apt. 20, 21,

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Canal 58

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Falls On

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Capt. J

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, Col. G

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Capt. T

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own 28,

an, Ste

RIVER from Queenston Hei

L AND STEAM ON T

PTE

ras of Cano

ourses of the Niagara River, above and below the great Falls, have been the central route, for v

s 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

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,

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 billowin

iling through Lake St. Clair she reached Michilimakinac and Green Bay, on Lake Michigan, bu

was the progenitor of all the myriad ships which ply upon these waters at the present day. It was the entrance

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 Cla

r lives, these intrepid adventurers reached over to the Mississippi, and sweeping down its waters still further marked their way at

y circum-vallation by which the early French encompassed within

i, 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

rontenac, and in 1758 we read of an English Navy of eight schooners and three brigs saili

m 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,

al in 1760 the "New France" of old from the St. Lawrence to the

way, of which this Niagara River was t

ux, pushed along the shores and up the river by poles, made their way to the foot of the rapids at

, 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

Victoria] is reported as having proceeded from Kingston up Lake Ontario to Navy Ha

the North-West Company's use in their trading services on Lake Ontario. Another reported in 1797-the Washington-built at Erie, Pa.,

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 Gibr

nn, 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

ip from Queenston to York in October, 1812, of the sloo

l Winfield Scott, afterwards the conqueror in Mexico, to be forwarded at once to Kingston. The Moira of the royal nav

boat, met her out in the lake and was much surprised at seeing the crowded state of her dec

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 ki

, 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 shipbui

d 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 hi

every other day with the Niagara River was established by "The Duke of Richmond" pa

turday at 10 a.m., between July and September," after that "according to notice." The rates of passage were:-"After Cabin ten sh

rtained. In the expansion of the size of ladies' trunks in these present days it is not beyond possibili

er services successfully on the route until 1823, when she succumbed to the competition of the steamboats which had shortly before been int

PTE

s on Lake Ontario a

with English engines by Boulton & Watts, of Birmingham, had made her first trip on the Huds

itted with engines made in that city, was running successfully between Mont

power was commercially profitable, and as it had been proved successful upon the river water, it was b

, accompanied by its constant invasions of Canada, had inte

d with shareholders in Kingston, Niagara, York, and Prescott, to build a steamboat to ply on Lake Ontario. A site suitable for its constructio

nited 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 d

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

6, executed between the Robert Fulton heirs and Livingston, of Clermont, granting to Charle

s "by steam or fire" had previously been granted to the Ful

s 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 Yor

e construction of the Canadian bo

ers with Smyth, and as a result it is stated (Hough-History of Jefferson

merican side, or Sackett's Harbour, the Frontenac, on the Canadian

ith 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

y September the Frontenac then sailed down the lak

the Kingston Gazette an item is given: "A stea

o have referred to the steamer named Ontario, built at Sackett's Harbor and in consequence of it

agraph under the reading chronicles in "Niles Weekly Register," published far south in the United States at Baltimore, Marylan

s that an error had been made in the wording of the item, which had

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 sufficie

boat had not been launched and in D

ose to the scene of operations rather than to base conclusions upon the single

d," instead of "was lately launched." The change of this one word would bring it into com

able, but as she was not commenced until August it certainly could not have been until after that

817, notes, "The steamboat Ontario is prepared for the lake," and Capt. Van Cleve says, "The first enroll

out one-third the capacity of the Frontenac, which would account for

eam. Capa

nac 17

o 110

rds only at the paddle wheels, the hull painted black, and as having three mast

d (Beers History of the Great Lakes) "The waves lifted the paddle wheels off their bearings, te

attempted, but after this interruption by advertisement of 1st July, 1817, the time had to be extended to once in te

to have met with much success and, having gone o

randeur 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

wonder the movements of this first

made, "The Frontenac left this port on Thursday,

he 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

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 u

n speed and facilities any previously existing, so that th

a period of fifty years, when their Nemesis in tu

The second Steame

drawing by Capt.

T BRITAI

obertson reproduced from his "

TER

ts and Early

Centre of Th

rogenitor 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

York at the foot of Church Street. Her life was neither long nor successful, she

y 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 dominan

ich 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 a

school, dominant, and watchful of

Lady Maitland, had taken passage with him from York to Queenston en route to Stamford, a newspape

nd added: "As long as I command the "Canada" and have a rag of colour to hoist, my proudest day will be

, as stated in the concluding words of his advertisement to the public: "N.B.

teamer 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 re

n of importance and repute. Unquestioned ruler on his "ship," he re

War, having been trained in the discipline and conventions of His Majesty's se

l the neighbourhood down to the waterside dock, in curiosity or in welcome. Still more so it was in those early time

side, 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 empressme

d of the new method was enjoyed and appreciated, but the congenialities of a

m Prescott; "Frontenac" from Kingston; "Martha Ogden," an American steamer from the south shore ports

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

lt in 1840. This mill, grinding two hundred barrels per day, was in those days considered a marvel of enterprise. Though many

"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.

ton in 1830 brought out the "Great Britain" (Captain Joseph Whi

s in the British Government naval establishment at Kingston, Captain Van Cleve mentions, with much satisfaction the cordial reception given to the American crew by Com

s Niagara every five days, the Alciope, every Saturday evening, the Niagara every Monday evening at 6 o'clock, a

go made a semi-weekly line between Lewiston and

"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 C

y" was formed in 1835. Robert Gilkison, a Canadian, of Queenston, who had been educated in shipbuilding at "Po

ore," 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 st

Majesty's coronation the Victoria, with a party of sixty ladies and gentlemen, made her first trip to Toronto

amilton 4 p.m., arrived here (Niagara) 8 p.m. Accomplished the 121 mile

unning times as then given

a.m. and Niagara 8.30 o'clock for Toronto. The boat will retur

nning connections of this steam

ng. On arrival at Lewiston, railroad cars will leave for the Falls. On arrival at Queenston stages will leave for the Falls, whenc

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

" to "leave Buffalo at 9 a.m. for Chippawa, arrive by cars at Queenst

tructed along the main road from Chippewa to Queenston, of which some trac

, being manned by officers and men from the Royal Navy. She presented a fine appea

ly 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

ting was held that day on Queenston Heights to arrange for the building of a new monument in memo

the patriotic associations in al

d; "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

eight steamers assembled at Niagara and marshalled in t

VEL

ERSL

BO

LIN

O

TAN

EE

AN

ers must have been impressive as with

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 pag

the battle, the memories of the struggl

was the result of the

the boat which got into Niagara first before 1st March was free of port dues for the

d out the "Chief Justice Robinson" com

onnection by water to Toronto, and so avoid the long stage journey around the head of the lake. For this purpose her prow at and b

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 18

recorded as running between Lewi

PTE

he Niagara-its Decline-a Final

n line of travel between the Western and Centre States by steamer to Buffalo, and thence, via the Niagara

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 ac

e different steamers left the docks

ton, 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 st

n to Toronto, Rochester, Oswego and Ogdensburg, consisted of the fine up

e 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

the harbours is afforded by an amusing suggestion which was in 1851, ma

ther, according, probably, to the freight which may have been on board to be delivered. Much trouble

of flags, we have already seen, proposed that all vessels when entering the harbour

arf-Union Jack

harf-Union Jac

Wharf-Union Jac

arf-Union Jack

harf-Union Jack

ings on its south side, followed the line of the high bank above the water so that the signals on the steamers could be easily

astest steamer which up to that time sailed the river. She was named after Mr. Samuel Zimmerman, the railway magnate, and ran in c

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

es 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 l

he winter were greatly appreciated and maintained with the utmost vigour every year, particularly for the carriage of mails between Toronto, Niagara, Queenston and Lewisto

aving run on the Niagara River during 11 months of the year. The remaining

to Oswego to be hauled out on the marine c

ps daily during ten months, the Chief Justice Robinson taking the balance of this service and

t January, the steamer crossing the lake on 22 days in that month. February was somewhat interrupt

, 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.

l exploit in the winter busine

4 and by its connection at the Falls with the New York Central Railway broug

places of world-supply and from America. Shipments were accordingly sought from Upper Canada. In summer the route

as there was no bridge across the Hudson, transportation was made by a ferry to the Hudson

LIAM IV

dmarks of Tor

USTICE ROBI

dmarks of Tor

rio so a Freight Route by steamer across the lake was opened to L

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 ba

3,400 barrels was begun by the Chief Justice R

ays of low rates, remarkable. Not the less interesting are the proportions accepted by

rrel, Toronto

's Wharf to L

nd teaming

ral, Lewiston

at A

Railroad to N

to New Y

sioners and the public of the

med to the docks at Oakville and Port Credit, from where they were brought by the steamers Queen City and Chief Justice Robinson

Feb. 2nd. Shipments were also sent to Boston at $1,24-1/2 per bbl., on which the proportion of

consignment expec

winter by the New York Central, Lewiston to Albany, and thence by the "Albany Northern Railroad" to the s

y teas and tobaccos-consignments of "English Bonded Goods" were rated at "second-class,

e closing effort of the steamers against the entrance

m 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

er for the Lake Ontario steamers, as the Northern Government we

Captain Robert Kerr, and by 1863 all the American Line steamers had been sold in the same direction a

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 steame

ble 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 i

eginning, 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 afte

y 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 plan

d been reached and the balance of the cargo unloaded, when the steamer, with the men in the fire-hold working up to their

brave boat died a quiet death alongsi

d, 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 p

tion in 1867 and its establishment as the "District of Algoma" brought it political repre

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

ometimes 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

Lakes, and the circumstances which, within personal knowledge, accompani

PTE

h the Wolseley Expedit

ce 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 opportunel

want of harmony between the local government of the State and that of the National Cabinet of the Federal Government at

ates, the relations between States and Federal authority were strongly drawn. While in the Canadian Constitution any power which has not been specificall

re thus somewhat hampered on the part

ry 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

o 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

upplies for the expedition brought up on the Canadian steam barg

ts, 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.

