sisted of the fine upper cabin steamers "Cataract," "Bay State," "Ontario," and "Northerner."
The "New Through Line," a Canadian organization, was comprised of six steamers: the "Maple Leaf," "Arabian," "New Era," "Champion," "Highlander," "Mayflower." The route they followed was: "Leave Hamilton 7 a.m.; leave Lewiston and Queenston about half past 8 p.m., calling at all north shore Ontario ports between Darlington and Prescott to Ogdensburgh and Montreal without transhipment. Returning via the north shore to Toronto and Hamilton direct." The through time down to Montreal was stated in the advertisement to be "from Hamilton 33 hours, from the Niagara River 25 hours."
A good instance of the frequency of the entrances of the steamers into the harbours is afforded by an amusing suggestion which was in 1851, made by Captain Hugh Richardson, who had become Harbour Master at Toronto.
The steamers running into the port seem to have called sometimes at one dock first, sometimes at another, according, probably, to the freight which may have been on board to be delivered. Much trouble was thus caused to cabmen and citizens running up and down the water front from one dock to another.[Pg 38]
The captain, whose views with respect to the flying, and the distinctive meanings, of flags, we have already seen, proposed that all vessels when entering the harbour should designate the dock at which they intended to stop by the Following signals:--
For Gorrie's Wharf--Union Jack at Bowsprit end. For Browne's Wharf--Union Jack at Masthead. For Maitland's Wharf--Union Jack at Staff aft. For Tinnings Wharf--Union Jack in fore rigging.
For Helliwells Wharf--Union Jack over wheel-house.
It is to be remembered that in those days the "Western" was the only entrance to the harbour and Front Street without any buildings on its south side, followed the line of the high bank above the water so that the signals on the steamers could be easily seen by all. The proposal was publicly endorsed by the Mayor, Mr. J. G. Bowes, but there is no record of its having been adopted.
In 1853 there was built at Niagara for Mr. Oliver T. Macklem the steamer "Zimmerman," certainly the finest and reputed to be the fastest steamer which up to that time sailed the river. She was named after Mr. Samuel Zimmerman, the railway magnate, and ran
in connection with the Erie and Ontario Railway from Fort Erie to Niagara, which he had promoted, and was sailed by Captain D.
Milloy.
In this same year there was sailed regularly from Niagara another iron steamer, the "Peerless," owned by Captain Dick and Andrew Heron, of Niagara. This steamer was first put together at Dunbarton, Scotland, then taken apart, and the pieces (said to be five thousand in number) sent out to Canada, and put together again at the Niagara dockyard. These two steamers thereafter divided the services in competition on the Niagara Route to Toronto.[Pg 39]
These years were the zenith period for steamboating on Lake Ontario and the Niagara River, a constant succession of steamers passing to and fro between the ports. Progress in the Western States and in Upper Canada had been unexampled. Expansion in every line of business was active, population fast coming in, and the construction of railways, which was then being begun, creating large expenditures and distribution of money. The steamers on the water were then the only method for speedy travel, so their accommodation was in fullest use, and their earnings at the largest.
The stage routes around the shores of the lakes in those days were tedious and trying in summer, and in winter accompanied by privations. The services of the steamers in the winter were greatly appreciated and maintained with the utmost vigour every year, particularly for the carriage of mails between Toronto, Niagara, Queenston and Lewiston, for which the steamer received in winter PS3 for each actual running day, and between Toronto and Hamilton, for which the recompense was PS2 for service per day performed.
In 1851 the Chief Justice Robinson is recorded (Gordon's Letter Books) as having run on the Niagara River during 11 months of the year. The remaining portion, while she was refitting, was filled by the second City of Toronto.
It is mentioned that at one time she went to Oswego to be hauled out on the marine cradle there at a charge of 25 cents per ton. In 1852-53 the services were performed by the same steamers. In 1854 the Peerless made two trips daily during ten months, the
Chief Justice Robinson taking the balance of this service and also filling in during the other[Pg 40] months, with the second City of
Toronto on the Hamilton Route.
32
The winter service to the Niagara River for 1855 was commenced by the Chief Justice Robinson on 1st January, the steamer crossing the lake on 22 days in that month. February was somewhat interrupted by ice, but the full service between the shores was performed on 23 days in the month of March.
So soon as the inner water in the harbour of Toronto was frozen up all these services were performed from the outer extremity of
the Queen's Wharf, and in the mid-winter months mostly from the edges of the ice further out, the sleighs driving out alongside with their passengers and freight. It seems difficult for us, in these days of luxury in travel, to comprehend the difficulties under which the early travellers laboured and thrived.
There was a wonderful and final exploit in the winter business of the Niagara River Route.
The "Niagara Falls and Ontario Railway" was opened as far as Lewiston in 1854 and by its connection at the Falls with the New
York Central Railway brought during its first winter of 1854-55 great activity to the Niagara steamers.
The Crimean War was in progress and food products for the armies in the field were being eagerly sought from all places of world-supply and from America. Shipments were accordingly sought from Upper Canada. In summer the route would be by the Erie Canal to Albany or by the St. Lawrence and Montreal, but both routes were closed in winter.
The New York Central had been connected as a complete rail route as far as Albany, where, as there was no bridge across the Hudson, transportation was made by a ferry to the Hudson River Railroad, on the opposite shore for New York, or to the Western Railroad for Boston.
The WILLIAM IV. 1832.
From the "Landmarks of Toronto." page 30
The CHIEF JUSTICE ROBINSON. 1841. From the "Landmarks of Toronto." page 84 [Pg 41]
There was, at that time, no railroad around the head of Lake Ontario so a Freight Route by steamer across the lake was opened to
Lewiston, from where rail connection could be made to the Atlantic.
In January, 1855, large shipments of flour made from Upper Canada mills along the north shore of Lake Ontario began to be collected. The enterprising agent of the Peerless (Mr. L. B. Gordon) wrote to the Central that he hoped to "make the consignment up to 10,000 barrels before the canal and river opens." This being a reference to the competing all-water route via the Erie Canal and Hudson River.
The first winter shipment of a consignment of 3,400 barrels was begun by the Chief Justice Robinson from the Queen's Wharf on
17th January.
The through rates of freight, as recorded in Mr. Gordon's books, are in these modern days of low rates, remarkable. Not the less interesting are the proportions accepted by each of the carriers concerned for their portion of the service, which were as follows:
Flour, per barrel, Toronto to New York--
Steamer--Queen's Wharf to Lewiston 12-1/2c
Wharfage and teaming (Cornell) 6
New York Central, Lewiston to Albany 60
Ferry at Albany 3
Hudson River Railroad to New York 37-1/2
----
Through to New York $1.19
What would the Railway Commissioners and the public of the present think of such rates![Pg 42]
The shipments were largely from the products of the mills at the Credit, Oakville, Brampton, Esquesing, and