Barlow Cumberland

A Century of Sail and Steam on the Niagara River

By Barlow Cumberland

TORONTO:
The Musson Book Company
Limited
COPYRIGHTED
IN CANADA
1913

PUBLISHERS' NOTE.

Although the book is published about two months after the author's death, it will be gratifying to many readers to know that all the final proofs were passed by Mr. Cumberland himself. Therefore the volume in detail has the author's complete sanction. We have added to the illustrations a portrait of the author.

FOREWORD.

This narrative is not, nor does it purport to be one of general navigation upon Lake Ontario, but solely of the vessels and steamers which plyed during its century to the ports of the Niagara River, and particularly of the rise of the Niagara Navigation Co., to which it is largely devoted.

Considerable detail has, however been given to the history of the steamers "Frontenac" and "Ontario" because the latter has hitherto been reported to have been the first to be launched, and the credit of being the first to introduce steam navigation upon Lake Ontario has erroneously been given to the American shipping.

Successive eras of trading on the River tell of strenuous competitions. Sail is overpassed by steam. The new method of propulsion wins for this water route the supremacy of passenger travel, rising to a splendid climax when the application of steam to transportation on land and the introduction of railways brought such decadence to the River that all its steamers but one had disappeared.

The transfer of the second "City of Toronto" and of steamboating investment from the Niagara River to the undeveloped routes of the Upper Lakes leads to a diversion of the narration as bringing the initiation of another era on the Niagara River and explaining how the steamer, which formed its centre, came to be brought to the River service.

The closing 35 years of the century form the era of the Niagara Navigation Co., in which the period of decadence was converted into one of intense activity and splendid success.

Our steam boating coterie had been promised by Mr. Chas. Gildersleeve, General Manager of the Richelieu & Ontario Navigation Co., that he would write up the navigation history of the Lake Ontario and St. Lawrence River sections upon which he and his forbears had been foremost leaders. Unfortunately he passed away somewhat suddenly, before being able to do this, and they pressed upon me to produce the Niagara section which had been alloted to myself.

The narration has been completed during the intervals between serious illness and is sent out in fulfilment of a promise, but yet in hope that it may be found acceptable to transportation men and with its local historical notes interesting to the travelling public.

Thanks are given to Mr. J. Ross Robertson, for the reproduction of some cuts of early steamers, and particularly to Mr. Frederick J. Shepard, of the Buffalo Public Library, who has been invaluable in tracing up and confirming data in the United States.

Dr. A. G. Dougaty, C.M.G., Archivist of Canada, Mr. Frank Severance, of the Buffalo Historical Society, and Mr. Locke, Public Librarian, Toronto, have been good enough to give much assistance which is warmly acknowledged.

Barlow Cumberland.

Dunain, Port Hope.

A CENTURY OF SAIL AND STEAM ON THE NIAGARA RIVER.

Chap. I.—The First Eras of Canoe and Sail [9]
Chap. II.—The First Steamboats on the River and Lake Ontario [17]
Chap. III.—More Steamboats and Early Water Routes. The River the Centre of Through Travel East and West. [25]
Chap. IV.—Expansion and Decline of Traffic on the River. A Final Flash, and a Move to the North [36]
Chap. V.—On the Upper Lakes With the Wolseley Expedition and Lord Dufferin [47]
Chap. VI.—A Novel Idea and a New Venture. Buffalo in Sailing Ship Days. A Risky Passage [58]
Chap. VII.—Down Through the Welland. The Miseries of Horse-towing Times. Port Dalhousie and a Lake Veteran. The Problem Solved. Toronto at Last [68]
Chap. VIII.—The Niagara Portal. Old Times and Old Names at Newark and Niagara. A Winter of Changes. A New Rivalry Begun [80]
Chap. IX.—The First Season of The Niagara Navigation Company. A Hot Competition. Steamboat Manoeuvres [94]
Chap. X.—Change Partners Rate-cutting and Racing. Hanlan and Toronto Waterside. Passenger Limitation Introduced [109]
Chap. XI.—Niagara Camps Formed. More Changes and Competition. Beginnings of Railroads in New York State. Early Passenger Men and Ways [119]
Chap. XII.—First Railways to Lewiston. Expansion Required. The Renown of the Let-Her-B. A Critic of Plimsoll [134]
Chap. XIII.—Winter and Whisky in Scotland. Rail Arrives at Lewiston Dock. How Cibola got Her Name. On the U. E. Loyalist Route. Ongiara Added [143]
Chap. XIV.—Running the Blockade on the Let-Her-B. as Told by Her Captain-owner [156]
Chap. XV.—The Canadian Electric Railway to Queenston. An Old Portage Route Revived. The Trek to the Western States. Chippewa Arrives. Railway Chief [165]
Chap. XVI.—Cibola Goes, Corona Comes. The Gorge Electric Railway Opens to Lewiston. How the Falls Cut Their Way Back Through the Rocks. Royal Visitors. The Decisiveness of Israel Tarte. [178]
Chap. XVII.—Cayuga Adds Her Name. Niagara and Hamilton Rejoined. Ice Jams on the River. The Niagara Ferry Completed. Once More the United Management From "Niagara to the Sea" [189]

INDEX.