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 detach

great canal on her own side, through which ever since it was constructed the United S

akes was in those years in

ing there was no wharf large enough for her to be moored to, so she had t

inding 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

ge 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 la

the shores of Georgian Bay nothing was heard of her until she came in sight again on her return

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

s. Westwards the decks were filled with cattle, hogs, and all kinds of merchandise, but there was little f

ed. Her freight-carrying capacity was light, cabin accommodation in excess of requirements, and her speed and expenses far beyond what was t

or the months of July and August to be a special yacht for the progress of the Governor-General, Lord Duf

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, com

er construction from Barrie. Beyond this point the party were to proceed through the byways and villages of Muskoka by mixe

, stopping places for meals and rest, stays over night, and allowance for all possible contingencies, for t

mands for additional functions and time, which increasingly arose as

ents 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

ranite 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 o

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 la

gage in prayer," and raising his hands

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 thank

ter ceased and, opening his

even though he had lost that portion of his audience. There were others also who were satisfied as

turned to the cars and proceeded back by the special train to Collingwood, where the outfit and arrangements of

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-Genera

night run across the Georgian Bay and arrive in the morning at Parry So

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 conf

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 vess

oldest navigators of the Upper Lakes, had been

d, out in the open lake, we were heading into a bay with t

LGOMA

TORONTO. 1840.

TY OF TORO

ld drawin

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

s of Lakes Huron and Superior at Sault Ste. Marie, Nepigon, Prince Arthur's Landing, or in American waters, at Ma

TNO

1

18th Ma

i

roceeds to Point Aux P

I am authorised to inform you that she is to have free access to all

m,

F. W. C

, Collector

Ste Mar

PTE

nture-Buffalo in Sailings

d 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

had taken place? It was the begin

een 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

ed that the "guards" could be removed and replaced without interference with the hull,

locks in the Welland (150 × 26) was said to have inclined inwards so that there was not suf

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 f

than it was to put the full-sized 230-foot Chicora into the 200-foot Dalhousie lock and lower her t

at the Ontario end of the new Welland Canal, the Canadian Government intended, after the close of navigation the next autum

h the upper gate open, so that although she would extend 30 feet beyond th

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 con

he branch line between Buffalo and Niagara. Enquiry led to an understanding that a contract could be made for a full service by a first-class steamer

id before the Hon. Frank Smith, who then had a part interest in the Chicora. The proposition was that we should buy out

junior would enter into a work in which with energy he would be able to secure a lasting reward for his enterprise and ability in transportation business. He agreed and we pr

eat courage, and indomitable will. Every company with which he became identified felt the influence of his virile hand. A

resident, Barlow Cumberland; Directors, Col. Fred. W. Cumberland, John Foy, and R. H. McBride; Barlow Cumberland, Manager; John Foy, Secretary. Preliminary work had been actively in progress at Collingwood in dismantling the steamer and preparing her

e and expansion of the Niagara Navigation Company, its vicissitudes and competitions, and the final success of the enterprise. Reminiscence of the series of h

ved and parts sent to Toronto, where they n

ft undisturbed to be used by the cr

th some carpenters and the engineers. Mr. Alexander Leach was purser and confidential agent. A more faithful officer and devoted serv

falo Dry Dock Company's Works, they having put her together when brought up from Halifax. Two barges

g stripped off the sides of the hull, so that she was reduced to her narrowest width, cleared of everythi

dock. Two parts held far apart from one another by the big timbers, and the water washing free to and fro in the opening between. It was a tender craft to moor in a narrow river where heavily laden vessels coming and going banged heedlessly against one another. We were fortunate, however, in obtaining the permission of the United States Marine Department that we might lie unmolested and alone alongside Government wharf on the west side of the river while waiting for weather. A great deal of public interest was being taken in the venture and on every hand we rece

, and we had to be very careful in selecting a day to take such a crazy craft as a

every phase of dissolute excitements. The vessels frequenting the ports in those days were mainly sailing vessels, the era of great steam freighters not having come. The stay of the vessels was much longer, their crew

ross-town connection to the Terrace and Exchange Street not having been put in. The Mansion House was the principal hotel of the city, and its lower storey on the street le

est advice of when they thought there would be from six to eight hours of fair weather ahead. Many a messenger trotted b

tween. It was wonderful to see how quickly the water rose and fell in the harbour. A steady blow from the west would pile the water up at this east end of the lake and we would

a continuous line of "spring piles" for its protection, with the heads cut off to the level of the dock. One dark and rainy night, when stepping from the deck of the steamer, mistaking the opening in the darkness for the edge of the wharf the next step put the leader into

he top. Sitting on the edge of the wharf with dripping legs dangling in the opening Manson's exclamation was heard, "Sakes alive; he's got his pipe in his mouth still!" They say

. We didn't want to lose the boat and wouldn't have taken any the less care or precaution even if the insurance companies would have carried the risk for nothing. In this connection it is open to consideration whether the moral hazard of a marine risk is not of more importance even than the rating of

ere still remained some motion from previous gales. It was curious to stand on the edge of the d

nd passing it, changed our course for Port Colborne, a nasty sea come down from the northwest with an increasing breeze. We were soon in trouble, the bow-part began to roll and jump on its own account at a different rate tha

ound like a drum, sending the spray up over the deck while they coursed through the rower side. It was very exciting, but not at all comfortable. The pace of the tug seemed to get slower and s

, the waves subsided, the pace increased, and at la

me, fagged out, but exultant, for the worst part of the journey was

TER

rse Towing Times-Port Dalhousie and a Lake

lake, and were now safely moored at the Ontario level in the outer harbour at Port Dalhousie, there to a

crews could take their meals on the after part, on which they also passed the nights. The stern part was taken down the long upper level by a small tug, but teams were employed in to

sympathy with their sufferings has abounded, but it is doubtful if they were in any way worse than

hing pools. From two to six double teams were employed to haul each passing vessel, dependent upon whether it was light or was loaded, but in either case t

es, of staring unkempt coats, gradually approaching similar colour as the red mud dried upon their hides. Rest! they had in their traces when mercifully fo

asleep, until aroused by the sounds of a sagging tow line, with quickened stride and volley of hot-shot expletives, they closed upon their luckless four-footed companions. What an electric wince went through the piteous brutes as the stinging whip left wales

h. One wonders whether it is the ghosts of these departed equines, that, revisiting the scenes of their torture, make

The after-part took every inch of the locks, and was unhandy in shape. However, by dint of rope fende

trouble later on. He was a splendidly-built fellow, over six feet in height, in the plenitude of youth, handsome, laughing, active, and

ily on, its crew chaffing the other for their

r and one-quarter miles. To the left was the series of locks which circled, in gray stone structures, like a succession of great steps, down the mountain side. These were separated one from the other by small ponds or reservoirs with waste weirs, whose little waterfalls tinkled, foaming and glinting

er down the Escarpment, spires and towers of the city itself, and yet lower and still furthe

have been for us, or at least for one of us, for another link had been gained in our long and trying voyage. Far away, from the height, we could see Lake Ontario, the goal of the expedition, the ardently sought termi

t below, a "jubilation" was held in the after-cabin by the combined crews. We had safely got d

the "hang" of things. At St. Catharines half the city came out to see the strange lo

ry the teams, and arrived at Muir's Dock, just above the final lock at Port Dalhousie, after five days occupied in coming thr

e first canal was constructed. The "Port" in those days of the horse canal when we arrived at it was mainly a turning place for the canal crews. Its one principal street facing the canal basin, had houses on one side only, mostly drink shops, with or without license, with a few junk and supply stores intervening. Its immediate inhabitants, a nom

housie with Upper Gate c

usie with Upper Gate o

laced in Lock and lowered t

perturbable countenance. He was not greatly given to conversation and had a dry, pawky humour which gave much point to his slowly spoken words, but when, as sometimes, he was in narrative mood, he would string off incidents of early sailing days on the lakes the while he chewed or turned from side to side, some sliver of wood which was invariably held between his teeth. He had

hat whatever work was done

verly done by Muir's men), and the plates and beams rivetted together again by rivetters brought down from Buffalo. The hull, both insi

he canal, and I, had been carefully looking over the canal lock and arranging the

water, were much more favorable than appeared on the surface. The lock had been bui

as continued at its full size and depth for 33 feet further beyond these upper gates until it came to the "breast wall" of the upper level. With the upper gates open and pressed against the sides, there was thus created an u

