H. N. Throop

H.N. Throop was born at Pultneyville, November 10, 1807. (1). His parents, Samuel and Ruth Throop, were among the first settlers of the place, having removed from the town of Farmington, in the original county of Ontario, to the locality named Pultneyville, in the year 1806. Both parents were originally from the State of Connecticut, where the father, Samuel Throop, had recently returned from a lengthy sailing voyage to the Pacific ocean. His business, after locating at Pultneyville, was principally navigating Lake Ontario, in command, at different times, of various small craft, engaged in the early commercial trade of the lake, until November, 1819, when he was drowned from the schooner "Nancy," under his command, in entering Big Sodus harbor during a strong gale, leaving the subject of this memoir, at the age of twelve years, - a period in life when boys are not easily governed, - to the management of his mother. His early education was received at Pultneyville schools.

While yet a boy of ten or twelve years, he exhibited strong inclinations toward a sea-faring life, and soon resolved to become a vessel-builder and proprietor, and a navigator on Lake Ontario. To this end he applied himself to constructing and navigating various boars. At the age of thirteen years he was engaged in building what was then considered a very respectable boat in workmanship and shape, in the construction of which he was occasionally advised gratuitously by an old ship-carpenter, who was disposed to aid the boy's early efforts. At the age of fourteen years another boat was commenced, finished, and rigged, and, after being used by its builder and owner one season, was exchanged for material, with which he immediately commenced a much larger boat, which was finished and rigged at the age of sixteen years.

About this time, for the purpose of obtaining knowledge in the art of modeling and building vessels, he made an arrangement with Russel Cole, a builder of schooners and canal boats, to become one of his gang, for a season, in building canal boats at Rochester. The following season, 1824, at the age of seventeen years, he was again employed by Russel Cole, until August, when he believed he possessed sufficient knowledge of modeling, drafting, and building, to construct for himself a craft of sufficient capacity to navigate Lake Ontario as a freighting vessel. After obtaining timber from an island on the Canada side of the lake, he commenced building at Pultneyville a small schooner which was finished and ready to sail the following season, September, 1826. One season later, on August 11, 1827, this vessel loaded with corn in bulk, which had probably swollen by dampness after being put into the vessel, created pressure to such extent as to burst at some unknown point, the hull of the craft thereby admitting sufficient water, in two or three minutes' time, to sink the ship, drowning two of the three persons on board. The captain saved his own life by swimming about four miles in rough water to the shore, six miles below Great Sodus bay.

By the exertion of four hours' swimming his health was, to some extent, impaired. In the loss of this vessel were involved the accumulations of about two years before commencing to build this craft, together with the earnings of said vessel for a part of a season, beside unpaid debts, incurred in building the same, to the amount of eight hundred dollars, leaving the captain with the clothes he swam ashore in, which lacked a coat and shoes of a full summer suit, with no money, or available means, to commence business anew.

After recovering from his long swim, he, in October, 1827, age 20 years, again engaged in work under Russel Cole, who was then building the schooner "Commerce" at Pultneyville; continuing until she was finished in the spring of 1828. In the summer of the same season, he, with Hiram Gallop, commenced building on their own account, at Pultneyville, the schooner "Enterprise," which vessel was ready to sail on June 4, 1829.

The commercial business of Lake Ontario, during that season, was exceedingly dull. The owners and builders of this last-mentioned vessel having been considerably involved in its construction, found great necessity for the utmost economy in the running expenses of their vessel, the captain taking upon himself an unusual amount of labor in its navigation.

On May 12, 1830, Henry Fitzhugh, an extensive mill-owner of Oswego, New York, purchased the interest of Gallop in the schooner "Enterprise," furnishing business for the vessel, resulting in a success entirely satisfactory to her owners. In 1832, under the superintendence of his brother, W.S. Throop, he commenced building the stone house, his present residence (1877), which house is herein represented.

Near the close of the season of 1833 he gave up the command of the "Enterprise" to his brother, W.S.Throop,for the purpose of building at Oswego, for Messrs. Fitzhugh & Lyon, the schooner "Whig," adapted to the upper lakes and Lake Ontario trade, which vessel was finished in June, 1834. On its completion he became a partner in the forwarding and commission business, at Cleveland, Ohio, with Henry Fitzhugh, James Lyon, and John E. Lyon, under the firm of John E. Lyon & Co.

