, his
sympathies so strong, that I became much interested
in him; and when I left the lake, shortly after,
he quietly said, "When you return next summer
to build your cottage, let me help you plan the
boat-house." But when I returned to the shores
of Lake George, after the completion of my
voyage to the Gulf of Mexico, no helping hand was
there, and I built my boat-house unassisted; for
the gentle spirit of the missionary Paulist had
gone to God who gave it, and Father Rosencranz
was receiving his reward.
When I joined my travelling companion, David
Bodfish, he grievously inveighed against the
community of Whitehall because some dishonest
boatmen from the canal had appropriated the
stock of pipes and tobacco he had laid in for his
three or four days' voyage to Albany. "Sixty
cents' worth of new pipes and tobacco," said
David, in injured tones, "is a great loss, and a
Bodfish never was worth anything at work without
his tobacco. I used to pour speerits down to keep
my speerits up, but of late years I have depended
on tobacco, as the speerits one gets nowadays
isn't the same kind we got when I was a boy and
worked in old Hawkin Swamp."
Canal voyaging, after one has experienced the
sweet influences of lakes George and
Champlain, is indeed monotonous. But to follow
connecting watercourses it was necessary for the
Mayeta to traverse the Champlain Canal
(sixty-four) and the Erie Canal (six miles) from
Whitehall to Albany on the Hudson River, a total
distance of seventy miles.
There was nothing of sufficient interest in the
passage of the canal to be worthy of record save
the giving way of a lock-gate, near Troy, and
the precipitating of a canal-boat into the vortex
of waters that followed. By this accident my
boat was detained one day on the banks of the
canal. On the fourth day the Mayeta ended her
services by arriving at Albany, where, after a
journey of four hundred miles, experience had
taught me that I could travel more quickly in a
lighter boat, and more conveniently and
economically without a companion. It was now about
the first week in August, and the delay which
would attend the building of a new boat
especially adapted for the journey of two thousand
miles yet to be travelled would not be lost, as by
waiting a few weeks, time would be given for
the malaria on the rivers of New Jersey,
Delaware, and Maryland, and even farther south, to
be eradicated by the fall frosts. David returned
to his New Jersey home a happy man, invested
with the importance which attaches itself to a
great traveller. I had unfortunately contributed
to Mr. Bodfish's thirst for the marvellous by
reading to him at night, in our lonely camp,
Jules Verne's imaginative "Journey to the
Centre of the Earth." David was in ecstasies over
this wonderful contribution to fiction. He
preferred fiction to truth at any time. Once, while
reading to him a chapter of the above work, his
credulity was so challenged that he became
excited, and broke forth with, "Say, boss, how do
these big book-men larn to lie so well? does it
come nat'ral to them, or is it got by edication?"
I have since heard that when Mr. Bodfish arrived
in the pine-wood regions of New Jersey he
related to his friends his adventures "in furrin
parts," as he styled the Dominion of Canada,
and so interlaced the facts of the cruise of the
Mayeta with the fancies of the "Journey to the
Centre of the Earth," that to his neighbors the
region of the St. Lawrence has become a
country of awful and mysterious associations, while
the more knowing members of the community
which David honors with his presence are firmly
convinced that there never existed such a boat
as the Mayeta save in the wild imagination of
David Bodfish.
Mr. Bodfish's fictitious adventures, as related
by him, covered many thousand miles of canoe
voyaging. He had penetrated the region of ice
beyond Labrador, and had viewed with
complacency the north pole, which he found to be
a pitch-pine spar that had been erected by
the Coast Survey "to measure pints from."
He roundly censured the crews of whale-ships
which had mutilated this noble government
work by splitting much of it into kindling-wood.
Fortunately about two-thirds of Mr. Bodfish's
audience had no very clear conceptions of the
character of the north pole, some of them having
ignored its very existence. So they accepted
this portion of his narrative, while they rejected
the most reasonable part of his story.
The Mayeta was sent to Lake George, and
afterwards became a permanent resident. Two
years later her successor, the Paper Canoe, one
of the most happy efforts of the Messrs. Waters,
of Troy, was quietly moored beside her; and
soon after there was added to the little fleet a
cedar duck-boat, which had carried me on a
second voyage to the great southern sea. Here,
anchored safely under the high cliffs, rocked
gently by the loving waters of Lake George, rest
these faithful friends. They carried me over
five thousand miles, through peaceful rivers and
surging seas. They have shared my dangers;
they now share my peace.
CHAPTER V. THE AMERICAN PAPER BOAT AND ENGLISH CANOES.
THE PECULIAR CHARACTER OF THE PAPER BOAT. -- THE HISTORY
OF THE ADOPTION OF PAPER FOR BOATS. -- A BOY'S INGENUITY.
