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1915

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From The Story of Dartmouth, by John P. Martin:

Throughout the winter of 1914-1915, Dartmouth pupils continued on half-time classes until the new Greenvale and Hawthorne Schools were finally opened towards the end of April. Old Hawthorne School, however, still had to be utilized to take care of the overcrowding. Legislation was obtained in 1915 empowering the Park Commission to sell building lots on the Common from the wooden Exhibition Rink to Lyle Street. The name of Quarrell Street was changed to Queen Street, and the Town tax rate was fixed at $1.67. A Town Planning Board was formed. It comprised Mayor Williams, Councilors Lynch and Russell; R. Leo Graham and Dr. W. H. Hattie.

Collections for a machine gun were successful carried out by the Axe and Ladder Company under the leadership Harry Young. Recruiting speeches were made by military and other officials at every opportunity such as theatre audiences and at race gatherings. Numbers of youths donned naval or khaki uniform.

With the concentration of troops and ships at Halifax, more and more newcomers began to locate on our side of the harbor. It was the beginning of the end of old-time Dartmouth, whose ferry-passengers and townsfolk in general were fairly fixed in their number and in their habits, and whose business places had not yet seen many striking changes. No longer was the familiar “To Let” sign visible in vacant houses. Rents took a rise. Vacant spots of scrag land overgrown with burdock and buzzy bushes, which had long gone begging for buyers, now began to be acquired by speculators and new organizations such as the Dartmouth Development Co.

C. G. Walker’s new hardware store at his grandfather’s o. location on Portland Street sold “Model T” Fords on instalment Automobiles began to line up at the cab-stand to compete with horse-drawn vehicles, and to splash pedestrians on our muddy streets which were still macadamized, although the downtown permanent sidewalk program had gone steadily forward every summer. Some stranger with a Southern accent asked for a “cawh” ticket at the ferry, and was handed out a 10-cent one by the naïve young lad at the wicket, long accustomed to similar purchases from herders of cows and oxen.

Symonds’ old Iron Foundry was torn down that year. The Winston Steel plant was erected near Grove Street. The new Post Office was nearing completion. The brick Coombs residence was built on Crichton Avenue. More dwellings went up on Bligh Street. Walter C. Bishop erected the first house on Bell’s Hill opposite Lawlor farm. Ex-Councilor Peter McKenna retired after 35 years in the undertaking business. Cecil E. Zink built a new Funeral Parlor on Portland Street. The Board of Trade report listed the number of new houses at 35. (Peter McKenna was also a prominent Contractor.)

At 201 Windmill Road, died Mrs. Joseph Deyoung at the great age of 102. This remarkable lady’s patriotic activity of knitting socks for soldiers, brought her a personal acknowledgment from King George V. Peter Day, the north-end oarsman died at 92.

Other life-long residents to pass away, were Harry Ede Austen, Lewis Payzant, Mrs. George, Mrs. J. D. Murphy, Mrs. Paul Farrell and ex-Mayor James Simmons who had come to Dartmouth in 1854. Mrs. Dr. Parker 81, died at “Beechwood”. In the Morris house at Lake Loon died Gore Montagu after whose family the mining village is named, but misspelled.

Peter Beals died at Preston, aged 82. Margaret Downey (Mrs. James Kennedy) former school teacher, died at Revelstoke, B.C. Her sister Frances died at Beverley, Mass., and was buried in Dartmouth. Both were daughters of Maurice Downey and grandchildren of Joseph Moore of the Canal. In November, school pupils were escorted to Halifax to view the remains of Sir Charles Tupper, father of the Nova Scotia Free School Act.

1914

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From The Story of Dartmouth, by John P. Martin:

In 1914 the whole world commenced to turn topsy-turvy. Our first upset occurred on January 28th, when wooden Greenvale School with its valuable museum specimens and library books was completely destroyed by fire. We got another shock in May when the “Empress of Ireland” sunk in the St. Lawrence with several prominent personages.

The crowded school situation was now greatly aggravated. In this expediency, most pupils were put on part time in Central and Park Schools. Other classes were set up in Christ Church Parish Hall and in the Merson building on Dundas Street. Plans were then made to erect new schools, and contracts were subsequently awarded to Rhodes Curry and Co., for the construction of fireproof structures at Greenvale and at Hawthorne.

Meanwhile the work of demolishing and removing buildings on the new Post Office site was rapidly progressing. The track of the Eastern railroad was well beyond Musquodoboit Harbor. Halifax and Dartmouth Boards of Trade now collaborated to urge upon the Federal Government the necessity of a harbor bridge so that freight from Dartmouth and the eastern sections of the County could go by rail directly across to Halifax. A bridge would also be the means of extending the Halifax tram lines to Dartmouth and to Cow Bay beach for summer tourist trade.