On July 5, 1834, before starting for Cleveland, he was married to Miss Mary E. Ledyard, of Pultneyville. His attention was given to his new business until the winter and spring of 1835, when he was again at Oswego, enlarging and rebuilding the schooner "Aurora," one of the vessels belonging to their firm, continuing his business connections at Cleveland until March 16, 1836, when he returned to Pultneyville. Previous to his going to Cleveland he had commenced experiments in the use of screw propellers. After returning he continued his experiments, putting them into successful operation on a boat of about two tons burden.

Several years later, John Ericsson, of Monitor fame, obtained a patent on a screw propeller. In September, 1836, Capt. Throop was offered immediate command of the passenger steamer "Oneida," owned by his former employer and partner in the schooner "Enterprise," and in the Cleveland forwarding business, Henry Fitzhugh of Oswego.

The "Oneida" was then under a new arrangement, running, in connection with the steamboat "Oswego," a daily line between Oswego and Niagara river. The command of the "Oneida," which had been in every way satisfactory to all parties concerned, was, for the season of 1837, tendered to and declined by him, for the purpose of building at Pultneyville, for a partnership company, a small steamboat under the agreement that his screw propeller should be brought into use thereon. This boat, named "Express," and modeled and built by him, commenced running under his command the season of 1839. In consequence of misunderstandings in relation to individual liabilities for debts incurred in building, and other complicated troubles, it was thought best not to increase embarrassments by urging the adoption of a propeller, which was liable to the claim of not having been thoroughly tested. The captain, being identified with, and involved in, the embarrassments, was obliged to give up the screw propeller, and allow the invention to fall into other hands. (2)

The "Express" ran in the interests of her original owners, commanded by H.N. Throop, the seasons of 1839 and 1840, and was sold to the St. Lawrence Steamboat Company, and ran in their employ under the same command the seasons of 1841 and 1842. Toward the close of the last mentioned season the captain was transferred to the command of the passenger steamboat 'Rochester," which boat was owned by the Utica and Ontario Steam and Canal Packet Company. This boat had been running three or four months, and had established a bad reputation on account of inability to stand upright with freight on her deck. At the close of the season the captain was employed to build false sides to the boat, which was successfully accomplished, the boat doing capital service under his command for five seasons, running in a daily line composed of four boats, two of which were owned by the Ontario and St. Lawrence Steamboat Company, the other two by the Utica and Ontario Steam Packet Company, the two companies forming one daily line through Lake Ontario and the river St. Lawrence, to Ogdensburg; this arrangement continuing from 1843 to the close of the season of 1848, each company by agreement owning the receipts of their own boats. This mode of running a line was well calculated to create differences between the two companies, and between the captains and employees of the two lines, and resulted in continual bickerings between the parties connected with the lines. During the last four or five years the captain was several times employed to make important alterations and repairs on the boats belonging to the Utica and Ontario Company.

In February, 1847, he was requested by the managers of the Utica and Ontario Company to go to New York and assist in making modifications for an engine for a new and much larger boat than had navigated the lake, and also to procure a suitable model for such boat. After examining, with two of the directors of the company, the models of the various New York steamboat builders, and the boats built by them, it was decided to employ the captain to make the model, which, under certain conditions, he agreed to do. As the model was wanted at New York to take dimensions for the engine, it was at once commenced and made there.

A contract was made with E. G. Merrick, of Clayton, Jefferson county, New York, to construct a hull from this model, under the superintendence of H.N. Throop, giving him what were considered extensive powers, for which, and for a slight change from a former agreement, the Utica and Ontario Steamboat Company paid E.G. Merrick one thousand dollars. His boat, under the name of "Ontario," commanded by H.N. Throop, was ready for business in July, 1848. At this time the two companies were consolidated, under the name of Ontario and Saint Lawrence Steamboat Company, but the old prejudices and party feelings still existed as strong as before the consolidation.

One season later an incident occurred, connected with this line, which may be worth a place in these memoirs. On a night in the spring of 1849, two of the company's boats were on their regular trips bound downward from Niagara river. In the early part of the night a very strong gale came up from the west. The "Ontario" reached Genesee river and remained there, waiting for an abatement in the gale. While waiting, two men from about twenty-six miles up the lake-shore came to Captain Throop with a new water pail, which had been painted white on its inside. On this inside surface was plainly written the following words: "Take this to the 'Ontario,' at Genesee river. We have broken our shaft and are drifting ashore. George Eggleston."

From the two men was learned the locality of the disabled boat, and that the pail was picked up on the shore on a leeward direction from said boat; that she was at times slowly dragging her anchors down the coast and nearing the shore. With the information from the pail and the men, Captain Throop well understood the whole situation of the distressed steamer up to the time the two men had left the scene; but he could not hope in the face of such a gale the boat would remain afloat. The "Ontario" was then but one year old, built under the eye and direction of Captain Throop; was staunch in every particular. There could be no other decision but to face the gale and look for the disabled steamer.