The project and the plan of the whole enterprise of bringing the Chicora down had been created by close search into conditions, by the adapting of a

risk and worthy

d from time to time arise, as they often did, yet only to be overcome by decision and pertinacity.

evel, or 11 feet 6 inches below the upper canal level. It was now found, when trying out every inch of the proposition, th

into the service, but he understood it had been intended to stop vessels laden too dee

Mr. E. V. Bodwell, who was then the Canal Superintendent, gave us every aid. That beam had to be got out of th

when one day it was noticed that heads of the round rods which held up the beam in the grooves were square, suggesting screws on the lower end. So huge wrenches were forged, blocks and tackle rigged up, and after an afternoon's w

mooring, and placed in the lock with her bow up-stream. The water in the lock was now the same level as that of the upper level. On the 5th December, 1877, the process of drawin

e taken for the last few feet seeming to be interminable. At last suspense was over and on the 20th December we opened the lower gate and Chicora floated out into the harbour at the Lake Ontario level! The barges

o be ready to tow us over. Being telegraphed for the tug duly arrived, and abo

closed and we were the on

by our way we swung broadside to the shore under our lee. A quarter of an hour, half an hour, three-quarters of an hour passed as we were steadily drifted by the breeze nearer and nearer to the beach. We could not do anything for ourselves-still there was no movement from the tug-would she never start again? A little nearer and we would go aground among the sand and boulders, to stick there perhaps through the whole of the winter which was so close at hand. After work

w that every other tug on the lake had been laid up, so there would have been nothing

Fort Erie between the Welland Battery and the Fenians, some of the bullet marks still remaining on her wheel-house. After a long and honourable car

rtherners" of the yards and machine shops who took the utmost interest in this enterprise of their President, Hon. Frank Smith, and

he experience be repeated. Youth is energetic and looks forward in roseate hope, so the anxieties and risks were soon forgotten, and

arrival, Captain Manson developed a severe inflammation, which confined him to his room in the Richmond House. Here, bright and cheerful to the last, he died on 29th February and was buried in Collingwood on March 2nd, deeply regretted by all sailorfolk and

adian ship joiners were brought up from Sorel, no centr

and balustrade. When one thinks of the unnumbered thousands of travellers who have passed up and down its convenient steps, ones admiration and respect are raised for the Fre

Collingwood was re-erected with its columned sides and graceful curving cornice u

TER

mes at Newark and Niagara-A Wint

the mouth of the Niagara River, with high banks on either hand, makes its entran

t volume, enabling entrance even in winter, when all other harbours are closed in the grasp of ice

Fort Niagara, the Stars and Stripes, each the emblem of the British and United S

mportance and a past, which much belies its present outlook of quiet and placidity. Once it was the principal and most noted pla

as also those of the settlement on the opposite shore, are interes

agara River route, via Lake Erie, had been learned of by them in 1669 under Pere Gallinee, and followed by the enterprise of the Griffon in 1678, but then, and for long after, was too fiercely occupied by hostile Indian tr

wooden fort and palisade upon the projecting point on the east bank of the river at its junction point with th

loyal subjects of James II., made demand that the French should evacuate the fort, as it was in British territory. The British colonists of New York and New Jersey had recently joined hands with the Colonies of New England, in a British union, for united defence against the French. Upon the English Home Government having indicated to the French

VINC: I

cit; Impera

gns, Conque

ilitary post, but by this they left notice that

ated exceedingly similar to that which had been

d in extreme danger from the hostility of the Indians, he determined to return to France, taking with him the remnants of his expedition. On 3rd May, 1536,

us Dei Gratia Fr

hey, too, might again return and repossess for their nation this centre from which they were so reluctantly retiring. These two events so far separated in time, ar

according to Charlevoix

ond in importance only to that of Quebec, and consequently great store laid upon its possession. Under Jonquiere they added four bastions to the fort and

rt was captured by the British, under Sir William Johnson

ts possession, the Indians, the French and the Brit

he United States. Fort Niagara, with some others, was held in hostage for the fulfillment of the reparations promised by the Federal Government

n removed to Fort George, on the Canadian side, the Union Jac

for the burning of Newark, the fort was assaulted and taken by storm by the British under Col

ty of Ghent, Fort Niagara was once more gracefully given over and again,

ve been used generally for all parts of the neighborhood, but applied particularly

f a village called Butlersberg, on the west shore, named after Colonel Butler, the Commander of the celebrated

o West Niagara in order to di

, after a town in Nottinghamshire, England, was given to this town on the west bank, and in 1792, by ro

e at Toronto, where he again indulged his fancy for changing names, by changing the then original name of Toronto, to that of York, in honor of a recent victory of H.R.H. the Duke of York in Flanders. Although Governor Simcoe had himself removed his residence to York, he received and entertaine

at once to the name of West Niagara. The official Niagara Gazette, which had hitherto been dated from Newark, changed its heading to West Niagara, and so continued until

eems to have generally retained the name of Newark, at all events as used by strangers. John Mellish, writing in 181

ashington and describing in his official report of the position of affairs writes: "The village of Newark is now in flames." This destruction and the infliction of great privations upon the inhabitants and children, in the midst of a severe winter may have been justified under the plea of military exigency, but has always been considered inh

lso to have passed away the name Newark, an

Niagara-on-the-Lake was introduced as being a geographical and distinctive name, appropriate to the lakeside position. This, while not at first accepted by some of the older citizens, yet having been authorized by the Post Office Department, is no

th all its historic past and passenger p

of the service in its combined rail and water route between Buffalo, Niagara and Toronto was negotiated, and after much debate and consideration had been drafted and settled with the officers and engrossed for final execution. An arrangement w

ched completion increased in approbation, and the details

tion Company. In the preceding year Mr. Robert Kerr had been promoted from the charge of the through grain traffic to be Assistant General Freight and Passenger Agent of the Northern,

-east corner of Front and Yonge streets, now covered by the building of the Toronto Board of Trade. The agencies of all the ocean and inland steamship companies were at that time located either on Front or on Yonge streets, in t

n Fredericton and St. John had been spoiled by recent railway construction; he was thus open for a new route. Mr. Donald Macdonald of Toronto was his brother-in-law, so that he was not without local advice and influence. The announcement was now made that an arrangement had been come to between the City of Toronto and the Rothesay to run together on the Niagara route. The Hon. Frank Smith at once

on Lake On

, Toronto, and refused to allow us to have a berth in it. The Milloy Estate owned the d

of the opening of business w

ay whose station was in the Upper Town about a mile distant from the landing; the passengers and baggage being transferred in the bus line run by Mr. Cornell. The City ha

enabled to lease the lower end of the dock, which was at once repaired and replenished, it not having been in use for many years-in fact, not

nells, father and son, which has been continued without a

e been very glad to do so. This dock is in many ways a much superior boating point than any other, but as the next best place we secured entry at the

President, who, on being interviewed at Cleveland, was quite pleasant, sent for the contract, read it over, but said decisively that it had not been signed and there would be no contract! In his opinion it was not desirable to make a term of years contract, tying his company to any one boat, but under the special circumstances, agreed to g

trol of that section of the traffic, but one is disposed to think that it was for the best, and indeed has so proved. We have built our way up by providing, at the instance of the railways, all the requirements that t

I availed of an opportunity, which offered to purchase the dock and water lot at Queenston, althou

ive and partner of "King's Ton" at the lower end. Its glory had been great, but had long departed, leaving little but the

elf later on, and was the first step in that policy of acquiring the wharf properties at

business, we had not done much except in local preparations. The "City" refused to present us to the railway companies and tendered the "Rothe

ld neither accept tickets for us, nor issue tickets over us. The New York Central authorities determined to stand by their old connections with the "City," and would not have any dealings with us. The Hon. Frank Smith interviewed Mr. Tillinghart, who was Superintendent an

"day" boat and was reputed to have a high rate of speed, as she soon proved she had. The Chicora shortly afterwards moved down the bay from the Northern docks to her station. The contrast between the two steamers was most no

the time when there were no railways around the head of the lake, opened the se

inclining to grey, cordial manners, a good seaman, who held with ever-increasing respect and confidence the good-will of the Royal Mail Company and of the travelling public. Mr. J. Ellis, who had a g

n then in the employ of Chisholm Brothers, the proprietors of the simila

ompany. From this he advanced to similar business at all the refreshment stations of the Grand Trunk and Grand Trunk Pacific

PTE

Navigation Co.-A Hot Compe

d we drifted down to record the opening day o

iven by the company on May 10th to a large list of guests, an int

anlan and Ross on 15th May was availed

operation was in another direction, and it is somewhat interesting that this

'S BI

May

URSION TO

icent

IC

ing will leave Hamilton at 10.15 a.m. and 6.15 p.m.,

e Royal Engineer's

l at Queen's Wharf on the outward trip in the morning.