All these projects made life in Dartmouth look pretty rosy in the early summer of 1914. Boating, swimming, bathing, baseball, tennis and other outdoor activities were expanding, as more and more growing girls and boys emulated their oldsters. The lakes were alive with all sorts of craft. Shirt-waisted ladies and straw-hatted men of all ages reappeared in the usual summer garb. Seldom did we see a military or a naval uniform in Dartmouth, except when some local boy like George Myers came into port on HMCS ‘‘Canada” or the ‘Niobe” which then comprised the whole Canadian Navy on the Atlantic coast. Over the years, most of us had received training in cadet corps. Some afterwards joined various Halifax volunteer regiments for summer drill and encampment. Others attended Naval College, but probably very few contemplated a military career.

The Brightwood Golf Club under President I. W. Vidito opened a 9-hole golf course with a grand celebration in July. Unaware of any impending peril, the Banook Club Committee went ahead with plans for a Natal Day celebration (which was never held), and already had ordered the regular supply of fireworks.

Then the deluge of blood commenced in Europe.

The heir to the Austrian throne was assassinated. Germany flew to arms to assist her ally; declared war on Russia and France, and invaded Belgium. On August 4th, Britain declared war against Germany. Everybody was aroused to action.

At Dartmouth, sailors from a French trawler on the Marine slip paraded the streets with the Union Jack and Tricolor, alternately singing “God Save the King” and the “Marsellaise”. Troops from the volunteer regiments of Halifax manned the various port outposts and vulnerable points east of Dartmouth. Eastern Passage was closed to shipping. All the sources of our water supply system were heavily guarded. Scores of local boys were either already in the ranks, or on their way to Valcartier to join the First Canadian Contingent. Rumors were rife of enemy submarines.

Big transatlantic liners including the “Mauretania” and the “Cedric” raced for refuge into Halifax harbor, and anchored within shouting distance of the ferry route. Meat, flour and other produce took a sharp rise. The local Red Cross Society commenced to collect money and clothing for war purposes. The Canadian Patriotic Fund, to assist the families of men in the services, was organized. The Committee who canvassed in Dartmouth comprised Mayor Williams, Town Clerk Elliot, J. W. Allison, James Burchell, E. M. Walker, A. C. Pyke, James Tobin, Dr. F. W. Stevens, Leo Graham. The Acadia Sugar Refinery subscribed $10,000, and the Town Council voted $2,500. In Europe the German army was sweeping onward.

In the autumn Dartmouth joined with other centres in an extensive campaign for funds, food and clothing for the relief of sufferers in devastated Belgium. The local chairman was ex-Mayor A. C. Johnston, grandson of a former Premier. About 150 crates and barrels of food, clothing, boots, groceries and the like, were packed and added to the tons of similar material at Halifax where it was loaded aboard ships chartered by the Nova Scotia Government, and sent forward as a contribution of the people of this Province.

Meantime Dartmouth boys were continuing to rally to the colors, many of them enlisting with the well-known 25th Battalion then recruiting at Halifax. In Dartmouth the Home Defence Guards were organized and commenced drilling in the Dartmouth Rink under Captains H. D. Creighton, Dr. F. W. Stevens and J. Lorn Allan.

The Eastern Railway to Dean Settlement was completed that year, and on December 21st brought in its first load of passengers. They were disembarked at Woodside because the Government had not yet taken over the new road from the contractors.

1913

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From The Story of Dartmouth, by John P. Martin:

The exodus of young people and sometimes of whole families, out of Dartmouth which had been going on since the 1890s, seems to have been halted about this time. This is indicated by school statistics. The total registration of pupils at the turn of the century hovered around the 1200 mark. In the year 1905 the figure was 1279, but by 1912 it had dropped to the low mark of 1084. The attendance picked up in 1913 when the annual enrolment stood at 1105. At last the tide had turned. It will be remembered that during these latter years the great development at the Halifax Ocean Terminals was well under way, bringing workmen and their families back to our district. On this side of the harbor, reconstruction of the Sugar Refinery brought increased trade to merchants in Dartmouth.

In 1913 the Ferry Commission erected the present station house at Halifax, replacing the small low building which stood on the southern side of the main gates. A new Post Office for Dartmouth was also on the Federal Government program. The proposal was to rebuild on the old site (present N.S. Light and Power office), but many townsfolk had been long agitating for the demolition of the Colored Barracks, and other old buildings fronting Quarrell Street. This location was decided upon, after President J. Walter Allison of the Board of Trade had interviewed Premier Borden at Ottawa in 1913.

More dwellings were erected in parts of Austenville that year, also on Hawthorne Street, Pleasant Street, and on Prince Albert Road south of F. S. Mitchell’s residence which had been built in 1909. The remainder of Eaton’s field (formerly Stanford’s) was still in its primitive state as far as Robert McElmon’s premises. The new North End Mission (Emmanuel) Church was opened in March.