In order to prevent damage to the upper works and lighter parts of the "Ontario" in meeting the angry, turbulent waves, only a moderate amount of power must be used; but to overcome the strong resistance of wind and waves, and make even slow progress, considerable power was required. With all the care that could be used, the upper works over the starboard bow were considerably broken in. On arriving within a few miles of the locality the disabled steamer was discovered, still afloat, but near shoal water, with her two anchors down, and the entire length of her chain-cables out.

Not a word of oral communication could be passed between the two steamers; no small boat could live one minute in the water. The anchored boat, by her long scope of chain s, veering to her anchors, rendered the approach of the "Ontario" within one hundred feet very dangerous. Frightened passengers on the disabled boat were reaching out their hands, and by motions imploring aid. The "Ontario" could not be allowed to stop her headway without giving up the control of the boat to the gale; the depth of water immediately inside of the anchored boat was too shoal to risk the "Ontario" inside of her.

Here were duties and responsibilities for the captain of the "Ontario" of mighty magnitude. One slight relieving circumstance existed. Captain Eggleston, of the disabled steamer, had formerly served as first mate under Captain Throop, and it may be supposed that each believed they had considerable knowledge of the other's general ideas of what could be done, and that each move of the "Ontario" would be readily understood by the captain of the disabled boat, his own actions being governed thereby.

The "Ontario" was run about one hundred feet outside of the disabled steamer, facing the gale, and keeping up sufficient headway to hold control by preserving steerage-way. This move was to learn as much as possible of the condition of things on the disabled boat, and to give Captain Eggleston a signal to have everything ready to slip his chain-cables at any moment. The "Ontario" passed on, turning her head lakeward, making a whole circle and gaining the desired position required over thirty minutes' time. The "Ontario" was run a boat's length ahead of the anchored boat, her head again turned slightly lakeward and the engine stopped, giving for a few moments the control of the boat to the gale, the captain well knowing what result the wind would produce.

As the "Ontario" drifted rapidly to leeward, her stern coming near and to windward of the anchored boar, a light heaving-line to which a strong towing-line was attached was thrown, with the wind, by an experienced and strong arm, reaching the desired point. The "Ontario" immediately started ahead just in time to clear the anchored boat, while the towing-line was being rapidly hauled on the disabled steamer and made fast at the same moment the chain-cables of the anchored boat were fast rendering around the Samson post and windlass in the act of slipping cables. The "Ontario," heading lakeward, moderately lightened up the heavy towing-line, bringing the heading of the disabled boat in the direction with her own, moved off with the gale to the Genesee river, twenty-five miles distant, making the harbor with her tow and passengers without difficulty.

One season later two new boats, the "Bay State," built after the "Ontario's" model, and the "Northerner" were added to the Ontario and Saint Lawrence Steamboat Company's line, and about two years later another boat, the "New York," was also added. The business of the steamboat company for several seasons was prosperous, but diversity of the local interests of directors and stockholders began to produce results damaging to the company

Ogdensburg, Morristown, Clayton, Watertown and Lewiston represented one party, while Utica, Syracuse, Skaneateles, Little Falls, and Oswego to a considerable extent acted together; but the principal part of the last-mentioned party, being located away from the line of business, were not personal witnesses to the workings of new projects for local benefits, and were easily managed, which finally resulted, in opposition to the wishes of the other party, in putting on a second line of boats, running direct through the lake and river between Niagara river and Ogdensburg.

The captain, while in command of the "Ontario" in 1852, built at Niagara river, on his own account, after his own model and drafts, the fancy schooner "Challenge," of one hundred and fifty tons measurement. This vessel for over a year was publicly pledged for one thousand dollars against any sail-craft which could be bought with a like one thousand dollars, to sail a race of two hundred and fifty miles on Lake Ontario, competing for the two-thousand dollar prize. The schooner "Challenge," after running three seasons, was purchased, on account of her superior sailing qualities, May, 1856, by the United States Government for a light-house supply tender for the chain of lakes. The same season (1856), on his own account, after his own model and drafts, he built at Alexandria Bay the fancy and fast-sailing schooner "Rival," of about three hundred and seventy-five tons burden.These two vessels were entirely successful, and proved profitable investments to their owner.

