THE MAPLE LEAF'S CANADIAN
HISTORY
By Gerald T Girvin
Perils in the Ice
Whitney's Ambrotype
An American Steamer.
It had become increasingly evident during 1854 that the
fate of the Bethune Company was sealed - there would be no alternative to
liquidating all assets and dissolving the company. In early 1855, rumors were
rampant that the remaining Bethune vessels were for sale. George Darling, the
Rochester agent, was the best informed in the American port and tried to arrange
Rochester financial backing to purchase the Maple Leaf.
In April 1854, the United States Congress had passed an act extending the
warehousing system, and designated six ports on the American
side of Lake Ontario and the St. Lawrence, including Rochester, where warehouses
could be established to receive bonded goods for the Canada trade. By this
arrangement, goods could be sold in bond on the same terms that they could be
purchased in New York or Boston, plus the cost of transportation. By the year's
end, Rochester merchants were engaging actively in this new form of commerce,
and during the winter months, when the steamers were laid up, the warehouses at
Charlotte were filling with merchandise.
The adoption of a reciprocity treaty with Canada in 1854 was another inducement
prompting the merchants and traders on both sides of the lake to get business
moving as soon as the ice had cleared from the ports. The Rochester Democrat
related that:
...it is a matter of considerable importance to the trade of
Canada that the running of the steamers on the lake should be resumed at an
early day.
So it was not surprising that an announcement was published as early as February
19, stating that the Maple Leaf would resume regular trips between Toronto and
Rochester "on or about the first of March." And the notice also included a
renewed promise that a daily line would be established about March 20, with the
Highlander making the alternate passages.61
But the late winter weather failed to cooperate with projected schedules. Ice
was still breaking up in the Genesee on March 10, as it was in Toronto Bay. The
Maple Leaf had been in the shipyard at Niagara for the winter for some routine
repairs. Plans to have the boat dispatched from Toronto had to be repeatedly
delayed, because the gales on the lake prevented her crossing from Niagara to
Toronto to begin her season. When she finally docked at Toronto on March 15, the
ice and snow were still too severe to permit her sailing out of the bay, let
alone landing at north shore ports.62
The Maple Leaf finally landed at Charlotte on Sunday afternoon, March 18, after
a very turbulent crossing from Cobourg, with some 40 passengers and a quantity
of peas. Having encountered rough seas out of Toronto, she was detained at Whitby for several hours, and was unable to land at Port Hope at all because of
shallow water. But she was widely welcomed in Rochester along with the "old
favorite," Captain Kerr and "our friend," George Schofield. On Monday, the
departure boat train arrived at Charlotte at 8 P.M., but the Maple Leaf was
confined to port by another severe gale, "while the mercury stood at a very low
point, and the wind cut like a knife." It was Wednesday morning before the lake
was quieted sufficiently to allow her to break lines for Cobourg.
On March 28, the Maple Leaf left Charlotte at her usual time, but when she got
only as far as Braddocks Point, Captain Kerr resolved "to put back rather than
go farther in the teeth of the gale," and returned to the Genesee. The Maple
Leaf embarked safely for Cobourg the next evening. Meanwhile, four large
steamers of the American Line were still in winter lay-up at Charlotte, bound up
in ice two and a half feet thick. When the Maple Leaf left again for Cobourg on
March 31, she encountered a strong head wind when about to enter Cobourg harbor,
and was forced to cross back over the lake and remain port-bound at Rochester
another three days.63
Promises of a daily line seemed to be coming to fulfillment when on the morning
of Friday, April 6, the Highlander under Captain Duncan McBride arrived at the
Genesee with a good number of passengers and a full freight. Service was
immediately increased to four trips per week, employing both steamers.64
Meanwhile, George Darling had not met with much success in soliciting Rochester
backing to purchase the Maple Leaf. The Rochester Union published an extended
discussion on the subject in two consecutive editions on April 9 and 10. It was
explained that the Ontario, Simcoe and Huron Railroad had been completed from
Toronto through to Collingwood on Georgian Bay, part of Lake Huron, and had a
fleet of steamers ready to make connections between Collingwood and Chicago and
other Great Lakes ports. The company, it was stated, was:
...seeking connections with the ports on the American shore of Lake Ontario and
the St. Lawrence.
It was added that "shrewd business men" in the other ports
were striving to attract the trade to their harbors. The Maple Leaf was for
sale, and Oswego interests had offered to purchase her,
...and make the southern landing at their wharves. Will the business men
of Rochester see these vessels taken from us to carry the trade that belongs to
us to Oswego?
