 Flyer | |
| History | |
|---|---|
| Name | Flyer |
| Operator | Columbia River and Puget Sound Navigation Company |
| Route | Puget Sound (Seattle-Tacoma, Seattle-Everett) USA |
| Builder | Johnson shipyard,Portland Oregon |
| In service | 1891 |
| Out of service | 1929 |
| Fate | burned for metal |
| General characteristics | |
| Type | inland steamship (express passenger) |
| Length | 170 ft (52 m)[1] |
| Beam | 21 ft (6 m) |
| Depth | 15.0 ft (5 m) depth of hold |
| Installed power | steam engine, compound |
| Propulsion | single propeller |
| Speed | 18.5 miles/hr (sustained average speed over an entire route; maximum speed higher) |
| Notes | Converted to oil fuel in 1906 |
Flyer was an American steamboat that served from 1891 to 1929 onPuget Sound. From 1918 until the end of her service, she was officially known as theWashington. TheFlyer ran for millions of miles at high speed, more than any inland vessel in the world.[2] This 1891 steamerFlyer should not be confused with the steamboatFlyer built onLake Coeur d'Alene in 1905, although the Coeur d'Alene vessel was inspired both in design and name by the success of the Puget Sound ship.[3]
Flyer was the first vessel ordered by the Columbia River and Puget Sound Navigation Company, a concern formed by Capt. U.B. Scott and others, which already controlled the fast sternwheelerTelephone on the Columbia River, and on Puget Sound, the then new and fast sternwheelerBailey Gatzert as well as the express passenger boatFleetwood.[1]Flyer was built at the Johnson shipyard inPortland, Oregon ofDouglas fir cut in Oregon and prepared for construction by prolonged storage in salt water. Unusually for an express passenger boat,Flyer included a dining room, which contributed to her great popularity.[4]
Flyer was designed to be the fastest propeller-driven vessel in the Pacific Northwest, and was very fine-lined, that is, tall and narrow. Captain Scott was so proud of his new ship that he rode on her as she was launched into theWillamette River. This proved to be a mistake. Neither boilers nor engines had been installed inFlyer before launch, and without their weight deep in her hull to act asballast, she simply flopped over in the water, and Captain Scott had to exit by climbing out a window.[5] After that, another hull was built around her with the hope of making her a little less top–heavy, but this was imperfectly sealed, so water sloshed around in between the hulls for the rest of the vessel's operational life. Surprisingly, this did not affect theFlyer's speed, although she did acquire a permanent list to port, or at least the hint of a list.[2][5] Once finally completed, the company sentFlyer to Puget Sound and broughtBailey Gatzert around to theColumbia River to run with theTelephone.[1]
Flyer was powered by a triple compoundsteam engine built by the Philadelphia firm of Neafie and Levy. It was a duplicate of one installed inJ.P. Morgan's yachtCorsair. The bore sizes for the three cylinders, from high pressure to low pressure, were 21¼ʺ, 33½ʺ, and 54½ʺ, all with 30ʺ stroke.[1] The engine drew national attention when it was built.[4] It rose above the passenger deck, and passengers looked forward to watching the huge low-pressure cylinder, almost five feet across, drive the vessel at high speed.[2]
The original steelboiler, built byWillamette Iron and Steel Works, of Portland, Oregon, generated steam at 160 pounds/inch² pressure. It was 8.0 ft (2 m) long and 29.0 ft (9 m). The boiler was replaced in 1899 with a two-furnace locomotive boiler constructed by Freeman & Sons ofRacine, Wisconsin.[2]
Flyer was originally a wood burner, consuming 24 cords of wood during every day of operation.[6] Herfirebox could hold two cords of wood.[4] In 1906, she was converted to oil fuel, and was considered to be fuel-efficient, burning an average of 61 barrels (9.7 m3) of oil on a daily basis. Although her engine was capable of generating 2,000 horsepower (1,500 kW) at 200 pounds steam pressure, at no time was she ever equipped with a boiler that generated more than 150 pounds of steam, thus her engine never could produce more than 1,200 horsepower (890 kW). H.D. Collier worked on theFlyer, qualifying for his engineer's license.[1] Collier later became chairman ofStandard Oil of California.[2][5]
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Flyer was placed on the run fromSeattle toTacoma. Her first master was Capt. Harry K. Struve (1866–1924), and her first pilot was Capt. Henry Carter (1858–1930). The run was 28 miles (45 km) long one way, andFlyer routinely completed it in less than 90 minutes. This was the beginning of many years of successful timely service, so much so that theFlyer's advertising slogan became "Fly on theFlyer".[2]
Flyer's career was almost ended at midnight on 14 June 1892, by a fire which started when she was taking on wood for fuel at the Commercial Dock in Seattle. Within five minutes the fire had swept through the vessel. The fireboatSnoqualmie and all available units of the Seattle fire department, under Chief Gardner Kellogg, responded to the fire. They were able to get the fire under control before serious damage was done to the hull or machinery. However, all of the vessel's upper works were destroyed.Flyer was quickly rebuilt and returned to service by the end of the summer of 1892. She made four daily round-trips between Seattle and Tacoma.[1]
In 1900, there appeared on the Sound theImp, one of the fastest steam launches ever built to that time.Imp was just 50 feet (15 m) long, but could go 22 knots (41 km/h) with a boiler that generated steam at the then extraordinary pressure of 400 pounds.Imp bestedFlyer on the Tacoma run by eight minutes before she was shipped to Lake Coeur d'Alene in Idaho.[1]