A.
Accommodation, Steamer [17]
Advertising, N. Y. C. [175]
Alaska, S.S. [145]
Alberta, Steamer [121]
Albany Northern Railroad [42]
Alciope, Steamer [29]
Algoma, Steamer [35], [44], [121]
Algoma, qualifications of electors [46]
American Civil War [43]
American Colonists under James II [81]
American Constitution Compared [47]
American Express Line [37]
American Prisoners from Queenston Heights [14]
Arabian, Steamer [37]
Armenia, Steamer [126]
Asia, Steamer [78]
Assiniboia, Steamer [121]
B.
Barre, Chevalier de la [81]
Barrie, R. N., Commodore [29], [30]
Baldwin, Dr. [15]
Bankruptcy of Steamers on River [43]
Bay State, Steamer [37], [105]
Baxter, Alderman John [152]
Beatty, Jas, Jr., Mayor [114]
Bell, Mr. David [64]
Benson, Judge [33]
Benson, Capt [33]
Blockade-Running [160]
Bolton, Col. R. E. [48]
Book Tickets Introduced [132]
Boswell, A. R [114]
Bouchette, Commodore [13]
Bowes, Mayor J. G. [38]
Boynton, Capt. George B. [156]
Brampton, Mills [42]
Britannia, Steamer [33]
Brock, General [15], [33], [169]
Brock's Monument, Imitation of [33]
Brooklyn, Steamer [48]
Bruce Mines [44]
Buffalo & Niagara Falls Railroad [31]
Buffalo Dry Dock Co. [63]
Buffalo in Sailing Days [64]
Buffalo & Niagara Falls Burlington, Steamer [32]
Butler, Col. [84]
Butlersberg Begun [84]
C.
Callaway, W. R. [123]
Caldwell, Warships [13]
Caledonia, Schooner [15]
Caledonian Society [97]
Caledonian S. S. Co. [140]
Canada, Steamer [26], [28]
Canadian Through Line [37]
Canadian Constitution Compared [47]
Canada Coasting Law Suspended [49]
Canada Railway News Co. [93]
Canadian Pacific Railway Terminals [51]
Campana, Steamer [120]
Campbell, Capt. Alexander, Selects Queenston portage [170]
Captain Conn's Coffin, Schooner [14]
Captain, position of, high importance [27]
Cannochan, Miss Janet [119]
Cataract, Steamer [37], [105]
Cayuga Creek [10]
Cayuga, [112] ways of spelling [189]
Cayuga, Steamer, launched, speed trials [190]
Century, the close of a [198]
Campion, Steamer [37]
Charleston, S. C. [159]
Charles II. Adventurers [45]
Chicora, Steamer—
With Woolesly [47]
History name [148]
Renown [138]
Chicora, Steamer, decision to build partner [136]
Chief Justice Robinson, Steamer [34], [39], [41]
Chief Deseronto [152]
Chief Brant [152]
Chippawa River [9]
Chippewa, Steamer—
Name [173]
Launched [174]
Cibola, Steamer—
Burned [17]
Built [145]
History of Name [148]
City of Toronto, 1st Steamer [25]
City of Toronto, 2nd Steamer [35]
Rebuilt as Algoma [44]
Transferred to Upper Lakes [45]
City of Toronto, 3rd Steamer [35]
Goes ashore [123]
Burned [125]
Clermont, Steamer [17]
Collingwood-Lake Superior Line [109]
Columba, Steamer [141]
Commodore Barrie, Steamer [30]
Connaught, H.R.H. Duke of [51]
Conn, Capt. [14]
Corona, Steamer—
Named [179]
Launched [179]
Cornell, Mr. George [89], [102]
Cross raised at Fort Niagara [81]
Cross raised at Quebec by Cartier [81]
Cumberland, Col. F. W., M.P. [48], [49], [53], [62], [78], [121]
Cumberland, Barlow— [61], [109], [120], [172], [198]
Cumberland, Mrs. Seraphina [122]
Cumberland, Miss Mildred— [174], [179]
Cumberland, Miss Constance [150]
Cumberland, Steamer [63]
Currie, James C. Neil [36]
D.
Daniels, Geo. H. [176]
Dawson Road [44], [48]
Dennis, Joseph [14], [26]
Denison, Lt.-Col. Robert [154]
Denonville, Marquis de [82]
Demary, J. G. [73]
Dick, Capt. Thomas [30], [44]
Dick, Capt. Jas. [44]
Doctors prescribe Niagara Line [132]
Docks purchased—
Queenston [91]
Youngstown [166]
Niagara-on-Lake [181]
Lewiston [191]
Toronto [195]
Dongan, Col. Thomas [81]
Donaldson, Capt. William [110]
Don Francesco de Chicora [149]
Dorchester, Lord [13]
Dorchester, Lady [13]
Dove, Schooner [14]
Dragon, H. M. S. [30]
Dufferin, Lord [52]
Tour through Upper Lakes [53]
Dufferin, Countess of [54]
Duke of Richmond, Packet [15]
Duke and Duchess of York [183]
Dunbarton, Scotland [38]
E.
Early Steamer Routes and Rates [23], [24], [29], [31], [32], [134]
Early Passenger Schedules—
Albany and Bugalo [128]
Early Passenger Agents [131]
Early Closing Movement [185]
Eckford, David [18]
Electrical Traction, Infancy of [167]
Emerald, Steamer [32]
Empress of India, Steamer— [114], [126]
Engineer Corps of U. S. A. [193]
Erie Canal [36], [40]
Erie & Ontario Railway [38]
Ernestown [18]
Esquesing, Mills [42]
Estes, Capt. Andrew [28]
Evolution of the Niagara Gorge [180]
Exclusive Rights for Navigation by Steam [18]
Excursion, Queen's Birthday [94]
Expansion of Niagara Navigation Co. [194]
Exposition, Buffalo [182]
F.
Fast Time to Niagara [26]-31
Filgate, Steamer [114]
Finkle's Point [18], [19], [25]
First Vessel on Lake Erie [10]
First Navies On Lake Ontario [17]
First Company to Build Steamer for Lake Ontario [17]
First Steamer on Lake U & First Steamer on Hudson River [17]
First Steamer on St. Lawrence [17]
First Steamer on Lake Ontario [19]
First Steamers on Lake Ontario, dimensions of [22]
First Board of Directors N. N. Co. [197]
First Steamer to Run the Rapids [121]
First Niagara Camp [119]
First Twin-screw Steamer on Upper Lakes [121]
First Canoe Route to Upper Lakes [9], [45]
First Name of Niagara [155]
First Iron Steamers [36]
First Railroads in New York State [127]
First Sleeping Cars [129]
First Electric Railway to Niagara River [167]
First U. E. Loyalists [153]
First Suspension Bridge over Niagara [171]
Flour Rates (1855) to New York [41]
Flour via Lewiston to Montreal [42]
Folger, Mr. B. W. [186]
Fort William [45]
Fort Garry [44]
Fort George [83], [120]
Fort York—Toronto [154]
Fort Missasauga [80]
Fort Niagara, contests for possession of [12]
Fort Niagara—
Established by French [81]
Evacuated [83]
Captured by British [83]
Never captured [83]
Americans [83]
Formalities on Early Steamers [26]
Four Track Series [176]
Foy, Hon. J. J. [184], [198]
Foy, John [62], [109], [132], [188]
Foy, Mr. A. [150]
Foy, Miss Clara [179]
French River [9], [45]
French Pioneers, Trail of [11]
French Encompass British [12]
Friendly Hand Excursions [100]
Frontenac, Count [10]
Frontenac, Steamer, commenced [23], [24], [28]
Frontenac Lake [12]
Frontier House, Lewiston [146]
Fulton, Robert [17]
G.
Gallinee, Pere [81]
Gibraltar, Point [14]
Gilbert, Abner [84]
Gildersleeve Family Record [15]
Gildersleeve, H. [25]
Gildersleeve, Steamer [33]
Gilkison, Robert [30], [31]
Glasgow, Winter in [143]
Gordon, L. B., Purser Peerless [41], [136]
Gore, Steamer [30]
Gorge Electric Railway [179]
Governor Simcoe, Schooner [13]
Grand Trunk Railway, opened [42]
Great Britain, Steamer [29]
Great Western Railway [42], [60]
Great Trek to Western States [171]
Griffon, Sloop [10], [81]
Grimsby [32]
Gunn, J. W. [37]
Gzowski, Mr. Casimir [64]
H.
Hall, Capt. [76]
Hamilton, Hon. Robert [25], [29], [170]
Hamilton, Hon. John [29], [36]
Hamilton Steamboat Co. purchased [114]
Hanlan, Edward, reception of [114]
Harbottle, Capt. Thomas [36], [92]
Harbour Regulations, Toronto, 1851 [37]-38
Hastings, Steamer [150]
Hayter, Mr. Ross [152]
Head of Navigation Portages [170]
Hendrie, Geo. H. [173]
Hendrie, Hon. J. S. [197]
Hendrie, William [173]
Hennepin, Father [10]
Heron, Capt. [34]
Highlander, Steamer [37]
Historical Society, Buffalo [20]
Horse Canalling through Welland [68]
Hudson River Railroad [41]
Hudson's Bay Fort [50]
I.
Ice Jams on River [191]-194
Irea, A Novel [59]
Immigrants by Chippawa River [171]
Indiana Excursions [99]
Interest, Points of [101]
Iroquois Cap [11]
Irwin, C. W. [88]
Isle Royale [11], [63]
Israel Tarte's Decisiveness [184]
J.
J. T. Robb, Tug [62]
Jean Baptiste, Steamer [114]
Johnson, Sir William [12], [83]
Jonquiere [83]
K.
Kaministiqua River [45]
Kathleen, Steamer [150]
Kendrick, Mr. D. M. [175]
Kent, H. R. H. Duke of [13]
Kerr, Capt. Robert [32], [87]
Kingston Gazette [19]
Kingston Dockyard [29]
Kirby, Mr. Frank [173]
L.
La Salle [10]
Lady Dorchester, Schooner [13]
Lady Washington, Schooner [13]
Lahn, S.S. [138]
Lake Superior [44]
Lake Ontario Steamboat Co. [20]
Lake Nipissing [81]
Leach, Capt. Thomas [43], [62], [125]
Leach, Alexander [62], [103]
Legislature, Provincial [46]
Lewiston [12], [20], [89]
Lewiston, Railway Development [134]
Liancourt, Duke de [85]
Ligneris [12]
Limitation of Passengers [116]-118
Limnale, Warship [13]
Livingston [18]
Long Point Bay [14]
Lord of the Isles, Steamer [141]
Lunt, Mr. R. C. [88], [110], [111], [118]
Lusher [19]
M.
Mackinac [57]
Macdonald, Bruce [198]
Macklem, Oliver T. [38]
Magnet, Steamer [37]
Maid of the Mist, Steamer [121]
Maitland, Lady [26]
Maitland, Sir Peregrine [26]
Mallahy, U. S. N. Capt. Francis [22]
Manchester [31]
Manitoulin Island [44]
Manson, Capt. William [62], [70], [78]
Maple Leaf, Steamer [37]
Marine Dept., United States [63]
Marine Insurance Anomalies [66]
Mariner, An Ancient [73]
Marks, Thomas [51]
Martha Ogden, Steamer [20], [28], [29]
Matthews, W. D. [198]
Maude, John [85]
Maxwell, Steamer [114]
Mayflower, Steamer [37]
McBride, R. H. [62], [78], [198]
McCorquodale, Capt. [130], [152], [187]
McGiffin, Capt. [152], [180]
McKenzie, R.N. Capt. James [23], [29]
McLean, Capt. [48]
McLure, General, Retreats from Newark [86]
McNab, Capt. [56]
Meeker, Mr. C. B. [127]
Mellish, John [85]
Milloy, Capt. Duncan [38], [43]
Milloy, N. & Co. [47]
Milloy Estate, Arrangements with [87]
Milloy, Donald [88], [110], [122]
Milloy, Capt. Wm. Assumes Control [122]
Minerva, Packet [15]
Missassag River [45]
Mississippi River [11]
Mohawk, Sloop [13]
Moira, Warship [15]
Molson, Hon. John [17]
Monett, Mr. Henry [175]
Moore, George, Chief Engineer [93]
Morton, Mr. Robert [142]
Mowats Dock [124]
Murdock, William [51]
Muir's Dry Dock [59]
Muir, Mr. W. K. [60]
Muir, Capt. D. [72]
Mull, Y. Cantire [144]
Murney, Captain [15]
Murphy, Steve [130]
Myers, Capt. [14]
N.
Names for Steamers, why chosen [147], [155], [173], [179], [188]
Navigation, Upper Lakes, Permitive [52]
Navy Hall [13], [120]
Nepigon River [45]
Newark [84]
Seat of Government, burned by Americans, rises from ashes [85], [86]
New Orleans [11]
New Era, Steamer [37]
New York Central Railway [40], [127], [128], [172]
New York to Buffalo in 1847 [172]
Niagara River, Gateway of West [11]-12
Niagara River Steamers in 1826 [28]
Niagara, Steamer [28], [29]
Niagara Navigation Co.—
Formed [61]
First Directors [61]-62
Niagara Dock Co. [30]
Niagara Falls & Ontario Railway [40]
Niagara Escarpment, View from [70], [168]
Niagara-on-the-Lake [80]
Niagara Portal [80]
Niagara-on-Lake, Changes in Name [86]
Niagara River Line [95]
Niagara Dock [104]
Niagara Historical Society [119]
Niagara Line, Final Supremacy [126]
Niagara Falls & Ontario R. K. [135]
Niagara River Navigation Co., U. S. A. [166]
Niagara Falls Park and River Railway [167]
Niagara to the Sea [196]-197
Niles Weekly Register [20], [21]
North-West Company [13]
Northerner, Steamer [37]
Notable Day (1840) on River [33]
Notable Passages to Niagara [187]
O.
Oakville, Mills [42]
Oakville Church [95]
Oates, Commander Edward [16]
Observation Cars [151]
Ogdensburgh [29]
Ohio River [11]
Onandaga Salt Wells [35]
Ongiara, Steamer [155]
Ontario, Steamer—
Commenced [14]
Launched [21], [22], [24]
Ontario Steamboat Co. [19], [20]
Orion, Schooner [49]
Orr, Capt. James C. [55]
Osler, Mr. E. B. [173], [188], [198]
Osler, F. Gordon [198]
Osler, Miss Niary [174]
Oskwego Lake [9]
Ottawa, Steamer [30]
Ottawa River [9]
Ozone, Steamer [141]
P.
Pandora, Schooner [49]
Parry Sound [53], [56]
Parry, W. H. [177]
Passport, Steamer [36]
Peerless, Steamer [38]
Pellatt, C.V.O., Sir Henry [198]
Penobscot, Maine [30]
Phelan, T. P. [93]
Pioneers of France [11]
Plimsoll's Legislation [139]
Point Aux Pins [48]
Point Ahina [67]
Pollard, Capt. & Adjt. [119]
Port Dalhousie [32], [72]
Port Colborne [62], [63]
Port Credit, Mills [42]
Port Arthur [51]
Pouchot [12]
Powhatan, Warship, U. S. [158]
Prince Edward, Sloop [13]
Prince Arthur's Landing [50]
Origin of Name [51]
Prince Arthur of Connaught [51]
Presquile [11], [14]
Puchot, Capt. [83]
Q.
Quebec [12]
Quebec Gazette [20]
Queenston Heights [10]
Queenston Heights, Battle of [169]
Queenston, Steamer [25], [28], [29]
Queen Victoria, Steamer [30], [32]
Queen Anne, Communion Service [152]
Queen Victoria Niagara Park [151]
Queen Charlotte, Steamer [25]
Queen City, Steamer [42]
Quinte, Bay of [18]
R.
Racing, Protest Against [111]
Rainy River [11]
Rankin, Blackmore & Co. [142]
Rathbun, E. W. [145], [151]
Red Jacket, Steamer [31]
Red River [45]
Reindeer, Schooner [14]
Richards, Mr. E. J. [129]
Richardson, Capt. James [14]
Richardson, Capt. Hugh [26], [37]
Richardson, Capt. Hugh, Jr. [34]
Riel Rebellion [47]
Rochester, Steamer [35]
Rothsay Castle, Steamer [43]
Rothesay, Steamer [88], [92], [118]
Rouge River [26]
Route Hudson Bay & North-West Co. [45]
Royal Mail Line [37],196
Ruggles, A. W. [177]
Running the Blockade on the "Let Her B" [156]
Rupert, Steamer [125]
Russell, Governor [85]
S.
Sackett's Harbour [18]
Sailing Era Closed [16]
Salter, Rev. G. [172]
Sault Canal [48]
Scott, General Winfield [15]
Second Canoe Route to Upper Lakes [11]
Seneca, Warship [13]
Shickluna, Steamer [49]
Shipbuilding at Niagara [30]-38
Simcoe, Sloop [14]
Simcoe, Lieut.-Gov. [84], [85]
Sinclair, Capt. James [30]
Six Nation Indians [152]
Smith, Hon. Frank, afterward Sir [61], [78], [92], [109], [183]
Smyth, Charles [18], [20]
Solmes, W. H., Capt. [67]
Sorel [78]
Southern Belle, Steamer [43], [59]
Speedy, Schooner [14]
St. Clair Lake [10], [11]
St. Louis [11]
St. Nicholas, Steamer [42]
St. Catharines [32], [60], [71]
St. Catharines & Toronto Line [126]
Stages to Lewiston [25], [171]
Steamboating Era Begins [17]
Stoney Point [29]
Sutherland, Capt. J. [37]
Sullivan, J. M. [197]
Sydenham, Lord, Gov.-Genl. [33]
T.
Teabout & Chapman [18], [25]
Tea in Canada [144]
The Old Portage [168]
Through the Last Lock [74], [76]
Thunder Bay [47]
Tillingharst, Mr. [92]
Tinning's Wharf [43]
Toronto, Schooner [14]
Toronto citizens given to water sports [114]
Toronto Field Battery [119]
Tour, Lord Dufferin [53]
Towed Across Lake Erie [66], [77]
Transfer Coaches at Lewiston [146]
Transit, Steamer [30], [34]
Traveller, Steamer [30]
Trickett, Edward [114]
Troyes, Pierre de [82]
Turbinia, Steamer Competes [190]
Twohey, Capt. H. [36]
U.
Underwood, Mr. [177]
United Kingdom, Steamer [29]
United States, Steamer [30]
V.
Van Cleve, Capt. [20], [21], [28], [29], [146]
Vancouver [30]
Vanderbilt, Commodore [127]
Victoria, Steamer [31]
Vrooman's Bay [105]
W.
Wabash District [99]
Washago, Laying Corner Stone [53]-54
Wauhuno Channel [56]
Waubuno, Steamer [56], [57]
Weather Bureau, United States [65]
Weekes, E. J. [176]
Welland Canal [58], [60], [68]
Western Railroad [41]
West Niagara [84]
Whalen, J., Foreman [145]
Where the Falls Once Were [181]
Whiskey in Scotland [144]
White, W. [136]
Whitehead, M. F. [15]
Whitney, Capt. Joseph [29]
William IV., Steamer [30], [31]
Wilson, Joseph [49]
Winter Mail Services [34], [39], [40], [42]
Wolseley Expedition [47]
American Obstacles to [50]
Wolseley, Col. Garnet [50]
Names Prince Arthur's Landing [51]
Woodward, M. D. [60]
Wyatt, Capt. Thomas [88]
Y.
York, Schooner [13]
York [37], [85]
Youngstown [28], [29], [135]
Z.
Zimmerman, Steamer [38]

Queenstown. The NIAGARA RIVER from Queenston Heights. ([page 169]) Lewiston.

