Saskatoon Normal School ~ Education is the movement from darkness to light.

Naturally Fresh ~ Spring Lilac by Julia Adamson

Education is the movement from darkness to light.

The Saskatoon Normal School (1912-1953)

The Saskatoon Teachers’ College (1953-1964)

University of Saskatchewan ~ Avenue A Campus (1964-1970)

University of Saskatchewan College of Education (1927-present)

Saskatoon Normal School Building (now E.A. Davies Building)

“Undoubtedly there should be a very close relation between the kind of training pursued in a Normal School and the philosophy of education upon which the institution is based. Bismarck is reported to have said, “What you would have appear in the life of the nation, you must first put in your schools.” Might I add that what you would have appear in the life of your pupils, you must first put into your teachers.” ~ Mr. R. W. Asselstine, Principal of the Normal School, Saskatoon The Normal School’s standard yearbook – The light. 1931-1932

The historical account of certifying teachers in Saskatoon has grown and developed over the course of the last century. Teacher training began where classrooms and instructors were available, and the first permanent building for teacher training, the Saskatoon Normal School, was opened in 1923. Saskatchewan saw rapid growth and expansion in the early 1900s. Pioneering homestead families with young children created a dire demand for teachers in communities.

Saskatchewan’s pioneer slogan, “A new school every day for twenty years,” is paralleled by the need to staff these new schools. To keep these schools open, the Department of Education desperately required teachers.

From these humble beginnings teacher training programs were developed and refined. The one room school house gave way to the consolidated school. Classrooms and educational trends diversified to meet the changes in society through the twentieth century and into the twenty first. From the early beginnings when the Normal Schools provided teacher training, now the College of Education maintains a professional academic curricula on the University of Saskatchewan campus in Saskatoon.

During these early years of settlement in the Northwest Territories trained teachers were recruited from overseas, and eastern Canada normal schools. When there was no teacher available, local pioneer residents with education were requested to provide education services in public school classes.

Fledgling school districts relied upon their school inspectors to aid them in procuring a teacher. Additionally, in the late 1800s and early 1900s the community could place a request for a teacher who could provide instruction in a foreign language.

Union schools provided early teacher education classes. “The first such classes were offered as “The Science of Teaching” and “School Law”” ^Horseman Under the 1888 Ordinance of the Northwest Territories, classes were provided wherever there was a two room union school and ten or more pupils desiring teacher training relates Ken Horseman in his article written for the Encyclopedia of Saskatchewan. Teaching inspectors were called upon to provide teacher training, and early union schools in Estevan, Moose Jaw, Moosomin, Prince Albert, Regina, Saskatoon, Yorkton, and Weyburn offered classes to obtain a third class teaching certificate.

“A teacher affects eternity; he can never tell where his influence stops.” said G.R. Anderson, Principal of the Normal School, quoting Henry Brooks Adams. “

^{Saskatoon Star-Phoenix. June 20, 1946.}

The early history of the city of Saskatoon began when the scouts for the Temperance Colony Settlement arrived on the shores of the South Saskatchewan River in 1881. Colonists from eastern Canada began settling in 1883. The first permanent school was ready by 1887, and was known as the “Little Stone School”, though classes had begun in temporary locations as early as 1884. This was the beginnings of the village of Saskatoon.

In 1891, the Qu’Appelle, Long Lake and Saskatchewan Railway Company bridge and railway station on the west side of the river saw the start of a settlement across the river from the original Temperance Colony Settlement. In 1901, this growing community was large enough to incorporate as a village, and took the name Saskatoon. The pioneers on the east side changed the name of their settlement to Nutana.

Another group of pioneers settled down also on the west side of the South Saskatchewan River, but across the tracks from the village of Saskatoon. This new community incorporated as Riversdale.

By 1896, 258 students were taking Normal School classes in the Northwest Territories, and the first official Normal School was established at Alexandra School on Hamilton Street (the Red School) in Regina, provisional district of Assiniboia, Northwest Territories. Teaching classes moved out of the Regina Union School on Hamilton Street and 11th Avenue (the White School) at this time.

“The purpose of the Teacher Training College is to afford opportunity, both theoretical and practical, for the training of teachers, of both sexes, for kindergartens and elementary schools and secondary schools, of principals, supervisors, and superintendents of schools, and of specialists in various branches of school work, involving normal schools and colleges” ~New York’s Teachers College, 1888, later the Columbia University, 1893

The number of public schools established by the turn of the century was 574 which were served by 592 teachers. According to Statistics Canada, the population of The Territories was booming, growing from 56,446 persons in 1881 to 66,799 in 1891, and more than doubling to 158,940 by 1901.

In 1905, there were 869 school districts in operation according to Ronald A. Manzer. It was in this self same year, on September 1, that Saskatchewan became a province. Until this date, Saskatoon lay within the provisional district of Saskatchewan, in the Northwest Territories.

The growing communities of Saskatoon, Riversdale and Nutana merged together as the city of Saskatoon in 1906. It was during this year, that the number of schools in the province nearly doubled since 1900 coming to a total of 942 schools in existence, with 1,193 teachers serving these schools.

Saskatoon was chosen as the site for the University of Saskatchewan in 1909. The initial buildings were contracted out in 1910, the College Building, Saskatchewan Hall student’s residence, Agricultural Engineering, Stock Pavilion, barn and Poultry Science building.

In 1909, Deputy Minister of Education, W.P. Bate published an article in The Daily Phoenix (Saskatoon’s Newspaper) urging students to send in their applications if they desire training at a Normal School in Saskatoon. Applications were received, however the number was below the needed ten applications to warrant local sessions.

In the early years of the twentieth century, Saskatchewan would boast that new schools were forming at the rate of one for every day of the year ( not including Sundays and holidays ). 1909 figures showed 1,958 public school districts serving the province, with an additional 31 Roman Catholic Public school districts, twelve Roman Catholic Separate School districts, and two Protestant Separate schools. These numbers rose in the 1910 school year, in 1911, there were 2,251 school districts in the province of Saskatchewan served by a corresponding increase in teachers who now number 2,973.

There was a tendency of the one room school house to expand. Communities rebuilt older schools or moved in additions forming two room union schools or three room consolidated schools. The number of schools in the province climbed to 2,468 school districts by June of that same year. The growth and prosperity of the province showed the rise in population which was seconded by the increase in school districts needed by the burgeoning population. Such an increase in population and the education of its children demanded, as well, an increase in the numbers of teachers available.

The population of Saskatchewan was mainly of a rural nature, Statistics Canada recording 73,739 persons residing rurally in 1901, and 361,067 by 1911 increasing 390%. The urban population increased from 17,550 persons to 131,365 an increase of 649 per cent. The population of Saskatchewan had an increase in population of 401,153 or 439 percent jumping from about 91,279 in 1901 to 492,232 by 1911. (Saskatchewan populations were estimated for 1901 when it was part of the Northwest Territories.)

Saskatoon Collegiate Institute (later known as the Nutana Collegiate)

In the years 1912-1913, the Normal School rented rooms from the Saskatoon Collegiate Institute (later known as the Nutana Collegiate) for classes, this was a temporary location. On August 20, 1912, the Saskatoon Normal School began, with twelve second class student teachers and fifty third class students. In 1912, the University of Saskatchewan also rented rooms from on the third flow of the Saskatoon Collegiate Institute.

In 1913, Dr. J.A. Sneel presided as principal of the Saskatoon Normal School.^{On Campus News}  A.J. Mather was principal of the Saskatoon Collegiate Institute between 1908-1915, followed by A.J. Pyke. The Saskatoon Collegiate was erected in 1910, and gave up the name Saskatoon Collegiate when Bedford Road Collegiate was constructed in 1923 on the “Saskatoon side” or west side of the South Saskatchewan River according to Eric O. Burt. 55 students from were enrolled for the first session held between August to October, 1912. During this time, President Murray of the University of Saskatchewan provided lectures on the philosophy of education, and Normal School students attended lectures offered to the agricultural students at the U of S as well.

“There is one thing lacking in this country … I would like to see some way to make the teaching profession a real profession – a profession that a man or a woman can spend his or her life at – giving sufficient returns for the labor and brains demanded, and the time and money spent in preparation for it – carrying with it the honor that attaches to other professions, not the mere unwritten honour of work well done, but something tangible and recognized.

” ~ Chief Justice Haultain May 31, 1913. ^{Bocking. 1979.}

Buena Vista School

When Buena Vista School opened 1913-1914, the Normal School rented four rooms and relocated to this location in 1914 for two years. The Saskatoon Normal School began as did the Regina Normal School utitlizing temporary locations until a permanent building could be built. It was May 30, 1913 when the cornerstone was laid by Haultain for the permanent location of the Regina Normal School on College Avenue and Broad Street, Regina. It would be another ten years before the Saskatoon Normal School held classes in the Saskatoon Normal School building.

Construction began in 1914 on Student’s Residence No. 2 in the University Campus. When the building was completed by 1916, it received the name “Qu’Appelle Hall.” The University of Saskatchewan converted dormitory rooms on the first floor to house the Saskatoon Normal School. Classes commenced in the new location in 1916.

By 1916, the minimum number of persons applying for normal class rose from ten students to 25 persons who indicated a desire to attend third class school sessions. Only fifty students were to be accepted for third class classes in Regina and Saskatoon, however first and second class sessions were also offered in both Provincial Normal Schools in Regina and Saskatoon.

St. Thomas Presbyterian church now St. Thomas Wesley United Church.

Classes for the Saskatoon Normal School moved again in 1919, St. Mary’s separate school, and St. Thomas Presbyterian Church provided space for classrooms. St. Thomas Presbyterian church was constructed at the intersection of Avenue H and 20th Street in 1908, and expanded in the fall of 1911. In 1934, the Riverside Methodist Church on Avenue G and 19th Street (later named Wesley Methodist Church) and the St. Thomas Presbyterian Church both united and became known as St. Thomas Wesley United Church. St. Mary’s Community School, now demolished, was designed by David Webster in a Collegiate style in 1913.

St. Mary’s Separate School

If 25 students submitted applications for Third Class sessions, then centers at Regina, Saskatoon, Yorkton, Estevan, Prince Albert, Moosomin, Weyburn, Swift Current, North Battleford and Moose Jaw would establish classes for teacher training in addition to classes held at the Saskatoon and Regina Normal Schools. This was a change from the earlier minimum of ten students required to mandate a class at a Union or Normal school.

In 1919 discussions arose to the permanent location of the Normal School site, whether the teacher training school should be located on the University of Saskatchewan campus grounds or elsewhere. Discussions ensued between Walter C. Murray (President of the University of Saskatchewan 1908-1937), the Government of Saskatchewan Department of Education, University of Saskatchewan architect David Brown, Saskatoon Normal School board trustees especially Dr. J.L. Hogg, and Dr. George M. Weir Principal of the (Saskatoon Normal School 1918-1924).

The first option offered on the University campus consisted of four acres, however, ten acres were requested by the Saskatoon Normal School. At this same time, the University of Saskatchewan was considering requests by the government for a tuberculosis sanatorium and a School for the Deaf.

By the spring of the following year, 1920, the decision was made after consideration of several sites, to construct the Saskatoon Normal School of brick and Bedford stone in the gothic architectural stylings overlooking the west side of Saskatoon atop the hill on Avenue A North.

While the Saskatoon Normal School building was under construction, the teacher training sessions were held at St. Paul’s school on 22nd Street. St. Paul’s School had constructed a temporary building on the corner of 22nd street and 4th avenue in 1913 which was replaced by a permanent building in 1926. Prior to this, St. Paul’s school held classes in St. Paul’s church basement which had served since 1911.

Saskatoon Normal School Building (now E.A. Davies Building)


The Saskatchewan provincial population continued to swell, reaching 757,510 by the time of the 1921 census count showing an increase of 265,078 persons since 1911, or 54 per cent growth. At this time, there were 538,552 persons residing rurally in Saskatchewan compared to 218,958 in urban centres. This represented an increase of 49 per cent in the rural population since 1911 and showed 66 per cent in urban growth.

