The Yosemite ran for several years before trolley lines to either Charlotte or Summerville were constructed. The Company controlling the operation of the ferry was called The Summerville-Charlotte Ferry Co. This boat, like its predecessor was operated by a winch, and as the river is 500 ft. wide at this point between the piers, it required a very heavy chain upon which it could be propelled back and forth. The heavy swells and seas running up the river played havoc with the ferry. If the boat got caught in these heavy swells it was generally torn loose, in which case it would bob around like a cork. The Yosemite was in use until 1894, when in the early spring with the breaking up of the river-ice, it was carried far out into the Lake and no one ever knew what became of it.

The Turnpike Company received a state charter to construct the boulevard and collect the toll. They widened the old road to 80 ft. by purchasing land on either side all the way from the city line to Cole Road (now Colebrook). They also purchased the right of way 80 ft. wide from Cole Road to the Lake through the Cole and Bietry Farms. Up to this time, the boulevard had ended at Cole Road and in order to reach the Lake, one had to drive down Cole Road to Washington Avenue and thence to the Lake. This toll turnpike road was built at a cost of $75,000, a large sum of money in those days. The Company named it Summerville Boulevard but this was changed later to St. Paul Boulevard. For many years after it was opened to traffic, this was a popular drive out of Rochester. A toll gate to regulate traffic was located near the present intersection of Scholfield Road. Some, endeavoring to avoid the toll, would drive down Hudson Avenue and Cooper Road (then called Lower Hudson) but the company took care of that by erecting a second toll gate at the junction of Cooper Road and the Boulevard. The first keeper of the toll gate was Mr. William Peck. He and his wife collected toll for four years, during which time they lived in the two-story square building standing between the street car tracks and the road at what is now Scholfield Road. The rate was 3 cents for a bicycle and 5 cents for buggies and wagons, with an additional nickel being charged for each passenger. Persons living within a half mile radius of the gate were exempt. George Leake followed Mr. Peck as toll keeper, and on a November day in 1910 Mr. Leake collected the last toll. The toll house was soon closed and moved to nearby Wimbledon Road where it still stands, remodeled beyond recognition and now used as a dwelling.

The Town of Irondequoit was given a deed to the right of way and the Rochester and Turnpike Co. went out of business.

In 1912, the asphalt-paved boulevard was completed from Dake's corners north to the Lake, a distance of two and a half miles. In 1914 this was extended south to the City Line, a distance of two miles. The cost of these two improvements was $100,000, of which the town paid 35%. In 1929-1930, a still better road was necessary to take care of the increased auto traffic, so a much wider pavement was laid over those four and one half miles. This time the cost was $300,000. To meet it, each property owner having frontage on either side of the road, was assessed at the rate of $10 per running foot on each side of the road. Mr. Charles Salmon had the greatest frontage and the cost to him was $20,000.

After the train left the station at Rochester, the first stop was at Norton Street. There were further stops at Ridge Road and Portland, Whipple's Station which was just east of Bouckhart Ave., Forest House, Newport Crossing, Ide's Lane and finally at Sea Breeze.

The Forest House was just about midway between the Rochester Station and Sea Breeze. At this point, a rather long turnout was built so that trains could pass. A round trip took one hour and when two trains were running, it made the schedule at each end of the line at half hour intervals. The trains left at both ends of the line at the same time so that they reached the Forest House at the same time for passing. The proprietor of the Forest House had an arrangement with the company whereby the trains would halt in front of his restaurant for at least five minutes, or long enough for passengers to purchase refreshments. This the Company agreed to, and in exchange they were given right of way across a piece of property owned by the Forest House.

At first, the Company purchased eight first-class passenger cars and two locomotives which had originally been used in Philadelphia for transporting people around the 1876 Centennial grounds. The locomotives weighed eighteen tons each and were built for power and speed. Called Number 1 and Number 2, they were the "dummy" type first used in Philadelphia and on the elevated railroads of New York City: that is, the boiler was enclosed for its entire length so that the engineer and fireman could walk on either side of it while the train was in motion. About ten years later, two more passenger cars and another locomotive were purchased. The latter, named Number 31, weighed thirty-five tons and proved unsatisfactory because it was too heavy for the rails.