-- THE PROCESS OF BUILDING PAPER BOATS DESCRIBED. --
COLLEGE CLUBS ADOPTING THEAM. -- THE GREAT VICTORIES WON
BY PAPER OVER WOODEN SHELLS IN 1876.
Inquiries regarding the history and
durability of paper boats occasionally reach me
through the medium of the post-office. After
all the uses to which paper has been put during
the last twenty years, the public is yet hardly
convinced that the flimsy material, paper, can
successfully take the place of wood in the
construction of light pleasure-boats, canoes, and
racing shells. Yet the idea has become an
accomplished fact. The success of the victorious
paper shells of the Cornell College navy, which
were enlisted in the struggles of two seasons at
Saratoga, against no mean antagonists, -- the
college crews of the United States, -- surely proves
that in strength, stiffness, speed, and fineness of
model, the paper boat is without a rival.
When used in its own peculiar sphere, the
improved paper boat will be found to possess the
following merits: less weight, greater strength,
stiffness, durability, and speed than a wooden
boat of the same size and model; and the moulded
paper shell will retain the delicate lines so
essential to speed, while the brittle wooden shell yields
more or less to the warping influences of sun and
moisture. A comparison of the strength of wood
and paper for boats has been made by a writer in
the Cornell Times, a journal published by the
students of that celebrated New York college:
"Let us take a piece of wood and a piece of
paper of the same thickness, and experiment
with, use, and abuse them both to the same
extent. Let the wood be of one-eighth of an inch
in thickness -- the usual thickness of shell-boats,
and the paper heavy pasteboard, both one foot
square. Holding them up by one side, strike
them with a hammer, and observe the result.
The wood will be cracked, to say the least;
the pasteboard, whirled out of your hand, will
only be dented, at most. Take hold and bend
them: the wood bends to a certain degree, and
then splits; the pasteboard, bent to the same
degree, is not affected in the least. Take a knife
and strike them: the wood is again split, the
pasteboard only pierced. Place them on the
water: the wood floats for an indefinite time; the
pasteboard, after a time, soaks, and finally sinks,
as was to be expected. But suppose we soak the
pasteboard in marine glue before the experiment,
then we find the pasteboard equally as
impervious to the water as wood, and as buoyant, if of
the same weight; but, to be of the same weight,
it must be thinner than the wood, yet even then
it stands the before-mentioned tests as well as
when thicker; and it will be found to stand all
tests much better than wood, even when it
weighs considerably less.
"Now, enlarging our pieces, and moulding
them into boats of the same weight, we find the
following differences: Wood, being stiff and
liable to split, can only be moulded into
comparative form. Paper, since it can be rendered
perfectly pliable, can be pressed into any shape
desirable; hence, any wished-for fineness of lines
can be given to the model, and the paper will
assume the identical shape, after which it can be
water-proofed, hardened, and polished. Paper
neither swells, nor shrinks, nor cracks, hence it
does not leak, is always ready for use, always
serviceable. As to cost, there is very little
difference between the two; the cost being within
twenty-five dollars, more or less, the same for
both. Those who use paper boats think them
very near perfection; and surely those who have
the most to do with boats ought to know,
prejudice aside, which is the best."
An injury to a paper boat is easily repaired by
a patch of strong paper and a coating of shellac
put on with a hot iron. As the paper boat is
a novelty with many people, a sketch of its early
history may prove interesting to the reader. Mr.
George A. Waters, the son of the senior member
of the firm of E. Waters & Sons, of Troy, New
York, was invited some years since to a
masquerade party. The boy repaired to a toy shop to
purchase a counterfeit face; but, thinking the
price (eight dollars) was more than he could
afford for a single evening's sport, he borrowed
the mask for a model, from which he produced a
duplicate as perfect as was the original. While
engaged upon his novel work, an idea impressed
itself upon his ingenious brain. "Cannot," he
queried, "a paper shell be made upon the wooden
model of a boat? And will not a shell thus
produced, after being treated to a coat of varnish,
float as well, and be lighter than a wooden boat?"
This was in March, 1867, while the youth was
engaged in the manufacture of paper boxes.