It was February 12, 1923 when the Provincial Normal School was officially opened in Saskatoon. The cornerstone was laid on May 24, 1921 by Lieutenant Governor, The Honorable H. Newland following architectural plans drawn up by the provincial architect, Maurice W. Sharon. The Saskatoon Normal School was one of the projects undertaken by Saskatoon architect David Webster under the supervision of Sharon. The building opened March 1922 at 1030 Avenue A North (now known as Idylwyld Drive North).

Dr. George M. Weir, principal of the Saskatoon Normal School between 1918 and 1924, went on to become the “first professor of education at the University of British Columbia, first director of the UBC Department (later School) of Education, and co-author of Survey of the School System.”^{Lord p. 8}

The provincial normal schools sought to increase the understanding the realities of rural life and teaching in a rural setting. To this end, Normal School students were offered opportunities to practice teaching under the watchful eye of their fellow normal school classmates and instructors. Weir was followed by Dr. J.S. Huff as principal of the Saskatoon Normal School, for a time period between about 1924-1927 which was actually Dr. Huff’s second term as Normal School principal.

Table Showing Number of Pupils, Teachers and Schools 1904-1920 in Saskatchewan, Canada

Student enrollment during the 1923 school term showed 404 student teachers at Regina Normal School and 335 enrolled in the Saskatoon Normal School. This trend of a higher student teacher population in the southern portion of the province continued in 1924 with 466 student teachers enrolled in the Regina Normal School, with 381 in Saskatoon. The Saskatchewan Correspondence School arose in 1925 to offer classes for secondary schooling supplementing the province’s seven initial collegiate institutes.

“The purpose of education is to fit the soul of the child. No system of education can give an education to a child. He must get it for himself. All we can do is to provide the facilities for so doing and we never must lose sight of this fact; that the purpose of education is not to make people farmers or mechanics, not to keep them in any particular walk of life. The objective is to see the boy and girl gets the facilities for the development of his moral nature, intelligence and physical nature. Let him develop his intelligence so he may know; give him the moral training so that he can do properly; house that spirit in a body that is clean and sound. This is just as good for the non-English speaking people as it is for the English speaking people.” ~ Honourable S. J. Latta Minister of Education The Morning Leader. Jan. 15, 1926.

The large number of students applying to the Normal School for admission resulted in additional criteria for acceptance and a higher competitive admission standard. To be accepted in 1926, students applying for classes must submit diplomas and certificates from Saskatchewan institutions attesting to their standing. The Moose Jaw, Weyburn, Estevan, Moosomin, Yorkton, and Prince Albert centers were to provide special sessions for third class teacher training if there are a minimum 25 students registering at each local rural center. In 1927, the Moose Jaw Normal School opened for teacher training sessions.

The staffing at the normal school consisted of permanent teachers along with school inspectors during the winter months. The school inspectors brought practical lessons and how to overcome problems faced directly in the country school. Serving at the Normal school, the inspectors kept in touch with the latest advances in education which they shared on their visits to the one room school districts. Following Dr. Huff, Principal Joseph A. Snell, M.A. LL.D. was appointed the principal of the Saskatoon Normal School serving the years around 1927 and 1929.

“I am not properly qualified to advise farmers as to the education of their sons, but being country born and bred I sometimes date to think what I should like my school education in the country to be if I had the privilege of living my life over again….I should like that there should come to me a leader or teacher – call him or her what you will – who could lift me out of my littleness, my narrowness of vision, my wrong conceptions, my crudeness in thought and manner, and make me able to appreciate the true, the beautiful and the good, make me able to understand the beauty and opportunity in my own environment and, above all, anxious to live and serve with the great and good of all time as my models and inspiration. I should not care to hear about crops and stock and poultry all day long. Virtue is more to be desired that prize stock and a happy home than a good bank balance. ” ~ A farmer’s letter quoted by the Honourable S. J. Latta Minister of Education The Morning Leader. Jan. 15, 1926.

According to Karen Briere, “the College of Education with practice schools became a realty in 1927 when a School of Education was established under the College of Arts and Sciences.” In 1928, the University of Saskatchewan established the College of Education. The Saskatoon Normal School remained under the jurisdiction of the provincial Department of Education.

Mr. R. W. Asseltine as the Principal of the Saskatoon Normal School was quoted for his memorable speeches during his tenure 1930-1934. Saskatchewan recorded a growth in population in the decade 1921-1931 of 24.33 per cent reaching a population count of 921,785. The rural population was enumerated at 630,880 persons, with the urban centres at 290,905, over this decade, the rural areas showed a growth of 17% and the urban centres of 33%. Over the year of 1928, there were 4,489 more students enrolled in primary and secondary schools over 1927. Elementary schools grew from 211,599 pupils to 215,968, an increase of 4,369, high schools increased by 120 pupils. 51 new school districts formed over the 1927-1928 school year bringing the total to 4,826 in the province, (this number includes the eight Protestant and 24 Roman Catholic separate schools).

In response to this growth, 1,866 teachers received licenses in 1928 for Normal School Training. In the field there were 8,397 teachers and of these 7,192 were trained with higher than a third class certificate, or 86% of the teachers in the 4,826 school districts. The Department of Education’s Report dated December 31, 1928 urged increased Normal School accommodation, with the possibility of opening a fourth Normal School. “At the present time our Normal Schools at Regina, Saskatoon and Moose Jaw are overcrowded and yet we are scarcely training a sufficient number of teachers to supply the demand.”^{The Morning Leader. Feb. 17, 1930}

“Twenty years is a long time in the life of an individual; it is infinitesimal in the life of an institution. The life of either, however is important not so much on account of the number of years each has lived as it is for what each stands.” ~ Mr. R. W. Asselstine, Principal of the Normal School, Saskatoon The Normal School’s standard yearbook – The light. 1931-1932

Estimate of Population of Saskatchewan 1931-1950 Chart

As the new year began in 1931, 7,619 pupils were recorded increasing by 140 students over the previous year. The enrollment broke records held for student population in Saskatchewan.
Principal C.P. Seeley served around the years 1935, 1937 and 1938.

The development of character is the supreme task and privilege of the training school of today. The future of civilization will depend upon human beings who know social righteousness as well as scientific truth. Enlightenment without ethics is a social menace and an educational fraud.” Dr. G.M. Anderson, Principal Saskatoon Normal School.Saskatoon Star Phoenix June 22, 1951.

The number of school districts increased rapidly across the province with the influx of settlement. By 1937 Manzer reports 5,146 school districts, an exponential increase of 590%.

Examination results following the Normal School sessions were published in the local newspaper announcing the names of those students who successfully earned their interim first class teaching certificate, second class certificate or Third Class Licenses.

“The ideal of the Normal School…was to give the students some idea or ideal of the teaching profession and to help them build up the correct professional attitude.” Saskatoon Star-Phoenix. May 15, 1933.

Seeley spoke to the advantages of converting rural one room school houses into larger school units enumerating several benefits; among them, the “ability to adjust teachers more wholesomely to the life of the community; elimination of the “army of amateurs” who experimented on the lives of children and provision for the possibility of better supervision.”^{Saskatoon Star-Phoenix. October 4, 1938.}

The school term over the years 1939-1940 included 344 student teachers enrolled for teaching sessions at Saskatoon, 272 at Regina and 211 at Moose Jaw. In the summer of 1940, classes were relocated to Lakeview School in Regina, as the Regina Normal School was taken over for military purposes. However, classes proceeded as usual at Saskatoon and Moose Jaw Normal Schools.

Over the school term 1940-1941 there were 877 student teachers enrolled for teacher training classes. The decade of 1931-1941 showed the first signs of a dramatic population shift from rural areas to urban centres. Rurally, 600,846 were enumerated, compared to 995,146 representing a negative trend of 5 per cent rurally since 1931, and a huge 242 per cent growth to the urban centres over the decade. To compare the rural and urban populations since the beginning of the century, rurally Saskatchewan expanded from about 74,000 persons in 1901 to about 601,000 in 1941 a growth of 715 per cent, whereas, the urban centres swelled from 17,550 to 995,146 showing an increase of 5,570 per cent over this same 40 year time period.

Teachers according to Salary Received in Saskatchewan 1939

“We can’t afford to neglect our children, …They are our greatest natural resource and we neglect them at our own peril and the peril of the future.” ~ Professor Carlyle King. Saskatoon Star Phoenix Dec. 2, 1942.

According to Professor King, there were five problems in the educational system, “the inability of many school districts to finance rural schools on a decent educational standard, inadequate facilities and rapid deterioration of rural schools, inadequate teachers’ salaries and scandalous arrears of those salaries which were forcing teachers to other fields, inequality of educational opportunity and the hopeless inadequacy of the present course of studies, particularly in high schools, to fit the student for modern living.” ^{Saskatoon Star Phoenix Dec. 2, 1942.}

In the summer of 1941 the Saskatoon Normal School officials surveyed vacant public school space for the continued operation of the teacher training classes in the event that the Normal School building is given to the Defence Department.

The Normal School gave up its building on Avenue A North (Idylwyld Drive North) to the British Commonwealth Air Training Plan, and the first class of the Initial Training School (ITS)#7 were held December 8, 1941 in Bedford Road Collegiate. The Normal School location was chosen as the site of the ITS administration office and Royal Canadian Air Force R.C.A.F. recruit dormitories. The Normal School and Bedford Road Collegiate were supplemented by new buildings beside the Normal School for additional training purposes.

Enlistment in the war effort drained the provincial educational staff of personnel. Summer teacher training classes were offered to address the teacher shortage. A huge enrollment of 800 students registered for one of these sessions.

During this time, Lorraine Blashill, relates that the School Board made accommodations at Wilson School for the Normal School sessions offered by the Department of Education. To further accommodate the war effort, students from Wilson School were then themselves relocated to North Park or King Edward Schools. Wilson school, in a new 8 room building, had opened for classes in the fall of 1928 had served the City Park area. Erected on Duke Street and located between Seventh and Eighth Avenue Wilson replaced wood frame school houses. North Park school was located on the corner of Balmoral Street and 9th Avenue. King Edward school built in 1904 by R.W. Caswell was located in Saskatoon’s down town (on 25th Street at the corner of 6th Avenue) six blocks from Wilson School. Used for public school classes, King Edward School was sold in 1911 and served as Saskatoon’s city hall, and the second Kind Edward built.

Even in these new temporary accommodations, the school year of 1941-1942 showed an enrollment of 950 students taking normal school sessions in the province of Saskatchewan, and 486 the following year, 1942-1943. The next school term showed a drop in student teachers electing to take teacher training with only 450 student teachers attending classes.

Education Minister Woodrow Lloyd announced that the Regina Normal School was to close in the fall of 1944 due to declining student enrollment. The Saskatoon and Moose Jaw normal schools remained open to continue teacher training services. In the 1945-1946 school term, the Saskatoon Normal School had an enrollment of 617 student teachers, 76% were women. During this time period, it was estimated that there were in excess of 2,500 teaches with temporary certificates teaching in the province of Saskatchewan.

During the second world war, a four-year undergraduate program was designed by the College of Education. Although teacher-training was conferred to universities across Canada, the declaration of war in 1939, put many educational policies and procedures of advanced education in the background. Military training, scientific developments and research into social problems were brought to the forefront for post-school education.

“Education….is not for ourselves. It is for the training of human personality to serve the community….You will by your example, create the moral force of human character, the basis of society.” Reverend A.B.B. Moore Principal-elect of St. Andrew’s College at the 1946 Saskatoon Normal School graduation. Saskatoon Star Phoenix June 20, 1946.

Teacher training standards were raised to a two year minimum to receive certification, the classes could be taken at either of the Normal Schools or the University of Saskatchewan, College of Education. Classes could be shared between the two institutions, with a year taken at the Normal School, followed by a year at the University.

In the fall of 1948, the Moose Jaw normal school had 220 enrolled, and the Saskatoon normal school 280. Students were trained for the 38 week course rather than the six week short course, as there were already study supervisors in the school districts filling in for the teacher shortage. Students graduating from the 38 week course earned interim first-class certificates. In comparison, the University of Saskatchewan’s College of Education showed an enrollment of 400 students, 20 per cent less than the previous year.

“The mediocre teacher tells. The good teacher explains. The superior teacher demonstrates. The great teacher inspires. ~William Arthur Ward. Edudemic 2012.