A CENTURY OF SAIL AND STEAM ON THE NIAGARA RIVER

CHAPTER I.

The First Eras of Canoe and Sail.

Since ever the changes of season have come, when grasses grow green, and open waters flow, the courses of the Niagara River, above and below the great Falls, have been the central route, for voyaging between the far inland countries on this continent, and the waters of the Atlantic shores.

Here the Indian of prehistoric days, unmolested by the intruding white, roamed at will in migration from one of his hunting-grounds to another, making his portage and passing in his canoe between Lake Erie and Lake Oskwego (Ontario). In later days, when the French had established themselves at Quebec and Montreal, access to Lake Huron and the upper lakes was at first sought by their voyageurs along the nearer route of the Ottawa and French Rivers, a route involving many difficulties in surmounting rapids, heavy labour on numberless portages, and exceeding delay. Information had filtered down gradually through Indian sources of the existence of this Niagara River Route, on which there was but one portage of but fourteen miles to be passed from lake to lake, and only nine miles if the canoes entered the water again at the little river (Chippawa) above the Falls.

On learning the fact the French turned their attention to this new waterway, but for many a weary decade were unable to establish themselves upon it. In 1678 Father Hennepin, with an expedition sent out by Sieur La Salle sailed from Cataraqui (Kingston) to the Niagara River, the name "Hennepin Rock" having come down in tradition as a reminiscence of their first landing below what is now Queenston Heights. Passing over the "Carrying Place," they reached Lake Erie. Here, at the outlet of the Cayuga Creek, on the south shore, they built a small two-masted vessel rigged with equipment which they brought up for the purpose from Cataraqui, in the following year.

This vessel, launched in 1679, and named the "Griffon" in recognition of the crest on the coat of arms of Count Frontenac, the Governor of Canada, was the first vessel built by Europeans to sail upon the upper waters. In size she so much exceeded that of any of their own craft, with her white sails billowing like an apparition, and of novel and unusual appearance, that intensest excitement was created among the Indian tribes as she passed along their shores.

Her life was brief, and the history of her movements scanty; the report being that after sailing through Lake St. Clair she reached Michilimakinac and Green Bay, on Lake Michigan, but passed out of sight on Lake Huron on the return journey, and was never heard of afterwards.

Tiny though this vessel was and sailing slow upon the Upper Lakes, yet a great epoch had been opened up, for she was the progenitor of all the myriad ships which ply upon these waters at the present day. It was the entrance of the white man, with his consuming trade energy, into the red man's realm, the death knell of the Indian race.

With greatly increased frequency of travelling and the more bulky requirements of freightage this "one portage" route was more increasingly sought, and as the result of their voyagings these early French pioneers have marked their names along the waterways as ever remaining records of their prowess—such as Presquile (almost an island); Detroit (the narrow place); Lac Sainte Clair; Sault Ste Marie (Rapids of St. Mary River); Cap Iroquois; Isle Royale; Rainy River (after René de Varennes); Duluth (after Sieur du Luth, of Montreal); Fond du Lac (Head of Lake Superior).

From here mounting up the St. Croix River, seeking the expansion of that New France to whose glory they so ungrudgingly devoted their lives, these intrepid adventurers reached over to the Mississippi, and sweeping down its waters still further marked their way at St. Louis (after their King) and New Orleans (after his capital), annexing all the adjacent territories to their Sovereign's domains.

The Niagara River Route then became the motive centre of a mighty circum-vallation by which the early French encompassed within its circle the English Colonies then skirting along the Atlantic.

What a magnificent conception it was of these intrepid French to envelope the British settlements and strengthened by alliances with the Indian tribes and fortified by a line of outposts established along the routes of the Ohio and the Mississippi, to hem their competitors in from expansion to the great interior country of the centre and the west. Standing astride the continent with one foot on the Gulf of St. Lawrence, at Quebec, and the other at New Orleans, on the Gulf of Mexico, the interior lines of commerce and of trade were in their hands. They hoped that Canada, their New France, on this side of the ocean, was to absorb all the continent excepting the colonies along the shores of the sea. So matters remained for a century.

Meanwhile the English colonies had expanded to the south shores of the Lakes Oswego and Frontenac, and in 1758 we read of an English Navy of eight schooners and three brigs sailing on Lake Ontario under the red cross of St. George and manned by sailors of the colonies.

In 1759, came the great struggle for the possession of the St. Lawrence and connecting lines of the waterways. Fort Niagara, whose large central stone "castle," built in 1726, still remains, passed from the French under Pouchot, to the British under Sir William Johnson; a great flotilla of canoes conveying the Indian warriors under Ligneris to the aid of the Fort, had come down from the Upper Lakes, to the Niagara River, but upon it being proved to them that they were too late, for the Fort had fallen, they re-entered their canoes and re-traced their way up the rivers back to their Western homes.

Next followed the fall of Quebec, and with the cession of Montreal in 1760 the "New France" of old from the St. Lawrence to the Mexican Gulf became merged in the "New England" of British Canada.

The control of the great central waterway, of which this Niagara River was the gateway, had passed into other hands.

For another fifty years only sailing vessels navigated the lakes to Niagara, and these, and batteaux, pushed along the shores and up the river by poles, made their way to the foot of the rapids at Lewiston with difficulty. These vessels were mainly small schooners with some cabin accommodation.

After the cession of Canada, by the French, the British Government began the establishment of a small navy on Lake Ontario. An official return called for by Lord Dorchester, Governor-General of Canada, gives the Government vessels as being in 1787, Limnale, 220 tons, 10 guns. Seneca, 130 tons, 18 guns. Caldwell, 37 tons, 2 guns, and two schooners of 100 tons each being built. As there was at that time but one merchant vessel, the schooner Lady Dorchester, 80 tons, sailing on the lake, and a few smaller craft the property of settlers, transport for passengers between the principal ports was mainly afforded by the Government vessels. As an instance of their voyaging may be given that of H.M.S. Caldwell, which in 1793, carrying Lady Dorchester, the wife of the Governor-General, is reported to have made "an agreeable passage of thirty-six hours from Kingston to Niagara."

In this same year H.R.H. the Duke of Kent [afterwards father of Her Majesty Queen Victoria] is reported as having proceeded from Kingston up Lake Ontario to Navy Hall on the Niagara River in the King's ship Mohawk commanded by Commodore Bouchette.

Further additions to the merchant schooners were the York, built on the Niagara River in 1792, and the Governor Simcoe, in 1797, for the North-West Company's use in their trading services on Lake Ontario. Another reported in 1797—the Washington—built at Erie, Pa., was bought by Canadians, portaged around the Falls and run on the British register from Queenston to Kingston as the Lady Washington.

The forests of those days existed in all their primeval condition, so that the choicest woods were used in the construction of the vessels. We read in 1798 of the Prince Edward, built of red cedar, under Captain Murney of Belleville, and capable of carrying seven hundred barrels of flour, and of another "good sloop" upon the stocks at Long Point Bay, near Kingston, being built of black walnut. A schooner, "The Toronto," built in 1799, a little way up the Humber, by Mr. Joseph Dennis, is described as "one of the handsomest vessels, and bids fair to be the swiftest sailing vessel on the lake, and is admirably calculated for the reception of passengers." This vessel, often mentioned as "The Toronto Yacht," was evidently a great favorite, being patronized by the Lieutenant-Governor and the Archbishop, and after a successful and appreciated career, finished her course abruptly by going ashore on Gibraltar Point in 1811. The loss of the Government schooner Speedy was one of the tragic events of the times. The Judge of the District Court, the Solicitor General and several lawyers who were proceeding from York to hold the Assizes in the Newcastle District, together with the High Constable of York, and an Indian prisoner whom they were to try for murder, were all lost when the vessel foundered off Presquile in an exceptional gale on 7th October, 1804.

Two sailing vessels, the schooners Dove and the Reindeer, (Capt. Myers) are reported in 1809 as plying between York and Niagara. A third, commanded by Capt. Conn, is mentioned by Caniff, but no name has come down of this vessel, but only her nickname of "Captain Conn's Coffin." This j'eu d'esprit may have been due to some peculiarity in her shape, but as no disaster is reported as having occurred to her she may have been more seaworthy than the nickname would have indicated.

Of other events of sailing vessels was the memorable trip from Queenston to York in October, 1812, of the sloop Simcoe, owned and commended by Capt. James Richardson.

After the battle of Queenston Heights, on October 13th, she had been laden with American prisoners, among them General Winfield Scott, afterwards the conqueror in Mexico, to be forwarded at once to Kingston. The Moira of the royal navy was then lying off the port of York and on her Mr. Richardson, a son of the Captain, was serving as sailing master.

As the Simcoe approached she was recognized by young Richardson, who, putting off in a small boat, met her out in the lake and was much surprised at seeing the crowded state of her decks and at the equipment of his father, who, somewhat unusually for him, was wearing a sword.

The first words from the ship brought great joy—a great battle had been fought on Queenston Heights—the enemy had been beaten. The Simcoe was full of prisoners of war to be transported at once to the Moira for conveyance to Kingston. Then came the mournful statement, "General Brock has been killed." The rapture of victory was overwhelmed by the sense of irreparable loss. In such way was the sad news carried in those sailing days to York.

The Minerva, "Packet," owner and built by Henry Gildersleeve, at Finkle's Point in 1817, held high repute. Richard Gildersleeve emigrated from Hertfordshire, England, in 1635, and settled in Connecticut. His great-great-grandson, Obadiah, established a successful shipbuilding yard at "Gildersleeve," Conn. Henry Gildersleeve, his grandson, here learned his business and coming to Finkle's Point in 1816 assisted on the Frontenac, and continuing in shipbuilding, married Mrs. Finkle. When Minerva arrived at Kingston she was declared by Capt. Murray, R.N., to be in her construction and lines the best yet turned out, as she proved when plying as a "Packet" between Toronto and Niagara.

Many sailing vessels meeting with varying success, were plying between all the ports on the lake. The voyages were not always of the speediest. "The Caledonia," schooner, is reported to have taken six days from Prescott to York. Mr. M. F. Whitehead, of Port Hope, crossed from Niagara to York in 1818, the passage occupying two and a half days. In a letter of his describing the trip he enters:—"Fortunately, Dr. Baldwin had thoughtfully provided a leg of lamb, a loaf of bread, and a bottle of porter; all our fare for the two days and a half."

These vessels seem to have sailed somewhat intermittently, but regular connection on every other day with the Niagara River was established by "The Duke of Richmond" packet, a sloop of one hundred tons built at York in 1820, under Commander Edward Oates.