From the time of putting on the second daily line of boats, the prospects of the Ontario and St. Lawrence Steamboat Company were evidently declining, but the second line was still strenuously contended for by the old St.Lawrence company's party. On October 14, 1857, a meeting of the combined companies' boards of directors was held at Oswego, when an indebtedness, quite unexpected by a party of the board, was found of about seventy-five thousand dollars; and without giving the stockholders any information of this indebtedness, or an opportunity of paying it, a committee was appointed to sell the property of the company. To prevent this sale, and to right other wrongs, the subject of this history, who was a stockholder of the company, with for other stockholders, served an injunction on their proceedings, commencing a suit against the managers.

For the purpose of forcing a sale of the property, that it might be bought in cheap by one of the old parties, a part of the board of the board of directors caused judgments to be taken on all the indebtedness. The injunction suit was urged, and prevented a sheriff's sale of the company's property. During the winter of 1857-8, and not long after the commencement of the lawsuit, two of the four stockholders who were plaintiffs in this suit died. The remaining two, in the following spring (1858), joined the other party which bought in the property of the old company at about one-sixth of what it had been inventoried two years before, and formed a new company, under the old name of Ontario and St. Lawrence Steamboat Company, managed entirely by the old direct line party.

The prospect now for the single one left to carry on this suit against the managers of the old company did not seem flattering. Going over to the enemy was out of the question. A fight with more familiar weapons than law seemed to him more congenial and effectual. He therefore went to Hamilton, Canada, and, with some aid from a few friends, chartered the Canadian steamer "Europe," [Europa] about the capacity of the "Ontario," fitted her out at an expense of about six hundred dollars, manned her with his former crew of the "Ontario," which had been rejected by the new company, and ran her on the old side line route, and in opposition to the new line.

This move did not at first seem to alarm the managers of the new line; they supposed they would have no difficulty in preventing the Canadian boat doing a passenger business on our side of the lake, and if allowed to run, they believed the power of the combined new company would soon overwhelm the audacious opposition. The captain had a better knowledge of the United States custom house and navigation laws, and had also taken the precaution to obtain a letter from the Secretary of the United States Treasury, giving his favorable construction of the rights of Canadian steamers used in the interests of American citizens.

At the close of the season it was found that the "Europe" had paid her charter and running expenses, while the new line had run at a loss of about ten thousand dollars, beside the loss of a season's wear and tear of their property. The new company realized their defeat; a part of the stockholders, coming to the captain, urging him to join them in dividing the property of the late company, and form a line of boats under a new organization, managed by himself, which arrangement was consummated in the spring of 1859.

After one line had been fitted out, officered, and about ready to commence running, the new organization, named Ontario Steamboat Company, made H.N. Throop one of their board of directors, their treasurer in charge the funds and business officer of the company, and the superintendent and manager of their boats, including the direction of repairs. It was understood by the parties to the division of the steamboat property that the portion belonging to the old direct line party would be taken down the St. Lawrence river, for the purpose of selling it to the United States Government, which was then in want of steamboats; thus removing them from competition in the lake business.

The direct line party, unreconciled by the results of the previous season, and improving an opportunity of punishing their old imposer, immediately after the starting of the newly-formed division line decided to fit out into their service the established passenger agents at Niagara Falls and Buffalo with their numerous ticket agency connections in all directions, which agents had, by agreement, been assigned to the side line party requiring energetic and decided action on the part of the side line.

Up to this time no special passenger arrangement, or rates, had ever existed between the New York Central Railroad, at Charlotte, by the old and the new side lines. Passengers had also been exchanged, at regular rates, with the New York Central Railroad, at Lewiston, by the different steamboat lines. The existing embarrassments were fully realized by the manager of the side line. Arousing all his energies to discover some decided measure which might save his new line, he decided on making an effort for an arrangement with the New York Central Railroad, as being the most effectual.

He offered special, but nearly full rates for all passengers given by his steamboat line to the railroad, from charlotte to Buffalo, and from Lewiston to Niagara Falls and Buffalo, and from Buffalo and Niagara Falls to Lewiston; and to pay the railroad twenty-five cents, over regular rates, for all passengers furnished by the railroad to the steamboat line at Charlotte.

This proposition was sent, with a letter from the manager, H.N. Throop, by a special messenger, to Chauncey Vibbard, then superintendent of the New York Central Railroad, at Albany. The arrangement in full was consummated, and the superintendent of the western division of of the railroad was instructed accordingly, and entered into an arrangement with vigor and effect, giving immediate directions to the depot officers at Niagara Falls not to allow runners or passenger agents to approach the passengers at the railroad depot at that place, thus keeping them out of reach of the direct line ticket agents, and effectually carrying out their arrangement with the side line.