and, Agent, 35

VE THE

Railway, and the only way by which any very large contingent from Toronto could be expected to join in the ceremonies would be by making arrangements for an excursion by water. There would have been no legal objection to this, as the rigidity of Sunday legislation had not then been introduced. The Oakville authorities made application to charter the Chicora, and as the President of the company was a Roman Catholic, and the Roman Catholic Archbishop of Toronto s

an the steamer across the lake on every day of the week. The maintenance of the regularity of the steamers and the reputation of the Niagara River Line has without doubt been considerably gained by confining the run

rst regular afternoon excursion to Niagara, and on Monday, June 3rd, b

we did not at first run beyond Niagara except on Wednesday and Satur

ving, as it does, scenery unusual and without compare, a respite from the open lake and al

eamboat competition and it was our business to go him one better, and also to have o

s," who finally expanded up Yonge Street to Front, and even to King Street. One thing insisted on, so far as

would take them in, provided one thing only, that he had an office opening on the street. Every hotel porter, with his sisters, his cousins, an

of Tuesday, Thursday and Saturday on her route from York Street (Tinning's Wharf) to Niagara and return. We now extended it to Lewiston and return, giving a view of the really splendid scenery of the river which had never previously been opened at reduced rates. The public quickly took in the idea and gave us business. In addition to general business, we ener

had to provide for this entirely of ourselves, having thus to promote business on both sides of the route. Printer's ink was extensively used by newspape

A NAVIGATI

EA

IC

NG B

NIAGARA-

MITH, BARLOW

ent. M

ew conditions. There was no use running the boat unless we fully advised the public of herself a

present. There were no official regulations, no State or Inter-State, Authorized Tariffs, no Railway Commissioners. Each railway and each passenger department was a law unto i

gular issues of some of the (for the time-favoured) railway companies might be found in an under drawer of some of these unauthorized servants of the public. These energetic workers were our opportunity. All the principal Scalping Offices between Cleveland, Pittsburgh, New York, Albany, Rochester, and Lewiston, were stocked with books of tickets reading over our steamer, or to Toronto and retur

quaintanceships and connections formed as General Passenger Agent of the Northern Railway when wor

he main Trunk Lines, but then they were independent and each sending in its quota on its own account to make up a "Through Special." The most successful excursions of these were the series which came every week from the then Wabash District, from Indiana and the southwest, and were known as the "Friendly Hand" excursions. The name arose from a special trade mark which appeared in all the Wabash fol

ay to

ay to

day T

n 'get

was gall and wormwood to the City or the Rothesay, lying in waiting, to see the crowd of linen duster tourists as they poured out of

m which either the river or the rapids could be seen without paying a fee. The proprietors of these places issued tickets in little books, containing coupons for admit

nducement

on to t

Bridge and

prices {Pros

n are to {Ar

and Oper

Living An

chased on the

er to all these

trons. An extension ticket to "Toronto and Return" was a pleasant addition to their wares, and a satisfactory introduction to us. Some of these travelling passenger men, by their energy and successful handling of these excursions, brought themselves into notice, and afterwards rose to be heads of Passenger Departments, and even into Presidents of Railwa

ra River, and the making known of the features of the City as a Summer Resort by this advocacy, and the thousands

ation unloaded their still more dusty travellers in front of Cornell's Hotel at the top of the bank at the staircase, they were appealed to by the rival touts of the competing

was "come right on board," the tickets being colle

us or not, we had the more ample space and better accommodation on ours. Perhaps the passenger might esteem the compliment and be a paying traveller over us on some other day. Besides, people like following the crowd, and the larger number helps to make a show. Times have been known in competitions on the Upper Lakes wher

courteous, yet firm, he never dissatisfied a passenger. Untiring, accurate, faithful, he never divulged anything of the company's business, and won and enjoyed the confidence and good-wi

ats with an established connection against a single boat without any, yet Chicora was gaining,

test is fairly indicated by an advertis

RA AND BUFFALO

and Rothesay of their line, collected and issued by the Steamer Chicora,

re furnished with such by the Chicora, and were conseque

lloy,

they could not and did not afterwards refuse their un

f in the good-will of the travelling public,

wer dock. The Rothesay always moved down in order to get as close

the dock on the Niagara side, to be brought up, all standing, with her bow only a few feet below the Rothesay's stern. Of

y at the same time in front of their dock, their hulls extended far out into the stream, and Chicora coming down had to make a double curve, like an S, to get her place at the lower dock. It was a pretty thing to see, but

, yet even here the Rothesay w

r "spinning" in the Rapids be

ain Harbottle, instead of going up-stream and afterwards turning down-stream, always sprung the stern o

tery played with much success upon the American boats as the

as the course which had been adopted in olden days by the large

ds the centre of the river and the engines are stopped. Forging slowly ahead the bow enters into the whitened boilings and swirls of the surging currents of the rapids pouring out from the Gorge. The bow is caught by the current and the steamer then rapidly "spun round" by its swiftness, almost as though on a teetotum, the engin

e, to one and a half minutes Toronto to Niagara, but if there was even the slightest motion, Chicora could walk by her, and on a rough day Rothesay couldn't run at all. She was a very light tamarac hull, built purely for enclosed river service in perfectly smooth water, and therefore in no way fitted for outside wave action. We set out by startin

ay for a spin. Watches are sometimes different, yet from all one hears the fastest trips of boats are generally made when there is no other boat near. We had determined, and had given instruction, tha

Sitting in the after deck among the passengers, listening to Marcicano's orchestra, one could not help noting the relative positions, as marked by the lines of the stanchions. Just then a little knot of men came over and one of them bringing out a roll of bank bills said:-"Mr. Cumberland, we know there is no racing, but if you're keeping down the speed for sake of the pric

ffection of the travelling public. Her appointments so far exceeded those of any other steamer at th

mellowed tone of her whistle whose clear resonance carried its sound for miles through the city every eve

y completed her trips, while the Chicora's fine qualities as

trip on 29th September, having maintained the t

f intense activity, and never ending labor and anxiety. A whole system, both within the steamer, and for outside solicitati

ern Railway docks, and accounts for the year were made up. What the competition had cost the others one does not know, but Chicora was a long way on the wrong side as th

PTE

acing-Hanlan and Toronto Watersid

The railway companies had recognised the value to their route of the steamer of the Niag

ty and the line for 1879 was to be the City of Toronto and the

treet. In April, Mr. Cumberland resigned his position as manager of the Niagara Company, retaining the original position and salary as vice-president and assistant in passenger and executive work and Mr. John Foy, the secretary and son-in-law of Sir Frank Smith, was appointed manager as well as secreta

ent qualities and a genial personality which did much in subsequent years for the advancement of the company's interests, and in the new connecti

ere included in direct connection with all the railway companies, who therefore provided all the passenger requirements, and in the

7 a.m., single trips. June 9, Chicora 7 a.m., 2 p.m. June

e leaving at 3 p.m., remaining over night and making

wn, communicating with Lewiston by a small river steamer. Captain Wm. Donaldson was in command; she sailed at 7 a.m. and 2 p.

y of rate-cutting, and created a lively exciteme

d for all re

d trips

nd tri

nd trip

restricted and were a

e, by too close proximity of the steamers both at the docks or when ru

ara Company felt it necessary to make public protest and the following ann

ER CH

s To Prevent Racing

ors of the Niagara Navigation Comp

Col. F. W. Cumberland, B

ence of Saturday, August 2nd, and of the circumstances in whic

d to slow the engine, and in the second

, that in order to prevent all possibility of racing the first steamer clear of the Queen's Wharf

racing, the above offer was repeated by the directors in a letter dated 16th June, and

e all known and possible proceedings at law to put an end to the danger

and skill he has exercised in avoiding the Rothesay, and that he be reque

e Board be published for th

n Foy Fra

r Pres

he western channel, by the Queen's Wharf, was the only one which was open, and was not then wide enough for tw

siness may be said to have been only in its introduction and infancy, so that very much personal and family interest wa

othesay from coming into too close proximity, but did not

ding, as both steamers return in the evening." On the four trips being made the alternating steamer left at 8.30 p.m. for Niagara to make the first tri

passengers every afternoon, a process which would help her to continue the competition. She was then running from the Yonge street slip on the west side of Milloy's dock, the City and Chicora both being on the east side out of sight behind the buildings. We had the next move under consideration. The Hon. Frank Smith came dow

y and decidedly, "there's one of the men from my own warehouse going on board the Rothes

on the dock, when the round trip rate of 25c. for every afternoon was at onc

of England from Edward Trickett on the Thames in July, 1879, thus becoming the champion oarsman of Canada, the United States and England.

e of men of standing and sporting instincts, who financed and managed Hanlan's early career, met the Champion at Lewiston, on July 15th. It was on

, sailing, rowing or steam, making it necessary to bring the steamer down to dead slow. Hanlan was put by himself on the top of the pilot house, where he stood, easily seen, holding one hand on the pinnacle and waving a return to the enthusiastic greeting of his fellow citizens. N

ies of Hanlan gave a renown to the city and a zest to rowing which greatly increased that interest in boating and rowi

ce of the puffing, stench-spreading and lazy-luxury motor boat. At the same time it is a matter of congratulation that the competitor in the racing shells and can