Dr. G.R. Anderson served as principal of the Saskatoon Normal School until June 1954. Dr. Anderson noted that between the two provincial normal schools and the University education department 750 students would graduate in 1951. However, an estimated 2,000 places were expected to be vacated by beginning of the fall school term. The teacher’s shortage arose from matrimony, economic and social conditions. At this time, “500 rural schools in Saskatchewan were staffed by student supervisors, with limited academic and no professional training. Still another 400 to 500 classrooms were staffed by teachers holding temporary and conditional certificates. Worst of all, 1,000 of the 7,2000 teachers now teaching in Saskatchewan Schools [1951] did not intend to continue in the profession next fall.” ^{Saskatoon Star Phoenix June 22, 1951}

At the Saskatoon Normal School convocation in 1951, 75 percent of the graduates were women of the 348 receiving graduation certificates. Concern was raised over the number of teachers available in the teaching profession, if the shortage was due to matrimony along with social and economic conditions.

“You need never apologize for being a teacher. You have set your feet on the path chosen by many of the world’s truly great men. … The teacher takes the living mind and moulds it.” ~ Lorne F. Titus Chief superintendent of Saskatchewan schools.

“Teacher’s College” was the new name given to the provincial normal schools in 1953. Students received teaching education rather than teacher training. There was much call to re-open the Regina Normal School to assist the Moose Jaw and Saskatoon Teacher’s Colleges with teacher education classes. The Regina Normal School building on College Avenue and Broad Street re-opened its doors in 1957 under the new name, the Regina Teacher’s College, however this same year, the Moose Jaw Teacher’s College closed its doors.

“You are handling the most precious commodity in the universe, human personality.” ~ Premier T.C. Douglas.

By 1960, the Saskatoon Teacher’s College recorded an enrollment of 523 student teachers. Even though there were more stringent enrollment requirements for students registering due to the high numbers of students submitting applications, 584 students attended the Saskatoon Teacher’s College during the 1961-1962 school year. Across the province, the larger consolidated schools with many classrooms had replaced the rural one room schools serving districts approximately an area four miles square.

It is essential for the children to get better education, and we adults must practice what we preach, otherwise, no change will take place in our society.” ~ Dr. W. Steinson, principal of the Saskatoon Teacher’s College.

In 1964 both the Saskatoon and the Regina teacher’s colleges closed, and all teacher education came under the jurisdiction of the University of Saskatchewan. The architectural design for the original Normal School building accommodated 360 students. And although the Saskatoon Teacher’s College now came under the University of Saskatchewan’s College of Education, classes continued in the building at 1030 Avenue A North. The new name of the Saskatoon Teacher’s College became University of Saskatchewan Avenue A campus and the Regina Teacher’s College became University of Saskatchewan ~ Regina Campus. The building on Avenue A in Saskatoon remained in use until the University of Saskatchewan constructed an education building on campus.

The 1964-1965 school term received 8,070 registrations at for classes at the University of Saskatchewan ~ Avenue A Campus compared to 1,840 students expected at the University of Saskatchewan ~ Regina Campus. A quota was set at accepting a maximum of 450 students because of space available at the Avenue A Campus. “In 1964 the program of the normal schools was accredited by the University of Saskatchewan as a year of work toward the bachelor of education degree, and the institution became recognized as a junior college of the university.”

College of Education University of Saskatchewan

The August 22, 1964 Saskatoon Star Phoenix reported that student teachers wishing to teach grades one through nine could achieve their Interim Standard “A” certificate after one year of education at either of the two campuses which were now amalgamated under the University of Saskatchewan. Certification of teachers remained with the Department of Education, and teacher education was placed in the domain of the University of Saskatchewan.

During the 1964 school year, 396 students received classes from the Avenue A Campus, and 6,927 applicants applied for classes in the 1963-1964 school term. During this same year, 1,003 students were expected.

Between 1967-1970, the Education Building was constructed on the University of Saskatchewan campus, with the first classes held in the spring of 1970. This new building was constructed to serve “2,500 university students, 200 graduate students, and 120 faculty members.”^{The Phoenix Sept 22, 1984} Teaching requires a post-secondary Bachelor’s Degree, such as a Bachelor of Education to be qualified as a teacher.

It was in 1986, that the building used by the Saskatoon Teachers College was re-named E.A. Davies building to honour Fred Davies, principal of the Canadian Vocational Training School, the precursor training institute of Kelsey Institute of Arts and Sciences (Now Saskatchewan Institute of Applied Science and Technology SIAST.)

“This building was named the E. A. (Fred) Davies Building on February 10, 1986 by the Honorable George McLeod, Minister of Advanced Education and Manpower.This building is dedicated to the honour of E.A. (Fred) Davies, pioneer of technical education in Saskatchewan since 1941. In 1947, he became the principal of the Canadian Vocational Training School, an early vocational centre located on the present campus of Kelsey Institute. In 1963, Mr. Davies accepted the position of Consultant to the Principal of the newly opened institute. After his retirement from post-secondary education at the age of 71, Mr. Davies was ordained as a deacon and served for another twelve years as the priest of St. Luke’s Church in Saskatoon. In 1975, Fred Davies was honoured as Saskatoon’s “Citizen of the Year” in recognition of his outstanding contributions to education, community organization and church activities. This building, appropriately renamed in his honour, has served Saskatchewan residents since 1923, first as the Normal School and later as the Teacher’s College. Government of Saskatchewan Premier Grant Devine.” ~Plaque installed within the E.A. Davies Building along with the portrait of E.A. (Fred) Davies.

A reflection on the progress of teacher training and teacher education in Saskatoon, honours the era of the Saskatoon Normal School, and embraces the remarkable journey to the College of Education at the University of Saskatchewan. As Dr. Fast, Director of Education says, the schools of today are building on the tradition of excellence begun by those of yesterday, preparing new generations for the challenging and changing world they will soon enter.”^{Blashill p. 155} Every generation, since time immemorial, has passed on its knowledge, traditions, values, skills and beliefs its stock of values, traditions, methods and skills to the next generation. The role, curriculum, and course of study for the teacher varies, however the main thrust; to facilitate student learning by a method of instruction remains the same. The normal schools provided the pioneering rituals, traditions and standards, nay the “norms” for teaching behaviours, specialized education, values, and code of ethics to maintain the teacher in good professional standing. Teachers colleges provided teachers with the ability to successfully meet or exceed the public expectations to educate the nation’s children. “The College of Education is the second largest college at the University of Saskatchewan and has graduated over 30,000 students in its 80-year history. To become an educator through the U of S College of Education is to join a tradition of excellence in teaching and learning.”~^{College of Education 1994-2009.}

“In the long story of the struggle of mankind to fit its youth better for the activities of life, there has been a great variety of aims, and that the most common characteristic in all these was the tendency to throw the whole emphasis on some one factor. At oem time it was the acquisition of knowledge and information; at another the supreme importance lay in the development of the individual, then the welfare of society and the production of workmen skilled in some particular vocation by means of some specific study.

Probably a more fitting comparison could not be found than in the fable of “The Six Blind Men from Hindustan.” Like the elephant in this fable, education has many parts, many factors, none of which we can afford to neglect; and like the elephant, too, doubtless there are some of them of greater importance than others. The tail, the trunk, the leg do not constitute the elephant; it is something vastly more important than one of these or all of them put together. How much truer is this of the individual whom we wish to educate, and of the idea which we call education.

” ~ Mr. R. W. Asselstine, Principal of the Normal School, Saskatoon^{The Normal School’s standard yearbook – The light. 1931-1932}

Article written by Julia Adamson

Note the majority of sources gave the name Asseltine in this spelling, though it was given as Asselstine as well.
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Bibliography

Mirror Webpage on Saskatchewan One Room Schoolhouse Project

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Additional Reading:

• Saskatoon Normal School historical photograph





• Saskatoon Normal School ~ a History ~ Education is the movement from darkness to light
  
  
  • The Saskatoon Normal School (1912-1953)

  
  

  • The Saskatoon Teachers’ College (1953-1964)

  
  

  • University of Saskatchewan College of Education (1927-present)





• Table 1. Table Showing Number of Pupils, Teachers and Schools 1904-1920 in Saskatchewan, Canada;
  
  Table 2. Estimate of Population of Saskatchewan 1931-1950 Chart;
  Table 3. Teachers according to Salary Received in Saskatchewan 1939.





• Saskatchewan Normal School ~ the heritage of teacher training institutes.





• Saskatchewan Normal School





• The Era of Saskatchewan One Room School Houses
  The little white one room school house, what is remembered about it?





• Moose Jaw Normal School ~ a History ~ Endless Echoes





• Moose Jaw Normal School





• Regina “The Aurora” 1926 Yearbook





• Regina Normal School~ a History ~ From potential to realty
  
  
  • North-West Territories Normal School 1893-1905

  
  

  • Regina Provincial Normal School 1905-1927

  
  

  • Regina Normal School 1927-1953

  
  

  • Regina Teacher’s College 1953-1961
  • University of Saskatchewan ~ Regina Campus 1961-1969
  • Faculty of Education USRC 1969-1974
  • University of Regina 1974-





• Regina Normal School (Regina 4) Images






• 
  The Drastic Shortage of Teachers in Saskatchewan’s History and A small sampling of Teacher wanted ads.





• Schools Close: Lack of Teachers in Saskatchewan’s History





• Saskatchewan Normal School ~ the heritage of teacher training institutes.





• Saskatchewan School Inspection of One Room Schoolhouses





• Distance Learning ~The History of the Saskatchewan Correspondence School





• Reno Hill School District 5158; Memories of When the Water Came ~or~ The price paid for electricity





• One Room Schoolhouse Naming






• Saskatchewan One Room Schoolhouses Home Page




• Sask Gen Web E-Magazine

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Follow me on Word Press, Blogger, Facebook, Flickr, Twitter, Tumblr, Live Journal, Sask Gen Web Ancestry.com and Flickriver

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Tears in my Eyes ~ Bleeding Heart by Julia Adamson

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Education is the movement from darkness to light. quotation Allan Bloom

Related articles

• From potential to realty ~ The Regina Normal School (aumkleem.wordpress.com)

Steamships “All aboard!” on the Saskatchewan

[Aboard ships]:…the world is far, far away; it has ceased to exist for you–seemed a fading dream, along in the first days; has dissolved to an unreality now; it is gone from your mind with all its businesses and ambitions, its prosperities and disasters, its exultations and despairs, its joys and griefs and cares and worries. They are no concern of yours any more; they have gone out of your life; they are a storm which has passed and left a deep calm behind. ~Mark Twain

Before the advent of railways or roadways, conveyance along the waterways was a welcome alternative to traversing prairie trails on squeaky Red River Carts pulled by oxen or on prairie schooners behind a team of horses. Journey across such Red River Cart trails was difficult, there were streams and rivers to cross without bridges, and often times without ferry crossings. Carts would get bogged down in mud, and passengers eaten by mosquitoes.

The steamship era lasted about fifty years spanning the years between 1871-1918. Early pioneers relied upon these paddlewheelers, these steamers, to transport trade goods and make passenger trips before the rail lines were established. Commercial trade opened up, the steamboat supplemented by stage coach, dog train and ox cart.

River boats in the prairies were flat bottomed, and wide. A stern wheel was driven with boiler and engines fitted on the deck. Upstairs, boasted the salon, engine room and private staterooms or cabins, perhaps a ballroom or saloon deck. Atop these levels was the wheelhouse from which the pilot steered the craft. These sternwheelers were essentially a motorized raft designed to float across the surface of the water, and able to navigate shallow waters.