Flyer ran an average of 344 days a year, and had a public reputation of high reliability. In 1908 it was calculated thatFlyer had completed enough trips from Seattle to Tacoma to go around the world 61 times, and had carried over 3,000,000 people, more than the population of New York City at the time, and this without serious injury to any passenger. This does not mean there were no accidents – over the years, she was involved in several accidents, collisions and fires, including some which threatened the lives of her passengers or those of other vessels:
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In 1906,Flyer had an extensive overhaul and conversion to oil fuel to allow her to compete with the newer steel steamers that thePuget Sound Navigation Company had purchased in the Great Lakes and brought round South America. One in particular,Indianapolis, was being placed on the Seattle-Tacoma run in direct opposition to theFlyer. Passenger traffic on Puget Sound was then very high. In 1907, so many people wanted to travel to Tacoma on theFlyer that they were regularly turned away at the dock.[7]
By 1910, the Puget Sound Navigation Company was well on its way towards achieving a monopoly on marine transport on Puget Sound, with theFlyer the only remaining major vessel still running against them.Flyer, although older, had a number of advantages overIndianapolis (then known as theIndian) and the other steel vessels.[1]
From 1907 to 1911 the competition between theFlyer and theIndian continued. This was pursued on both sides by a variety of tactics, includingFlyers honoring the tickets of theIndian's passengers just as theIndian was boarding.[6] The Puget Sound Navigation Company became so desperate they started calling their ownIndianapolis the "whiteFlyer" in their advertising.[2] That didn't work, as the public still preferred the realFlyer. Finally the Puget Sound Navigation Company, realizing they were beaten, bought theFlyer on 7 June 1911. SaidJoshua Green, PSN's president:
We paid what we consider to be a good plump price to the Columbia River & Puget Sound Navigation Co. While no steamer has a mortgage on a water route, we felt theFlyer had first right to the run and consequently paid a good bonus for it.[8]
A few days after the monopoly bought her,Flyer was placed on the Seattle toEverett route. She made a few trips under Capt. Charles Brydsen, and then Capt. Frank Clements, who had been first officer on the Tacoma run under Captain Coffin, was appointed to her command.Flyer broke all records on the Everett run, as she had done on the Tacoma route. She could complete the entire run, including a 12-minute stop atEdmonds in 1:50 hours, making an average speed over the route of 18.5 miles/hour. Later, when the sternwheelerTelegraph hit a snag on the Tacoma route,Flyer was put back on her old run until 1918 as a relief boat.[1]
On 12 May 1912,Flyer was atColman Dock, disembarking passengers from Tacoma as several hundred people waited to board. Normally passengers boardedFlyer by a single gangway that extended from the waiting room on the upper level of the pier structure. However, a few weeks before, the steamerAlameda had collided with Colman dock, destroying a good part of it. As a result, passengers were no longer using the usual boarding method, but instead were using the freight gangways, located on the lower level of the pier. The freight gangplanks were large ramps 80 ft (24 m) and long 8.0 ft (2 m) wide. They were permanently hinged to the dock, and lowered down onto the steamer's deck, somewhat like adrawbridge. On this day there was an extreme low tide as the flyer approached the dock, and the freight ramp could not reach the deck of theFlyer. For this reason theFlyer's own gangplank was extended out to the end of the freight ramp, which was supposedly held up with chains.[9]
TheFlyer's gangplank was extended out to one of these freight loading slips. As the passengers were boarding, the slip locking mechanism gave way, the ramp collapsed into the water, and 50 people were tumbled into the sound. The captain of theFlyer saw the accident and immediately blew the emergency whistle. The fireboatSnoqualmie, which had come to the aid of theFlyer twenty years before, now again went to her assistance, as did the launchSkeeter, skipper Roy Lillico, and boat of theRosalie, in charge of mate Louis Van Bogaert. The captain ordered the crew to toss life preservers and anything else floatable to the people struggling in the water. Major League baseball player, Rex DeVogt, assisted in the rescue, spending over an hour attempting to resuscitate one-year-old Carl Bruder.[10] Within ten minutes, all but two people, Mrs. G.V. Leonard and Bruder, had been saved. Their tragic drownings broke theFlyer's long record of passenger safety.[1][9]
In 1918,Flyer was reconstructed at Seattle, renamedWashington and called up by the Navy for wartime service. By this time she had steamed over two million miles. After war service, she was returned to the Puget Sound Navigation Co. and maintained as a spare boat. She was also used for special excursions for about ten years.[1] Despite the official change of name, apparently done to forestall rumors of unseaworthiness, theWashington continued to be known to her patrons as theFlyer.[5] Every steamboat had a distinctive whistle, and people on the water or ashore knew by sound what vessel was near by the sound of the whistle. TheFlyer's whistle was preserved, and is now mounted on the only surviving Puget Sound wooden steamer, theVirginia V.[11]Flyer's compound steam engine was still in running order in 1929.[6]
On 12 June 1929,Flyer was towed toRichmond Beach, Washington, and burned for her metal.[9] Of this, theTacoma Ledger wrote:
Once the speediest of all passenger ships on Puget Sound, the steamerWashington, the formerFlyer, went to an inglorious end on a burning funeral pyre at Richmond Beach yesterday afternoon while hundreds of onlookers watched the flames eat the heart out of the venerable Sound greyhound.[4]