The shipyard of Mayor E. F. Williams at the foot of Church Street was still flourishing in 1913. That summer he launched some half dozen small patrol boats for the Dominion Government. Dr. A. H. MacKay of the Board of Trade reported that his Bridge Committee had interviewed Federal Government engineers and the latter were then making estimates as to the cost of a bridge at the Narrows. Eugene Nichols succeeded Watson L. Bishop as Superintendent of Streets, after 21 years service. Mr. Bishop’s system of macadamizing had given Dartmouth some of the finest streets in the Province.

Since the turn of the century amateur baseball teams like the Casazos, Centrals, North Stars, St. Peter’s, Red Sox, DBCA, Woodside and Mount Amelias had attracted large crowds to the unfenced Chebucto Grounds for league games on summer evenings. The hat was passed around to defray cost of equipment. In winter the same enthusiasm was exhibited at the old Rink in the senior and junior hockey league games. In autumn there were generally four or five tug of war tournaments and athletic contests. The Boggshire boys, who were now young men, held their 15th annual regatta off the Slip in 1913. It was to be the last. Dartmouth celebrated its Natal Day on Thursday, August 14th. It also was the last for a while.

At this time, war was rumbling in the Balkans and in Mexico. Newspapers in parts of Canada, occasionally editorialized on the “German peril”; in other parts, the idea was ridiculed. All of it seemed very foreign to the carefree youths of Dartmouth who were then far more interested in battles of big-league baseball teams.

1912

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From The Story of Dartmouth, by John P. Martin:

The Dartmouth Patriot newspaper removed from 85 Portland Street in 1912, and located at the present 48 Commercial Street in the building then vacated by C. E. Peveril when he closed out his 20-year old butcher business. John E. Walker also abandoned his father’s grocery establishment which had been started many years before by H. C. Walker at the present premises of E. S. Dickie on Portland Street.

Construction work in 1912 included rebuilding of the Sugar Refinery where 400 men were employed. Remodeling of the Baptist Church on King Street comprised a new vestry and Sunday School section. Their first parsonage was also built as a dwelling at northwest corner of Tulip and Pine Streets. Another house was erected at the northwest corner of Tulip and Maple; and a few more Ropework cottages were built on Dawson Street. Contractor Charles Short erected for his father-in-law Edward Stanley, the double dwelling at 26-28 King Street. Otherwise there was not much new work in the building line, probably on account of the large number of older houses already up for sale or to be let.

The Dartmouth Development Company bought up a few properties in downtown Dartmouth. Many others were on the market. Mrs. John Hunt, widow of the iceman, who then occupied Manor Hill, offered the residence, stable, coach house and nearly 40 acres of land, both adjacent and in the vicinity of Oathill Lake.

At 29 King Street that year, died Mrs. Thomas Hill, last of the family of Judge Charles R. Fairbanks, Canal Secretary. Paul Farrell, brother of Dominick and native of Dartmouth, whose former grocery and bar still stands at 66 Ochterloney Street, died at Halifax aged 86. Mrs. Farrell’s flower garden flourished on the present location of Masonic Hall, and on part of Wentworth Street.

Mrs. Farrell’s flower garden, as mentioned above.

1911

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axe ladder 1911 fire department

From The Story of Dartmouth, by John P. Martin:

The Dominion decennial census of 1911 gave Dartmouth’s population at 5,058. In February of that year, two-roomed Victoria School was opened at the southeast corner of Wyse Road and Common Road. The new ferry-steamer “Halifax” was launched in Scotland. Daniel Brennan commenced the first automobile-bus service around Dartmouth and also ran trips to Cow Bay Beach. In a short time, he abandoned the venture. Many Dartmouthians saw their first airship flights at the Provincial Exhibition. Sir Wilfrid Laurier campaigned in Halifax for the Dominion elections. The big issue was reciprocity with the United States, and the result was a victory for the Conservative party, led by Robert L. Borden, the representative for Halifax County in the House of Commons.

More permanent sidewalks were laid in Dartmouth that year. The dates of construction are still indicated by brass figures embedded at our various street corners. Road racing continued in vogue, with Dartmouth boys making their usual creditable showing at the contests in Halifax. President Stanley MacKenzie of Dalhousie University, a former Dartmouth resident, presented the annual prizes at Greenvale School. Dartmouth firemen assisted at an all-night conflagration of the King Edward Hotel in Halifax. The Dartmouth Board of Trade took advantage of the change of Government, and renewed their requests to Ottawa for the construction of permanent bridge across the Narrows. The steam-yacht “Hirondelle” equipped with wireless telegraphy, sent out a musical program over the air, from her anchorage in Halifax harbor.

This is the Dartmouth Axe and Ladder Company running team taken during “Old Home Week.” celebrations at Yarmouth in July 1911. Out of ten teams contesting” in the hook and ladder race, the Dartmouth group were only one fifth of a second behind the winning team from New Aberdeen. Back row, left to right: Alexander (Sandy) Patterson, William Chapman, Arthur Bonang, James Baker, Richard Walsh. Front row, left to right: Douglas Patterson, Martin Murphy, Harry Young, Clarence Short, Fire Chief Trefry of Yarmouth, Arthur Emery.