She was a grand affair. When I stood in her pilot-house I was so far above the water that I seemed perched on a mountain; and her decks stretched so far away, fore and aft, below me, that I wondered how I could ever have considered the little “Paul Jones” a large craft. There were other differences, too. The “Paul Jones‘s pilot-house was a cheap, dingy, battered rattle-trap, cramped for room: but here was a sumptuous glass temple; room enough to have a dance in; showy red and gold window-curtains; an imposing sofa; leather cushions and a back to the high bench where visiting pilots sit, to spin yarns and ‘look at the river;’ bright, fanciful ‘cuspadores’ instead of a broad wooden box filled with sawdust; nice new oil-cloth on the floor; a hospitable big stove for winter; a wheel as high as my head, costly with inlaid work; a wire tiller-rope; bright brass knobs for the bells; and a tidy, white-aproned, black ‘texas-tender,’ to bring up tarts and ices and coffee during mid-watch, day and night. Now this was ‘something like,’ and so I began to take heart once more to believe that piloting was a romantic sort of occupation after all.~Mark Twain

Gordon Errett Tolton in Prairie Warships: River Navigation in the Northwest Rebellion states that steam powered paddlewheelers came to the Red River in the 1860s, and soon the Hudson Bay Company were using steamboats across the North and South Saskatchewan River waterways. Theodore Barris, the esteemed steamboat historian and author of Fire Canoe : Prairie Steamboat Days Revisited , noted that the Cree called the steamships, “Kuska pahtew oosi”, the “Fire Canoe“, the title also of Anthony Dalton’s book Fire Canoes: Steamboats on Great Canadian Rivers

It was in 1874, that the riverboat successfully joined the ranks of canoe, Metis freighter, bullboat, flat bottomed scows and York boats along the inland water routes. Settlers relied upon the steamers to transport coal to heat their schools, homes and business ventures. Timber was hauled for construction as immigrants finding their way to the “Last Best West” needed building materials, household goods, and agricultural supplies. Grain was freighted to market by steamboat and flatboats or scows. Along the way, the steamers offered stopping points for passengers.

The moment we were under way I began to prowl about the great steamer and fill myself with joy. She was as clean and as dainty as a drawing-room; when I looked down her long, gilded saloon, it was like gazing through a splendid tunnel; she had an oil-picture, by some gifted sign-painter, on every stateroom door; she glittered with no end of prism-fringed chandeliers; the clerk’s office was elegant, the bar was marvelous, and the bar-keeper had been barbered and upholstered at incredible cost. The boiler deck (i.e. the second story of the boat, so to speak) was as spacious as a church, it seemed to me; so with the forecastle; and there was no pitiful handful of deckhands, firemen, and roustabouts down there, but a whole battalion of men. The fires were fiercely glaring from a long row of furnaces, and over them were eight huge boilers! This was unutterable pomp. The mighty engines–but enough of this. I had never felt so fine before. And when I found that the regiment of natty servants respectfully ‘sir’d’ me, my satisfaction was complete.~Mark Twain

The “S.S. Northcote” built at a cost of $53,000 was launched August 1, 1874. The namesake of the previous Hudson Bay Comapny’s governor, Sir Stafford Henry Northcote (later known as the Earl of Iddelseigh) who fought for Hudson Bay Company to implement steamboats on the inland rivers and lakes of Manitoba and through the Northwest Territories. The “Northcote” was capable of carrying 150 tons drawing 3.5 feet (1.1 m) of water fully loaded. Her first trip carried mail and supplies for the North West Mounted Police detachment with Bob Louden as one of the pilots. “The “Northcote” made her first run this spring from above the Grand Rapids to Fort Edmonton and return, with a full cargo both ways in 30 days, a full river distance of 2,500 miles (4023.4km),” reported Thomas Dowse, “This I presume was only daylight running.”

Captain Francois “Frank” Aymond piloted the “Northcote” to The Pas with Joseph Favell as pilot, and continued to Fort Carlton on her inaugural journey in the summer of 1874. The press regaled this event thus, “the steamboat just launched on the Saskatchewan is the forerunner of a great fleet of steam craft which is hereafter to navigate this long line of waterways”. Aymond piloted her again in the summer of 1875 completing the trip to Fort Edmonton upstream from Grand Rapids in eighteen days. The return journey, downstream was successful in three days.

Settlements sprung up along the North Branch, Fort Saskatchewan Royal North West Mounted Police post, Battleford and Prince Albert and the “Northcote” was a common site between May and September. James Griggs commanded the “Northcote” in 1877.

These river boats followed in the tradition of the sternwheelers used on the Mississippi River since 1812, on the Missouri River as early as 1819, and the Red River in 1859. Huge loads could be freighted along these large riverways. After steamboats opened the Saskatchewan, fur trade routes were altered, and it was not long before the Athabasca River, Mackenzie River and Peace River to the far north opened to steamship travel as well. Rudy Wiebe notes that “during the summer of 1874, the Plains Cree began to comprehend what a mass of Whites was pouring in upon them. Police troops, surveyors for railroad and telegraph lines, land speculators, settlers trekking their carts along the Carlton Trail from Red River to Pitt and Victoria and Edmonton. The first sternwheeler steamer…filled with passengers and three hundred cartloads of Company freight.”

It was regarded as the highest achievement of mortal conception to be a steamboat pilot, with the exception, perhaps, of being a steamboat captain.” ~ George C. Nichols, an ancient river mariner

Steamer captains from the United States were enlisted to navigate the Saskatchewan with her new steamers. Captain John Scribner Segers (July 3, 1832- April 15, 1909) was one of these riverboat captains fresh off the Mississippi River. “He had a passionate fondness of adventure and a knack of getting into and, more important, getting out of the most impossible situations,” recounts D.J. Comfort, “He had to be one of the more colorful of riverboat captains and tested the waters of more rivers than many would sail in a lifetime.” In 1883, he piloted the “Lily” coursing down the Saskatchewan for the first time. He received his Masters Certificate, Passenger Steamers in the summer of 1901.

When I was a boy, there was but one permanent ambition among my comrades in our village on the west bank of the Mississippi River. That was, to be a steamboatman. We had transient ambitions of other sorts, but they were only transient. When a circus came and went, it left us all burning to become clowns; the first negro minstrel show that came to our section left us all suffering to try that kind of life; now and then we had a hope that if we lived and were good, God would permit us to be pirates. These ambitions faded out, each in its turn; but the ambition to be a steamboatman always remained. ~Mark Twain

Thus, Saskatoon, Prince Albert, Swift Current became port towns linked to Edmonton, Lethbridge and Medicine Hat. “It was customary in those steamboat days for young and old, male and female, in every town along the river, at the deep baying sound of the first whistle to gather at the levee to welcome the first boat,” wrote Thomas Hughes, “to the lonely pioneer, the vigils of a long winter in the wilderness were trying, and the arrival of the first boat was an important event in his life, when he heard from his childhood home and the outside world, and when his exhausted larder would be replenished .”

Do you know what it means to be a boy on the banks of the [river] to see the steamboats go up and down the river, and never to have had a ride on one? Can you form any conception of what that really means? ~Mark Twain

The eastern portion of the water route ends at the Grand Rapids, a canyon in Manitoba, where the river drops 75 feet (24 m) along a length of two miles (5 km). This is where the Hudson Bay Company built an inland port and warehouses to connect the lake systems of Manitoba to the river system of the Northwest Territories (later the province of Saskatchewan). A short 3.5 miles (5.6 km) railline, a rail portage, was constructed during 1877 to help portage the steamers from Lake Winnipeg across the Grand Rapids canyon to the Saskatchewan River. This tramway first proposed in 1859 by Simon James Dawson, civil engineer with the Hind Expedition was the first rail of the north west plains.

And where the North branch meets the South branch of the Saskatchewan, the steamers must ply Cole’s Falls, a canyon near Prince Albert 13 miles (20.9 km) in length. Along the North branch, the most common route was (upstream) from Lake Winnipeg to the Forks west of Prince Albert and onwards to Edmonton and back. Steamers which travel the length of the North branch between Prince Albert and Brazeau can only draw less than 22 inches (55.88 cm) of water.

Thomas Dowse explains that, The river as its name implies, viz: “Rapid Running River,” is not to be compared with that of the Mississippi or Red Rivers….the Saskatchewan from Edmonton to Lake Winnipeg, 1,200 miles (1931.2km) by river the fall is 1,783 feet (543.5 m), or three times the rapidity of the Mississippi or Red River currents….This river is one stream for some 450 miles (724.20km) before it divides into its two branches.”

The South Branch leaves Chesterfield House near the Alberta-Saskatchewan border and flows past Saskatchewan Landing, a small prairie port of call. Swift Current became a growing city at the junction of river, Battleford Trail and railway. The South continues to wind its way past Elbow, Moose Woods near the future site of Saskatoon. The river continues on to the ferry crossing established by Jean-Baptiste (Xavier) Letendre, the site later known as Batoche.

I entered upon the small enterprise of ‘learning’ twelve or thirteen hundred miles of the great … River with the easy confidence of my time of life. If I had really known what I was about to require of my faculties, I should not have had the courage to begin. I supposed that all a pilot had to do was to keep his boat in the river, and I did not consider that that could be much of a trick, since it was so wide.~ Mark Twain

The Steamboat “Lily” traveled the North Saskatchewan on regular trips between 1878 to 1883. Built in Glasgow, Scotland in the Yarrow and Company shipyards, she was purchased by Chief Commissioner James A. Grahame of the Hudson’s Bay Company for 4010 pounds. After a long voyage, the steamer Colville brought the pre-fabricated parts along the Red River as far as the Grand Rapids. Construction began here in 1878, and the newly resurrected Steamboat “Lily” overwintered at Fort Carlton. Governor General Lord Dufferin christened her at Grand Rapids. The “Lily” came equipped with a steel hull which was faster than other sternwheelers, she sat lower in the water and damaged easily against boulders lying in wait along the shallow river bottom. It was in the winter of 1880-1881 that whe was renovated with oak panelling along her bottom as a protection against rocks.

Your true pilot cares nothing about anything on earth but the river, and his pride in his occupation surpasses the pride of kings.” ~ Mark Twain

Traveling between Winnipeg and Edmonton, Steam boats at full tonnage were able to convey in one month the equivalent of 150 to 200 ox carts over an entire summer. Steamers were capital intensive compared to ox carts of the fur trade route which were labour intensive. This practice was not only cost effective, but speeded up the turn-around time to ship goods. Lewis H. Thomas writes of what changes the new technology demanded ~ “steam boats in place of boat brigades, flat boats, or canoes; railroads in place of Red River carts and pack ponies; packing plants in place of family butchering and processing plains provisions; and ranching in place of the buffalo hunt.” Longer voyages, rising costs, dwindling labour force and an uncertain European market for furs forced the Hudson Bay Company to change their operating methods. It was considered that the “enormous expanse of grass and parklands of the Northwest was idle and unproductive…a blot upon our civilization.’ as The Globe” would have it. “Man was master over nature…this mastery implied domination and exploitation” coinciding “with the steam phase of the industrial revolution”.

The “Northcote” turned its attention to passenger traffic, renovated to carry as many as 50 passengers along the river route. Freight was shipped competitively with Metis freighters, the HBC charged $6.25 per hundredweight, versus $8.50 and upwards by the cartsmen. However, the HBC received as much as $70 per passenger.

During the week, steamers were great work horses, transforming into excursion boats on the weekend for vacation holidays. Grand pianos and dance floors set out providing a festive treat for passengers willing to pay $35 a day. Such was the sheer grandeur, scale and opulence of the steam ships, that on September 27, 1881, the Governor General of Canada, the Marquis of Lorne was treated to a lavish early morning reception aboard the “Northcote” before sailing away on board the “Lily” that afternoon.

The growth of courage in the pilot-house is steady all the time, but it does not reach a high and satisfactory condition until some time after the young pilot has been “standing his own watch” alone and under the staggering weight of all the responsibilities connected with the position. When the apprentice has become pretty thoroughly acquainted with the river, he goes clattering along so fearlessly with his steamboat, night or day, that he presently begins to imagine that it is his courage that animates him; but the first time the pilot steps out and leaves him to his own devices he finds out it was the other man’s. He discovers that the article has been left out of his own cargo altogether. The whole river is bristling with exigencies in a moment; he is not prepared for them; he does not know how to meet them; all his knowledge forsakes him; and within fifteen minutes he is as white as a sheet and scared almost to death. Therefore pilots wisely train these cubs by various strategic tricks to look danger in the face a little more calmly. – Mark Twain

“Cheyenne“, “Alpha“, “Minnesota” and “Manitoba” were set upon the Saskatchewan Rivers in 1879 by Winnipeg and Western Transportation Company (W&WTC). The “Minnesota” was re-christened the “City of Winnipeg” over the winter months of 1880-1881 and completely re-built. Captain James Sheets at the wheel of the “City” and pilot Robinson sitting at the “Princess” were contracted to tow the “City of Winnipeg” across Lake Winnipeg to Grand Rapids. The newly retrofitted “City” was caught by storms and dashed to pieces. The Winnipeg Free Press wrote, “Had the “S.S. City of Winnipeg” been content to cruise in safe waters and not let her grandeur govern her head, she might have had many years of usefulness on the Red River of the North.” Her sister ship, the “S.S. Manitoba” was also constructed in 1875 by the Merchants International Steamboat Line in Moorhead, North Dakota. “The “Northcote” now sailed under steamboat captain Jerry Webber in 1881, and the Lily under John “Josie” Smith.