His advertisements announced her to "leave York Monday, Wednesday and Friday at 9 a.m. Leave Niagara on Tuesday, Thursday and Saturday at 10 a.m., between July and September," after that "according to notice." The rates of passage were:—"After Cabin ten shillings; Fore Cabin 6s. 6.; sixty lbs. of baggage allowed for each passenger, but over that 9d. per cwt. or 2s. per barrel bulk."

The standard of measurement was a homely one, but no doubt well understood at that time, and easily ascertained. In the expansion of the size of ladies' trunks in these present days it is not beyond possibility that a measurement system such as used in the early part of the last century might not be inadvisable.

The reports of the "packet" describe her as being comfortable and weatherly, and very regular in keeping up her time-table. She performed her services successfully on the route until 1823, when she succumbed to the competition of the steamboats which had shortly before been introduced. With the introduction upon the lakes of this new method of propulsion the carrying of passengers on sailing vessels quickly ceased.

CHAPTER II.

The First Steamboats on Lake Ontario and the Niagara River.

The era of steamboating had now arrived. The Clermont, built by Robert Fulton, and furnished with English engines by Boulton & Watts, of Birmingham, had made her first trip on the Hudson from New York to Albany in August, 1807, and was afterwards continuing to run on the river.

In 1809 the Accommodation, built by the Hon. John Molson at Montreal, and fitted with engines made in that city, was running successfully between Montreal and Quebec, being the first steamer on the St. Lawrence and in Canada.

The experience of both of these vessels had shown that the new system of propulsion of vessels by steam power was commercially profitable, and as it had been proved successful upon the river water, it was but reasonable that its application to the more open waters of the lakes should next obtain consideration.

The war of 1812 between Great Britain and the United States, accompanied by its constant invasions of Canada, had interrupted any immediate expansion in steamboating enterprises.

Peace having been declared in February, 1815, the projects were immediately revived and in the spring of that year a British company was formed with shareholders in Kingston, Niagara, York, and Prescott, to build a steamboat to ply on Lake Ontario. A site suitable for its construction was selected on the beaches on Finkle's Point, at Ernestown, 18 miles up the lake from Kingston, on one of the reaches of the Bay of Quinte.

A contract was let to Henry Teabout and James Chapman, two young men who had been foremen under David Eckford, the master shipbuilder of New York, who during the war had constructed the warships for the United States Government at its dockyard at Sackett's Harbor. Construction was commenced at Finkle's Point in October, 1815, and with considerable delays caused in selection of the timbers, was continued during the winter. (Canniff—Settlement of Upper Canada). The steamer was launched with great eclat on 7th September, 1816, and named the Frontenac, after the County of Frontenac in which she had been built.

A similar wave of enterprise had arisen also on the United States side and it becomes of much interest to search up the annals of over a hundred years ago and ascertain to which side of the lake is to be accorded the palm for placing the first steamboat on Lake Ontario. Especially as opinions have varied on the subject, and owing to a statement made, as we shall find, erroneously, in a distant press the precedence has usually been given to an American steamer.

The first record of the steamboat on the American side is an agreement dated January 2, 1816, executed between the Robert Fulton heirs and Livingston, of Clermont, granting to Charles Smyth and others an exclusive right to navigate boats and vessels by steam on Lake Ontario.

These exclusive rights for the navigation on American waters "by steam or fire" had previously been granted to the Fulton partnership by the Legislature of the State of New York.

The terms of the agreement set out that the grantees were to pay annually to the grantors one-half of all the net profits in excess of a dividend of 12 per cent. upon the investment. On the 16th of the next month a bill was passed in the Legislature of New York incorporating the "Ontario Steamboat Co.," but in consequence of the too early adjournment of the Legislature did not become law.

At this time, (February, 1816) the construction of the Canadian boat at Ernestown was well under way.

By an assignment dated August 16th, 1816, Lusher and others became partners with Smyth, and as a result it is stated (Hough—History of Jefferson County, N.Y.) "a boat was commenced at Sackett's Harbor the same summer."

Three weeks after the date of this commencing of the boat on the American side, or Sackett's Harbour, the Frontenac, on the Canadian side, was launched on the 7th September, 1816, at Finkle's Point.

In the description of this launch of the Frontenac given in the September issue of the Kingston Gazette, the details of her size are stated. "Length, 170 feet; beam, 32 feet; two paddle wheels with circumference about 40 feet. Registered tonnage, 700 tons." Further statements made are, "Good judges have pronounced this to be the best piece of naval architecture of the kind yet produced in America." "The machinery for this valuable boat was imported from England and is said to be an excellent structure. It is expected that she will be finished and ready for use in a few weeks."

Having been launched with engines on board in early September the Frontenac then sailed down the lake from Ernestown to Kingston to lay up in the port.

In another part of this same September issue of the Kingston Gazette an item is given: "A steamboat was lately launched at Sackett's Harbor."

No name is given of the steamer, nor the date of the launch, but this item has been considered to have referred to the steamer named Ontario, built at Sackett's Harbor and in consequence of its having apparently been launched first, precedence has been claimed for the United States vessel.

This item, "A steamboat was lately launched at Sackett's Harbor," develops, on further search, to have first appeared as a paragraph under the reading chronicles in "Niles Weekly Register," published far south in the United States at Baltimore, Maryland. From here it was copied verbatim as above by the Kingston Gazette, and afterwards by the Quebec Gazette of 26th Sept., 1816.

Further enquiry, however, nearer the scene of construction indicates that an error had been made in the wording of the item, which had apparently been copied into the other papers without verification.

In the library of the Historical Society at Buffalo is deposited the manuscript diary of Capt. Van Cleve, who sailed as clerk and as captain on the Martha Ogden, the next steamboat to be built at Sackett's Harbor six years after the Ontario. In this he writes, "the construction of the Ontario was begun at Sackett's Harbor in August, 1816." He also gives a drawing, from which all subsequent illustrations of the Ontario have been taken. Further information of the American steamer is given in an application for incorporation of the "Lake Ontario Steam Boat Co." made in December, 1816, by Charles Smyth and others, of Sackett's Harbor, who stated in their petition that they had "lately constructed a steam boat at Sackett's Harbor"—"the Navy Department of the United States have generously delivered a sufficiency of timber for the construction of the vessel for a reasonable sum of money"—"the boat is now built"—"the cost so far exceeds the means which mercantile men can generally command that they are unable to build any further"—"the English in the Province of Upper Canada have constructed a steam boat of seven hundred tons burthen avowedly for the purpose of engrossing the business on both sides of the lake."

All this indicates that the American boat had not been launched and in December was still under construction.

It is more reasonable to accept the statements of Capt. Van Cleve and others close to the scene of operations rather than to base conclusions upon the single item in the publication issued at so far a distance and without definite details.

It is quite evident that the item in Niles Register should have read "was lately commenced," instead of "was lately launched." The change of this one word would bring it into complete agreement with all the other evidences of the period and into accord with the facts.

No absolute date for the launching of the Ontario or of the giving of her name has been ascertainable, but as she was not commenced until August it certainly could not have been until after that of the Frontenac on Sept. 7th, 1816. The first boat launched was, therefore, on the Canadian side.

The movements of the steamers in the spring of 1817 are more easily traced. Niles Register, 29th March, 1817, notes, "The steamboat Ontario is prepared for the lake," and Capt. Van Cleve says, "The first enrollment of the Ontario in the customs office was made on 11th April," and "She made her first trip in April."

The data of the dimensions of the Ontario are recorded, being only about one-third the capacity of the Frontenac, which would account for the shorter time in which she was constructed. The relative sizes were:

No drawing of the Frontenac is extant, but she has been described as having guards only at the paddle wheels, the hull painted black, and as having three masts, but no yards. The Ontario had two masts, as shown in the drawing by Van Cleve.

No distinctive date is given for the first trip in April of the Ontario, on which it is reported (Beers History of the Great Lakes) "The waves lifted the paddle wheels off their bearings, tearing away the wooden coverings. After making the repairs the shaft was securely held in place."

Afterwards under the command of Capt. Francis Mallaby, U. S. N., weekly trips between Ogdensburgh and Lewiston were attempted, but after this interruption by advertisement of 1st July, 1817, the time had to be extended to once in ten days. The speed of the steamer was found to seldom exceed five miles per hour. (History of Jefferson County. Hough).

The Ontario ran for some years, but does not seem to have met with much success and, having gone out of commission, was broken up at Oswego in 1832.

In the spring of 1817 the first mention of the Frontenac is in Kingston of her having moved over on 23rd May to the Government dock at Point Frederick, "for putting in a suction pipe," the Kingston Gazette further describing that "she moved with majestic grandeur against a strong wind." On 30th May the Gazette reports her as "leaving this port for the purpose of taking in wood at the Bay Quinte. A fresh breeze was blowing into the harbor against which she proceeded swiftly and steadily to the admiration of a great number of spectators. We congratulate the managers and proprietors of this elegant boat, upon the prospect she affords of facilitating the navigation of Lake Ontario in furnishing an expeditious and certain mode of conveyance to its various ports."

It can well be imagined with what wonder the movements of this first steam-driven vessel were witnessed.

In the Kingston Gazette of June 7, 1817, entry is made, "The Frontenac left this port on Thursday, 5th, on her first trip for the head of the lake."

The opening route of the Frontenac, commanded by Capt. James McKenzie, a retired officer of the royal navy, was between Kingston and Queenston, calling at York and Niagara and other intermediate ports. The venture of a steamer plying on the open lakes, where the paddle wheels would be subjected to wave action, was a new one, so for the opening trips her captain announced, with the proverbial caution of a Scotchman, that the calls at the ports would be made "with as much punctuality as the nature of lake navigation will admit of." Later, the steamer, having proved her capacity by two round trips, the advertisements of June, 1817, state the time-table of the steamer as "leaving Kingston for York on the 1st, 11th, and 23rd days," and "York for Queenston on 3rd, 13th, and 25th days of each month, calling at all intermediate ports." "Passenger fares, Kingston to Ernestown, 5s; Prescott, £1.10.0; Newcastle, £1.15.0; York and Niagara, £2.0.0; Burlington, £3.15.0; York to Niagara, £1.0.0." Further excerpts are: "A book is kept for the entering of the names of the passengers and the berths which they choose, at which time the passage money must be paid." "Gentlemen's servants cannot eat or sleep in the cabin." "Deck passengers will pay fifteen shillings, and may either bring their own provisions or be furnished by the steward." "For each dog brought on board, five shillings." "All applications for passage to be made to Capt. McKenzie on board." After having run regularly each season on Lake Ontario and the Niagara River her career was closed in 1827 when, while on the Niagara River, she was set on fire, it was said, by incendiaries, for whose discovery her owners, the Messrs. Hamilton, offered a reward of £100, but without result. Being seriously damaged, she was shortly afterwards broken up.

Such were the careers of the first two steamers which sailed upon Lake Ontario and the Niagara River, and from the data it is apparent that the Frontenac on the British side was the first steamboat placed on Lake Ontario, and that the Ontario, on the United States side, had been the first to make a trip up lake, having priority in this over her rival by perhaps a week or two, but not preceding her in the entering into and performance of a regular service.

With them began the new method for travel, far exceeding in speed and facilities any previously existing, so that the stage lines and sailing vessels were quickly eliminated.

This practical monopoly the steamers enjoyed for a period of fifty years, when their Nemesis in turn arrived and the era of rail competition began.

The ONTARIO. 1817. The second Steamer on Lake Ontario.
From the original drawing by Capt. Van Cleve [page 21]

The GREAT BRITAIN. 1830.
By courtesy of Mr. John Ross Robertson reproduced from his "Landmarks of Toronto." [page 29]

CHAPTER III.

More Steamboats and Early Water Routes.

The River the Centre of Through Travel.

