"One day to Falls,One day to stay,Next day TorontoAnd then 'get away.'"
"One day to Falls,One day to stay,Next day TorontoAnd then 'get away.'"
When the long special excursion train slowly came down the curve from the town station at Niagara to the dock to join the steamers, it was gall and wormwood to theCityor theRothesay, lying in waiting, to see the crowd of linen duster tourists as they poured out of the train make straight for theChicora, "The boat with the two red funnels." We got them all, for we had many and right good friends.
In those early days, before the "Park Commissioners" on both sides of the river had taken public possession of the surroundings, there were few places at the Falls from which either the river or the rapids could be seen without paying a fee. The proprietors of these places issued tickets in little books, containing coupons for admittance to all, or to a selection, of these "points of interest," and put them all in the hands of the managers of the excursions. The advertisement "dodgers" announced:
{Suspension Bridge and Return25c.The regular prices{Prospect Park25c.for Admission are to{Art Gallery25c.{Museum and Operators50c.{Garden of Living Animals25c.
One ticket purchased on the train for $1.00Admits the Holder to all these regular prices.
A good round commission on these sales was a helpful "find" or "side cut" to the energetic young railway men who personally accompanied these excursions, through their trains, on the way to the Falls, carrying large satchels with their selections of "Points of Interest" and other tickets, and answering the multitude of enquiries made by their tourist patrons. An extension ticket to "Toronto and Return" was a pleasant addition to their wares, and a satisfactory introduction to us. Some of these travelling passenger men, by their energy and successful handling of these excursions, brought themselves into notice, and afterwards rose to be heads of Passenger Departments, and even into Presidents of Railways! As a reminder of their trip each tourist was given by us a souvenir of Toronto, and even if excursionists struck a rough day and rendered up their tributes to Lake Ontario, it was of novel interest to many who had never before seen a lake wide enough to have been "out of sight of land," and sailing over waves big enough to make a large steamer rock.
In this way began what has since been so greatly developed, the Reduced Rate Excursions to Toronto, via the Niagara River, and the making known of the features of the City as a Summer Resort by this advocacy, and the thousands of dollars which the Niagara Navigation Companyhas devoted to its advertising in all parts of the United States.
At Lewiston we took everyone on board that wanted to come; in fact, our "runners" strenuously invited them. The moment the dusty two-horse "stages" from the New York Central station unloaded their still more dusty travellers in front of Cornell's Hotel at the top of the bank at the staircase, they were appealed to by the rival touts of the competing steamers, either to take the "black funnel" steamer at the foot of the staircase, or theChicora, with the red funnels further down the dock. It was a little bit of pandemonium.
No tickets were collected by us at the gangway—it was "come right on board," the tickets being collected while crossing the lake after leaving Niagara.
If the traveller had no ticket, we collected fare from him at full tariff; if he had a ticket over the other boats we accepted it and graciously carried him across free; if he had one of our own tickets we almost embraced him. What difference did it make to us whether the tickets reading over the other boats were cashed to us or not, we had the more ample space and better accommodation on ours. Perhaps the passenger might esteem the compliment and be a paying traveller over us on some other day. Besides, people like following the crowd, and the larger number helps to make a show. Times have been known in competitions on the Upper Lakes where the central cabins prevent both sides of the steamer being seen at once, when in addition to the available passengers, everyone possible of waiters and crew have been spread out on the passing side of the upper cabin, when meeting a rival boat. It gives an appearance of prosperity and suggests the approval of the public.
Just here let me bear testimony to the ability and fidelity of Purser Aleck Leach, who had been purser with me on theCumberland, and had now been transferred to theChicora. Kindly and courteous, yet firm, he never dissatisfied a passenger. Untiring, accurate, faithful, he never divulged anything of the company's business, and won and enjoyed the confidence and good-will of every member of the Board and Staff. A condition which was only severed by his death. At no time were these abilities more displayed than in this first strenuous year on this route.