The small “Alpha” made the trip between Fort Ellice to Fort Pelly in 1880. This freighter was mainly used upon the Assiniboine River in Manitoba, though she could carry 30 passengers and nine crew members. Her life was short lived, she was caught up in winter ice and there disintegrated in the fall of 1882.

The “Marquis” arrived upon the mighty Saskatchewan in the summer of 1882 under Captain James Sheets. This ship, the largest on the North Saskatchewan, was again commissioned by the W&WTC working for the Hudson Bay Company. Now there were five ships servicing the Saskatchewan, the “Marquis“, “Northcote“, “North West“, “Manitoba“, and “Lily“. Peter McArthur hauled these huge ships up against the white water at Grand Rapids with winches and manila warps to reach the mouth of the Saskatchewan. Edmonton residents relished this rapid transit. In just ten days passengers arrived in Winnipeg. The “North West” took the first leg to Prince Albert which took five days in low water, and only two days when the water was high. “Lily,” manoeuvred the length between Prince Albert and the Grand Rapids and finally a lake steamer finished the route to Winnipeg. During seasons of low water, the “Lily” with a lighter draught would take the first 500 mile (804.67km) run between Edmonton through to Fort Carlton.

I think that much the most enjoyable of all races is a steamboat race; but, next to that, I prefer the gay and joyous mule-rush. Two red–hot steamboats raging along, neck-and-neck, straining every nerve–that is to say, every rivet in the boilers–quaking and shaking and groaning from stem to stern, spouting white steam from the pipes, pouring black smoke from the chimneys, raining down sparks, parting the river into long breaks of hissing foam–this is sport that makes a body’s very liver curl with enjoyment. A horse-race is pretty tame and colorless in comparison.~Mark Twain

The steamships, writes the Winnipeg Free Press, “with their racing and cavorting were the talk of the town”, adventurous, they all sought fame and excitement. “The absolute necessity for every steamboat upon the …
river to maintain its character and reputation against
the willful encroachments and usurpations of any other boat,
was in early days so vital that the racing propensity of a river
steamer has become almost proverbial,” asserted Nichols, “A captain would rather
expose himself to the possibilities of wrecking his boat on an
impediment, or exposing the overtaxed boilers, than allow an
approaching rival to outdistance him. And the pilot was his
right hand in every such encounter.”

Water was the means of travel for the Temperance Colonization Society who settled at Saskatoon. In the spring of 1884, the “May Queen” was piloted by Captain Andrews to Medicine Hat from Saskatoon towing a raft of lumber. However, even though the TCS had high hopes for a fleet of steamers, the “May Queen” could not make it bake upstream as she drew too much water. She was dismantled in Medicine Hat.

The face of the water, in time, became a wonderful book–a book that was a dead language to the uneducated passenger, but which told its mind to me without reserve, delivering its most cherished secrets as clearly as if it uttered them with a voice. And it was not a book to be read once and thrown aside, for it had a new story to tell every day.”~Mark Twain

1881 rates for shipping goods was 6 and 1/4 cents per pound and shipping was available between Fort Garry, Manitoba through to Edmonton, Alberta. (Winnipeg: Established 1738 as Fort Rouge; renamed 1822 Fort Garry; incorporated in 1873 as the City of Winnipeg.) Passengers availed themselves of the service as well. For $70 between Fort Garry to Edmonton) one could travel as a cabin passenger, and for $35, travel as a deck passenger. A shorter trip say Fort Garry to Grand Rapids would set the passenger back only about $12.00.

The North West Navigation Co. headed by William Robinson and Captain Peter McArthur had the “North West” ready in 1881. She could sleep 80 passengers, carry freight, and was equipped with honeymoon suites and a grand piano on the saloon deck. “On the evening of the 22nd, word was passed about the streets that a steamboat was coming up the Saskatchewan and as it had been rumored for some time that a new boat would shortly ply the river, it was not many minutes before a large crowd had congregated at the landing to ascertain whether it was the Northcote or the new one. The moment the whistle sounded, however all doubts were dispelled, as it was a strange voice that awakened the echoes of the valley of the Saskatchewan,” wrote the Saskatchewan Herald in 1882, “The North-West is a fine large steamer with powerful engines and has plied upon the Manitoba streams and now that the “navigability” of the Rapid River of the North has been demonstrated beyond it, with adventure, she has been transferred to this river and is commanded by that veteran of steamboating, Captain James Sheets, whose name and face have been familiar over the years on the rivers of the North-West.”

Throughout the long twelve hundred miles there was never a page that was void of interest, never one that you could leave unread without loss, never one that you would want to skip, thinking you could find higher enjoyment in some other thing. There never was so wonderful a book written by man; never one whose interest was so absorbing, so unflagging, so sparklingly renewed with every reperusal. The passenger who could not read it was charmed with a peculiar sort of faint dimple on its surface (on the rare occasions when he did not overlook it altogether); but to the pilot that was an italicized passage; indeed, it was more than that, it was a legend of the largest capitals, with a string of shouting exclamation points at the end of it, for it meant that a wreck or a rock was buried there that could tear the life out of the strongest vessel that ever floated. It is the faintest and simplest expression the water ever makes, and the most hideous to a pilot’s eye. In truth, the passenger who could not read this book saw nothing but all manner of pretty pictures in it, painted by the sun and shaded by the clouds, whereas to the trained eye these were not pictures at all, but the grimmest and most dread-earnest of reading matter

In 1883 Steamboat “Lily” was lost near Medicine Hat, Alberta. And it was here that Elliott Torrance Galt (son of Sir Alexander Tilloch Galt) and Nelson Todd launched the “Baroness” that same year, the namesake of Baroness Angela Burdett-Coutts, the patroness. The Fort Macleod boatyard gave way to a boatyard near the Coalbanks mine, and used wood from the Porcupine Plains sawmill. The “Alberta“, another coal carrier, christened after Princess Louise Caroline Alberta, launched April 15, 1884. The “Minnow” sternwheeler was loaded upon a rail flat car and shipped to Medicine Hat to be used as a tug boat for the “Alberta” and “Baroness“. Similarly, Captain E. Shelton Andrews, purchased the “May Queen” and shipped it by railline to Medicine Hat, in 1884.

Over the years of 1883 and 1884, first Class passengers with overnight cabin were charged $58.00 to travel Winnipeg to Edmonton. $30.00 was the fare for travel on board the deck, and they needed to carry their own bedding. Children over five and under twelve could travel half fare. Meals were an additional 50 cents. Here, though, “first-class passengers on the upper deck enjoyed fine food and wine, those below beans and biscuits with tea.” tells Bill Gallaher. Luggage and freight were sent at $6.00 per hundred weight, however, generally a paid passenger was allocated a one hundred pound allowance for their baggage. Passengers could board at Winnipeg and travel to Grand Rapids aboard a lake steamer. There, passengers, luggage and freight would disembark to continue on aboard the short railway and be transferred to a Saskatchewan River Steamer to proceed thence the rest of the way to Edmonton. The Prince Albert Historical Society relates that such a trip upstream would take about two weeks. If the steamer met with accident or became grounded, passengers would continue on their journey on their own avails.

All war must be just the killing of strangers against whom you feel no personal animosity; strangers whom, in other circumstances, you would help if you found them in trouble, and who would help you if you needed it”.~Mark Twain

Seven privately owned sternwheelers became active in the Canadian Government’s steamboat navy in 1885 for the North West Rebellion; The steamers “Northcote“, “Baroness“, “Alberta“, “Minnow“, “Northwest“, “Marquis” who pulled 30 separate scows and barges. Even though by this time, steamwheelers had superceded Red River carts as a mode of successful transportation, the riverboats could not be used over the winter months. When the winter ice broke up in this era, the river would churn up huge blocks of ice upon the river banks, some as high as 20 feet. It takes the spring sun and warm weathers of April and May to turn the meltwaters into a navigation water route. General Middleton had to wait until spring thaw in May, and the optimal time was mid June for successful water route transportation of rations, ammunitions, troops and medical service to the battlefield. Thus in early April he brought his troops overland.

Captain Andrews was charged with piloting supplies to the theatre of war. James Sheets was the Captain and superintendent of the journey. And to Captain Segers who had sailed riverboats for the British Army along the Nile River, fell the task of sailing the converted steamer-gunboat “Northcote” up the Saskatchewan River to provide support for the Canadian Government militia. The Metis had strung a ferry cable across the river which sheared off the stacks, spars, funnels, whistle and masts from the steamer leaving the troops aboard the sternwheeler sitting ducks for the Metis sharpshooters.

The Sternwheeler “Manitoba” was to join the steamships of the Saskatchewan River System, the “Prairie Navy“, to aid Canadian militiamen in the Northwest Rebellion. She got stuck at the Sturgeon River north of Prince Albert, and could not be freed, and in the spring ice break up of April 1885, she was destroyed.

In May of 1885, wounded militiamen were carried aboard the “Northcote” from Batoche to Saskatoon to be treated at field hospitals. And it was May 19 when Louis Riel arrived in Saskatoon aboard the “Northcote” on his final journey to Regina.

The shifting sand bars and shallow rivers plagued the steamers. Charles Salyer Clapp, a private with the Canadian Militia, wrote of the trip between Saskatchewan Landing to Clark’s Crossing, a distance of 200 miles (321.9 km) was not rapid. Two thirds of the trip was spent dislodging the river boat off of sand bars each time it ran aground. To avoid the shifting sand bars, the Northcote” employed two men to sound the depth of the river with poles at the bow of the ship and the bow of the raft. Nonetheless the river did not afford a swift flowing channel wide enough for the river boat, and it faltered upon sand bars two to six times each day. It was no wonder, the “S.S. Northcote” was 150 feet (45.72 m) long, and 28.5 feet (8.7m) across its breadth. Fully loaded. the “Northcote” drew 40 inches of water, and with a light cargo it drew 22 inches (55.88 cm). The steamer had a registered tonnage of 290.63. On this voyage the “Northcote” was fully loaded at a time of low waters. Four companies of the First Provincial Battalion were aboard, along with the Gatling Gun, and hospital staff. The “Midlanders” aboard the steamer left Swift Current April 22 and arrived at Clarke’s Crossing on May 5.

Now when I had mastered the language of this water, and had come to know every trifling feature that bordered the great river as familiarly as I knew the letters of the alphabet, I had made a valuable acquisition. But I had lost something, too. I had lost something which could never be restored to me while I lived. All the grace, the beauty, the poetry, had gone out of the majestic river! I still kept in mind a certain wonderful sunset which I witnessed when steamboating was new to me. A broad expanse of the river was turned to blood; in the middle distance the red hue brightened into gold, through which a solitary log came floating, black and conspicuous; one place along, slanting mark lay sparkling upon the water; in another the surface was broken by boiling, tumbling rings, that were as many-tinted as an opal; where the ruddy flush was faintest, was a smooth spot that was covered with graceful circles and radiating lines, ever so delicately traced; the shore on our left was densely wooded, and the somber shadow that fell from this forest was broken in one place by a long, ruffled trail that shone like silver; and high above the forest wall a clean-stemmed dead tree waved a single leafy bough that glowed like a flame in the unobstructed splendor that was flowing from the sun. There were graceful curves, reflected images, woody heights, soft distances; and over the whole scene, far and near, the dissolving lights drifted steadily, enriching it every passing moment with new marvels of coloring.

Both the “Marquis” and the “North West” were grounded for a spell when the Saskatchewan jumped its course at the “Cut off” above Cumberland. The river started to cut a new channel developing into a large marsh plain which joined Cumberland Lake draining the river channel, and flooding the countryside with low waters. The years between 1887 to 1896 were very dry, and the prairies suffered drought conditions which waylaid steamship travel considerably.