He was hard to shake off and while making no money himself he prevented others from making any. The managers of the City were now reaping the reward of their broken fai

who might be induced by low rates to go on board the steamer cannot be conducted at other than with greatest risk. This was further intensified by the fact that th

fferent. Once physical inspection was passed it made no difference as to the passenger service in which the boat was to be run, wh

e, or for the Owners, who were not being given any consideration for their larger expenditures in producing steamers fit for the rout

gulations for the limitation of numbers, and restriction of steamers

and Chicora under Capt. Harbottle, still running together between M

with renewed vigor on the 24t

y the 24th leave Yonge street wharf at 7.15 a.m., and 2.30 p.m. for Niagara c

Falls and return same day,

Grove. Tickets on sale by W. A. Geddes, Custom H

merican side, from where connection was made to Lewiston by a small American steamer. She

trip and a half each, all trips being run the full length of

and it was also under consideration whether the railway would make a new move to reach the bank of the river at Lewiston nearer to the steamers, or would replace the rails and again operate its seven miles extension bra

ity of Toronto was in August advertised for sale at Niagara, "thor

tions for the railways. The public had enjoyed the pleasures of lake travel to the utmost, but the steamers were none the better off, for

g of 1881, could only get a certificate for "river" work, for which she had been constructed and was well adapted, she was withdra

ey for himself and having caused much loss to others,

PTE

tition-Beginnings of Railroads in New York

y 21st, connections being made with both Ca

to Field Battery, Mayor Gray, Lieut. Beatty, Surgeon McDonald, sixty-five non-commission officers and men, twenty-seven horse

possible while at this camp, brings more willing recruits, and the coming into actual touch with the battle fields of the defence of Canada in 1812, creates a sense of duty and of fervour which is very helpful to the service. Many lessons are learned from the remarkable collect

Governor Simcoe, where the meetings of the first Parliament of Upper Canada were held in 1792 and where he entertained the Duc de Liancourt in 1795.

of 1878. The mules were landed at Capetown, but the supercargo, or purser, who was in charge, collected the purchase money and the freight earnings and then disappeared. The steamer was summarily sold to pay the wages of the crew and was then brought to the Thames, where she was purchased by Mr. A. M. Smith, President of the com

Niagara River off

l then brought up the canals and rapids, but the novel problems were solved and the way paved for the Canadi

mship to ply on the Upper Lakes, and introduced the system of ma

Lake Ontario a satisfactory sale. Capt. Robinson determined to run the risk and on 15th June started down the river. The first huge wave of the rapids threw the boat on her beam ends sending the smoke stack overboard, almost submerged by the next she righted, and by a quick turn ev

e, his technical knowledge, energy and judgment had been throughout of infinite value, and his hearty personality was greatly missed not only in business but in comradeship. He was a man who had the forcefu

rbed by the Grand Trunk Railway, erected a monument to his memory at the Junction s

of the Vice President, was appoi

Mr. Donald Milloy, who had been in charge of her up to this time, ceased to be her managing ag

ement and determined to run on their own and separate ac

-"Leaving Niagara on the arrival of the Canada Southern train 9.45; returning leave Toronto 3 p.m.,

at Niagara with Canada Southern and at Lewiston with New York Central Railway.-"Tickets from W. R. Calla

, and when the "Soo" road was added to the C.P.R., Mr. Callaway's genius for developing traffic was transferred to Minneapolis, where he achieved similar results. The ticket offices at York street were principally for steerage, and Italian business. Passenger business toward the west was at that time exceedingly active. The Canadian Pacific then under active construction around the n

wards its close the City grounded on the boulders at the entrance to the Niagara River, and was successfully pulled off, but did not finish out the season. Notices were inserted i

der Capt. Harbottle to Niagara and Lewiston: the City, Capt. W. Milloy to N

sent across the lake on days when they had better have remained in port and s

on the dock fronts in the harbor, no business offering and weather cold with sheets of rain and sleet at intervals. The City had come ac

but on no account to pass her. Capt. Harbottle and self were walking up and down the front of Mowat's dock, where the Chicora lay, watching the other steamer which was lyi

to go, but the City started out

ut from the river the City rolled out her mast and was o

irs, and while lying up in the dock she was burned at 9 p.m.,

been a long strife. No wonder we had loved the Chicora for like a good las

ho preferred the rough days for their outings, and some men, among others, Mr. Wilson of the Bank of Montreal, who alway

given to Capt. Thomas Leach, of Halifax. It was he who in 1866 had brought up the blockade runner Rothesay Castle

intended competitor. The steamer Rupert was being brought up to r

numerous. One of these was held at midship at blocks. Taking out the wedge and turning the barrel a kick set it rolling toward the ship side. As it went the boat keeled over to it. Without saying or see

so the small steamer Armenia was chartered to make an early morning trip from the Niagara

t train from Buffalo and Niagara Falls. No doubt this diverted some business from the through route, but the principal earnings were from its own local district. With the superlative attractions of the scenery of the Niagara River, this Port D

ection with both the railways, at Niagara with the Michigan Central, which

energy and expense. One year in bringing the steamer down, and seven in

he railways had learned to have confidence in us and appreciated that we were not only ready to give g

ermitted to travel on the N.Y.C., was to be considered by a passenger as a high privilege, and the utmost courtesy was to be used toward the immaculate and superior conductor, who honored him by taking up his ticket. Yet there was some reason for it. It was the beginning of great things in railway enterprise and service, for o

st prevalent. These railroads were in fact only improved stage routes. Some idea of the then conditions is afforded by the list of railroads opened or under construction in 1836 in the State of New York, given in Tanner's American Traveller, 1836:-"Buffalo and Niagara Falls Railroad, 14 miles; Mohawk & Hudson Railroad, from Albany to Schnectady, 16 miles; Schnec

ination, in the one Central System for their mutu

y were taken across the river to join the connecting trains on the other side. On reaching the outskirts of New York the railway cars were uncoupled, and then each drawn separately by six horse teams some miles down Sixth Avenue on the horse car tracks to the terminus at Twenty-Second street, then only a simple two-storey brick building. Wit

rner was occupied by a great pile of mattresses and blankets and a number of posts and cross bars. When sleeping time came the posts were brought out, the berths built up and bolted together before

, but when we had won and deserved our way into an official connection he was equally staunch toward us; recognizing the continuous interest which the steamboat lines have in the mutual business which they have aided the rail in building up. To him succeeded in May, 1883, Mr.

Chicora, succeeded Capt. T. Leach, whose business engag

g the route and Toronto, to all parts of the United States. Mr. Steve Murphy being the efficient Travelling Passenger Agent since 1888. I question very much whether the City and the Citizens of Toronto have any con

s it is to be remembered that in these early years, in the "eighties," there were a very large number of minor railways operating on their own and separate account. The great consolidations into the fewer ha

interests of his own line, and were controlled only by their being

ce was considerably greater and perhaps there was more of conviviality and social intercourse than in the more staid and business meetings of these subsequent d

amplain Railway, then a little one "on its own," striking into the middle of its great competitors; a menace, ambitious, and played with

tatives thought their earnings might be thus increased, were perennial, and the demands for more

iness of highest offices, but who in those younger days did not disdain to dance a can can in a night shirt, or snap fingers in a Highland fling, with an elderly but active steamboater from Montreal. All coul

of expenses have come. The demand of the public of the day is not only for lower rates but for greater facilities, so that the

one in a single joint meeting, or by the issue of a single joint rate sheet, required in those days, years of work, visiting the distant parts, and

coupons for the trips, were introduced, an entirely new development, enabling citizens of Toronto to live

that when they want to wash their hands clean they must use clean water, and similarly if they require, as I wish them, to clear out t

There is many a well grown citizen in Toronto whose vigor has been promoted or life saved in infant days by the pure air gained by these trips across the lake. Excursions by societies, Sunday schools, national and benevolent bodies were sou

e must add to our equipment. The railway officials had also expressed their opinion that another steamer would soon be needed and stated that in adding it the Navigation Co

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y and years of faithful service of Miss Janet

ger Train

ailways

Syracuse

Arr. 5.15 p.m.

2.00 a.m

8.00 a.m

k Centr

Syracuse

rr. 12.00 noon.

1.25 p.m

3.50 p.m

12.30 a.m.

