TORONTO: The Musson Book Company Limited COPYRIGHTED IN CANADA 1913...

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

This narrative is not, nor does it purport to be one of general navigation upon Lake Ontario, but solely of the vessels and steamers which plyed during its century to the ports of the Niagara River, and particularly of the rise of the Niagara Navigation Co., to which it is largely devoted. Considerable detail has, however been given to the history of the steamers "Frontenac" and "Ontario" because the latter has hitherto been reported to have been the first to be launched, and the credit of being

Chap. I.—The First Eras of Canoe and Sail 9 Chap. II.—The First Steamboats on the River and Lake Ontario 17 Chap. III.—More Steamboats and Early Water Routes. The River the Centre of Through Travel East and West. 25 Chap. IV.—Expansion and Decline of Traffic on the River. A Final Flash, and a Move to the North 36 Chap. V.—On the Upper Lakes With the Wolseley Expedition and Lord Dufferin 47 Chap. VI.—A Novel Idea and a New Venture. Buffalo in Sailing Ship Days. A Risky Passage 58 Chap. VII.—Down

Since ever the changes of season have come, when grasses grow green, and open waters flow, the courses of the Niagara River, above and below the great Falls, have been the central route, for voyaging between the far inland countries on this continent, and the waters of the Atlantic shores. Here the Indian of prehistoric days, unmolested by the intruding white, roamed at will in migration from one of his hunting-grounds to another, making his portage and passing in his canoe between Lake Erie and

The era of steamboating had now arrived. The Clermont , built by Robert Fulton, and furnished with English engines by Boulton & Watts, of Birmingham, had made her first trip on the Hudson from New York to Albany in August, 1807, and was afterwards continuing to run on the river. In 1809 the Accommodation , built by the Hon. John Molson at Montreal, and fitted with engines made in that city, was running successfully between Montreal and Quebec, being the first steamer on the St. Lawrence

The Frontenac was followed by the Queen Charlotte , built in the same yards at Finkle's Point, by Teabout and Chapman, and launched on 22nd April, 1818, for H. Gildersleeve, the progenitor of that family which has ever since been foremost in the ranks of steamboating in Canada. He sailed her for twenty years as captain and purser, her first route being a round trip every ten days between Kingston, York and Queenston. The passage rates at this time were from Kingston to York and Niagara £3 ($12.0

During this decade the Niagara River was more increasingly traversed by many steamers, and became the main line of travel between the Western and Centre States by steamer to Buffalo, and thence, via the Niagara River to Boston and New York via Ogdensburg and Albany, or by Montreal and Lake Champlain to the Hudson. Lewiston had become a place of much importance, being the transhipping point for a great through freighting business. Until the opening of the Erie Canal all the salt used in the Weste

The way having been opened by the Algoma between Georgian Bay and the Sault, with sundry extra trips beyond, N. Milloy & Co., of Niagara, brought up from Halifax, in 1868, the even then celebrated steamer Chicora to increase the service to Lake Superior. No finer steamer was there on the Upper Lakes than the Chicora , and none whether American or Canadian, that could approach her in speed; she could trail out a tow line to any competitor. She had arrived opportunely and had greatly incre

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

The barges with the "guards" on them had been sent down through the canal as soon as they had crossed the lake, and were now safely moored at the Ontario level in the outer harbour at Port Dalhousie, there to await the arrival of the united boat. The men in charge returning up the canal to join the main expedition. Starting from Port Colborne, the two parts of the steamer were separated to go down the canal. The bow part was kept in the lead, but both as near one another as possible, so that the

On the south side of Lake Ontario, opposite Toronto, is the Niagara Portal, where the mouth of the Niagara River, with high banks on either hand, makes its entrance into the lake, forming the only uninterrupted deep water harbour on that shore. Here the rapid waters, outfall of all the gatherings of the inland Upper Lakes, pour out in fullest volume, enabling entrance even in winter, when all other harbours are closed in the grasp of ice. It is worthy of its mighty source, the product of the gre

The work of preparation had been completed and we drifted down to record the opening day of our first season. Our hats were in the ring. A complimentary excursion to Niagara, leaving at 2.30 p.m., was given by the company on May 10th to a large list of guests, an introduction of the steamer which was much appreciated and approved. The boat race in Toronto Bay between Hanlan and Ross on 15th May was availed of for an excursion to view the race. We were still solving the problems on the Niagara Ri

During the winter of 1878-79, changes came. The City of Toronto had tired of her partner. The railway companies had recognised the value to their route of the steamer of the Niagara Navigation Company, and the ability of its organizers to promote additional business. Thus in the new negotiation the Rothesay was dropped by the City and the line for 1879 was to be the City of Toronto and the Chicora . We had lost money but had won our way into the route. To enable obligations to be fulfilled monie

The Chicora opened the season of 1881 on May 21st, connections being made with both Canada Southern, and New York Central Railways. During this season the first "Niagara Camp" was held. On the 5th of June, the Chicora took over on the morning trip the Toronto Field Battery, Mayor Gray, Lieut. Beatty, Surgeon McDonald, sixty-five non-commission officers and men, twenty-seven horses, four guns and five companies of the 31st Battalion, Col. Brown, Major Cameron, Capt. and Adjt. Pollard and Surgeon

The original terminus of the Lewiston branch, after it had emerged from the cuttings in the Gorge, was at the upper end 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 Central began again to consider the advisability of extending their rails so that the trains might be brought to the steamer's side. This location had been a relic from the earliest travelling days. The rills of travel from all parts of the West converg

After decisions had been made it still took some time for the arranging of tenders and completion of contracts. During this wait we whiled away the time by seeing football played in seas of mud, and half lost in fogs, women by the thousands with heads uncovered except when they pulled their shawls over them, and children innumerable with feet entirely bare. Poor kiddies how they suffered when on one day there was a fall of snow. Such snow, damp, heavy clots, which moistened as they touched anyth

During 1889 we had the pleasure of a visit from Captain George B. Boynton, the former owner of Chicora in her blockade running days, who was delighted to renew acquaintance 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 permission of the publisher from his narrative as afterwards contained [5] under the heading "Looking for Trouble." Copyright, 1911, by Adventure Magazine , the Ridgway Co

No wonder that after his recital of her prowess, much as we had esteemed the bonnie ship, we now thought all the more of her, for as ill the times of her previous owners, so now in ours, there appeared to be a sort of living 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 to all vessels being spoken of in the feminine, and famil

With three "Line" steamers and five trips a day, the route kept on steadily developing, the service being attractive, and the line kept well before the public, but the season's traffic produced nothing of particular notice. During 1895 came a set-back, and unfortunate loss, by Cibola taking fire one night when lying alongside the dock at Lewiston. The upper works were entirely burned off and the hull, having been set adrift, floated down the river as far as Youngstown, where it was secured and b

Under virile management the business on the route kept fast increasing and it became evident that more accommodation should be supplied even before it might become absolutely necessary. It was therefore determined to build another 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. Angstrom was again engaged to prepare the designs