Captain Richard Deacon, (September 16, 1849-1935) the first licensed Steam Boat captain on the Saskatchewan river. He built his own steamer in 1887 to haul logs along Shell River to Prince Albert. The steamer “Josie” set sail in the spring of 1888. This steam tug was followed by the “Pathfinder” sidewheeler, and the “Marion” steamer. Besides hauling logs, lime and clay for bricks Deacon, and his Son, Alfred.A. Deacon provided excursions for Sunday Schools and Ladies Aids down the river.

The side-wheeler steamer “Glendevon” met a fiery death August 6, 1891, the cook was lost in the inferno but the rest of the crew escaped. At the time of the fire, this little tug was anchored at the mouth of the Little Saskatchewan.

Horatio Hamilton Ross (1869-February 11, 1925) launched the “Assiniboia” on the South Saskatchewan River. By this time rail lines were handling most of the freight overland, so the paddle steamer became a passenger liner and party cruise boat. “But thus
are the ups and downs of life; it may demand a certain degree
of ability to earn money, but a superior degree of prudence is
requisite to retain it,” posited Nichols, “There are said to be circumstances in
each man’s life, which if taken at the flood will lead on to fortune; but there are also circumstances in every man’s life,
which if taken at the ebb will lead on to poverty.

In 1896, the “North West” was offered for sale, commercial river fair was no longer warranted. She was set out near Edmonton ar Ross Flats where she was worn away by the elements for three long years. The flooding of 1899 brought the “North West” out of her moorings, and she was carried in the roaring current crashing into Edmonton’s Low Level Bridge foundations. “The Greyhound of the Saskatchewan” was lost in the North Saskatchewan River.

The tree line of northern Saskatchewan near Prince Albert and Carrot River provided lumber for lumber, fuel for homes and fodder to feed the steamship boilers. The commerce of the fur trade shifted to the logging industry. Upon selling Rupert’s Land to the Dominion Government, the Hudson’s Bay Company retained its most successful trading posts, one twentieth of the best farmland in the region, and was compensated £300,000 ($1.5 million) for the remainder of the purchase transaction. The HBC shifted from a fur trading company to a land development and sales company.

A fleet of nine river boats served the Prince Albert area, “Alice Mattes“, “City of Prince Albert“, “George V“and “The Alberta“. Between 1906 and 1911, the population of Prince Albert swelled from 3,005 to 6,254 persons. The first rail traffic bridge erected in 1909 was built complete with a revolving span which could sing open to allow steam ships to pass through.

I stood like one bewitched. I drank it in, in a speechless rapture. The world was new to me, and I had never seen anything like this at home. But as I have said, a day came when I began to cease from noting the glories and the charms which the moon and the sun and the twilight wrought upon the river’s face; another day came when I ceased altogether to note them. Then, if that sunset scene had been repeated, I should have looked upon it without rapture, and should have commented upon it, inwardly, after this fashion: “This sun means that we are going to have wind tomorrow; that floating log means that the river is rising, small thanks to it; that slanting mark on the water refers to a bluff reef which is going to kill somebody’s steamboat one of these nights, if it keeps on stretching out like that; those tumbling ‘boils’ show a dissolving bar and a changing channel there, the lines and circles in the slick water over yonder are a warning that troublesome place is shoaling up dangerously; that silver streak in the shadow of the forest is the ‘break’ from a new snag, and he has located himself in the very best place he could have found to fish for steamboats; that tall dead tree, with a single living branch, is not going to last long, and then how is a body ever going to get through this blind place at night without the friendly old landmark?”~ Mark Twain

The pilot needed to navigate the ever shifting sand bars in the river channel, sail through heat, fogs, high winds and thunderstorms, steer around rapids, rocks, wildlife, fallen trees or sweepers, ice jams in spring and autumn. Sudden floods would beach ships, or may rise and carry away docked ships. Most importantly the pilot needed to feel the travel of the boat itself to be award of changes in current and depth of water. Poles were used to take soundings of the changing water levels calling up to the pilots, the depth in feet. To stabilize the sand bars, a pile was driven down into the river in strategic places to collect sand and allow water channels to remain open.

When a steamer ran aground on shoals, sand bars or muddy river bottom, the “spars” were utilized which were stiff wooden poles set down into the river bottom. A wire cable connected the spars to the derrick and then with a winch at the capstan. When the wire was taught, the boat was lifted up and out of the mud and forward towards the river waters. At the same time the paddewheel would churn sand and water, aiming to propel the ship ahead. Such a navigational feat was referred to as the “grasshopper”.
And at rapids, strong cables were fastened permanently at the shore line which would allow the boat to use its winch to climb up the falls.

In 1890, the railway was constructed joining Prince Albert and Regina. Steamboat service was thus complemented initially with railway shipping points. However, the “flyers” and “fast mails” soon outweighed the pleasant features of steamship travel, and it became tedious and unsatisfactory. “With the advent of the railroads the steamboat trade fell off rapidly.”

The history of steamboating must include the lake steamers on Last Mountain Lake (or Long Lake) which stretches 75 miles (120.7 km) in length shortening the freight run between Saskatoon and Regina. In 1885, the Qu’Appelle, Long Lake and Saskatchewan Railroad and Steamboat Company, (later bought by the Canadian Pacific Railway), established a short rail line between the city of Regina and Sussex near the south end of Long Lake. (The community of Sussex, Assiniboia, Northwest Territories is now more commonly known as Craven, Saskatchewan.) Grain and freight could be hauled by lake steamer between Valeport and Port Hyman near Sussex at the southern end around the lake, and to the Last Mountain House trading post on the eastern shore. (The northern end was very shallow and has since become the Last Mountain Lake Bird Sanctuary, and Last Mountain Lake National Wildlife Area) William Pearson, also sailed two steamers along Long Lake providing cruises and passenger service. The Pearson Land Company and the Pearson Steamship Company was instrumental in bringing settlers to the area between 1905 and 1913. McKillop & Benjafield ran a lake steamer bearing their name, and the Pearson Land Company operated the “Lady of the Lake” (“later named Qu’Appelle“, firstly christened Welcome“) The “Qu’Appelle” met her fate in a blaze of glory as part of the World War I victory celebrations, 1918. These pleasure craft established the beginnings of Lake View Park and Cairn’s Point, now popular tourist resorts re-named Saskatchewan Beach and Regina Beach. Other communities also arose, Lumsden, Watertown, McKillop Landing, Arlington Beach, Taylorboro, Sunset Cove and Sundale Resort.

Pretty soon it darkened up, and begun to thunder and lighten; so the birds was right about it. Directly it begun to rain, and it rained like all fury, too, and I never see the wind blow so. It was one of these regular summer storms. It would get so dark that it looked all blue-black outside, and lovely; and the rain would thrash along by so thick that the trees off a little ways looked dim and spider-webby; and here would come a blast of wind that would bend the trees down and turn up the pale under-side of the leaves; and then a perfect ripper of a gust would follow along and set the branches to tossing their arms as if they was just wild; and next, when it was justabout the bluest and blackest–fst! it was as bright as glory, and you’d have a little glimpse of tree-tops a-plunging about away off yonder in the storm, hundreds of yards further than you could see before; dark as sin again in a second, and now you’d hear the thunder let go with an awful crash, and then go rumbling, grumbling, tumbling, down the sky towards the under side of the world, like rolling empty barrels down stairs–where it’s long stairs and they bounce a good deal, you know. -Mark Twain

During years with a high water table and during spring run off and flooding, the steamers sailed successfully, lowering their smokestacks to squeeze under bridges. However, Saskatchewan cycles between years of flooding and then drought with their incumbant low water tables. Rapids, swamps, rocks, sweepers, and sandbars beleaguered the days of steamboating. Pilots would need to circumnavigate the carcasses of herds of bison drowned in the river. These masses of Buffalo carcasses would eventually become a permanent river island. Where water routes provided an excellent travel system for the fur trader and early explorer, the waterways were not dependable for the steamer.

Boats could speed downstream with high efficiency, yet burn huge amounts of firewood and coal, the cargo it was shipping, on the upstream voyage. It was easy to burn 20 cords of wood per day. If one was to stack one cord of wood it would result in a pile 4 feet (122 cm) wide, 4 feet (1.22 m) high, and 8 feet (244 cm) long. When under full steam, a ship’s boiler could consume one and a half cords of wood every hour. Wood piles or cordwood berths were laid out along the shore line for the steamers until coal became the preferred fuel. Boats could make their way at the end of May, with the river cresting from spring melt off around the beginning of June, the high water levels dissipated by the end of June in some years ending the nautical shipping season then and there.

Twenty years from now you will be more disappointed by the things that you didn’t do than by the ones you did do. So throw off the bowlines. Sail away from the safe harbor. Catch the trade winds in your sails. Explore. Dream. Discover.” – Mark Twain

The last steamer which sailed into Saskatoon was sundered against the Traffic Bridge (Victoria Bridge) pier in Saskatoon June 8, 1908. Built over the years of 1906-7 by Captain Horatio Hamilton Ross (1870-1925) of the Ross Navigation Company, the luxury ship had a short life. It was the season of most dependable and reliable steam ship travel, the water was high, the the “City of Medicine Hat” came downstream to Saskatoon. The steamer navigated the waters below the Canadian Northern Railway bridge successfully. However, the steamer, caught up by a telegraph cable, was swept against the piers of the Traffic Bridge where it floundered, and capsized losing its tonnage of flour. No lives were lost.

It was this steamer, “the greatest nautical disaster in prairie history” which is documented in the film “The Last Steamship: The Search for the SS City of Medicine Hat.” Nils Sorensen relates that the sternwheeler made front page news, when it sank in the spring flood waters of the Saskatchewan. Then anchor was recovered in 2008, and 1,000 artifacts were recovered in 2012 when a portion of the Traffic Bridge on the south side of the river was torn down.

Travel is fatal to prejudice, bigotry, and narrow-mindedness, and many of our people need it sorely on these accounts. Broad, wholesome, charitable views of men and things cannot be acquired by vegetating in one little corner of the earth all one’s lifetime.” – Mark Twain”~Mark Twain

Ross, a prosperous Remittance Man did not give up, he went out and bought two tugs, which were so loaded by freight, he needed to buy another boat “O’Hell” for a cruise/party ship. Ross Navigation towed log booms, barges and ships, and hauled freight as well as holding parties aboard cruise ships. “Nipawan“[sic] was a luxury ship which Ross launched in the midst of stiff competition.

The North Saskatchewan afforded travel for a short time after 1908. The rail lines commenced in the southern portion of the province through Qu’Appelle, Regina, so steamers were still valuable in the northern region along the North Branch to convey freight and passengers till the rail line came north.

The lumber industry between “The Pas”, Carrot River, Nipawin, and Cumberland House region continued to avail themselves of boats for the lumber industry up until 1954. The Finger Lumber Company was purchased in 1919 by Charles Winton, David Winton and Alvin Robertson who re-named the operation The Pas Lumber Company. Operating mills at both Prince Albert and The Pas, they employed the steamers “Winton“, the “Emma E“, the “David N. Winton“, and the “Alice Mattes” and barges along both the Saskatchewan River and the Carrot River. In September of 1926, the “Jack Winton” was sunk in shallow water. The ““David C. Winton” and two wrecking barges were discharged to salvage the sunken steam boat out of waters which had risen another five or 6 feet (1.8 m).

The steamboat industry, trying to survive in mounting competition, now offered freight rates of $1.80 per hundred weight undercutting rail line and stage coach rates of 1886 which charged $2.50. For general merchandise, the steamboats also proffered a cheaper rate $2.90 as compared to $4.50 by rail. Copper ore was the next commodity shipped down the water routes between Sturgeon Landing in the north making its way across lake and river to the Saskatchewan route. This ore industry was active between 1917 and 1925.

Soon steamboating in Saskatchewan ceased entirely.