The Frontenac was followed by the Queen Charlotte, built in the same yards at Finkle's Point, by Teabout and Chapman, and launched on 22nd April, 1818, for H. Gildersleeve, the progenitor of that family which has ever since been foremost in the ranks of steamboating in Canada. He sailed her for twenty years as captain and purser, her first route being a round trip every ten days between Kingston, York and Queenston. The passage rates at this time were from Kingston to York and Niagara £3 ($12.00), from York to Niagara £1 ($4.00).

In 1824 appeared the first "City of Toronto," of 350 tons, built in the harbor of York at the foot of Church Street. Her life was neither long nor successful, she being sold by auction "with all her furniture" in December, 1830, and broken up.

Passenger traffic was now so much increasing that steamers began to follow more quickly. The Lewiston "Sentinel" in 1824, in a paragraph eulogizing their then rising town, says:—"Travel is rapidly increasing, regular lines of stages excelled by none, run daily by the Ridge Road to Lockport, and on Fridays weekly to Buffalo. The steamboats are increasing in business and affording every facility to the traveller." The Hon. Robert Hamilton, who for so many years afterwards was dominantly interested in steamboating, launched the "Queenston" in 1825 at Queenston. His fine residence, from which he could watch the movements of his own and other steamers, still stands on the edge of the high bank overlooking the Queenston dock.

In 1826 there was added the "Canada," built at the mouth of the Rouge River by Mr. Joseph Dennis and brought to York to have the engines installed, which had been constructed by Hess and Wards, of Montreal. Under the charge of Captain Hugh Richardson, her captain and managing owner, she had a long and notable career. The contemporary annals describe her as "a fast boat," and as making the trip from York to Niagara "in four hours and some minutes."

Her Captain was a seaman of the old school, dominant, and watchful of the proprieties on the quarter deck.

On one occasion in 1828, when Sir Peregrine Maitland, the Lieutenant-Governor of Upper Canada, and Lady Maitland, had taken passage with him from York to Queenston en route to Stamford, a newspaper item had accused him of undue exclusiveness on the "Canada" to the annoyance of other passengers.

To this the doughty "Captain and Managing Owner" replied by a letter in which he denied the accusation and added: "As long as I command the "Canada" and have a rag of colour to hoist, my proudest day will be when it floats at the masthead indicative of the presence and commands of the representative of my King."

The departure of his steamer from port was announced in an exceptional manner, as stated in the concluding words of his advertisement to the public: "N.B. A gun will be fired and colours hoisted twenty-five minutes before starting."

In another controversy, which arose from the contract for carrying the mails on the Niagara route having been withdrawn from the steamer "Canada," it was developed that while the pay to the steamer was only 1s. 3d. per trip, the Government postage between York and Niagara was 7d. on each letter. This charge the captain considered excessive, but as the postmaster at Niagara now refused to receive any letters from his steamer he regretted he had to make public announcement that he was obliged (in future) to decline to accept any more letters to be taken across the lake.

The captain-commander of a lake steamboat in those days was a person of importance and repute. Unquestioned ruler on his "ship," he represented the honour of his Flag and obedience to his Country's laws.

Most of them had been officers of the Royal Navy and had served during the 1812 War, having been trained in the discipline and conventions of His Majesty's service, and similarly on the American boats had served in the United States Navy.

At the present day on our Muskoka and inland lakes, the advent of the daily steamer is a crowning event, bringing all the neighbourhood down to the waterside dock, in curiosity or in welcome. Still more so it was in those early times when the mode of steam progression was novel and a source of wonder, and the days of call so much more infrequent.

The captain was no doubt the bearer of letters to be delivered into the hands of friends, certainly the medium of the latest news (and gossip) from the other ports on the lake, and was sought for tidings from the outside, as well as in welcome to himself. In particular evidence of the confidence reposed in him and in his gallantry, he was the honored Guardian of ladies and children, travelling alone, who were with much empressment confided to his care. Being usually a part owner his attentions were gracious hospitalities, so that a seat at the commander's table was not only a privilege, but an appreciated acknowledgement of social position.

These were the halcyon days of Officers on the lakes, when the increased speed of the new method was enjoyed and appreciated, but the congenialities of a pleasant passage, were not lost in impatient haste for its earlier termination.

There were in 1826 five steamers running on the Niagara River Route. The "Niagara" and "Queenston" from Prescott; "Frontenac" from Kingston; "Martha Ogden," an American steamer from the south shore ports and Ogdensburg, and the "Canada" to York and "head of the lake," presumably near Burlington, and return.

On this "Martha Ogden," built at Sackett's Harbour, in 1824, Captain Van Cleve, of Lewiston, served for many years as clerk, and afterwards as captain. In a manuscript left by him many interesting events in her history are narrated. In 1826 she ran under the command of Captain Andrew Estes between Youngstown and York. Youngstown was then a port of much importance. It was the shipping place of a very considerable hardwood timbering business the trees being brought in from the surrounding country. Its docks, situated close to the lake on an eddy separated from the rapid flow of the river, formed an easily accessible centre for the batteaux and sailing craft which communicated with the Eastern ports on Lake Ontario.

A considerable quantity of grain was also at that time raised in the district, providing material for the stone flour mill built in 1840. This mill, grinding two hundred barrels per day, was in those days considered a marvel of enterprise. Though many years ago disused for such purpose it is still to be seen just a little above the Niagara Navigation Company's Youngstown dock.

In the way of the nomenclature of steamers, that of the "Alciope," built at Niagara in 1828 for Mr. Robert Hamilton, and first commanded by Captain McKenzie, late of the "Frontenac," is unusual. This name in appearance would appear to be that of some ancient goddess, but is understood to be taken from a technical term in abstract zoology. Possibly it may at the time have attracted attention, but was evidently not considered satisfactory as it was changed in 1832 to the more suitable one of "United Kingdom."

More steamers come now in quick succession. The Hon. John Hamilton in 1830 brought out the "Great Britain" (Captain Joseph Whitney), of 700 tons, with two funnels, and spacious awning deck.

The route of the "Martha Ogden" had reverted back to the lake trip between Lewiston and Ogdensburgh. It was her ill luck to run ashore in 1830 and having sought repairs in the British Government naval establishment at Kingston, Captain Van Cleve mentions, with much satisfaction the cordial reception given to the American crew by Commodore Barrie, and the efficient work done for the ship in the Royal Dockyard. The "Martha Ogden" closed her days in 1832 by being lost off Stoney Point, Lake Ontario.

The sailing times of the through boats from the river at this time are given as "the steamer Great Britain leaves Niagara every five days, the Alciope, every Saturday evening, the Niagara every Monday evening at 6 o'clock, and the Queenston every Tuesday morning at 9 o'clock for Kingston, Brockville and Prescott (board included) $8.00."

On the American side the United States and Oswego made a semi-weekly line between Lewiston and Ogdensburg, calling at all intermediate ports.

In 1832 added "William IV.," an unusual looking craft with four funnels; 1834 "Commodore Barrie," built at Kingston by the Gildersleeves, and sailed by Captain James Sinclair between (as the advertisement stated) "Prescott, Toronto (late York) and Niagara." Commodore Barrie, after whom the steamer was named, had a long and creditable naval career. As lieutenant he had been with Vancouver on the Pacific in 1792, served at Copenhagen in 1807, and as captain of "H.M.S. Dragon," 74 guns, had taken part in the successful expedition at Penobscot Maine in 1814. In 1830 he had been appointed to the command of the Royal Navy Yard at Kingston.

Ship building on the lake began now to take a more definite and established position. The "Niagara Dock Company" was formed in 1835. Robert Gilkison, a Canadian, of Queenston, who had been educated in shipbuilding at "Port Glasgow, Scotland," returned to Canada and was appointed designer and superintendent of the works at Niagara.

A number of ships were built under his charge. The first steamer was the "Traveller," 145 feet long, 23.6 beam, with speed of 11 to 12 miles followed by the "Transit," "Gore," and the "Queen Victoria," 130 feet long, 23.6 beam, with 50 horse power, a stated speed of 12 miles, and described as having been "fitted in elegant style." This steamer, launched in April, 1838, and commanded by Captain Thomas Dick, introduces a family which for many years was connected with steamboating on the Niagara River Route.

In her first season Robert Gilkinson, her builder, noted in his diary, June 29th: "On the celebration of Her Majesty's coronation the Victoria, with a party of sixty ladies and gentlemen, made her first trip to Toronto, making the distance from Niagara to Toronto in 3 hours and 7 minutes, a rate scarcely met by any other boat."

"July 2. Commenced trips leaving Niagara 7 a.m., Toronto 11 a.m., and Hamilton 4 p.m., arrived here (Niagara) 8 p.m. Accomplished the 121 miles in ten and a half hours, a rate not exceeded by any boat on the lake."

The advertisements of the running times as then given in the press are interesting.

"The 'Queen Victoria' leaves Lewiston and Queenston 8 o'clock a.m. and Niagara 8.30 o'clock for Toronto. The boat will return each day, leaving Toronto for these places at 2 o'clock p.m."

A further enlargement of the running connections of this steamer on the route in 1839 stated:

"Passengers will on Monday and Thursday arrive at Toronto in time for the "William IV." steamer for Kingston and Prescott. Returning. On arrival at Lewiston, railroad cars will leave for the Falls. On arrival at Queenston stages will leave for the Falls, whence the passengers can leave next day by the steamer "Red Jacket" from Chippawa to Buffalo, or by the railroad cars for Manchester."

The "Railroad Cars" were those of the "Buffalo and Niagara Falls Railroad" opened in 1836, then running two trains a day each way between Buffalo and the Falls, leaving Buffalo at nine in the morning and five in the afternoon. Manchester was the name of the town laid out in the neighborhood of the Falls, where, from the abundance of water power it was expected a great manufacturing centre would be established.

An advertisement in a later year (1844) mentions the steamer "Emerald" to "leave Buffalo at 9 a.m. for Chippawa, arrive by cars at Queenston for steamer for Toronto, Oswego, Rochester, Kingston and Montreal."

The "cars" at Queenston were those of a horse railroad which had been constructed along the main road from Chippewa to Queenston, of which some traces still remain. The rails were long wooden sleepers faced with strap iron.

During one season the "Queen Victoria" was chartered as a gunboat for Lake Ontario, being manned by officers and men from the Royal Navy. She presented a fine appearance and was received with great acceptance at the lake ports as she visited them.

A more direct route from this distributing point at the foot of the rapids on the Niagara River direct to the head of Lake Ontario and the country beyond, instead of crossing first to Toronto, was evidently sought. In 1840 the steamer "Burlington"—Captain Robert Kerr—is advertised to "Leave Lewiston 7 a.m., Niagara 7.30 a.m., landing (weather permitting) at Port Dalhousie (near St. Catherines, from which place a carriage will meet the boat regularly); Grimsby, and arrive at Hamilton about noon. Returning will leave at 3 p.m., and making the same calls, weather permitting, arrive at Lewiston in the evening."

The 30th July, 1841, was a memorable day in steamboating on the Niagara River. A great public meeting was held that day on Queenston Heights to arrange for the building of a new monument in memory of General Brock to replace the one which had been blown up by some dastard on 17th April, 1840.

Deputations from the military and the patriotic associations in all parts of the province attended.

Four steamers left Toronto together about 7.30 in the morning. The "Traveller"—Captain Sandown, R.N., with His Excellency the Governor-General, Lord Sydenham, on board; "Transit"—Captain Hugh Richardson; "Queen Victoria"—Captain Richardson, Jr.; "Gore"—Captain Thomas Dick. At the mouth of the Niagara River these were joined by the "Burlington"—Captain Robert Kerr, and "Britannia" from Hamilton and the head of the lake, and by the "Gildersleeve" and "Cobourg" from the Eastern ports and Kingston.