1910

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From The Story of Dartmouth, by John P. Martin:

During the first decade of the 1900s and up to the outbreak of World War I, there was a continual exodus of young people, particularly school-teachers, to the Canadian Northwest. Those who did not heed Horace Greeley’s advice, usually found employment locally or in Halifax. By this time there were many more female commuters on the ferry. At every trip, it was the custom of the male passengers to pop into the Reading Room and glimpse the morning papers while waiting for the boat. Then at the sound of the ferry-bell, they made a mad rush out of the door.

Some eight or ten hackmen with open carriages, made a small living at the cab-stand nearby. Low-slung ice-carts, returning empty at noon or night, had the rear step loaded with homeward-bound hitch-hikers. The few automobiles that passed through Dartmouth during the early part of that decade, were at first derided and even dreaded, for these chugging machines with their dust-coated and goggled drivers often caused runaway accidents. By 1910 cars were becoming fairly numerous. As there was no such thing as STOP signs, drivers were obliged to sound their horns at every corner. Failure to do this, drew a ten dollar fine in Police Courts.

Bathing spots at the lakes like Birch Cove, “Bull Rock” and Port Wallace Locks continued to be patronized by men and boys. After the Banook clubhouse was built, scores of canoes appeared on the fresh water surfaces. Billy McPhee, at the present Mic-Mac location, had boats for hire and made scheduled motor-boat trips up and down from Second Lake where whole families camped during the summer. Swimming was forbidden in Maynard’s Lake because it was a source of supply for the Nova Scotia Hospital.

Sunday bathers at Cow Bay beach kept increasing greatly after the turn of the century. The numerous wagons and four-horse teams returning to Halifax in the evening, created clouds of dust which literally coated houses on downtown Portland Street. (The watering-cart did not function on Sundays.)

McNab’s Island was another Sunday mecca for bathers and also for beer-drinkers. There were plenty of suitable spots for private picnics and beaching of row-boats, and plenty of ale for five cents a pint at the forts in the years up to 1905 when the Imperial regiments were garrisoned at Halifax.

The annual Sunday School picnic to Findlay’s Grounds on “the Island” was the one event in the lives of most youngsters to which they looked forward from one summer to the next. The march from the church, the band, the boat-trip, the Mauger’s Beach lighthouse, the rural surroundings, the smell of spruce, the creaking of swings, the welcome odor of dinner cooking, the cramming of food, the foot-races, the whir of the wheel of fortune, or the staccato tones of the agile young man calling figures through the strains of Buchanan’s Orchestra on the dance floor—all revive fond memories oJ those peaceful pre-war years with their comfortable sensation ol security, never to be known or understood by post-war generations

Such were some of the features of life hereabouts in the era preceding the coming of autos. Much of the energy of youth was there applied to things afloat. Their yachts, boats and boat-houses had to be repaired, and watched at every change of weather. On a summer evening, cushion-seated pleasure craft occupied by young couples, fairly dotted the Dockyard part of the harbor where British warships lay at anchor halfway across to Black Rock. Usually the naval band played nightly on the deck. Enterprising John Forsyth in his advertisement of a house to let on Fairbanks Street in the spring of 1905, mentioned as an inducement that the tenant would enjoy free band concerts all summer.

In 1910 the Consumers Cordage Company financed the expense of cutting a new street from the head of Crathorne’s Pond through the Brodie property to the Ropeworks gate. Seven more blocks c permanent sidewalks were laid downtown. Dartmouth installed it own street lighting plant by leasing telephone poles and erecting about 100 new ones. The Royal Bank came to Dartmouth when the organization absorbed all the branches of the Union Bank of Halifax

In the month of May, Hailey’s comet returned on schedule, and was the centre of attraction in the northern sky for nearly a week on fine evenings. Dartmouth firemen competed in a tournament at Truro on that Town’s 150th anniversary. Natal Day on Thursday, August 4th was fine in the morning, but the rowing races at the lakes were held in the rain.

The nine-year reign of King Edward VII ended with his death that spring. His successor, George V, was known in this port from the days of his service in the British Navy. In those years, he occasionally came to our side of the harbor on fishing and hunting excursions. Another death in England was that of wealthy Dominick Farrell, who lived there in retirement. At her Dartmouth home, died Mrs. J. W. Turner (Eliza Foster), who was 88 years of age and widow of James Turner, one time Mayor of Dartmouth.

1909

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From The Story of Dartmouth, by John P. Martin:

By 1909 efforts were still being made to start construction work on the Nova Scotia Eastern Railway. Rumors that the Provincial Government were considering an advance of one million dollars to promoters of the railroad, aroused strong protests from County Councilors that winter. They passed a resolution pointing out to the Government that such a financial outlay would benefit only a certain section of Halifax County, whereas if the same amount were applied to the macadamizing and widening of trunk roads, the money would be expended to much better advantage.