The competition grew hotter as the season progressed. The odds were greatly in favour of two boats with an established connection against a single boat without any, yetChicorawas gaining, and every point in the passenger ticketing game was being played against them by her management.
The acrimony and the rivalry of the contest is fairly indicated by an advertisement in "The Globe" on 5th August, 1878:
TORONTO, NIAGARA AND BUFFALO STEAMBOAT LINE.The Public are warned that spent checks of the SteamersCity of TorontoandRothesayof their line, collected and issued by the SteamerChicora, will not be accepted for passage on either of the steamers of this Line.Passengers going over by theChicoraon Saturday last were furnished with such by theChicora, and were consequently deceived, as these checks were refused by this Line.D. Milloy, Agent.
The Public are warned that spent checks of the SteamersCity of TorontoandRothesayof their line, collected and issued by the SteamerChicora, will not be accepted for passage on either of the steamers of this Line.
Passengers going over by theChicoraon Saturday last were furnished with such by theChicora, and were consequently deceived, as these checks were refused by this Line.
D. Milloy, Agent.
The galled jade was wincing and inventing stories, for they could not and did not afterwards refuse their unused tickets whenever we found it advisable to use them.
As the months passedChicoraimproved herself in the good-will of the travelling public, being admirably handled by Captain Harbottle.
At Niagara it was a ticklish job to get into and away from the lower dock. TheRothesayalways moved down in order to get as close as she could, frequently we had to warn her to keep further away.
When coming into the riverChicorahad to be driven sharp across from the point at the Fort, on the United States side, to the dock on the Niagara side, to be brought up, all standing, with her bow only a few feet below theRothesay'sstern. Often it looked as though she must run into the other before the way could be stopped, and that a collision must take place.
Coming down the river it was a less dangerous, but a more difficult manoeuvre. The steamers always move swiftly in the quick current which sweeps past Fort George to the docks. As on or each day, both the other steamers lay at the same time in front of their dock, their hulls extended far out into the stream, andChicoracoming down had to make a double curve, like an S, to get her place at the lower dock. It was a pretty thing to see, but Harbottle always managed it by just skimming, but not touching, the other boats' side. The harmony between him on the bridge and Monroe in the engine room apparently being complete, and besides,Chicorasteers like a yacht.
At Lewiston things went easier, yet even here theRothesaywould edge back down the front.
Niagara Navigation Co. Steamer "spinning" in the Rapids below Queenston Heights. Page 105Niagara Navigation Co. Steamer "spinning" in the Rapids below Queenston Heights.Page 105
In order to avoid all possibility of touching the steamer ahead when he was leaving Lewiston dock, Captain Harbottle, instead of going up-stream and afterwards turning down-stream, always sprung the stern of his steamer out from the dock and backed over towards Vroomen's Bay on the opposite side of the river.
It was from the upper point in this bay that the British battery played with much success upon the American boats as they crossed the river to attack Queenston on 13th October, 1812.
From here he turned and went down stream. It is said that this was the course which had been adopted in olden days by the large steamersCataractandBay Statewhen leaving this Lewiston dock.
Another manoeuvre introduced by Captain Harbottle is still continued. After making a first call at Queenston the steamer on leaving the dock moves further up the river keeping in the eddy which here runs up along the shore to the foot of the Queenston Heights. When close under the Heights, the steamer turns quickly outward towards the centre of the river and the engines are stopped. Forging slowly ahead the bow enters into the whitened boilings and swirls of the surging currents of the rapids pouring out from the Gorge. The bow is caught by the current and the steamer then rapidly "spun round" by its swiftness, almost as though on a teetotum, the engines meanwhile backing up. Just as soon as the bow heads down the river the engines are at once sent ahead again and the steamer sweeps at an express train rate past the jutting points of the shore, and makes her landing at Lewiston. It is a very pretty manoeuvre and surprising to see the rapidity with which the stern circles round.