And a challenge was offered:
Rochester has always been the place to which the trade of Canada came. Rochester
has never done her part to keep up a trade with Canada. What she has enjoyed of
that sort has come to her in spite of her indifference. Will she longer remain
indifferent?
The boats can be had at a reasonable price. They are now in commission ... but
they are bid for by a rival city and are for sale. Rochester must take them and
control them.
Referring to Bethune control, it was said that:
...the receipts of an inferior boat on the Rochester and Toronto route in a
single season have exceeded the enormous sum of $70,000, while the expenses
were only $24,000. The large margin (of profit) was wantonly or foolishly
wasted on steamboat schemes elsewhere, under foreign management, instead of
going to stockholders.
We trust we have said enough to arouse the attention of our business men to a
sense of their duty to themselves at this crisis. They must see that a suitable
steamboat connection is secured without delay. The two boats which are now
running on the route, are liable to be withdrawn without a moment's notice. If
they are sold, as has been contemplated, it will be a difficult matter to find
others on the Lake suitable to take the place they now occupy.65
The prodding was successful. Darling projected a new company, to be
incorporated in the State of New York, with a capital stock of $50,000, which
could be increased if necessary. It was fundamental that the company be
centered in Rochester and that the controling interest be held there as well.
The Rochester response came through with a swell. Some $30,000 in stock was
quickly sold in the city, and additional prospective buyers were plentiful. But
Darling had dealt with the Canadians in the north shore ports over the years,
and had enough business acumen to provide a place for them in the new
corporation, which would be depending on their cooperation in continuing a
successful trade. So he boarded the Maple Leaf with certificates in hand, and
sold another $20,000 in company stock to business men "in Toronto, Port Hope,
Cobourg and other Canadian towns."
By April 21, the Rochester Union was proud to relate that:
We are happy to announce that our business men have promptly responded to the
call made upon them to purchase the Canada line of steamers now running to this
port, and have taken $30,000 of the stock of the new company - sufficient to
give them a controlling interest. Mr. Darling yesterday completed the
subscription and went to Toronto to consummate the contract for the purchase of
the property. The Maple Leaf will be owned by the new company, and the
charter of the Highlander for two years.... The company will have no
interest in any other line of steamers, and their boats will be devoted
exclusively to the Toronto and Rochester trade -not to be withdrawn for British
mail or any other service, when other steamers shall be disabled or undergoing
repair. We congratulate our citizens on obtaining the control of a line of fine
steamers to be run between Rochester and the Canada ports.
Across the lake, the Toronto Globe was quick to react to the sharp criticism of
the Toronto management, and on April 25, related news of the new company and
referred to the Rochester promoters as "naive," a statement to which the Union
extended a speedy retort the following day.66
On Monday, April 30, daily service was finally inaugurated across the lake,
leaving Rochester at 8:30 A.M. every morning except Sunday, and on return
leaving Toronto daily at 10 A.M., calling at all the usual north shore ports,
but now adding regular calls at Colborne and Grafton. It was advertised that:
The above Steamers (MAPLE LEAF and HIGHLANDER) will connect at Cobourg with the
Railroad for Peterboro and with the Mail Line of Steamers for Kingston,
Ogdensburgh and Montreal, and at Toronto with the Steamer for Oakville,
Wellington Square and Hamilton.
Passengers for Kingston, Ogdensburgh or Montreal will find
this the best route, as well as the quickest, besides avoiding the necessity of
waiting till 12 o'clock midnight as they have to do by taking the American Line.
(American Line was a common epithet used for the vessels of the venerable
Ontario & St. Lawrence Steamboat Company.)
And in the news, it was reported that
"the Canada trade was never so brisk as now, and it is constantly increasing."
Small wonder that Rochester newspapers were outdoing themselves in heaping
praise on the new company being formed.67
On June 14, the summer arrangements were announced, noting that the steamers
would connect at Toronto:
...with trains on the Ontario, Simcoe and Huron Railroad, for Collingwood, Lake
Superior, Sault Ste. Marie, and Ports on Lake Michigan.
The Rochester promoters had succeeded in achieving a vital goal.68
The Lake Ontario International Steamboat Company formally came into being on the
evening of Wednesday, June 20, when all of the stockholders met in Rochester and
elected a Board of Directors and officers of the company. The following
Rochester men were elected directors: Elijah F. Smith, grocer; Mortimer F.