Speaking for the resolution, Councillor W. A. Temple of Waverley said that macadamized roads would be the forerunner of better means of communication. In the very near future, automobiles would be manufactured at a lower cost than at present, and could then serve the needs of farmers equally as well as railroads.

At the same session, County Councilors vehemently denounced the recklessness of certain auto drivers who kept speeding towards a skittish horse, already showing signs of becoming unmanageable. The number of farmer’s’ horses and wagons along a highway far outnumbered automobiles; and moreover, the former used the roads for purposes of making a living, while the autoist raced through the countryside merely for motives of pleasure.

The Councilors thereupon drew up a by-law which in effect, was somewhat the same as had been adopted in some other Counties of Nova Scotia, and in some other Provinces. It declared that:

NO AUTOMOBILE SHALL BE ALLOWED TO RUN ON ANY ROAD IN THE MUNICIPALITY OF THE COUNTY OF HALIFAX, EXCEPT ON TUESDAY AND THURSDAY IN EACH WEEK.

The penalty for infraction of the automobile bylaw was $50 for the first offence, $100 for the second and $200 for the third offence with or without imprisonment of 60 days.

The comment of the “Dartmouth Patriot” agreed that the law was drastic but the County Council felt that the highways should be preserved for the people. Some rural roads had not been improved for years, and were little better than wagon tracks around a side hill or along a river-bank where an automobile and an ordinary carriage could not pass, without one or the other being forced off the road, said the editorial.

A few months later the Dartmouth newspaper again commented:

“The vexed question of prohibiting motor vehicles from the use of the public highways is rapidly being adjusted in different places. The auto has come to stay. That might as well be understood. The only thing is to so regulate traffic that it will not interfere unduly with the great number of people who do not own these vehicles. Nearly every County in Nova Scotia has laws of its own which prohibit the traffic on certain days of each week. In Halifax County the prohibition is very severe, but so far no prosecutions have taken place although the law is violated every week. In fact the bylaw is a dead letter. In time, the auto will be as common as carriages are today, so it is better to prepare for them.“

Dartmouth made a far-reaching step towards modernity in 1909 when the Town commenced the construction of permanent sidewalks. The first stretch of concrete was laid along the east side of Water Street between Portland and Quarrell Streets. The western side of the same block was the next to be laid, and the concrete walk continued down the north side of the ferry hill to the railway tracks. Another half block was completed that autumn on the north side of Portland Street from Sterns’ corner to Prince Street.

There was a proposal to extend Prince Street through to Quarrell Street at a cost of about $6,000, but the question was defeated by an adverse vote of ratepayers at a plebiscite.

That year the Governors of Dalhousie University, who were seeking a suitable location for building expansion, came to Dartmouth and looked over the Common field as a possible site.

At Greenvale School in October, Lieutenant-Governor D. C. Fraser presented pupils with prizes won during the previous term. It was the first time that a representative of the Crown had paid an official visit to Dartmouth schools.

There was a real Jesse James hold-up with real shooting, in a lonely part of town that fall. The scene was nearly opposite the present Memorial Rink on Wyse Road, then a narrow thoroughfare bordered by a swamp of trees and bushes. Back in last century, the road had been constructed largely at the expense of the Ropeworks Company because of the more direct route it afforded their teams in the movement of raw and finished material to and from the ferry. On account of its isolated position, the road was seldom used by other vehicles, and its pedestrian traffic was mostly confined to the few factory or office workers, who lived downtown.

During the noon hour on Friday, November 5th, as accountant George Foot, with a leather-bag containing a $2,000 payroll for Ropework employees, was being driven from the ferry in an open-seated double-carriage by a veteran hackman named Lewis DeYoung, two masked men Suddenly sprang out from the bushy swale on the western side of the roadway.

One of the outlaws dashed forward to seize the horse’s bridle, while his accomplice made a leaping lunge at George Foot and tried to wrench the precious money-bag from his grasp. Both attempts failed. The startled horse violently jigged his head clear, and bounding forward, hurtled his assailant aside. At the same moment Mr. Foot’s attacker was knocked off balance by the sudden jerk of the wagon. Then a revolver went off. either accidentally or by design, but the bullet came near to being fatal for Mr. Foot in the fleeing carriage, for the deadly missile whizzed straight across his mouth inflicting a painful wound which bled profusely as the horse galloped furiously northward to safety.

The whole affair was over in a minute, according to eyewitnesses David Drury and Clifford Smith, two northend boys who happened to be on the road at the time, although some distance apart.

The gunmen jumped back into the woods, and were last seen scurrying up the slope of School Street through the Common. They must have continued past Albro’s and the other lakes to ‘the northward, then turned westerly towards the railway track because a volunteer posse from the Ropeworks were able to follow their trail. They were overtaken near Flint’s farm about three hours afterwards, and surrendered without resisting. Their names were Charles Gallagher and Herbert Hassett. Both were residents of Massachusetts, although Gallagher had been born in Dartmouth. They got eight years each in Dorchester Penitentiary.