Amidst utmost enthusiasm, and with all flags flying, the eight steamers assembled at Niagara and marshalled in the following order, proceeded up the river to Queenston:—

TRAVELLER.
GILDERSLEEVE.
COBOURG.
BURLINGTON.
GORE.
BRITANNIA.
QUEEN.
TRANSIT.

The sight of this fleet of eight steamers must have been impressive as with flying colours they made up the stream.

Judge Benson, of Port Hope, says that his father, Capt. Benson, of the 3rd Incorporated Militia, was then occupying the "Lang House" in Niagara, overlooking the river, and that he and his brother were lifted up to the window to see the flotilla pass by, a reminiscence of loyal fervor which has been vividly retained through a long life. Is it not a sufficient justification and an actual value resulting from special meetings and pageants that they not only serve to revivify the enthusiasm of the elders in annals of past days, but yet more to bring to the minds of youth actual and abiding touch with the historic events which are being celebrated?

The meeting was held upon the field of the battle, the memories of the struggle revived and honour done to the fallen.

The present monument was the result of the enterprise then begun.

Much rivalry existed between the steamers as to which would open the season first, as the boat which got into Niagara first before 1st March was free of port dues for the season. In this the "Transit" excelled and sometimes landed her passengers on the ice.

The Niagara Dock Company in 1842 turned out the "Chief Justice Robinson" commanded by Captain Hugh Richardson, Jr.

This steamer, largely owned by Captain Heron and the Richardsons, was specially designed to continue during the winter the daily connection by water to Toronto, and so avoid the long stage journey around the head of the lake. For this purpose her prow at and below the water line was projected forward like a double furrowed plough, to cut through the ice and throw it outwards on each side.

This winter service she maintained for ten seasons with commendable regularity between the outer end of the Queen's Wharf at Toronto (where she had sometimes to land passengers on the ice) and Niagara. On one occasion, in a snowstorm, she went ashore just outside the harbour at Toronto, and was also occasionally frozen in at both ends of the route, but each time managed to extricate herself. After refitting in the spring she divided the daily Lewiston-Toronto Route after 1850 with the second City of Toronto, a steamer with two separate engines, with two walking beams built at Toronto in 1840, which had been running in the Royal Mail Line, but in 1850 passed into the complete ownership of Captain Thomas Dick.

The steamer "Rochester" is also recorded as running between Lewiston and Hamilton in 1843 to 1849.

CHAPTER IV.

Expansion of Steamboating on the Niagara—its Decline—a Final Flash and a Move To the North.

During this decade the Niagara River was more increasingly traversed by many steamers, and became the main line of travel between the Western and Centre States by steamer to Buffalo, and thence, via the Niagara River to Boston and New York via Ogdensburg and Albany, or by Montreal and Lake Champlain to the Hudson.

Lewiston had become a place of much importance, being the transhipping point for a great through freighting business. Until the opening of the Erie Canal all the salt used in the Western States and Canada was brought here by water from Oswego, in thousands of barrels, from the Onandaga Salt Wells. Business in the opposite direction was greatly active, report being made of the passing of a consignment of 900 barrels of "Mississippi sugar," and 200 hogsheads of molasses for Eastern points in the United States and Canada.

In addition to the sailing craft five different steamers left the docks every day for other ports on the lake.

A new era was opened in 1847 by the introduction with great eclat and enterprise of the first iron steamers. The "Passport," commanded first by Captain H. Twohey and afterwards by Captain Thomas Harbottle, was constructed for the Hon. John Hamilton, the iron plates being moulded on the Clyde and put together at the Niagara shipyard by James and Neil Currie. The plates for the "Magnet" were similarly brought out from England and put together for J. W. Gunn, of Hamilton, the principal stockholder, with Captain J. Sutherland her captain. Both these steamers in their long service proved the reliability of metal vessels in our fresh water. Both formed part of the Royal Mail Line leaving Toronto on the arrival of the river steamers.

In the early "fifties" the "American Express Line," running from Lewiston to Toronto, Rochester, Oswego and Ogdensburg, consisted of the fine upper cabin steamers "Cataract," "Bay State," "Ontario," and "Northerner."

The "New Through Line," a Canadian organization, was comprised of six steamers: the "Maple Leaf," "Arabian," "New Era," "Champion," "Highlander," "Mayflower." The route they followed was: "Leave Hamilton 7 a.m.; leave Lewiston and Queenston about half past 8 p.m., calling at all north shore Ontario ports between Darlington and Prescott to Ogdensburgh and Montreal without transhipment. Returning via the north shore to Toronto and Hamilton direct." The through time down to Montreal was stated in the advertisement to be "from Hamilton 33 hours, from the Niagara River 25 hours."

A good instance of the frequency of the entrances of the steamers into the harbours is afforded by an amusing suggestion which was in 1851, made by Captain Hugh Richardson, who had become Harbour Master at Toronto.

The steamers running into the port seem to have called sometimes at one dock first, sometimes at another, according, probably, to the freight which may have been on board to be delivered. Much trouble was thus caused to cabmen and citizens running up and down the water front from one dock to another.

The captain, whose views with respect to the flying, and the distinctive meanings, of flags, we have already seen, proposed that all vessels when entering the harbour should designate the dock at which they intended to stop by the Following signals:—

For Gorrie's Wharf—Union Jack at Bowsprit end.
For Browne's Wharf—Union Jack at Masthead.
For Maitland's Wharf—Union Jack at Staff aft.
For Tinnings Wharf—Union Jack in fore rigging.
For Helliwells Wharf—Union Jack over wheel-house.

It is to be remembered that in those days the "Western" was the only entrance to the harbour and Front Street without any buildings on its south side, followed the line of the high bank above the water so that the signals on the steamers could be easily seen by all. The proposal was publicly endorsed by the Mayor, Mr. J. G. Bowes, but there is no record of its having been adopted.

In 1853 there was built at Niagara for Mr. Oliver T. Macklem the steamer "Zimmerman," certainly the finest and reputed to be the fastest steamer which up to that time sailed the river. She was named after Mr. Samuel Zimmerman, the railway magnate, and ran in connection with the Erie and Ontario Railway from Fort Erie to Niagara, which he had promoted, and was sailed by Captain D. Milloy.

In this same year there was sailed regularly from Niagara another iron steamer, the "Peerless," owned by Captain Dick and Andrew Heron, of Niagara. This steamer was first put together at Dunbarton, Scotland, then taken apart, and the pieces (said to be five thousand in number) sent out to Canada, and put together again at the Niagara dockyard. These two steamers thereafter divided the services in competition on the Niagara Route to Toronto.

These years were the zenith period for steamboating on Lake Ontario and the Niagara River, a constant succession of steamers passing to and fro between the ports. Progress in the Western States and in Upper Canada had been unexampled. Expansion in every line of business was active, population fast coming in, and the construction of railways, which was then being begun, creating large expenditures and distribution of money. The steamers on the water were then the only method for speedy travel, so their accommodation was in fullest use, and their earnings at the largest.

The stage routes around the shores of the lakes in those days were tedious and trying in summer, and in winter accompanied by privations. The services of the steamers in the winter were greatly appreciated and maintained with the utmost vigour every year, particularly for the carriage of mails between Toronto, Niagara, Queenston and Lewiston, for which the steamer received in winter £3 for each actual running day, and between Toronto and Hamilton, for which the recompense was £2 for service per day performed.

In 1851 the Chief Justice Robinson is recorded (Gordon's Letter Books) as having run on the Niagara River during 11 months of the year. The remaining portion, while she was refitting, was filled by the second City of Toronto.

It is mentioned that at one time she went to Oswego to be hauled out on the marine cradle there at a charge of 25 cents per ton.

In 1852-53 the services were performed by the same steamers. In 1854 the Peerless made two trips daily during ten months, the Chief Justice Robinson taking the balance of this service and also filling in during the other months, with the second City of Toronto on the Hamilton Route.

The winter service to the Niagara River for 1855 was commenced by the Chief Justice Robinson on 1st January, the steamer crossing the lake on 22 days in that month. February was somewhat interrupted by ice, but the full service between the shores was performed on 23 days in the month of March.

So soon as the inner water in the harbour of Toronto was frozen up all these services were performed from the outer extremity of the Queen's Wharf, and in the mid-winter months mostly from the edges of the ice further out, the sleighs driving out alongside with their passengers and freight. It seems difficult for us, in these days of luxury in travel, to comprehend the difficulties under which the early travellers laboured and thrived.

There was a wonderful and final exploit in the winter business of the Niagara River Route.

The "Niagara Falls and Ontario Railway" was opened as far as Lewiston in 1854 and by its connection at the Falls with the New York Central Railway brought during its first winter of 1854-55 great activity to the Niagara steamers.

The Crimean War was in progress and food products for the armies in the field were being eagerly sought from all places of world-supply and from America. Shipments were accordingly sought from Upper Canada. In summer the route would be by the Erie Canal to Albany or by the St. Lawrence and Montreal, but both routes were closed in winter.

The New York Central had been connected as a complete rail route as far as Albany, where, as there was no bridge across the Hudson, transportation was made by a ferry to the Hudson River Railroad, on the opposite shore for New York, or to the Western Railroad for Boston.

The WILLIAM IV. 1832.
From the "Landmarks of Toronto." [page 30]

The CHIEF JUSTICE ROBINSON. 1841.
From the "Landmarks of Toronto." [page 84]

There was, at that time, no railroad around the head of Lake Ontario so a Freight Route by steamer across the lake was opened to Lewiston, from where rail connection could be made to the Atlantic.

In January, 1855, large shipments of flour made from Upper Canada mills along the north shore of Lake Ontario began to be collected. The enterprising agent of the Peerless (Mr. L. B. Gordon) wrote to the Central that he hoped to "make the consignment up to 10,000 barrels before the canal and river opens." This being a reference to the competing all-water route via the Erie Canal and Hudson River.

The first winter shipment of a consignment of 3,400 barrels was begun by the Chief Justice Robinson from the Queen's Wharf on 17th January.

The through rates of freight, as recorded in Mr. Gordon's books, are in these modern days of low rates, remarkable. Not the less interesting are the proportions accepted by each of the carriers concerned for their portion of the service, which were as follows:

Flour, per barrel, Toronto to New York—

What would the Railway Commissioners and the public of the present think of such rates!

The shipments were largely from the products of the mills at the Credit, Oakville, Brampton, Esquesing, and Georgetown, being teamed to the docks at Oakville and Port Credit, from where they were brought by the steamers Queen City and Chief Justice Robinson at 5c per bbl. to the Queen's Wharf, Toronto, and from there taken across the lake by the Chief Justice Robinson and the Peerless.

The propeller St. Nicholas took a direct load of 3,000 barrels from Port Credit to Lewiston on Feb. 2nd. Shipments were also sent to Boston at $1,24-1/2 per bbl., on which the proportion of the "New York Central" was 68c, and the "Western Railroad" received 35c per bbl. as their share.

Nearly the whole consignment expected was obtained.

Another novel route was also opened. Consignments of flour for local use were sent to Montreal during this winter by the New York Central, Lewiston to Albany, and thence by the "Albany Northern Railroad" to the south side of the St. Lawrence River, whence they were most probably teamed across the ice to the main city.

Northbound shipments were also worked up and received at Lewiston for Toronto—principally teas and tobaccos—consignments of "English Bonded Goods" were rated at "second-class, same as domestic sheetings" and carried at 63c per 100 pounds from New York to Lewiston.

It was a winter of unexampled activity, but it was the closing effort of the steamers against the entrance of the railways into their all-the-year-round trade.

Immediately upon the opening of the Great Western Railway from Niagara Falls to Hamilton in 1855 and to Toronto in 1856, and of the Grand Trunk Railway from Montreal in 1856, the steamboating interests suffered still further and great decay. In the financial crisis of 1857 many steamers were laid up. In 1858 all the American Line steamers were in bankruptcy, and in 1860 the Zimmerman abandoned the Niagara River to the Peerless, the one steamer being sufficient.