Reynolds, hardware dealer; George J. Whitney, merchant miller; Francis M.
Bromley, wool merchant; and William Rankin, shipping agent.
Probably the most renowned director elected was Captain James Van Cleve of
Lewiston, New York, one of the pioneers of steam navigation on Lake Ontario,
who first commanded the steamer United States in the 1830s. Van Cleve was a
promoter of the first propeller on the Great Lakes, the Vandalia, designed many
of the larger steamers of the 1840s and had been a director of the Ontario and
St. Lawrence Steamboat Company until his resignation in March 1855. Captain Van
Cleve's acceptance of a director's seat amounted to a patriarchal blessing on
the new company. Speaking of Van Cleve, the Union stated, "He does not often
engage in unprofitable enterprises."
In addition to the six Americans, three directors were chosen from the Canada
side of the lake: James Lambert of Cobourg; Andrew Wilson of Port Hope; and John
Smith, of Toronto. The Union added:
The Canada stockholders have long been acquainted with the operations of the
line and know well how to predict of the future business by the past.
The directors then chose Elijah F. Smith as President of the new company, A.
Karnes as Treasurer, and the dedicated George Darling as Secretary.
While for all practical purposes, the new company had controlled the line for
some weeks, the date of July 1 was set for the formal commencement of
operations. The Directors:
...appointed a committee to go to Toronto and see to
the execution of the necessary papers by which the interest of D. Bethune and
Company will be transferred to the Lake Ontario International Steamboat Company
on the 1st proximo69
The Maple Leaf was purchased from the Bethune Company for
$50,000. She had been built four years earlier at a cost of about $70,000. Early
in 1854, Canadian shipping underwriters had appraised the Maple Leaf for
£11,000, an equivalent of about $44,000. But she had had new engine components
installed after that appraisal as well as some structural refurbishing over the
winter. So the $50,000 price did not seem in any manner unreasonable.
The company also bought out the charter for the Highlander, which was
transferred to the Rochester proprietors at the same rate as paid by the Bethune
Company, $7,000 per year. It was "considered by steamboat men a bargain."70
Captain Robert Kerr was asked to remain in command of the Maple Leaf and Captain
Duncan McBride the Highlander. Crews on the steamers had been composed of both
Canadian and American seamen, as well as a number of immigrant seafarers, and
no major crew changes would be necessary.
In an effort to protect the fledgling American shipbuilding industry from
foreign competition, the United States Congress had enacted legislation
forbidding any vessel built outside the country to be registered or "enrolled"
in an American port without a special act of Congress. Hence it was impossible
for the new owners to enroll the Maple Leaf in the Rochester Customs District.
But her Home Port or "Port of Hail" was changed to Rochester -Rochester would
henceforth be the source of all her supplies and outfitting, and the location
of her maintenance and her winter lay-up. Maple Leaf was now a Rochester based
steamer.71
The company had a very successful first summer season. The Maple Leaf and
Highlander kept to the daily service across the lake and never missed a
departure or arrival. The Maple Leaf was always the boat free in Rochester on
Sunday and was often engaged in pleasure excursions on the lake. Business was
brisk - the decks were usually crowded with passengers and the vessels did a
profitable freight business.
In late October, service was reduced to four trips per week, as the season was
winding down. On December4, the Highlander was tied up at the Charlotte dock for
the winter. The Maple Leaf continued in service, making semi-weekly trips for
another few weeks, when she tied up at the dock on the west bank of the Genesee
in front of the Highlander, and put out her fires for the winter.72
Perils in the Ice.
During the winter of 1855-56, the company had its first
opportunity to accomplish some serious refurbishing of the steamers while they
were in lay-up. Directly opposite their Charlotte moorings on the west bank of
the river was the Rogers shipyard on the east side of the Genesee. It was
staffed by master shipwrights, carpenters, joiners and painters. The
craftsmen were readily available. The Highlander was "thoroughly
repaired" and prepared to go out in the spring "in capital order." The
company-owned Maple Leaf was given a similar interior conditioning, but
also a completely new exterior painting, to project a new and bright image for
her owners. Because exterior painting of the Maple Leaf could not begin
until warmer weather in the spring, it was decided to open navigation with the
Highlander, to be joined later by the Maple Leaf, providing a daily line.