The results which followed were strikingly damaging to the deserting Falls agent and to the direct steamboat line. An effort was immediately made by the direct line agent to secure the same railroad arrangement for the direct line between Lewiston, Niagara Falls and Buffalo. They could not ask for the Charlotte part of the arrangement; the direct line, not touching at that place, had no means of carrying it out. The railroad superintendent declined extending the passenger arrangement to the direct line, on the ground it would be a violation of good faith with the side line.

The managers and owners of the direct line were strong in pride and means, and continued their line nearly all of the season. At this time the manager of the side line, with the object of removing future opposition by the boats of the direct line, went to the Hon. John Hamilton, of Canada, who owned to of the boats of the Lake Ontario and St. Lawrence Canadian line, proposing to charter jointly the direct line boats and run them in the interests of both Canadian and South Shore side lines, giving the business of both lake lines to the Canadian river line between Ogdensburg and Montreal, which proposition, after being made at two different times, was declined. In the spring of 1860 the boats of the old direct line party were chartered by Hon. John Hamilton, and the Canadian Grand Trunk Railroad, and put on the same route as the season before, in competition with the South Shore side line, whose manager immediately renewed the passenger arrangement of the past season with the New York Central Railroad, which again proved effectual in sustaining the side line, and disastrous to the interests of the direct line charter party, it having incurred debts in running expenses, during a very short season, which for a long time remained unpaid, and finally but a percentage of the whole indebtedness was ever paid.

The following season the boats of the direct line were taken down the St. Lawrence to the sea-coast, and sold to the United States Government, relieving the Ontario Steamboat Company of their further competition.

In the latter part of 1865 a dry-dock was commenced at Charlotte for the purpose of docking the Company's boats, under the superintendence and engineering of H.N. Throop, which was finished in the spring of 1867.

The business of the Ontario Steamboat Company (side line), under the same organization and management, continued successful until 1866, when a great change had taken place in the commercial business of Lake Ontario. The reciprocity treaty had ceased to exist, intercourse with Canada was nearly at a stand, competition between steamboat lines and railroads had increased, all tending to render the business of the Ontario Steamboat Company's line unprofitable, and fears were entertained by the managers of the company that their line could no longer be made to pay. A sale of the company's property to the Canadian Steam and Navigation Company was effected November, 1867, which ended the business of side-wheel passenger steamboats on the south side of Lake Ontario.

After the disposal of the Ontario Steamboat Company's property and the closing up of its business, the captain lived quietly at his home in Pultneyville until the spring of 1875, when he commenced building, for his own personal use, the steam yacht "Magic (herein represented), which boat was built of the most choice and selected material, was modeled, drafted, and the building superintended in every particular by its owner, its dimensions being eight-two feet length of hull and thirteen feet breadth of beam, with accommodations sufficient for a party of twenty persons for an indefinite length of time, and having capacity for carrying two hundred persons.

The subject of this sketch was extensively identified with the commercial interests of Pultneyville in both sail and steam vessels. To him was due the credit of all the steamboat connection s with the place and steamboat accommodations to its inhabitants, which were probably more fully appreciated after their discontinuance by the hauling off of the line of steamboats. While commanding the steamer "Oneida," in 1836, he occasionally touched Pultneyville. The seasons of 1839 and 1840 the "Express," under his command, was a regular boat at this place. From 1843 to the close of 1858 the different steamers under his command were the only boats touching at the above place. From 1859 to 1867, inclusive, while the steamboat line was under his management, he caused the daily line to call at Pultneyville when the weather permitted.

In politics the subject of these memoirs was not active, but always decided and steadfast, never willing to accept any public office within the gift of any power within these United States. His position was with the Whig party during its existence, and on the development of the Republican party his acts and sympathies were invariably with it.During the existence of the underground railroad he and the boats under his command had some connection with it - a fact which was well understood by a certain few of his friends, who were always certain that no colored face would be refused a passage northward on his boat. He was always strictly temperate, never drinking intoxicating liquors.

In religion he made no profession of any creed, was liberal in his views, an independent thinker, conscientious in all his dealings with his fellows, preferred to suffer wrong rather than do wrong to others, believed that every sane person should be held responsible for his or her own actions.

His business career was active and extensive, and it may be presumed his qualifications were appreciated, as in all his engagements of personal services it may with truth be said that he never solicited a situation, his services being always in demand at salaries suitable to the business engaged in.

(1) He died August 6, 1884 at his home in Pultneyville. According to his obituary in the Palmyra Courier of August 14, 1884 he was the first white child born in the Town of Williamson.

(2) "The screw propellers were originated by him, but his means at the time did not enable him to secure the patent, hence he failed to receive the profit." - From his obituary in the Palmyra Courier, August 14, 1884.