It was kind of solemn, drifting down the big, still river, laying on our backs, looking up at stars, and we didn’t even feel like talking aloud.” -Mark Twain

______________________________________________________________________________

For more information:
Bibliography

Steamships All Aboard! on the Saskatchewan

Navigation of the Saskatchewan. Steamers

Saskatchewan Gen Web ~ Transportation

Ballad of the Saskatchewan ~ A Poem

The Aged Pilot Man ~ A Poem

Table of Steamships upon the Saskatchewan

________________________________________________________________________________________

Follow me on Word Press, Blogger, Facebook, Flickr, Twitter, Tumblr, Live Journal, Sask Gen Web Ancestry.com and Flickriver

________________________________________________________________________________________

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She is Gone ~ Orchid Phalaenopsis by Julia Adamson

Passionate Embrace ~ Pink Rose by Julia Adamson

Related articles

• How did Saskatchewan Pioneers Homestead? (aumkleem.wordpress.com)
• Wreckage from lost Saskatoon steamship unveiled (cbc.ca)
• Saskatoon announces discovery of S.S. City of Medicine Hat steamship remains (vancouversun.com)
• Between the Rivers: Steamboating in Missouri and Iowa (ahgksmo.wordpress.com)
• Shipwreck from 1908 found in South Saskatchewan River (theglobeandmail.com)
• 1911 Shipwreck IDed Off Fla. Coast (abcnews.go.com)

Table of Steamships upon the Saskatchewan

This table did not have the proper width here, so this is a mirror link

for

Steamships All Aboard! on the Saskatchewan

Bibliography

Vessel	Constructed	Length	Beam	Depth of Hold	Draft	Tonnage	Demise	Source
“First Steamship (S.S.) on Saskatchewan Not Christened”	1873	142 feet (43 m)	22 feet (6.7 m)				1873	*
“S.S. Alberta”	1884 (1904)	100 feet (30.5 m)	20 feet (6.1 m)		12 inches (30.5 cm)	86 tons fully loaded 150 tons (150.07 gross tonnage)	1885 (1916)	* * * *
“Alice Mattes”	1921	96 feet (29.3 m)					1950	* *
“Alpha”	1873	105 feet (32 m)	22 feet (6.7 m)			gross tonnage 180.55	(1882) 1885	* * * *
“S.S. Assiniboia”	1903						1906	* *
“S.S. Baroness”	1883	174.5 feet (53 m)}	30 feet (9 m)		18 inches (45.7 cm)	202 tons empty 320 tons fully loaded	1885	* * * *
“S.S. Battleford”
“S.S. Cheyenne”	before 1879							*
“S.S. City of Edmonton”	1909	132 feet (40.2 m) {136 feet (41.5 m)}	34 feet (10 m)				(1917) 1918	* * * *
“S.S. City of Medicine Hat”	1906-7	130 feet(40 m)			0.6 m (1.9 feet) draft		1908	* *
“S.S. City of Prince Albert”	1907	100 feet (30.5 m)	24 feet {7.31 m)				late 1920s	* *
“S.S. City of Winnipeg”	1881 (Was “Minnesota“)	Re-built lengthened 40 feet (12.2 m) now either: 150 feet (45.72 m) or {170 feet (51.8 m)}					1881	* * * *
“S.S. Cumberland”								*
“David N. Winton”	1920	120 feet (36.6 m)					1954	* * *
“S.S. George V”	about 1911						1918	* *
“S.S. Glad Tidings”								*
“S.S. Glendevon”	1882					80 tons	1891	* *
“Jack Winton”		120 feet (36.6 m)						*
“S.S. John Bull”								* *
“S.S. Josie”	1890				25 inches (63.5 cm)		1914	* *
“S.S. Lady of the Lake”	1906						1907 (Later Qu’Appelle)	*
“S.S. Lily”	Built 1876 reassembled 1877 first work 1879	100 feet (30.5 m)	24 feet (7.31 m)	4 feet (1.22 m)	18 inches (45.7 cm)	75.69 (207)	1883	* * * * * ^
“S.S. Manitoba”	built 1875 launched on SK 1882	190 feet (57.9 m) (205 feet (62.5 m)}	31 feet (9.45 m)		300 tons (195 tons)		1885	* * * * * *
“S.S. Marion”	1907						1914	* *
“S.S. Marquis”	1882	207 feet (67 m) or {201 feet (61 m)}	33.5 feet (10 m)	5.3 feet (1.6 m)	25 inches (63.5 cm)	Two sources: 475 empty, 754 tons loaded (Another source 278.8 tonnage)	Out of service around 1886 or 1889 beached in 1890	* * * * * * ^
“S.S. May Queen”	1884	35 feet (10.7 m)					1885	*
“S.S. McKillop-Benjafield”	1903							*
“S.S. Minnesota”	1875	Either 110 feet (33.5 m) or {130 feet (39.6 m) }					1881 (later “City of Winnipeg” )	* * * *
“S.S. Minnow”	1884 (1885)	About 73 feet (22.3 m) or {75 feet (23 m)}	10 feet (3.05 m)			16 ton	1900	* * * *
“S.S. Nipawain”	1917	90 feet {86.8 feet}					1930s	* * * *
“S.S. Northcote“ North Goat	1874	{150 feet (46 m)} 154 feet (47 m)	28.5 feet (8.7 m)	4.5 feet	30 inches (76.2 cm) (22 inches (55.88 cm) light load, 3.5 feet (1.1 m) loaded 150 tons freight)	170.69 (291/441 tons) (gross tonnage 461.34, registered tonnage 290.63 two sources)	1886	* * * * * * * * ^
“S.S. North West” The Greyhound of the Saskatchewan	1881	200 feet (61 m)	33 feet (10 m)	4.5 feet (1.4 m)	18 inches (45.72 cm)	120.00 tonnage (305 tons) (425 gross tonnage)	beached 1896 / destroyed 1899	* * * * * ^
“O’Hell”	1910						1920s	* *
“S.S. Pathfinder”	1903						1914	* *
“Princess”	1881	132 feet (40.2 m)				gross tonnage 289	1906	* * *
“S.S. Qu’Appelle”	1907 (Was “Lady of the Lake“)						1918	*
“S.S. Roughsedge-Ramsay”	1905						1909	*
“S.S. Sam Brisbin”		47 feet (14.3 m)				18 ton	1930	* * *
“S.S. Saskatchewan”	1904						1913	* *
“S.S. Scona”	1907 (Was the “Strathcona“)						1918	* *
“S.S. Strathcona”	1904	100 feet (30.5 m)					1907 (Later the “Scona” )	* *
“S.S. The Pas”	1910						1920s	*
“S.S. Tobin”	1921						1930s	*
“S.S. Welcome”	1905						1906 (Later “Lady of the Lake“)	*

…all men–kings & serfs alike–are slaves to other men & to circumstance–save alone, the pilot–who comes at no man’s back and call, obeys no man’s orders & scorns all men’s suggestions. The king would do this thing, & would do that: but a cramped treasury overmasters him in the one case & a seditious people in the other. The Senator must hob-nob with canaille whom he despises, & banker, priest & statesman trim their actions by the breeze of the world’s will & the world’s opinion. It is a strange study,–a singular phenomenon, if you please, that the only real, independent & genuine gentlemen in the world go quietly up and down the … river, asking no homage of any one, seeking no popularity, no notoriety, & not caring a damn whether school keeps or not. – Mark Twain

______________________________________________________________________________



For more information:

Steamships All Aboard! on the Saskatchewan

Navigation of the Saskatchewan. Steamers


Saskatchewan Gen Web ~ Transportation


Ballad of the Saskatchewan ~ A Poem


The Aged Pilot Man ~ A Poem


Bibliography


Full Sized Table of Steamships upon the Saskatchewan


________________________________________________________________________________________

Follow me on Word Press, Blogger, Facebook, Flickr, Twitter, Tumblr, Live Journal, Sask Gen Web Ancestry.com and Flickriver

________________________________________________________________________________________

________________________________________________________________________________

Passionate Embrace ~ Pink Rose by Julia Adamson

Bibliography for: Steamships “All aboard!” on the Saskatchewan

Bibliography for:

 

Steamships All Aboard! on the Saskatchewan

 

 

Table of Steamships upon the Saskatchewan

 

Archer, John H. Saskatchewan A History Page 53, 68, 90, 100, 147. (Saskatoon, Saskatchewan. Western Producer Prairie Books. 1980. ISBN 0-88333-6 ISBN 0-88833-2)

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Comfort, D.J. Rivers of Water and Steamboats North
Meeting Place of Many Waters
Part two in a history of Fort McMurray 1870-1898.
Excerpts from pages 170-175

Cousins, Brian. Transportation Encyclopedia of Saskatchewan.
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Dalton, Anthony. A Rollercoaster Ride of a Life Horatio Hamilton Ross wasn’t your normal sort of hero, but he established a massively successful business, left a trail of maritime disaster, and was loved by his friends. Scotland Magazine Issue 9. 1999-2012. Paragraph Publishing Ltd. Norwich.

Dawson, Simon James. Report on the exploration of the country between Lake Superior and the Red River Settlement, and between the latter place and the Assiniboine and Saskatchewan Lovell, 1859

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H.B.Co. Steamer “The Saskatchewan” 1907 SAIN Photographs. Saskatchewan Archival Information Netword.

Herzog, Lawrence. When Steamboats Ruled the River It’s Our Heritage. Vol. 22 No. 26. July 1, 32004. Edmonton Real Estate Weekly.

Herzog, Lawrence. A City Called Home – Interpretations. When Steamboats Ruled the river. Edmonton Public Library.

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The Lumber Industry in Manitoba ~Government of Manitoba (pdf)

Manitoba Photographers Frank Jay Haynes (1853-1921) “Stereoscopic Views along the line of the Canadian Pacific Railway. Manitoba Historical Society. 1998-2012 .

“Marquis” SAIN Photographs Saskatchewan Archival Information Network.

Massie, Merle.  At the Edge: The North Prince Albert Region of the Saskatchewan Forest Fringe to 1940(pdf) 2010. University of Saskatchewan.

McDougall, John. Alberta, Past and Present, Historical and Biographical Forward by John Blue.

McLennan, David. Our Towns:
Saskatchewan Communities from Abbey to Zenon Park CPRC Press, 2008
ISBN 0889772096, 9780889772090

Mossy Vale, Saskatchewan Steamboats at Mossy Vale. David N. Winton Alice Mattes January, 2012.

Nichols, George C. A Mississippi Riverboat pilot looks back on his career, 1845-1883. Recollections of a Pioneer Steamboat Pilotcontributing to the early history of the Mississippi (La Crosse, Wis. : Tucker & Co., 1883) Wisconsin Historical Society. ©1996-2012

Nipawin Historical Society. Bridging the years : Nipawin, Saskatchewan Nipawin, Saskatchewan. 1988

The “Northcote” (pdf) Musee Virtuel Virtual Museum of Canada.

Northern Prairie Steamboats Manitoba Historical Society. 1998-2012.

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“S.S. Northcote” SAIN Photographs. Saskatchewan Archival Information Network.

Northern Alberta Railways University of Alberta (doc)

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ISBN 0888641117, 9780888641113

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Following the Oberholtzer-Magee Expedition Minnesota Historical Society, 2008 ISBN 0873516168, 9780873516167

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Picture from the Local History Room Collections Traffic Bridge During the Flood and the hull of the “City of Medicine Hat” steam boat.

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Prairie Postcards. Wreck of the steamer “City of Medicine Hat” which lies on its side in the river agains a pier of the Traffic Bridge Canadian Culture Online Program of the Department of Canadian Heritage
Copyright © 2003-2009 University of Alberta.

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Sanderson, Ida. “Alpha” Souvenir Westman History Resources Project: Digitally Preserved Articles. Glenboro Gazette. The “S.S. Alpha” A Souvenir.

Saskatchewan’s Top News Stories: Heroes and Outlaws. News of the Week. Batoche Taken. Miscreancy of Riel. Captain Jack French killed 1885. Canada’s Digital Collections by the University of Saskatchewan Libraries.

Steamer “Saskatchewan” at Prince Albert, SK SAIN Photographs. Saskatchewan Archival Information Network.

Saskatchewan Settlement Experience Saskatchewan Archives Board. 2005.

SAIN Photographs Steamer “Saskatchewan” at Prince Albert, Steamer “City of Edmonton” at Edmonton. Saskatchewan Archival Information Network.