By the beginning of March, the ice had
cleared in the river and it was first announced that the Highlander would leave
for Toronto on March 17, However the ice still moving in the lake presented an
unexpected problem. On March 10, the Union reported that:
... never in the memory of men was there so much ice on Lake
Ontario as at present ... a small space of open blue water is observable at
the end of the pier, beyond which nothing can be seen but a field of ice.
Navigation was postponed until March 24 for the Highlander, but she was not able
to actually leave until the morning of Sunday, March 30, And Mr. Darling waited
in Rochester for the telegram to come from Toronto announcing the safe arrival
of the boat in Canada.73
It took an unusually long time for the paint to dry on the Maple Leaf, and her
announced departure on April 1 did not actually take place until Monday, April
21. She left Charlotte at 8 A.M., after the arrival of the boat train, and
crossed the lake to Cobourg and the other Canadian ports, She left again on her
second trip on Wednesday, but during her crossing, a considerable quantity of
ice moved down the lake, and on her return to the Genesee, it took until Friday
morning to work her way into the harbor. The drift ice on the lake persisted
into early May before it cleared completely. As late as May 9, it was stated
that:
... the east wind has driven much of the ice up the Lake and the steamers
continue to experience much difficulty in getting through.
But both boats did their best to complete their trips even through thick ice
fields, in an effort to try to reduce the huge quantity of freight backed up at
Charlotte awaiting shipment.74
While most of the steamers on Lake Ontario were content with
tying up at way ports and waiting out the ice, the Maple Leaf and Highlander
gallantly ploughed through it - to the glowing admiration of the press on both
shores - but not without a toll on the vessels themselves. The Highlander had
sustained damage to her side-wheels more than once and was repaired in the
Charlotte shipyard. The Maple Leaf, however, had not only suffered side-wheel
damage, but had her hull somewhat battered as well, and needed to be taken out
of the water for repairs. There was no dry dock yet at Charlotte, so the Maple
Leaf was taken down to Odgensburg on May 12, and hauled out on the marine
railway on the Oswegatchie River.
After being thoroughly repaired and "put in capital order," she came back up the
St. Lawrence on May 22 and was reported to have traveled at 18 miles per hour on
the lake trip from Kingston to Rochester. The Union said glowingly, "she will be
hard to beat."75
Whitney's Ambrotype.
The summer of 1856 continued at the pace set in the
spring. In addition to daily trips by both steamers with full loads of
passengers and as much freight as the vessels could carry, both boats were
booked with as many excursions as their schedules would allow. On July 4, each
steamer made four excursions of about 20 miles out on the lake. A "good band"
was on board each boat, "affording an opportunity to those wishing to join in
the merry dance on the blue waters of Lake Ontario." The trains left the city
depot for the lake every half hour.
The hulls of wooden vessels on fresh water had always been especially
susceptible to dry rot. Some old shipbuilders had a practice of packing rock
salt in the keels of wooden ships when they were built. The development of
iron-hulled boats on the lakes in the 1840s helped to alleviate the problem, but
wooden life boats positioned on dry sunny boat decks were particularly
vulnerable.
The Lake Ontario International Steamboat Company decided to equip the Maple Leaf
and Highlander with "Francis metallic life-boats and an abundant supply of
excellent life-preservers" to assure the passengers of the highest level of
safety available. These were "in addition to the boats now carried by the
steamers." The safety record of the cross-lake service was emphasized, pointing
out that there had never been a loss of a single life on the route throughout
its long history, nor in the sailing careers of either Captain Kerr or Captain
McBride.77
In November the company announced that they were considering running at least
one vessel throughout the winter. The Union had its own suggestion:
Such a steamer as the Maple Leaf, with her upper cabins removed, could cross the
Lake in almost any storm of winter in safety, and with plenty of fuel always on
board, might find shelter at either extreme of the Lake in case access to port
was debarred by snow squalls or ice.
In light of the total experience of Great Lakes marine history, it was indeed
fortunate that the company abandoned the idea in favor of wisdom and prudence.78
The 1856 season had been most successful for the company. The line was "in
excellent condition and...doing a prosperous business." The directors met in
Rochester on November 22 to review the season's trade and to transact new
business. "A dividend of 33 1/3 per cent on the net earnings of the boats ...
was declared." And the Union added:
"We congratulate... this company upon the successful
management of
its affairs the past season. Few, if
any, steamers on the Lakes have
paid such dividends."79
CW 2/21/05