In 1909 the Western Union Telegraph Office closed up after two years trial in Dartmouth. About this time also the operator and typist at the Consumers’ Cordage Company resigned, and the private telegraph wire there was disconnected. The last operator was Miss Isabel McKay of Pictou. The only other large establishment to have a private wire was the Sugar Refinery, but they had closed it out about ten years previously. John Toomey was the last operator. All messages were then sent by telephone.

That year Mrs. Annie Smith (formerly Mrs. William Dear of the Stag Hotel), died at Brooks’ Corner in Preston, aged 106. At Dartmouth, the well-known “Ned” Beals of Preston, after being tormented by a local gang, aimlessly smashed a plate glass window with a retaliatory missile on Portland Street.

Edward Ned Beals

1908

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natalday race 1908

From The Story of Dartmouth, by John P. Martin:

A major change in educational arrangements was made by an Act of the Legislature in 1908 when all districts outside the boundaries of Dartmouth were separated from the Town, as far as school accommodation was concerned. Ever since incorporation in 1873, Dartmouth had provided for the education of pupils living in the vicinity of Tufts’ Cove, of Cole Harbor Road and of Woodside. Residents of these places then paid school taxes to the Town, and general taxes to the County. The new Act authorized the organization of the Woodside-Tufts’ Cove School Section, having its own Board of Trustees. The County subsequently purchased from the Town of Dartmouth the two school buildings in these areas. The price paid was $7,435.

Dartmouth councilors unsuccessfully opposed this bill in the Legislature because they held out hopes of bringing Woodside into the Town in future years and because Dartmouth had then just begun to receive a substantial school tax from the Sugar refinery after a long period of exemption. It was said at the time that difficulty arose from the circumstance that Dartmouth assessors were assessing property in the County by the same yardstick as they used in the Town. The result was that Dartmouth assessment values for school rates in the County sections were nearly twice as high as the values levied by the County assessors. The sugar refinery naturally sought the cheaper governing body.

Down at the ferry, some sweeping changes were made in commutation tickets. For instance, the family ticket of $3 per month was abolished completely. It was pointed out that some families comprised ten or twelve persons who were thus crossing at a ridiculously low rate, while adult transients paid a straight five-cent fare. The rate of 67 cents per month for women, and of 84 cents per month for male minors, went up to $1.00 each. For adult males, the price remained at $1.50. The rate of 34 cents a month for domestic servants, a relic of the past, was also abolished. In that year, Charles A. Hunter succeeded Henry Watt as Ferry Superintendent. He had been on the boats some 10 years.

One of Captain Hunter’s first assignments was the transporting of nearly 8,000 passengers who crossed over on the boats for the Natal Day celebrations on July 30th. Many came in the morning to witness the finish of the first modified Marathon race from Halifax to Dartmouth via Bedford and Burnside. Hans Holmer won.

Enthusiasm for boat racing was at its height during the rowing season of 1908, for it was the year of the Olympic games. The 4-oared shell crews of St. Mary’s, North West Arm and North Star Clubs held contests in June, and finished so closely together every time, that all three were sent to the Canadian trials in St. Catherine’s, Ontario. At that place, the final winners were the Argonaut four of Toronto.

At Dartmouth on Natal Day, the North Stars easily capture the senior shell contest. At the Lorne Club regatta they broke a oar, and were out of the race. At Springfield Mass., on August 14th St. Mary’s crew won the straightaway championship of America On August 22nd, the North Stars defeated St. Mary’s and three other crews at the Arm regatta. Finally on Labor Day, the North Stars again won the Maritime Championship, and set a new record of nine minutes for the 1 ½ mile course. One length behind then came the second North Star entry of Curren brothers, Faulkner and Keddy. St. Mary’s, Lornes and Arm crews followed in order.

On summer evenings an amateur baseball league attracted crowds to the Chebucto Grounds, which was then unfenced. I: autumn there would be four or five tug-of-war tournaments held in the wooden rink. Athletic organizations then active in Dartmouth included the D.B.C.A., Banooks, Centrals, North Stars, St. Peter’s, Mount Amelias, Dartmouth Harriers, and Woodside Club.

Supervisor of Schools Ernest W. Robinson terminated his Dartmouth engagement in June, and was succeeded by William C Stapleton. Like his predecessors he taught the Grade IX class until one o’clock. After dinner he had numerous other duties.

During the year 1908, the water and sewerage system to the north-end was practically completed. A new stone-crusher operated by water-power was set up on the Walker property, just north of Findlay’s Pond on the location of the present Tourist Bureau. A granite curb and the first piece of concrete sidewalk were laid a’ Sterns’ corner. In the matter of health, there was another mild smallpox scare when some 40 slight cases were quarantined. In addition, about 28 houses were placarded for diphtheria.