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sion Required-The Renown of the

town, about a mile and a half from the steamboat dock at the shore of the river. During the season of 1886 the New York Centr

The rills of travel from all parts of the West converged at Niagar

g through the village of Black Rock, 3 miles; Tonawanda, 9 miles; Niagara Falls, 11 miles. Fare $1.60. This line, after giving passeng

d on wooden sills faced with scrap iron, and during the first winter was so heaved by the frost, that the steam engines had to be taken off, and horses used to haul the cars, these being only little ones with four

the cliff upon which the New York Central Railway now runs through the Gorge, alongside the courses of the Niagara River, and the railway was graded and opened to Lewiston in 1854. Construction was continued further to Youngstown and the track laid in 1855, but only one train was run down to the lower port. It has been said that this was necessary in order to complete the terms of the charter, and appears to have been a final effort. The means of the company were no doubt

, and in the fall of 1855, Mr. Gordon, of the steamer Peerless wrote to the superintendent of

amboat, as facilitating travel. It would mean a considerable expenditure to the New York Central Railway, yet they stated that if we would undertake to put on another boat, they would build the extension. The Michigan Central

n. Frank, "is whether Chicora is good enough to build a partner for her. This settled, we will then do o

N. N. Co. Dock at

e brought over to make the inspection. From the beginning and throughout as well as assisting in traffic matters the charge of the hulls and engines had been my particular care. Led by Webster, the chief engineer of Chicora, we entered the hull. Webster was a quiet sort of fellow, sometimes nervous and at

ke out at him. "Mon ar' ye feart o' goin' through? Gie ma t-hammer." Whereupon he rained his forceful blows upon the plate

pecting party came out. "Well, Whit

ed: "Wull, ye may tell Mr. Smith that when he, and I, and you are 'a in

of '88, and run the risk of profit on the investment while waiting for more traffic to grow up. We determined that speed was the ess

required. These were only to be found on the Clyde, so Mr. John Foy and I

. There she is," and raising his hand he pointed to the model of the Let Her B, still hanging on the wall. He said they had built several steamers for service in blockade running into the ports of the Confederate States during the American Civil War. Three of these were named Let Her Go, Let Her Rip, Let Her B. Of all the steamers which they had built the last named and the last turned out was the most successful.

t with us, who had never said a word since we started suddenly broke into speech, at the same time throwing his feet up on the seat opposite to him. "Pit yer legs up! Quick!" The necessity for doing this he explained by adding "Gin we leave th

between British ports, and of loading as deeply as he pleased. The effect, he said, on the British coasting trade was, that as the foreigner could load as far as he liked,

e furriner from bein' drooned, yet he ties our hands

s at Westminster, proposing to make it illegal for Marine insurance compan

ion our Scotch fri

. If I meet an accident either I get my vessel back again, fit for her service, or I get the money and build a new and larger one. If every time I have a total los

better for the in

zens of cargoes. We are the shuttles which carry backwards and forwards the cargo values on which the companies earn their rates. In fact, we help to earn their money

zard is good, it matters little so far as the owners exercise of care for the avoiding

pany was simply a family ownership, we insured only against fire and collision, carrying the whole of the marine risk ourselves. But

eemed to pervade the atmosphere. We visited and consulted with the builders of the fast steamers particularly the Fairfield Co

ies among them the Columba and Lord of the Isles, whose repute as day steamers for speed and

e lacking in many things in both exterior and interior fittin

pen to the sky, and there were no awnings or coverings over the upper deck. As a result the passengers, who wished to have fresh air, sat along

t a deck awning might be a good thing. "To keep off the rain,

urs in Canada, he was right, for they cannot spare any o

a highly successful day passenger paddle steamer, the Ozone which had been built on the Clyde, and sent out to

nd engines with two cylinders of 47 inches, and 87 inches, developing 2000 horse power, and sending the steamer at th

isor of the Ozone, for a set of plans and specifications for the hull, which, constructed of Dalzell steel, would be pu

f the guards to get her up through the canals. For my part, I had had quite enough of bringing steamers in parts up the St. Lawre

fastest engines on the Clyde. These would be a repetition of the engines which had been so successfully b

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ngston in the winter of 1904 and larg

TER

Alongside at Lewiston-How "Cibola" Got Her Nam

l took some time for the arranging of

except when they pulled their shawls over them, and children innumerable with feet entirely bare. Poor kiddies how they suffered when on one day the

ched themselves together and shivered. No wonder these people feared the snow and cold of Canada, for they thought that if th

of cold not to be measured by the figures on the thermometer. It is the dampness which brings the suffering, which, needing to be met by heat from withi

for lunch at a neat little inn about half way across. The mid-day meal was being served in a large room with one long table down the centre. At this all the company sat,

get me a cup of tea. Pausing for a moment she gave me a searching look and then without speaking passed on. A little while later I again caught her attention and suggesting that perhaps she h

in my most pleasing tone, "we have tea three times i

the noo, y're in Scotland. Y' cannot hae tea i' th

id Canada fell great

ipton on CHI

chess of York going on

on Line Alaska as the fastest ship on the Atlantic. She held the "record" for t

aptain of a first-class Atlantic liner enters on his log, as ours did next day,

we took twelve days, much to the alarm of our families

r had twice run the home-co

ened by Chicora alone, with

ay of Quinte, there being then no other shipyard on the shores of Lake Ontario. The facilities here were excellent, in co

lt the steamer Filgate, and the wood-work done by ourselves and th

e erected in the hull by Rankin, Blackmor

s in the workshops, so that it could be

The relief to the traffic was welcome and immediate. The passengers were saved the weary jolting for the mile and a half transfer through enveloping dust, or o

in the same state as it had when Lewiston was the focus centre for the quickest routes to Rochester, Ogden

y had never felt another coat of paint since their first, were consigned to the retirement of broken bottles and old tins. No traces of them a

1825, and for many years considered the "finest hotel west of Albany." It was once the stopping place of many early celebrities, and with its broad stoop and great pillars is still a very prominent buil

hedule time much improved the volume of traffic in both directions and a start was made which indicated that, when made mor

ght about the first steps, had taken part in the bringing of the ra

he new addition was much occupying the attent

ng eight letters in length, so that proper balance in advertising display might be pre

nd a somewhat novel method adopted

at "Rivermount," his residence on Bloor street. We sat down about twenty-five in number, being all the adult members of th

of these was displayed the name Chicora together with one of the new names which had been suggested. These posters were then

preference, promoting some amusing discussion. Each of the posters was then voted on in succession and

f the two names, a very interesting historical connection between them had been unearthed in the archives and a

hores of Florida, but it was not until 1539 that Hermando-de-Soto, heading an expedition from

y extended around the northern shores of the Gulf of Mexico toward the Mississippi and inland through

ssippi lay the widespread grazing territories where the Spanish

Indians including among them the principal Chief of the Chicora Indians, the occupants of the country between Florida

e new found territories, making wholesale grants of land to their own followers with or out the leave of the original Indian occupants. In this case the representative Chief was present.

they advanced westward they found on the terraces of the great plains, and on the foothills of the m

dded to their previous domain, they named it "Cibola," "the Buffalo country." This name is

flower," what more appropriate name could we give to her than that of "Ci

his "Buffalo boat" was to be one of the line of steamers which were to form the gr

Toronto, the name Cibola being given, and the traditional bottle of champagne smashingly broken on the bow, by Miss Constan

and; erection of hull, W. White & Co., Montreal; marine engines, Rankin Blackmore & Co., Greenock; wood-work, Rathbun

opening of the New York Central to the bank of the river l

ncreasing fruit business. We had acquired the rights of the International Ferry between Queenston and Lewiston an

ion cars run frequently between the Falls and Lewiston. These cars were open on the side next the river and the passenger seats set length-wise

tourists the full length of the Lower River to Niagara and

he excursions which were rendered more attractive by the great improvements made by the Queen Vict

on closed without

onal contact with Mr. E. W. Rathbun, the head of the Rathbun Co., and, one might say, the physical embodiment of Deseronto

at no by-product in his enterpr

o parliamentary duties, his opinion was much sought and valued in political development. With intense devotion

rk was well advanced but, as usual, the carpe

necessary that Cibola should be on hand to take pa

e away with the steamer. Capt. McCorquodale was in comma

diment of merriment and was a most excellent singer. As the most elderly member we dubbed him The Chaplain, although perhaps he was not the most sedate. Mr. Ross Hayter, a Tea Planter co

decks encumbered by every descri

he State of New York, which they had lost by their loyal adherence to the King's cause during the War of the Revolution. One party under Chief Deseronto had determined to stop at a reservation which had been selected on the shores of the Bay of Quinte. Before leaving Cataraqui, the communion service which had been given to their ance

in Toronto Ha

h Haldimand Rifles, one of the most efficient in the Canadian Militia. All Canadians, should remember that these quiet featured men are the lineal desce

er migrations came up

ng fought on the King's side in the Revolution were driven out of their homes and their property confiscated, but who chose, rather than foreswear the

Canada, for on "Finkle's Point," which we passed, the Frontenac,

rvices of the route for 1888. The leaving times from Toronto were 7 a.m., 1

id not at first justify it, the trade soon began to show signs of building up, the new steamer proving herself a va

charge of Lt.-Col. Robert Denison, one of the Denison family, who have taken so large