The opening of the American Civil War in 1860 opened a new career for the Lake Ontario steamers, as the Northern Government were short of steamers with which to blockade the Southern ports.

The "Peerless" was purchased by the American Government in 1861 and left for New York under command of Captain Robert Kerr, and by 1863 all the American Line steamers had been sold in the same direction and gone down the rapids to Montreal, and thence to the Atlantic. A general clearance had been affected.

The "Zimmerman" returned from the Hamilton Route to the Niagara River, which had been left vacant by the removal of the "Peerless," but, taking fire alongside the dock at Niagara in 1863, became a total loss. During the winter the third "City of Toronto" was built by Captain Duncan Milloy, of Niagara, and began her service on the river in 1864 and thereafter had the route to herself. In 1866 the "Rothsay Castle" brought up by Captain Thomas Leach from Halifax, ran for one season in competition, but the business was not sufficient for two steamers so she was returned to the Atlantic. The "City" then had the route alone until 1877, when the "Southern Belle," being the reconstructed "Rothsay Castle," re-entered upon the scene and again ran from Tinnings Wharf in connection with the Canada Southern Railway to Niagara.

Such had been the courses of navigation and steamboating on the Niagara River from its earliest days—the rise to the zenith of prosperity and then the immeasurable fall due to the encircling of the lakes by the increasing railways. The old time passenger business had been diverted from the water, the docks had fallen into decay, only one steamer remained on the Niagara River Route, but it was fair to consider that with more vigor and improved equipment a new era might be begun.

The decadence of trade had been so great, and the prospects of the Niagara River presenting so little hope that Captain Thomas Dick had turned his thoughts and energies into the direction of the North Shore of Lake Huron, where mining and lumbering were beginning, and to Lake Superior, where the construction of the Dawson Road, as a connection through Canadian territory, to Fort Garry was commenced. He had several years previously transferred the second City of Toronto to these Upper Lake waters, and after being reboilered and rebuilt, her name had been changed to Algoma, commanded at first by his half brother, Capt. Jas. Dick, and in 1863 he had obtained the contract for carrying the mails for the Manitoulin Island and Lake Huron Shore to Sault Ste. Marie.

If ever there was a steamer which deserved the name of "Pathfinder," it was this steamer "Algoma." It was said that all the officers, pilots and captains of later days had been trained on her, and that she had found out for them every shoal along her route by actual contact. Being a staunchily built wooden boat with double "walking beam" engines, working independently, one on each wheel, she always got herself off with little trouble or damage. One trip is personally remembered. Coming out from Bruce Mines the Algoma went over a boulder on a shoal in such way as to open up a plank in the bottom, just in front of the boilers. Looking down the forward hatch the water could be watched as it boiled up into the fire-hold, but as long as the wheels were kept turning the pumps could keep the in-rush from gaining, so the steamer after backing off was continued on her journey.

When calling at docks the engines were never stopped, one going ahead the other reversed, until after Sault Ste. Marie had been reached and the balance of the cargo unloaded, when the steamer, with the men in the fire-hold working up to their ankles in water, set off on her run of 400 miles to Detroit, where was then the only dry dock into which she could be put.

After a long and successful career the brave boat died a quiet death alongside a dock, worn out as a lumber barge.

This transference of Captain Dick's interests to the Upper Lakes was, strangely enough, the precursor to the events which led to the creation of another era in navigation on the Niagara River. This "North Shore" route, although for long centuries occupied by the outposts of the Hudson Bay and North West fur companies, was so far as immigration and mercantile interests were concerned, an undeveloped territory. Along its shores was the traditional canoe and batteaux route from French River to Fort William on the Kaministiqua River for trade with the great prairies by the interlacing waterways to Lake Manitoba and the Red River. At intervals, such as at Spanish River, Missassaga, Garden River, Michipicoten and Nepigon River, were the outlets for the canoe and portage routes, north to the Hudson Bay and great interior fur preserves. This ancient rival to the Niagara River route had remained little varied from the era of canoe and sail. The secrets of its natural products, other than fur, being as well kept as were those of the fertility of the soil of the "great Lone Land," under the perennial control of the same adventurers of Charles II.

The creation of the "Dominion of Canada" and of the "Province of Ontario" under Confederation in 1867 and its establishment as the "District of Algoma" brought it political representation in the Provincial Legislature and a development of its unoccupied possibilities.

The size of the constituency was phenomenal. Its first representative in the Legislature of Ontario used quizzically to describe it: "Where is my constituency? Sir, Algoma, is the greatest constituency on earth, and larger than many an Empire in Europe. On the east it is bounded by the French River, on the south by all the waters of Lakes Huron and Lake Superior, on the west by Manitoba, with an undecided boundary, and on the north by the North Pole, and the Lord knows where."

Its permanent voters were few and sparsely spread along a line of nigh 500 miles. By the Act of Confederation, Algoma was given a special qualification for its voters being for every male British subject of 21 or over, being a householder. Thus it has sometimes been averred that during hotly contested elections the migratory Indians for a while ceased to wander, that "shack towns" suddenly arose in the neighborhood of the saw mills, composed of small "slab" sided dwellings in which dusky voters lived until election day was over. It may be from these early seedlings that the several constituencies which have since been carved out from their great progenitor, have not been unremarkable for eccentricities in methods of ballot and in varieties of voters.

Further diversion of vessel interests from the Niagara Route to the Upper Lakes, and the circumstances which, within personal knowledge, accompanied it, are a part of the history, and a prelude to the return to the river.

CHAPTER V.

On the Upper Lakes With the Wolseley Expedition and Lord Dufferin.

The way having been opened by the Algoma between Georgian Bay and the Sault, with sundry extra trips beyond, N. Milloy & Co., of Niagara, brought up from Halifax, in 1868, the even then celebrated steamer Chicora to increase the service to Lake Superior. No finer steamer was there on the Upper Lakes than the Chicora, and none whether American or Canadian, that could approach her in speed; she could trail out a tow line to any competitor. She had arrived opportunely and had greatly increased her renown by carrying the Wolseley Expedition, in 1870, from Collingwood to the place on the shores of the Thunder Bay where the expedition for the suppression of the Riel Rebellion at Fort Garry was landed.

It was in the arrangements for the movement of this Wolseley Expedition that some difficulties arose which were due to a want of harmony between the local government of the State and that of the National Cabinet of the Federal Government at Washington, a condition which is liable to occur at any time under the peculiar provisions of the American Constitution.

Having been compiled in the time of stress for the avoidance of an autocracy and for the development of the individual rights of the several component States, the relations between States and Federal authority were strongly drawn. While in the Canadian Constitution any power which has not been specifically allotted to the Provinces remains in the Dominion Government, which is thus the centre of all power, in the United States the reverse condition exists.

Speedy dealings with foreign nations are thus somewhat hampered on the part of the United States Federal Government.

The only canal lock at that time at the Sault by which the rapids of the Sault River could be overcome and the level of Lake Superior be reached from that of Lake Huron, was on the Michigan side, and owned and controlled by the State of Michigan. As an armed force could not be sent by rail through the United States, it was necessary that all supplies and the men of the Canadian forces for Fort Garry should be forwarded by this water route to the head of Lake Superior, from where they were to take the "Dawson Route" of mixed road and river transit to Lake Winnipeg and the scene of action. A cargo of boats, wagons, and general supplies for use by the troops had been sent up by the "Chicora" (Captain McLean), leaving Collingwood on the 7th May, but the steamer was not permitted by the Michigan authorities to pass through the Sault Canal. Owing to this action immediate steps were imperatively necessary, pending negotiations, to obtain additional tonnage to carry forward the expedition.

Col. Cumberland, A.D.C., M.P.P., was sent on a secret duty to Detroit, where he succeeded in chartering the American steamer Brooklyn, which was at once sent off with instructions to report for orders above the canal at Point Aux Pins, to Col. Bolton, R.A., Deputy Adjutant General. Being passed up the canal, without obstacle, the difficulty was immediately relieved. Fortunately the "Algoma" was at the upper end of the route and on Lake Superior. The supplies and stores were accordingly unloaded from the Chicora at the Canadian Sault, portaged across by the twelve miles road to the wharf at Point Aux Pins, on the Canadian side above the Rapids, and sent on up Lake Superior by the "Algoma," and "Brooklyn."

A similar course was obliged to be adopted with the cargoes of supplies for the expedition brought up on the Canadian steam barge Shickluna, and on the schooners Orion and Pandora towed by her.

This was in other ways a remarkable event, as being one in which the "Coasting Laws of Canada" were for a time, cancelled by the action of a citizen. The "Brooklyn" being an American boat could not legally carry cargo between two Canadian ports, such as Point Aux Pins and the Landing, so Col. Cumberland gave Captain Davis a letter[1] to Mr. Joseph Wilson, the Collector of Customs at the Canadian Sault, authorizing him to permit the American vessel to trade between Canadian ports. As Mr. Cumberland was member of Parliament for the district, the local authorities gave immediate attention, especially as everyone on the Canadian side was ready to run all risks and do everything in their power to help the expedition along.

Returning to Collingwood the "Chicora" left again on the 14th May with two companies of the Ontario Contingest recruited from the Volunteer Militia of the Province, twenty-four horses and more arms and stores. Refusal was again given and the same portaging took place as before, the men during the transfer being encamped near the old Hudson's Bay Fort. Urgent representations had been made to the local State authorities, pointing out that the expedition was pressed for time, much loss might be occasioned, and the rebellion spread if the troops were delayed. The British Minister at Washington was using every endeavor to obtain the necessary permission, but without avail. The "Chicora" returned to Collingwood and left again on 21st May with Col. Garnet Wolseley (afterwards Viscount Wolseley), a detachment of the "60th Rifles" of the Regulars (the Regiment of H.R.H. Prince Arthur) and the balance of the expedition. In the absence of the expected permission the same procedure was again followed, and when everything on board had been unloaded the Chicora was passed empty through the canal, and reloading the soldiers and all the equipment at the Point aux Pins proceeded up the lake to her destination.

Canada has since then, for her self control and the protection of her trade, built a great canal on her own side, through which ever since it was constructed the United States vessels have been freely allowed to pass upon exactly the same terms as her own.

Navigation upon the Upper Lakes was in those years in the most primitive condition.

When the "Chicora" landed the Wolseley Expedition at Prince Arthur's Landing there was no wharf large enough for her to be moored to, so she had to anchor off the shore, and the men and cargo were landed in small boats.

As Col. Wolseley came ashore in a rowboat he was met by Mr. Thomas Marks, a principal merchant, and Mr. William Murdock, C.E., who was then in conduct of the Government Railway Exploration Surveys from the shores of Thunder Bay to Fort Garry for what afterwards became the Canadian Pacific Railway. The Colonel, finding on enquiry that the place had no particular name beyond that of "The Landing," proposed that it should be called "Prince Arthur's Landing." This was to be in honour of Prince Arthur, Duke of Connaught, who was then serving in his battalion of the Rifle Brigade at that time stationed in Montreal. The name was immediately adopted and was kept unchanged until 1883, when, to mark the eastern end of the Canadian Pacific and to correspond with "Port Moody," the then accepted terminus at the western end, it was changed to "Port Arthur." The name and reminiscence of the Royal Prince is in this way still happily retained.

Rivalries had begun between the long established hamlet clustered around Fort William, the ancient post of the Hudson Bay Company on the banks at the mouth of the Kanistiqua River, and the newly created village on the shores of the Lake at the "Landing." To appease the vociferous claimants of both, the expedition was divided, one part being sent up by the lower river from "Fort William," the other by waggon on land from the "Landing," to join together again at a point on the Kaministiquia above the Falls, from where they proceeded together by the mixed transport of water and waggon on the "Dawson Route" to Fort Garry.