Here are 60 Halifax and Dartmouth runners at the DBCA Hall ready for the Williams Cup race around Woodlawn on Thanksgiving Day 1908. The tall man with the beaver hat at the door, is Mayor Notting. On his right is Stephen Myatt, and then James Tobin. Left of the Mayor are G.P. Monohan, H.R. Walker, H.W. Hewitt, Ross Day. A hand is on Harry Young’s shoulder. Down from him is Aldred Rodgers dressed in white, and with arms folded. He won the race. At Rodger’s right is James Martin, then A.C Pettipas, then the third next runner wearing sash is Harry Smith. At Rodgers’ left is J.J. Myatt, then Albert Downey who was second. D.R. Patterson is kneeling second from left. James Renner in bowler hat, is at extreme left. Crowds of spectators were lined along Ochterloney Street.

1907

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From The Story of Dartmouth, by John P. Martin:

In 1907 a move was made to bring Woodside into the Town. (Woodside had always been linked with Dartmouth, as regards schools.) The Sugar Refinery, whose 20-year exemption from County taxes had expired, now wished to make an arrangement with Dartmouth to obtain a fixed assessment for a further 20-year period.

Thereupon the Town Council prepared a bill providing for the extension of Dartmouth boundaries to include Woodside. This measure met defeat in the Legislature largely because of the protests of County Councilors who called the scheme unethical.

About that time, long distance racing was all the rage. Seasoned athletes shook their heads when 17-year-old Gordon Wolfe left to participate in the Boston ‘Marathon of 1907 which had 102 starters. “Tom” Longboat won, and Gordon finished in 23rd position. Upon his return he was presented with a silver tankard and addresses from the Town Council and the leading athletic organizations.

The first Natal Day road race was won that year by Leander Lennerton of Windmill Road. Out of 81 starters in the Halifax Herald 10-mile race on Thanksgiving Day, Lennerton and Wolfe finished second and third respectively, and James Martin was seventh. Dartmouth supporters went wild. In the evening, cheering throngs paraded the town with bands and lighted torches.

Later in a 15-mile race at Montreal, Wolfe finished 9th to Longboat, and Lennerton was 13th out of 75 entries. At Dartmouth in the same month of November, was held a six-mile race for the Mayor’s Cup. The first four runners to finish were Hans Holmer of Halifax, Lennerton, Wolfe and Martin.

St. Peter’s Society concluded these activities by holding a six-mile race open to runners who had not won a prize. This brought to the starting line the enormous number of 91 youths and boys, some of whom were in their early ’teens. Wilbert Mosher won this event. A. C. Pettipas was second, and Harry Smith a good third.

This sort of sport went on every fall. What made it so popular in 1907, was no doubt due to the winning of the Marathon race at Athens in the previous year by “Billy” Sherring of Hamilton.

In aquatics the senior North Star shell crew participated in five regattas, and won three times. Their greatest victory was the winning of the Maritime Championship on August 31st. After the Natal Day races that summer, Walter Nelson of Tufts’ Cove replaced William Chapman in the boat. For the first time in history the Maritime rowing championships were held on our side of the harbor and under the auspices of the North Star Club.

During that year the pilot-boat “Reliance” and the schooner “Danny Goodwin” were launched from Mayor Williams’ shipyard. Freeman Brothers of Halifax erected for Arthur P. Scarfe the large residence now used as St. Peter’s Convent on the former Dustan property. The Peverill house was completed. J. G. Rainnie purchased “Maplehurst” estate and its extensive lands from the Marine and Fisheries Department at auction for $4,500.

E. W. Robinson succeeded G. J. Miller as Supervisor of Schools in September 1907, and revived the Grade IX class which had not been functioning during the term of 1906-1907.

This picture was taken at the intersection of Prince Albert Road and Ocihterloney Street on Saturday, September 14, 1907. The length of the shadow of the telephone pole indicates that the morning is not yet advanced, yet there is almost a complete absence of pedestrian or vehicular traffic because by this time of day the market wagons and ice-carts have passed along to the ferry. An occasional delivery team from a downtown store might go by, otherwise the quietude remained unbroken until noon hour when workmen came out of the Skate Factory for dinner.
The picket fence at the left enclosed the vacant field of B. H. Eaton. The fenced-off level area due north of the Starr Factory was the route of Bridge Street. Until recent years, local truckmen and teamsters backed down to the pool at the right to fill water-puncheons or wash their carriages in fine weather.

1906

by
ferry 1906

From The Story of Dartmouth, by John P. Martin:

In the winter of 1906 Ropework employees marched in a body to attend the funeral of Hon. William J. Stairs at Halifax. Mr. Stairs was the founder of their establishment, and the man whose spirit of enterprise and purpose was largely responsible for developing the northend of Dartmouth. Prior to the coming of Ropework families after 1868, there were vast areas of woods and pasture in that section of town paying only a few dollars taxes. Mr. Stairs also lived on our side of the harbor for several summers. At a cost of £600 in 1854 he bought “Fernwood Cottage” at South Woodside from John P. Mott who had been his schoolmate at Horton Academy. It is said that H. Y. Mott had Henry Watt build “Fernwood” for his son before the latter’s wedding in 1848. Besides his Ropeworks investments, Mr. Stairs owned stock in the Starr Mfg. Co., and later became its Vice-President.