"Old Fort" at Toronto in the original "Officers Quarters" building which had been military headquarters for the Provinc

to say that he "had a single eye to Her Majesty's Service," and sitting straddled, as was his habit, on

ntinued their usual services w

much in importance as also the transfer between Lewiston and Queenston

d for some name which would be

priests who had come over in the early French Regime and worked among the Indians for their Christianization

ing the same name as the tribe. Later on the Great Falls on this river are mentioned as the "Ongiara Cataractes." This name of Ongiara, wh

story of her surroundings, and to her duties between the original portage ro

TER

N THE LET HER B.-AS TO

ance with his early ally. He gave us many reminiscenses of that stirring period, the narration of them cannot be done better than by giving extract by courteous permiss

aroused by a newspaper story of the new blockade runner Let Her B. The Let Her B., whose name was a play on words, was a long, powerful, schooner-rigged steamship, built by Lairds on the Mersey. Though classed as a fifteen-knot

of credit and took the next ship for Bermuda. On my arrival there I found that the Let Her B. had been expected in for several days from her second trip and that ther

er and take the chance that she might never come in. He wanted me to wait unti

unk. I'll take a gambler's chance that she hasn't and will give you $50,000 for her and $25,000 for the car

in anything but a safe course, wherefore I invariably heed them. At the expiration of the time limit there was not a sign of smoke in any directio

ptly at first, but when two more days passed with no sign of the anxiously-looked-for ship, Mr. Ber

the U.S.S. Powhatan, which proceeded to stand guard over the harbour, keepi

oing in and found her in excellent condition. She was unloaded in twelve hours, and all her cargo was safely stowed in another forty

ance to the harbor and it was necessary to enter and leave by daylight. With the sun just high enough to let us get clear of the re

uld pile us up on the rocks. But it didn't and when we cleared the passage we were all of four miles in the lead. As I had figured, the Powhatan did not suppose we would come out for

had the ocean

. I stood at the wheel for hours at a time and almost wore out the instruments taking reckonings by the sun and stars. Navigation came

h was standing well out, in a semi-circle. Then we dropped back a bit and anchored. All of the conditions shaped themselves to favor us. It w

blockading-ship stationed at the lower end of the crescent that she could not have depressed her guns enough to hit us even if we had been discovered in time. But she did not see us until w

, and some of the fragments came aboard, but no one was injured. When I saw where they were firing I threw my ship farther over toward Sullivan's Island, where s

ers would not expect us for at least four days, and we surprised them just as we had surprised the Powhatan at Bermuda. It was a thick night, and we

ly and easterly of the Bahama Islands, off the coast of Florida, which I had selected as a base of operations. These islands we

600 miles of Charleston and Wilmington, while Turk's Island was 900 miles away, but I never have believed in following the crowd. It is my rule to do things alone and in my own way, as must be the practice of every man who expects

yielded by blockade-running seemed made by magic, so quick was the process. Cotton that was bought in Charleston or Wilmington for ten cents a pound sold for ten times as much in the Bahamas, an

of abnormal activity, running the blockade had become more of a business

land. We had to wait nearly a month for this shipment to arrive, but the time was w

boats which cruised around outside of the line. Without knowing this I had decided-it must have been in response to a "hunch"-to make a dash straight through the line and into the harbor. And it was fortunate

y one of the patrol ships picked us up and opened fire. Her guns were no better than pea-shooter

to the helmsman to "Tell the engineer to give her --l," I pushed him aside and seized the wheel. I fondled the sp

und that I was as cool as though we had been riding at anchor in New York Bay. The opening gun cleared my mind of all its anxieties and intensified its action. I remember th

race as she did that night. In the sea that was running and at the speed that we were going we would ordinarily have had two men at the whee

n giving me a well-set-up frame and a powerful constitution, devoid of nerves but with m

sparks from our smokestack gave the blockaders our course as plainly as though it had been noon-day, and they

into the forecastle. One shot tore away the two forward stanchions of the pilot-house, and another one smashed through the ro

thing of regret that I found the shots were falling astern. When we got up to the dock we found that five of our men had been killed and a dozen more

we steamed out on the fourth night, after making only temporary repairs, the

s Island, where we la

re fired on both times, and then sold the ship to an enterprising Englishman at Turk's I

nd upon its conclusion she was brought North and registered as a Canadian vessel a

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Magazine," New

PTE

e Revived-History of the Two Portages-The Trek to the

ng sprite within her frames, evidencing a spirit of life, and consciousness, as that of a fond friend, as well as a faithful servant. Perhaps it is this very affection which arises between a man and his ship that has led t

rvices and the spread of advertising, and solicitation. So much was this the case that the possibility of placing

to more closely connect the troops of the American Garrison at Fort Niagara with the forces of the State of New York. We thought, therefore, it would be as well to obtain the dock at Youngstown

ew York, and the stock subscribed and paid up by members of the Niagara Navigation Co. families, the Boar

mpany, and some people, whom it had been suggested might put on American steamers to run in competition with the Niagara Navigation Company, were inform

dding steamers as the traffic, and new developments showed might b

s, and with a number of steamers sufficient to meet all possible emergencies of sudden demands of travel as they arrive at different times on the several railway connections on both sides of the lake. T

orquodale, who after having given fullest satisfaction and faithful service, had died d

way on the Canadian side, following the bank of the river from Niagara Falls to Queenston an

ls, yet the electrical engineers of the day, reported that the cost of wiring and the loss in transmission of power for the only seven miles to Queenston, would be prohibitive to commercial economy. An additional equ

sed until 1898, when the improvements in electrical transmission enabled it to be

R.R. Company, and had previously done some notable work for the Canadian Pacific Railway on the Fraser River and Rocky Mountain sections. As the cars wind up and approach the summit, a splendid and far distant landscape is opened to the view, one which the Duke of Argyle considered to be one of th

in the depths of which the Niagara rapids toss and foam, and then circling around the sullen sw

arrangements with the new Electric Railway for an interchange of business. As a result it was now determined that a fourth steamer should be added

the Canadian side, which had so long existed between Chippawa and the head of navigation at this point,

rydock at Kingsto

n Drydock at K

n see the foemen moving upon the slopes, the American forces gain the Heights, the heroic General Brock leads his men in bold attack to regain possession, and falls at their head mortally wounded. Reinforcements under General Sheaffe come from the west along the summit of the cliffs, the contest is renewed; Indian

stands. It is marked and scarred with the ruts of many decades and full of memories. Upon these slopes the Indian made his way to the waterside at the Chippewa creek. Here came the trappers with th

h period and for long, long after the one on the past side from Lewiston was mainly used, its terminu

atteaux were poled with difficulty and the contents raised by winch and hawser to the upper level some 60 feet above. On the Canadian side at Queenston the eddy was more favorable and there were, he said, four vessels waiting to be unloaded and sixty waggons working on the

y at the Chippaway River. He had early appreciated the value of the portage and had established a large transfer business across it. Becoming the chief person

to his own great profit he in time s

enston on one day, and that from 50 to 60 teams a day passed over the Portage, the rate for

ering land seekers, it being adopted by them then as the short cut across the Peninsula to the Detroit River instead of the long detour along the south

ried far down by the current on the eastern side were easily taken by the eddy up the west shore to the landing place at Queenston. Up this inclined road to the upper tier, in

on was promoted in 1839 to accommodate the movement from the East towards the West. At present except when a Niagara Navigation Co. steamer

y, which years before had arrived over the portage route, at this same dock at Quee

ship, bringing with them their ten-months-old baby. After a voyage of six weeks they reached New York, from where they came by Hudson River steamer to Albany, where they spent the night. From here they came by steam railroad at the unexpected speed of "twenty miles an hour." And again, as was usual, for there were no night trains, broke

Salter, who had crossed the Atlantic on the same ship with them, were carried off on the steamer for Toronto, and the father was left behind. It was amusingly told, how, after they had landed at the foot of Church Street, and were walking up into the town, Mr. Salter, who had been consigned to an appointment under the Rev. Dr. J

ffic now to be fed from both sides of the river. Additional capital was therefore required, of which part was provided by

mbers of the Company closed, the stock holdings being more wi

ilton Bridge & Shipbuilding Co. accepted for the hull, boilers and upper-works, and the engines contracted for with W. Fletcher Co., of New York, the b

s, conducted the season 1892 with good success.

on of Indian portraits, is placed on the centre of each paddle box, similarly as a rampant Buffalo had previously been placed on those of the Cibola. On 2nd May, 1893, the steamer was successfully launched in the presence of many of the citi-townsman, Mr. William Hendrie, and of a number of visitors from Buffalo, Toronto and Montreal. The name was given and the bottle gallantly broken by Miss Mary Osler, daughter of Mr. E. B. Osler, and Miss Mildred Cumberland, daughter of Mr. Barlow Cumberland. Chippewa, the Indian Chief, was the first of our vessels to be constructed of steel. Her tonnage i

icora was occupying the face of the dock, so Chippewa had to come in on the west side. By some mischance she was not stopped soon enough and made her entry into Toronto by driving her nose some five or six feet into the wooden timber of the side of the Esplanade. The steamer seemed scar

ng difference in the frequency of the services, and again was at

e afternoon, making one round trip. The whole departure being five trips; 7.00 a.m., 9.00 a.m., 11.00 a.m., 2.00

s. Harbottle), closed the season of 1894, in which much more activity was

New York Central Railway for the regularity and character of its trains and service had been well created, but up to that time the Erie Railway, by persistent advertising, had been established in the minds of the public as "the only scenic" route between Buffalo and New York. Mr. Monett instituted a series of descriptive and illustrative announcements dev

which caught the public idea, and a

Agent to 1889, with his intimate knowledge of the passenger requirements he gathered in and secured the

own as the "Four Track" series under Mr. Daniels led the way in railway advertising publications, introducing methods which since then have been so extensively followed and applied by all the principal railways. As an instance of widespread advertisement, n

ffalo and Western district had been held in succession by Mr. E. J. Weekes and Mr. H. Par