From Bay Street to Clifford Avenue, the train was allowed to travel ten miles an hour; from Clifford to Norton Street, not over twenty; from Norton Street on, the speed was not limited. The bell was rung continuously as a warning to people along the way. From the first year, the railroad was a success, financially and otherwise. It became a very popular way of reaching the Lake, and on Sundays and holidays it carried thousands of people to Sea Breeze.

From 1879 to 1895, the Dummy Line prospered. After 1895, when extensive improvements had to be made, such as new and heavier rails, repairing of cars and locomotives, building of hotels and pavilions at Sea Breeze, laying out of walks, erecting small bridges, and planting shrubbery to beautify the grounds, the road's financial status was set back for the next three years. On Sunday April 30, 1899 at 3 P.M. an accident occurred at the corner of Portland Ave. and the Ridge Road. When the engineer tried to slow down to make the turn on the Ridge, the brakes failed to work. The engine could not be reversed in time and though the locomotive made the curve, the first coach, packed with passengers, rolled over and slid some 60 ft. before stopping. The second car, an open coach, slammed against the rear of the first, and tumbled over, striking the porch of the Schooley home at the corner, and demolishing it. The remaining three coaches did not leave the track but the passengers were badly shaken up. One man was killed in the wreck and more than one hundred were injured, some seriously. The Rochester Herald of May 1, 1899 printed a full description of the disaster. It can be read to-day on microfilm at Rundel Library. Mr. George Hunt was an eye witness to the wreck, and he said that the ambulances could not take care of all the injured and his father took his team and market wagon and, laying blankets on the floor of the wagon, carried several to the hospital.

Many suits for damages were filed against the railroad and the Company petitioned for bankruptcy. In December 1899, the Company was sold and a new company, the Rochester and Suburban Railroad was formed. The new company changed the motive power from steam to electricity and constructed a large power house and car barns on the site of the steam terminal at Portland Avenue. Four enclosed trolley cars were purchased for winter use and ten open cars for mild weather. The old steam railroad equipment was disposed of and the three locomotives- No. 1, No. 2, No. 31-were sold and shipped to coal mines in Pennsylvania.

The officers of this road were: President-Bernard W. Tone, Secretary-William C. Bush, Treasurer-William Purcell, All of these men were interested in promoting Windsor Beach and Summerville as resorts.

The line extended from the station on East Main Street across Culver Road just south of Grand Ave., thence east over Merchants Road where it curved over the Laurelton Tract and under Clifford Avenue (Empire Boulevard). Then it entered the scenic ravine running through the Pardee and Bauman farms, made a grade crossing at Helendale Road and continued on to the Bay. There were therefore four highway crossings on the route. Two steam locomotives weighing 23 tons each were used. There were 12 flat-1 cars, one baggage car and five passenger cars at a total cost of $120,000. The cars were heated by coal stoves and illuminated by flickering oil lamps. Capital stock was $98,000 and equipment was valued at $182,000.

On September 23, 1890, the company filed a report showing earnings of $12,867 and operating expenses of $19,779.40. Thus financially embarassed, The Rochester and Glen Haven Railroad sold out, on February 8, 1893, to a new company incorporated under the name of The Glen Haven Railroad Company. Business continued to be poor and in 1895 no trains were run. On September 30. 1895 the road was sold at foreclosure to the Irondequoit Park Railway with C. C. Woodworth, President and Thomas Lynn, Superintendent.

The Irondequoit Park Railway was chartered on October 10, 1895. The road up to this time had been a 3-gauge road but the new owners rebuilt the road to standard gauge (4.8 ft.), electrified it and used 60 lb. rail. It was reopened for business on May 30, 1896 and a total of 45,000 people was handled by 10 open cars during the first year. A power plant was installed in 1896. Cars were run every 20 minutes. Motormen and conductors received 15 cents an hour; starters, trackmen and others, 12 1/2 cents an hour. Two years later, 14 cars and 5 trailers handled 140,000 passengers. As was the custom in all parts of the United States, the trolley company purchased land at some favorable location for the purpose of establishing an amusement park which in turn would mean a tremendous growth in the railway's passenger business. In this case, the first sod was turned for the Glen Haven resort on September 11, 1899.

Irondequoit Park Railway cars were double-end, with one trolley pole which was swung around with a rope so the car could be operated from either end. They had wooden seats for 32, hand brakes and electric lights. The vestibules were open on one side, and there was a screen there which the motorman kept closed.