Having repaired a wooden shell-boat by
covering the cracks with sheets of stout paper cemented
to the wood, the result satisfied him; and he
immediately applied his attention to the further
development of his bright idea. Assisted by his
father, Mr. Elisha Waters, the enterprise was
commenced "by taking a wooden shell, thirteen
inches wide and thirty feet long, as a mould,
and covering the entire surface of its bottom and
sides with small sheets of strong Manila paper,
glued together, and superposed on each other, so
that the joints of one layer were covered by the
middle of the sheet immediately above, until a
sheet of paper had been formed one-sixteenth of
an inch in thickness. The fabric thus
constructed, after being carefully dried, was
removed from the mould and fitted up with a
suitable frame, consisting of a lower keelson, two
inwales, the bulkhead; in short, all the usual
parts of the frame of a wooden shell, except the
timbers, or ribs, of which none were used -- the
extreme stiffness of the skin rendering them
unnecessary. Its surface was then carefully
waterproofed with suitable varnishes, and the work was
completed. Trials proved that, rude as was this
first attempt compared with the elegant craft
now turned out from paper, it had marked merits,
among which were, its remarkable stiffness, the
symmetry of the hull with respect to its long
axis, and the smoothness of the water-surface."
A gentleman, who possesses excellent
judgment and long experience in all that relates to
paper boats, furnishes me with the following
valuable information, which I feel sure will
interest the reader.
"The process of building the paper shell-boat
is as follows: The dimensions of the boat having
been determined upon, the first step is to
construct a wooden model, or form, an exact
facsimile of the desired boat, on which to mould
the paper skin. For this purpose the lines of the
boat are carefully drawn out of the full size, and
from the drawings thus made the model is
prepared. It is built of layers of well-seasoned
pine, securely fastened together to form one solid
mass; which, after having been laid up of the
general outline required, is carefully worked off,
until its surface, which is made perfectly smooth,
exactly conforms to the selected lines, and its
beam, depth, and length are those of the given
boat. During the process of its construction,
suitable rabbets are cut to receive the lower
keelson, the two inwales, and the bow and stern
deadwoods, which, being put in position, are
worked off so that their surfaces are flush with
that of the model, and forming, as it were, an
integral part of it. It being important that these
parts should, in the completed boat, be firmly
attached to the skin, their surface is, at this part
of the process, covered with a suitable adhesive
preparation.
"The model is now ready to be covered with
paper. Two kinds are used: that made from the
best Manila, and that prepared from pure
unbleached linen stock; the sheets being the full
length of the model, no matter what that may
be. If Manila paper is used, the first sheet is
dampened, laid smoothly on the model, and
securely fastened in place by tacking it to
certain rough strips attached to its upper face.
Other sheets are now superposed on this and on
each other, and suitably cemented together; the
number depending upon the size of the boat and
the stiffness required. If linen paper is used, but
one sheet is employed, of such weight and
dimensions that, when dry, it will give just the
thickness of skin necessary. Should the surface
of the model be concave in parts, as in the run
of boats with square sterns for instance, the paper
is made to conform to these surfaces by suitable
convex moulds, which also hold the paper in
place until, by drying, it has taken and will
retain the desired form. The model, with its
enveloping coat of paper, is now removed to the
dry-room. As the paper skin dries, all wrinkles
disappear, and it gradually assumes the desired
shape. Finally, when all moisture has been
evaporated, it is taken from the mould an exact
fac-simile of the model desired, exceedingly stiff,
perfectly symmetrical, and seamless.
"The paper is now subjected to the water-proof
process, and the skin, with its keelson, inwales,
and dead-woods attached, is then placed in the
carpenter's hands, where the frame is completed
in the usual manner, as described for wooden
boats. The paper decks being put on, it is then
ready for the brass, iron, and varnish work. As
the skins of these boats (racing-shells) vary from
one-sixteenth of an inch in the singles, to
one-twelfth of an inch in the six-oared outriggers, the
wooden frame becomes necessary to support and
keep them in shape. In applying this invention
to gigs, dingys, canoes, and skiffs, a somewhat
different method is adopted. Since these boats
are subjected to much hard service, and must be
so constructed as to permit the occupant to move
about in them as is usual in such craft, a light
and strong frame of wood is prepared, composed
of a suitable number of pairs of ribs, with stem
and stern pieces cut from the natural crooks of
hackmatack roots. These are firmly framed to
two gunwales and a keelson, extending the
length of the boat; the whole forming the
skeleton shape of the desired model. The forms for
these boats having been prepared, as already
described for the racing-shells, and the frame
being let into this form, so that the outer surface
of the ribs, stem and stern pieces will conform
with its outer surface, the paper skin is next laid
upon it. The skin, manufactured from new,
unbleached linen stock, is carefully stretched in
place, and when perfectly dry is from one-tenth
to three-sixteenths of an inch thick. Removed
from the model, it is water-proofed, the frame
and fittings completed, and the boat varnished.
In short, in this class of boats, the shape, style,
and finish are precisely that of wooden ones, of
corresponding dimensions and class, except that
for the usual wooden sheathing is substituted the
paper skin as described.