Underwood of the Michigan Central Railway, which with its quickest ro

ease of running expenses until later the passenger trade had again worked up to the capacity. It is beyond question that the character and satisfaction of the steamers provided on a combined rail and water route have more to do with the attracting of business than even the land facilities on

TER

pens to Lewiston-How the Falls Cut Their Way Back Through

y developing, the service being attractive, and the line kept well before

orks were entirely burned off and the hull, having been set adrift, floated down the river as far as Youngstown, where it was secured and

e some excellent work as a marine architect, made the new design, and a contract was let to the Bertram Engine and Shipbuilding Company, Toronto, for a steamer 272 feet in length, 32 ft. 6 inches beam, 2,000 horse-power, with a capacity for 2,000 passengers, being larger than the Cibola. There was not this time so much difficulty in the selection of a name, as that of Coron

eet, on the 25th May, 1896, the sponsors being Miss Mildred Cumberland, daught

tion of the six trips a day, a service which fully provided for the new connection

lls and Queenston running on the upper level follows the river banks of the Gorge, overlooking it from

as constructed far down in the Gorge, just a little above the waters edge, following the curvings of the river, beneath the

. Brinker & Smith, of Buffalo, and in boldness of conception, and overcoming of in

have cut thr

and the Niagara Escarpment at Queenston Heights, where the geologists tell us the Falls once fell over the cliffs to the lower level. It is estimated that from this place of beginning of the chasm which they have cut out of

softer layers and deposits between each. The waters of the river at the upper level pour over the edge of the topmost rock ledge, and the reverberations and spray then wash out the

ralling to look up at these great cliffs, and in imagination casting the mind back into the centuries, see the mighty river as it

e distant glimpses now gleaming through the shadowed portal between the cliff-sides clad with v

, whose launching slips for the many steamers which they constructed are still in evidence. On the doors of the large warehouse alongside the wharf, there were then still to be traced the faint remains of the names of some of the vessels, which of old time used to ply

Cobourg, United Kingdom, St. Ge

t for laying up for the winter, with the advantage of the proximity of the dockyard for repairs. The Cobourg built at Gananoque in 1833, ran between Toronto and Ki

enterprises on the river and form connecting links between the navigation interests under the opening

regularity he made his double round trip each day for almost twenty years. Through three changes of ownership and several passenger agents "Paddy" Miles, as he was generally called, held his position and so dominated conditions that the train came to be known as "Paddy Miles' train," and the Branch as "Miles' Railway." He was superintendent, train dispatcher, and general passenger agent, in his ow

he American continent visits without fail the Niagara Falls, as one of the great wonders of the world. With the expanded facilities which have been given him, a very large proportion also visit the Niagara River and its water attr

t, forceful determination, and large capital, had been main-springs in the creation and establishment of

visit to Canada included the Niagara district, and a rest of several days in privacy and quiet at Niagara-on-the-Lake, the Queen's Royal being specially set apart for their use. On October 10th, they visited the Queensto

f their nine months of travel around the world, their Royal Highnes

e department was drawn to the fact that if completed as then designed, the dock would not be of sufficient length to take in the Chippewa, which would, when launched, be the largest steamer on Lake O

gara River off Yo

oo long for the dock as it existed. With Captain McGiffin I visited Ottawa to see if any influence could be brought up on the local authorities to get them to furnish us with the full length. We here met with a reception which was a specially valued reminiscence of an able parliamentarian. The Hon. Israel Tarte, a French-Canadian, had recently been a

arrange for it?" The next morning work was begun in the dock so that the steamer could be taken in. Vessel men who had been accustomed to the slow and

ing men from the United States have said that there is no use coming to Toronto to do business on Saturday, as everyone is closing up for the

larly for the afternoon trip. This might be effected by getting the employers of some of

up the notices, and were followed by other lines of trade, as the public took gladly to the idea, until in four or five years the practice became well nigh universal and a "Saturday afternoon for Rec

ings from little

the steamboating interests in the Thousand Islands and St. Lawrence River was appointed General Manager. With

earliest days, but since somewhat modified, we had adopted the principle learned from the Kingston and Holyhead mail steamers, whose route was somewhat analogous to ours, a quick run across open water wit

ara and not being able to see anything, Captain McGiffin, rather than run any risk, determined to keep close to the buoy ready to run in should the fog lift. Here during all day and evening he remained within sound of the bell, coming up to and dropping away again under the heavy sea

Captain McCorquodale, when he similarly held his place off the port in a fog f

r head lights facing out on the river, and their whistles blown to guide the steamers in, but s

of service encouraged. There are not a few officers and men who have been from ten to twenty years in the service, earnest in their profession,

(knighted 1913), who ever since he had entered the company, had always taken a very active interest

TER

Niagara Ferry Completed-ice Jams on the River-Once

nother steamer, which in speed and size would be a still further step forward and would be ready for any adverse competitors should any happen to arise. Mr. Folger visited Great Britain to make inquiries and on his return Mr

accepted. Two hundred and thirty-three names beginning with "C" and ending with "A" were contributed to us by letters and through the public press. Out of these names the name Cayuga was se

his post office as actually written upon letters received there by him during a period of some twenty-five years. The list is curious. It seems strange that there could have been such diversity of spelling, but it is to be remembered that in the "thirties" there were not many schools, and by applying a phonetic pronunciation to the names in t

of Haldimand, giving 112 ways of spelling Cayuga, "everyone of

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the foot of Bathurst street, Toronto, on the 3rd of March, 1906.

ar service, should make the run between Toronto and Charlotte, and return, a distance of ninety-four miles each way, at an average speed of 21-1/2 miles per hour. A further condition was to make a thi

dation of the travelling public, her weatherly capacity and spe

hich she could squeeze without finding a competitor alongside. It was found, too, that although her speed was greater than that of any of the other steamers on the lake, she was exceeded in speed by the Cayuga. Her attack upon the route was met, as the Niagara Navigation Company intended it should be, by frequency of sailings

whom we had for so many years been in cordial working. The dock had fallen somewhat out of repair and very considerable improvements were requisite for the convenience of the increasing numbers of our passengers and for their

ver. The earliest of these was in 1825. During this winter the steamer Queenston was under construction in the ravine on the Canadian side which opens up from the river just below the Queenston dock. In the spring the preparations were being made ready for the launching when an exceptional ice jam suddenly formed, causing the

1906, at Lewi

06, at Niagara-

e rose exceptionally, but beyond sweeping the sheds

was brought down in successive rushes in the spring during alternating frosts and thaws, so that, the river between Lewiston and the mouth had become jammed from bank to bank with huge floes of ice, heaving and heaping up on one another, and bi

of the Gorge at Lewiston was packed with ice and the rapids eliminated, a condition never previously known. As the spring thaws came, the ice mounds, being unable to get exit below, mounted still higher with mighty heavings and struggles, rounding up in th

ain blockade down near the river mouth opposite Fort Niagara. After several days of very difficult and dangerous work, as much as 4,000 lbs. of dynamite bei

as been placed about thirty feet above the usual water level showing the height to which the ice hummocks rose. At Niagara-on-the-Lake the ice mounted high above the level of the dock, but by happy fortune a good sized iceberg had grounded in the channel at the end of t

sh and tree from the rapids to the lake, a condition from which they have scarcely yet recovered. It was not until the end of May that the river

lling due to increased energy in the cultivation of new business and careful attenti

ely availed of. With this purchase the Company completed the policy which had been initiated from its very beginning. This Yonge Street dock property, extending from Yonge Street to Scott Street, has ever been the steamshipping centre of the city, for traffic to all ports on the lake. Its facilities can be still more expanded so that, for the convenience of the public, all the lake passenger lines can be concentrated at its wharves to the mutual advantage of all, a policy which the Niagara Company desired t

hich has risen on heavy excursion days to no less than 20,000 to 26,000 passengers moved on one day. What the "Kyles of Bute" route is to the tourist public of Great Britain and Europe, the Niagara River Line is to the tourist public of America. Toronto has trebled its population and in great industrial enterprises is forging ahead of all other cities in Ontario. Niagara Falls, with its wonderfully increasing factories created by the concentration of the electric power in its mids

in the past, the prospects of

es were being written, h

sailed direct from the Niagara River and that the guiding minds of th

Montreal steamers had shortened their route, and had made Hamilton, for some t

of conditions on the river, and by energy and bold investment, had create

eated in their Annual Rates Meetings by the Railway Companies as the starting point of all "Sum

of the St. Lawrence system of river, lakes and rapids, and operating the longest continuous route of any Inland Navigation Company in the world. In all, this interval of years its old advertising heading of "Niagara to

all its existence, the Niagara Navigation Co. was formally transferred as a working enterprise in full operation to the Richelieu & Ontario Navigation Co. The directors of the company at this time and for several years previously were: President, Sir Edmund Osler; Vice-Presid

vigation on the Niagara River. With this is completed the century and this story of the early days of passenger movement on the river, and of

egun, and once again there is one Company and one Management under the Richelieu & Ontario N