In 1906 the Town acquired its own horses and erected stables in the workshop yard. This provided faster service for night-alarms, Hitherto a driver ran from his home to Warner’s stables near the ferry. Then he harnessed and galloped his horses to the Engine House. So many fires of a suspicious nature broke out in 1906 that special night watchmen were engaged. The “Joe Howe house” burned down in May. Shrum’s pond, at the southwest corner of Wyse Road and Dawson Street, was pumped dry in an effort to beat the blaze. Eugene Nichols succeeded Officer Trider on the Police force. (Mr. Nichols had been with the Water Dep’t.)

Another advance in north-end water extension was made in 1906 when pipes were laid up Windmill Road as far as Lyle Street, and also along the length of Fairbanks Street. To provide for this service, an additional 16-inch main was laid from upper Canal Bridge to meet the 20-inch main on York’s Hill. In that year, Lake Loon was purchased for $4,000 from Colin McNab.

About the same time, Town Councillors got tangled in a costly lawsuit over a public sewer which drained into Rolling Mill property at the foot of Wentworth Street. As the Town lost the case, the sewer had to be diverted from the Canal stream, and extended angularly through private backyards to King Street whence it ran dewn to the harbor at the western extremity of Marine Street. (It now flows into Mill Cove at the foot of the hill.)

Our Natal Day was celebrated on August 9th, and for the first time in history, Halifax declared a civic half-holiday. A program of sports for school boys was held on the Common in the morning. At the Regatta the North Stars won the senior 4-oared shell race, and repeated the performance at three more regattas that summer on salt water. At the end of the season, however, the Stars were defeated for the Maritime Championship by the North West Arm Rowing Club. In the latter crew were James and Amos Turner, two young men from South Woodside.

In September, the Telephone Company removed from King Street to the brick building, formerly Wambolt’s fish-market where they installed modern equipment. To communicate with “Central” we no longer cranked the bell-box, but simply took down the receiver. The first lady all-night operator in this building was Miss Mary Lahey who is now Mrs. Arthur Hare. (The first telephone operator in Dartmouth when the office opened on Edward Street was the late Mrs. John Short, then Miss Minnie Young.)

The present ferry waiting-room, built by Thomas Merson, and equipped with turnstiles and newsstand was opened in the autumn. The “Dartmouth Patriot” plant was now located in John Power’s former carriage factory at 85 Portland Street. The vacant Sunday School building of Christ Church was donated to the [black] congregation, and transferred on rollers to its present location where it stands as Victoria Road Baptist Church. William Patterson of Prince Street, purchased “The Grove” property, and offered building lots at about $70 each. By this time, a thoroughfare extended easterly to Portland Street.

In November of that year the price of milk went up to seven cents a quart, owing to a rise in the price of feed. Food for human consumption evidently was not affected, for the Handley House continued to serve the 3-course midday meal at 25 cents.

At 113 Ochterloney Street died Miss Margaret Robertson in her 103rd year. Her ancestors had settled at Robertson’s Brook, Cole Harbor. Ex-Mayor Scarfe suffered painful injuries in a carriage accident, and survived only a few weeks. Postmaster J. B. Maclean died in July, and was succeeded in office by his son Burns Maclean. Another landmark disappeared with the passing of Saul Bauld, last of the old-time water-carriers.

This is the new ferry waiting-room built in 1906, which replaced the old waiting-room. The practice in the latter building was for passengers to enter and wait for the boat, then emerge through the same door in order that they might pass through the gates. The new building was equipped almost the same as it is nowadays. Note the covered buggy of a cabman or two at the left of the photo, also that vehicular traffic keeps to the left. In dry weather, clouds of dust filled these streets. The drinking-fountain is shown at right, just above the figures of the voluminously-dressed ladies hurrying to get through the turnstiled waiting-room and on board the boat. The pitch-roofed structure is the ferry freight-shed. Small parcels were then freighted back and forth at a low cost. John Hiltz was freight agent for a time. So was James Devan.

This photo taken outside the North Star boathouse a short distance north of the harbor bridge, shows the senior crew of the North Star Club. The date is somewhere between 1905 and 1907. Left to right are Owen Sawler, Albert Sawler, Robert Gray (trainer), William Chapman, Percy Sawler. In mid-1907 Chapman was replaced by Walter Nelson, and he rowed with the crew until the Sawlers retired at the end of the 1908 season. The trainer was then William Tobin. The mark of nine minutes made by the North Stars in 1908 remained unbroken for 16 years.

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