"The advantages possessed by these boats over
those of wood are:
"By the use of this material for the skins of
racing-shells, where experience has demonstrated
the smooth bottom to be the best, under-water
lines of any degree of fineness can be developed,
which cannot successfully be produced in those
of wood, even where the streaks are so reduced
in thickness that strength, stiffness, and
durability are either wholly sacrificed or greatly
impaired. In the finer varieties of 'dug-outs'
equally fine lines can be obtained; but so delicate
are such boats, if the sides are reduced to
three-sixteenths of an inch or less in thickness, that it
is found practically impossible to preserve their
original forms for any length of time. Hence,
so far as this point is concerned, it only remains
for the builder to select those models which
science, guided by experience, points out as the
best.
The paper skin, after being water-proofed, is
finished with hard varnishes, and then presents a
solid, perfectly smooth, and horny surface to the
action of the water, unbroken by joint, lap, or
seam. This surface admits of being polished as
smooth as a coach-panel or a mirror. Unlike
wood, it has no grain to be cracked or split, it
never shrinks, and, paper being one of the best
of non-conductors, no ordinary degree of heat
or cold affects its shape or hardness, and hence
these boats are admirably adapted for use in all
climates. As the skin absorbs no moisture,
these boats gain no weight by use, and, having
no moisture to give off when out of the water,
they do not, like wooden boats, show the effect
of exposure to the air by leaking. They are,
therefore, in this respect always prepared for
service.
The strength and stiffness of the paper shells
are most remarkable. To demonstrate it, a
single shell of twelve inch beam and twenty-eight
feet long, fitted complete with its outriggers,
the hull weighing twenty-two pounds, was
placed on two trestles eight feet apart, in such a
manner that the trestles were each the same
distance from the centre of the cockpit, which
was thus entirely unsupported. A man
weighing one hundred and forty pounds then seated
himself in it, and remained in this position three
minutes. The deflection caused by this strain,
being accurately measured, was found to be
one-sixteenth of an inch at a point midway between
the supports. If this load, applied under such
abnormal conditions, produced so little effect, we
can safely assume that, when thus loaded and
resting on the water, supported throughout her
whole length, and the load far more equally
distributed over the whole frame, there would be
no deflection whatever.
"Lightness, when combined with a proper,
stiffness and strength, being a very desirable quality,
it is here that the paper boats far excel their
wooden rivals. If two shells are selected, the one of
wood and the other with a paper skin and deck,
as has been described, of the same dimensions
and equally stiff, careful experiment proves that
the wooden one will be thirty per cent. the
heaviest. If those of the same dimensions and
equal weight are compared, the paper one will
be found to exceed the wooden one in stiffness
and in capacity to resist torsional strains in the
same proportion. Frequent boasts are made that
wooden shells can be and are built much lighter
than paper ones; and if the quality of lightness
alone is considered, this is true; yet when the
practical test of use is applied, such extremely
light wooden boats have always proved, and will
continue to prove, failures, as here this quality
is only one of a number which combine to make
the boat serviceable. A wooden shell whose
hull weighs twenty-two pounds, honest weight,
is a very fragile, short-lived affair. A paper
shell of the same dimensions, and of the same
weight, will last as long, and do as much work,
as a wooden one whose hull turns the beam at
thirty pounds.
"An instance of their remarkable strength is
shown in the following case. In the summer of
1870, a single shell, while being rowed at full
speed, with the current, on one of our
principal rivers, was run into to the stone abutment of a
bridge. The bow struck squarely on to
obstacle, and such was the momentum of the mass that
the oarsman was thrown directly through the
flaring bow of the cockpit into the river.
Witnesses of the accident who were familiar with
wooden shells declared that the boat was ruined;
but, after a careful examination, only the bow-tip
was found to be twisted in a spiral form, and the
washboard broken at the point by the oarsman
as he passed between the sides. Two dollars
covered the cost of repair. Had it been a
wooden shell the shock would have crushed its
stem and splintered the skin from the bow to the
waist."
Old and cautious seamen tried to dissuade me
from contracting with the Messrs. Waters for the
building of a stout paper canoe for my journey.
Harvard College had not adopted this "
newfangled notion" at that time, and Cornell had
only begun to think of attempting to out-row
other colleges at Saratoga by using paper boats.
The Centennial year of the independence of the
United States, 1876, settled all doubts as to the
value of the result of the years of toil of the
inventors of the paper boat. During the same
year the incendiary completed his revengeful
work by burning the paper-boat manufactory
at Troy. The loss was a heavy one; but a few
weeks later these unflinching men were able to
record the following victories achieved that
single season by their boats.
The races won by the paper boats were:
The Intercollegiate Championship:
Freshmen and University.
The International Championship at Saratoga:
Singles, Doubles, and Fours.
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