There were then few lighthouses on the lakes, and no buoys in the channels. When a steamer left the shores of Georgian Bay nothing was heard of her until she came in sight again on her return after being away ten days, for there were no telegraphs on the North Shore nor even at the Sault.

The hamlets were few and far spread, being mainly small fishing villages. Bruce Mines with its copper mines, then in full operation, was perhaps the most important place, with a population of 2,500. The Sault had perhaps 500, Silver Islet, with its mysterious silver mine, 1,500, and Prince Arthur's Landing about 200 residents, with whatever importance was given by its position at the head of the lake, and as being the starting place of the Dawson Road to Fort Garry, and the supply point for the developing mines of the interior.

Whatever meat, flour, or vegetable foods the people ate had to be carried up to them from the Ontario ports. Westwards the decks were filled with cattle, hogs, and all kinds of merchandise, but there was little freight to bring back east except fish and some small quantities of highly concentrated ores from the mines.

The business had not developed as had been expected, and the "Chicora" was found to be too good for the Lake Superior route as it then existed. Her freight-carrying capacity was light, cabin accommodation in excess of requirements, and her speed and expenses far beyond what was there needed. So the boat had to be withdrawn from service, dismantled, and laid up alongside the docks at Collingwood in the season of 1873.

One splendid and closing charter there had been in the season of 1874, when the "Chicora" was chartered for the months of July and August to be a special yacht for the progress of the Governor-General, Lord Dufferin, and his suite, through what were then the northern districts of Ontario and through the Upper Lakes.

Col. F. W. Cumberland, M.P., General Manager of the Northern Railway, was also Provincial Aide-de-Camp to the Governor-General and thus in general charge of the arrangements for the tour, particularly on the Northern Railway, through whose districts the party was then travelling. The further portions of the tour were through the district of Algoma, comprising all the country along the north shores of Lakes Huron and Superior, which Col. Cumberland then represented in the Provincial Parliament, being the first Member for Algoma.

Washago, at the first crossing of the Severn River, was then the "head of the track" of the "Muskoka Branch," which was under construction from Barrie. Beyond this point the party were to proceed through the byways and villages of Muskoka by mixed conveyance of boats on the lakes and carriages over the bush roads to Parry Sound, where they were to join the "Chicora."

Every minute of the way had been carefully planned out to satisfactorily arrange for the reception en route, stopping places for meals and rest, stays over night, and allowance for all possible contingencies, for the Governor-General insisted that he should make his arrival, at each place on the way, with royal precision.

There was therefore no room for the insertion of the many special demands for additional functions and time, which increasingly arose as the days drew near, for the fervor of the welcome became tumultuous.

The Presbyterian clergyman at Washago had been particularly insistent and had called to his aid every local influence of shipper and politician to obtain consent that the Governor-General should lay the corner-stone of the new church which the adherents of the "Auld Kirk" were erecting at the village. The ceremony was whittled down until it was at last agreed that it should be sandwiched into the arrangements on condition that everything should be in readiness, and that the proceedings should not exceed fifteen minutes, for there was a long and rocky drive ahead of fourteen miles to Gravenhurst, where an important afternoon gathering from all the countryside and a reception by His Excellency and the Countess of Dufferin had been arranged.

The Municipal and the local Society receptions at the Washage station had been safely got through when the Governor and party walked over the granite knolls to where the church was to be erected. The location of the village, which is situated between two arms of the Muskoka River, is on the unrelieved outcrop of the Muskoka granite, which, scarred and rounded by the glacier action of geological ages, is everywhere in evidence.

On the knoll, more level than the others, was the church party expectant. At their feet, perched upon a little cemented foundation about a foot and a half in diameter, built on the solid granite, was the "corner stone," a cube of granite some three inches square. A miniature silver trowel, little larger than a teaspoon, was handed to the Governor, who, holding it in his fingers smoothed down the morsel of mortar and the corner stone was duly laid.

The Minister then announced "Let us engage in prayer," and raising his hands and closing his eyes he at once began.

It was a burning hot noon-day in July. Having got fairly started the minister seemed to be in no way disposed to stop. At five minutes a chair and umbrella were brought for Lady Dufferin. At ten minutes motions were made to pluck the minister's coat tails, but no one dared. The fervid appeal covering all possible contingencies, and meandering into varied "We give Thee thanks also" still continued so the Governor and Lady Dufferin and their Suite quietly slipped away from the group and going to the carriages, which were waiting in readiness near by, drove away.

Shortly afterwards the minister ceased and, opening his eyes, took in the situation.

He at least had succeeded in having his corner-stone laid by a Governor-General and was satisfied, even though he had lost that portion of his audience. There were others also who were satisfied as one of the devout congregation who said as we walked away, "Wasn't the Meenester powerful in prayer?"

Lord Dufferin's private secretary and myself, having seen our duties to this point satisfactorily completed, returned to the cars and proceeded back by the special train to Collingwood, where the outfit and arrangements of the "Chicora" for the long cruise were being completed, and active operations had for some time been going on.

The ship was a picture, resplendent in brightened brasses, new paint and decorations. The staterooms had been re-arranged and enlarged so that they could be used in suites with separate dining and reception rooms arranged for various occasions. Strings of flags of all varieties, and ensigns for every occasion were provided, including His Excellency the Governor-General's special flag, to be raised the moment he came on board. Captain James C. Orr, his officers, and the picked crew were all in naval uniform, and naval discipline was to be maintained.

About ten o'clock one night we sailed out of Collingwood to make an easy night run across the Georgian Bay and arrive in the morning at Parry Sound, where the Governor-General was to join the steamer in the afternoon.

We were naturally anxious that nothing should occur on our part to mar the arrangements for the much heralded tour, and so I turned out early in the morning, called up by some indistinct premonition. Of all the evils that can befall a ship's captain it is that of a too supreme confidence in his own powers; a confidence which leads him to take unnecessary risks and so incur dangers which a little longer waiting would avoid. Of this we now met a most striking instance.

There are two routes from Collingwood to Parry Sound. The outer passage, outside the islands, longer but through open lake and safe, the other the inner passage winding through an archipelago of islands, tortuous and narrow. This latter was also known as the "Waubuno Channel," from its being the route of the steamer of that name, a vessel of 140 feet and the largest passing through it. As a scenic route for tourists it is unsurpassable, threading its way amid many islands with abrupt and thrilling turns.

Captain McNab, one of the most experienced and oldest navigators of the Upper Lakes, had been engaged as pilot for the tour of the "Chicora."

In the early morning, instead of being as had been expected, out in the open lake, we were heading into a bay with the shore line expanding far on each side both east and west.

The ALGOMA. 1862.
The 2nd CITY OF TORONTO. 1840. Rebuilt. [page 44]

The 3rd CITY OF TORONTO. 1864.
From an old drawing. [page 123]

Going forward, Captain McNab, in reply to questions, said he intended going through the Waubuno Channel, and admitted that he had never taken a boat as large as the "Chicora" through the channel, but was sure he could. Amiable suggestions that he might like to bet $10,000 that he could, being promptly declined, he accepted instructions and the steamer was at once turned around to go by the outer channel for which there was plenty of time. He might have done it, but there was a doubt in it, and supposing he had not, what then? It is better for a captain to be sure, than to be sorry.

The tour was a great success. Wherever the bonnie boat went, whether in Canadian waters around the northern shores of Lakes Huron and Superior at Sault Ste. Marie, Nepigon, Prince Arthur's Landing, or in American waters, at Mackinac, Lake Michigan and Chicago, her trim appearance, beautiful lines, and easy speed, won continued admiration.

FOOTNOTES:

[1]

Detroit, 18th May, 1870.

Sir:

The Steamer Brooklyn proceeds to Point Aux Pins on special service.

In case you may not have been advised by the head of your department, I am authorised to inform you that she is to have free access to all Canadian Ports on Lake Superior, moving under orders from Col. Bolton.

I am, etc.,
(Signed) F. W. Cumberland.

Jos. Wilson, Collector of Customs,
Saulte Ste Marie, Ont.

CHAPTER VI.

A Novel Idea and a New Venture—Buffalo in Sailingship Days—A Risky Passage.

After the tour with Lord Dufferin had been concluded the "Chicora" was returned to Collingwood and laid up again to rest her reputation great and widespread as it was before, having been still more enhanced. At last early on a gray morning of August, 1877, under tow of a wrecking tug, there stole gently away from Collingwood the steamer which had been the greatest glory of the port, her red paddles trailing lifeless in the water like the feet of a wounded duck.

Where was she being taken to? What had taken place? It was the beginning of a bold and sporting venture.

As General Freight and Passenger Agent (Oct., 1873 to Jan., 1878) of the Northern Railway of Canada, the "Chicora" as she lay at Collingwood was much under my notice, and in travelling to Buffalo on railway business the water route by the Niagara River was most frequently taken. There was no route on the Upper Lakes upon which the "Chicora" could be successfully employed. It was considered that she could not be returned to the Lower Lakes because it was said that having been brought up the canals from Montreal, the "guards" added at Buffalo, which made her width fifty feet at the main deck could not be removed without serious damage in order to reduce her to the then Welland canal width of only 26 feet. As under the then trade conditions she could neither be profitably run nor be returned to the Lower Lakes, the steamer was of little worth to her owners, and could be readily purchased. It had for some time appeared to me that there was an opening for a good boat upon the Niagara River route. The "City of Toronto" plying to Lewiston and the New York Central was getting insufficient and out of date in equipment. The Canada Southern Railway at Niagara-on-the-Lake was not satisfied with the "Southern Belle." Why not get the "Chicora" and strike out for a career of one's own? So I started to study the position having always had a mechanical turn and had practical experience in railway and machine construction.

Keeping one's ideas to one's self the boat was examined and careful scrutiny ascertained that the "guards" could be removed and replaced without interference with the hull, so that this first obstacle to her being brought to the Lower Lakes could be overcome.

But there were other obstacles which cropped up. To begin with, a pier of one of the smaller locks in the Welland (150 × 26) was said to have inclined inwards so that there was not sufficient width even after the "guards" had been removed, for the 26-ft. hull to pass through.

Again, Chicora was 230 feet long. If the vessel was brought down in two pieces through all the locks to Lake Ontario, there was no dry dock on the lake of sufficient length into which she could be placed so that these parts might be put together again. A further obstacle and a fatal one. The only place where the two parts could be put together again her full length of 230 feet long was Muir's dry dock, at Port Dalhousie, but that was above the last lock of the canal, which required to be passed to get down to Lake Ontario, and this lock was only 200 feet long!

The game was apparently impracticable. It was not more impossible to put a quart into a pint bottle, than it was to put the full-sized 230-foot Chicora into the 200-foot Dalhousie lock and lower her to Lake Ontario. No wonder other people had given the job up, and the steamer could be easily bought.

Just about this time I noticed an announcement in the press that in order to provide for the construction of the lower locks at the Ontario end of the new Welland Canal, the Canadian Government intended, after the close of navigation the next autumn, to draw off the whole of the water in the five-mile level above the Port Dalhousie lock between there and St. Catharines.

The idea at once arose, why not put the Chicora into the 200-foot lock with the upper gate open, so that although she would extend 30 feet beyond the regular lock, she would then be in a total actual lock of five miles long.

Going over again to Port Dalhousie, the whole position was carefully surveyed. It was found that on the troublesome lock there was three-quarters of an inch to spare, so that trick could be turned successfully. Closer investigation developed that the 200-foot lock problem at Port Dalhousie was, as will be stated later, more capable of being solved than appeared on the surface. It was now evident that the practical part of the work could be done successfully. The next thing was to provide for connecting support. My first railway service had been in that of the Great Western Railway in 1872-73 in the divisional office at London, and afterwards in charge of the terminal yard and car ferries at Windsor, under Mr. M. D. Woodward, Superintendent.