Saskatoon City News. S.S. City of Medicine Hat Information and Chronology. November 18, 2012.

Smith, T.R. ^ Editor D.H. Bocking. “The Steamboat Lily” Saskatchewan History magazine. Volume SVII, No. 2, Spring 1964. Saskatchewan Archives Office, University of Saskatchewan. Saskatoon, Saskatchewan. 1964.

“S. S. Marguis.” SAIN Photographs Saskatchewan Archival Information Network.

Shortt, Adam. and Arthur George Doughty. Canada and its provinces : a history of the Canadian peoples and their institutions. Volume 10, Section V : the Dominion : industrial expansion, Part II Glasgow, Brook & Company Toronto, Ontario 1914

“S.S. Nipawin “of Kenora on the Saskatchewan River 1928. Sternwheeler “S.S. Alice Mattes” 1920. Community Memories. Sam Waller Museum, The Pas, Manitoba, Musee Virtuel, Virtual Museum.

Steamboat “City of Medicine Hat” sinking at Saskatoon June 7, 1908. Glenbow Museum.

Steamboat “City of Medicine Hat” on South Sasktachewan River, Medicine Hat, Alberta image  Glenbow Museum.

Steamer North-West reaches Battleford and Edmonton. Saskatchewan Herald. August 4. Reprinted Winnipeg Free Press. August 22, 1882

Steamship on the Prairies: wreck from 1908 found in South Saskatchewan River. Canadian Press. November 15, 2012.

Thomas, Lewis Herbert. John Elgin Foster. The Developing West:
Essays in Honor of Lewis H. Thomas University of Alberta, 1983.
ISBN 0888640358, 9780888640352

Tolton, Gordon Errett. Prairie Warships: River Navigation in the Northwest Rebellion (Heritage Publishing Co. 2007. ISBN 1894974301, 9781894974301)

Tolton, Gordon Errett. Navigation in the Northwest Rebellion Heritage House Publishing Co, 2007
ISBN 1894974301, 9781894974301

We’ve had our share of notable disasters. Of fires that ravage grasslands, forests and town main streets, Saskatchewan has battled thousands. Of blizzards that bring the province to a standstill, we all have stories. Ours is a windblown country, with tornadoes an annual summer threat. The Leader Post. October 20, 2008.

Wish you Were Here Saskatchewan Postcard Collections Steamboats – Wreck of the City of Medicine Hat University of Saskatchewan Archives. 2010.

Wish you were Here Saskatchewan Postcard Collecitons Str City of Edmonton, Edmonton, AB University of Saskatchewan Archives. 2010.

Wiebe, Rudy. Big Bear Extraordinary Canadians. Penguin Canada, 2008
ISBN 0143172700, 9780143172703

Winnipeg Free Press. Tuesday August 22, 1882. NewspaperArchive.com

Winnipeg Free Press Saturday, May 06, 1972 – Newspaper Archive Grand “Steamer Marquis” Comes To Ignominious End. 2012.

Wreck of steamboat “City of Medicine Hat” image Glenbow Museum.

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For more information:

Steamships All Aboard! on the Saskatchewan

Navigation of the Saskatchewan. Steamers

Saskatchewan Gen Web ~ Transportation

Ballad of the Saskatchewan ~ A Poem

The Aged Pilot Man ~ A Poem

Bibliography

Table of Steamships upon the Saskatchewan

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Follow me on Word Press, Blogger, Facebook, Flickr, Twitter, Tumblr, Live Journal, Sask Gen Web Ancestry.com and Flickriver

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Delicate Beauty Phalaenopsis Orchid by Julia Adamson

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• Saskatoon announces discovery of S.S. City of Medicine Hat steamship remains (vancouversun.com)
• Wreckage from lost Saskatoon steamship unveiled (cbc.ca)
• 211 database and website coming to Saskatchewan in 2013 (metronews.ca)

The Aged Pilot Man

On the river channel, it was,
All on a summer’s afternoon,
I sailed forth with my parents
Far away to Saskatoon.

From out the clouds at noon that day
There came a dreadful storm,
That piled the billows high about,
And filled us with alarm.

A man came rushing from a house,
Saying, “Snub up your boat I pray,
Snub up your boat, snub up, alas,
Snub up while yet you may.”

Our captain cast one glance astern,
Then forward glanced he,
And said, “My wife and little ones
I never more shall see.”

Said Dollinger the pilot man,
In noble words, but few,—
“Fear not, but lean on Dollinger,
And he will fetch you through.”

The boat drove on, the frightened mules
Tore through the rain and wind,
And bravely still, in danger’s post,
The whip-boy strode behind.

“Come ‘board, come ‘board,” the captain cried,
“Nor tempt so wild a storm;”
But still the raging mules advanced,
And still the boy strode on.

Then said the captain to us all,
“Alas, ’tis plain to me,
The greater danger is not there,
But here upon the sea.

So let us strive, while life remains,
To save all souls on board,
And then if die at last we must,
Let . . . . I cannot speak the word!”

Said Dollinger the pilot man,
Tow’ring above the crew,
“Fear not, but trust in Dollinger,
And he will fetch you through.”

“Low bridge! low bridge!” all heads went down,
The laboring bark sped on;
A mill we passed, we passed church,
Hamlets, and fields of corn;
And all the world came out to see,
And chased along the shore
Crying, “Alas, alas, the sheeted rain,
The wind, the tempest’s roar!
Alas, the gallant ship and crew,
Can nothing help them more?”

And from our deck sad eyes looked out
Across the stormy scene:
The tossing wake of billows aft,
The bending forests green,
The chickens sheltered under carts
In lee of barn the cows,
The skurrying swine with straw in mouth,
The wild spray from our bows!

“She balances!
She wavers!
Now let her go about!
If she misses stays and broaches to,
We’re all”—then with a shout,]
“Huray! huray!
Avast! belay!
Take in more sail!
Lord, what a gale!
Ho, boy, haul taut on the hind mule’s tail!”
“Ho! lighten ship! ho! man the pump!
Ho, hostler, heave the lead!

“A quarter-three!—’tis shoaling fast!
Three feet large!—t-h-r-e-e feet!—
Three feet scant!” I cried in fright
“Oh, is there no retreat?”

Said Dollinger, the pilot man,
As on the vessel flew,
“Fear not, but trust in Dollinger,
And he will fetch you through.”

A panic struck the bravest hearts,
The boldest cheek turned pale;
For plain to all, this shoaling said
A leak had burst the ditch’s bed!
And, straight as bolt from crossbow sped,
Our ship swept on, with shoaling lead,
Before the fearful gale!

“Sever the tow-line! Cripple the mules!”
Too late! There comes a shock!
Another length, and the fated craft
Would have swum in the saving lock!

Then gathered together the shipwrecked crew
And took one last embrace,
While sorrowful tears from despairing eyes
Ran down each hopeless face;
And some did think of their little ones
Whom they never more might see,
And others of waiting wives at home,
And mothers that grieved would be.

But of all the children of misery there
On that poor sinking frame,
But one spake words of hope and faith,
And I worshipped as they came:
Said Dollinger the pilot man,—
(O brave heart, strong and true!)—
“Fear not, but trust in Dollinger,
For he will fetch you through.”

Lo! scarce the words have passed his lips
The dauntless prophet say’th,
When every soul about him seeth
A wonder crown his faith!

And count ye all, both great and small,
As numbered with the dead:
For mariner for forty year,
On Erie, boy and man,
I never yet saw such a storm,
Or one’t with it began!”

So overboard a keg of nails
And anvils three we threw,
Likewise four bales of gunny-sacks,
Two hundred pounds of glue,
Two sacks of corn, four ditto wheat,
A box of books, a cow,
A violin, Lord Byron’s works,
A rip-saw and a sow.

A curve! a curve! the dangers grow!
“Labbord!—stabbord!—s-t-e-a-d-y!—so!—
Hard-a-port, Dol!—hellum-a-lee!
Haw the head mule!—the aft one gee!
Luff!—bring her to the wind!”

For straight a farmer brought a plank,—
(Mysteriously inspired)—
And laying it unto the ship,
In silent awe retired.

Then every sufferer stood amazed
That pilot man before;
A moment stood. Then wondering turned,
And speechless walked ashore.
Adapted from The Aged Pilot a poem by Mark Twain

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For more information:

Steamships All Aboard! on the Saskatchewan

Navigation of the Saskatchewan. Steamers


Saskatchewan Gen Web ~ Transportation


Ballad of the Saskatchewan ~ A Poem


The Aged Pilot Man ~ A Poem


Bibliography


Table of Steamships upon the Saskatchewan


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Follow me on Word Press, Blogger, Facebook, Flickr, Twitter, Tumblr, Live Journal, Sask Gen Web Ancestry.com and Flickriver

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Autumn in the Misty Morn by Julia Adamson

A Ballad of the Saskatchewan

 

Now again ’tis lovely May, by the riverside I stray,
And the song birds sing around and overhead,
And I watch the river flow as I did long years ago
When the North West in her glory sailed ahead.

As I watch the river flow, I think on the long ago
When each pioneer granted a homestead begun
In the land so bright and new, in the land so fair to view
In the valley of the famous River Saskatchewan.

Then the North West in her prime, on the river made good time
And her passengers admired her as she sped
Through the valley bright and new, through the valley fair to view
On the swift waters of the Saskatchewan water bed.

Fancy hears the tinkle ting of her bells as they would ring
For to start or stop or back or come ahead,
And the sounding of her gong, as they steamed her extra strong
Through the Saskatchewan river water bed.

And now it comes to mind, how each woodpile they would find
And load up enough to keep her furnace fed
As she sailed from side to side down or up the ruby tide
Landing pioneers along the Saskatchewan water bed.

Men of fame and high renown, on the North West then sailed down
To find out its great resources they were led
That they might see and write, of the fertile vale so bright,
Lovely valley, flowery valley, Saskatchewan’s water bed.

Now to you I will relate, Peter McArthur’s ecstatic state
Honeymoon suites, Grand piano, nothing but the best
Pioneer Iron Works of Wisconsin, double-level engines placed within,
Nothing repressed, the envy of the west.

But the North West is no more, for upon Edmonton’s shore
She was wrecked upon Low Level Bridge, and never more can come ahead.
But some relics of her still lie beneath the waves a’murmurin’ still
In the willows by the Saskatchewan River bed.

She will never sail again, for the bridge did cut her in twain,
And no more upon her decks can old friends have fun
As they danced in days of yore, as she sailed from shore to shore,
Landing pioneers along the shores of the Saskatchewan.

I recall to mind today, some old friends who went away,
Pioneers who were to finish what they had begun,
Friends who came here to reside, when the North West in her pride
Towed her barges filled with grain upon Saskatchewan

Friends are leaving one by one, pioneers have gone,
Some have gone to other lands and some are done,
Some of them are laid to rest, in the East, North, South and West,
And some others rest beside the peaceful Saskatchewan.

Then, good-bye old friends, good-bye, for the dear old days we sigh,
And live o’er again some youthful years long gone,
And we’ll often call to mind, happy days we left behind
In the valley of the famous River Saskatchewan.

As I muse and watch the stream, here and there a fish doth gleam,
And the song birds overhead dig and sing ‘neath the springtime sun,
And I watch the river flow, as I did long years ago,
When the North West in her glory sailed the Saskatchewan.

Adapted from A Ballad of the Red by Patrick H. Donohue, an old riverman

______________________________________________________________________________

For more information:

Steamships All Aboard! on the Saskatchewan

Navigation of the Saskatchewan. Steamers

Saskatchewan Gen Web ~ Transportation

Ballad of the Saskatchewan ~ A Poem

The Aged Pilot Man ~ A Poem

Bibliography

Table of Steamships upon the Saskatchewan

________________________________________________________________________________________

Follow me on Word Press, Blogger, Facebook, Flickr, Twitter, Tumblr, Live Journal, Sask Gen Web Ancestry.com and Flickriver

________________________________________________________________________________________

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Hope Rekindled by Julia Adamson

 

Related articles

• The Aged Pilot Man (aumkleem.wordpress.com)
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• Saskatchewan Virtual War Memorial Site Updated (aumkleem.wordpress.com)