On the open lakeChicoraby degrees won her way. Being much the faster boat she could hold or pass theCity of Torontoat any time or in any weather—withRothesayit was different. On a fine smooth day there was little between them; on a hot, sultry day, without any wind to assist a draught for the fires, theRothesaycould beat theChicoraby one, to one and a half minutes Toronto to Niagara, but if there was even the slightest motion,Chicoracould walk by her, and on a rough dayRothesaycouldn't run at all. She was a very light tamarac hull, built purely for enclosed river service in perfectly smooth water, and therefore in no way fitted for outside wave action. We set out by starting behind the time of the other steamers. When running a competition, it is not a bad thing to let the other boat get away first. It makes the fellow in front uneasy. He doesn't know when the boat behind may be going to have a dash at him, it makes him fretful and it is hard to tell how fast he is going. Both engineers and firemen feel the strain.
Boats often run better on some days than they do on others; it may be the character of the coal, the direction of the wind, or the disposition of the firemen, thus the boat behind can choose her own day for a spin. Watches are sometimes different, yet from all one hears the fastest trips of boats are generally made when there is no other boat near. We had determined, and had given instruction, that there was to be no racing done byChicora. We were aiming at regularity of service. One presumes the rule as to speed was kept, but the public generally fancies a race whether there is one on or not.
One breathless Saturday afternoon trip is remembered. Instead of, as on most days, giving us a wide berth, on this one being such as suited her, theRothesaycame overclose alongside. For some time it was neck and neck between the boats but gradually theRothesaybegan gaining an inch or two and, and after see-sawing back and forwards for a while growing to a foot or more. Sitting in the after deck among the passengers, listening to Marcicano's orchestra, one could not help noting the relative positions, as marked by the lines of the stanchions. Just then a little knot of men came over and one of them bringing out a roll of bank bills said:—"Mr. Cumberland, we know there is no racing, but if you're keeping down the speed for sake of the price of coal, we'd like to pay for an extra ton or two." Of course the kindly offer was declined with thanks, but with much appreciation. Whether they were more successful on the lower deck where the firemen cool off, or whether it was a little riffle that sprang up, that made the difference, I do not know, one cannot say, but theChicorathat afternoon entered the river first.
So the season waxed and waned.Chicoradid her work well and winning, it might almost be said, the affection of the travelling public. Her appointments so far exceeded those of any other steamer at that time as to make her a specialty, but it was through her sea-going qualities which won their favor.
The regular "pat-pat" of her feathered paddles almost framed themselves into rhythmic melody with the full mellowed tone of her whistle whose clear resonance carried its sound for miles through the city every evening, with such regularity as almost to be accepted in the homes as the signal for the children's bedtime.
When rough days came theRothesaystopped in port and theCitycompleted her trips, while theChicora'sfine qualities as a seaboat, easy on herself, grew more and more into acceptance.
At length the season closed and we made our last trip on 29th September, having maintained the two trips per day throughout without any cessation.
Every one concerned in the competitive boats, no doubt, glad when the season's contest was over. It had been, for us, one of intense activity, and never ending labor and anxiety. A whole system, both within the steamer, and for outside solicitation, and ticketing arrangements, had been devised and installed, as well as the sufficient work of the daily running duties.
A new company had to be introduced on an old route. We had fairly succeeded in getting into it, but it had been at a pretty expense. TheChicorawas laid up at the Northern Railway docks, and accounts for the year were made up. What the competition had cost the others one does not know, butChicorawas a long way on the wrong side as the result of the season. This was a very serious thing for one of the undertakers, for instalments had to be paid up on the investment and at the same time the losses met.
During the winter of 1878-79, changes came. TheCity of Torontohad tired of her partner. The railway companies had recognised the value to their route of the steamer of the Niagara Navigation Company, and the ability of its organizers to promote additional business.
Thus in the new negotiation theRothesaywas dropped by theCityand the line for 1879 was to be theCity of Torontoand theChicora. We had lost money but had won our way into the route.
To enable obligations to be fulfilled monies had to be earned elsewhere, so another position was sought and obtained as General Traffic Manager of the "Collingwood-Lake Superior Line" to Sault Ste. Marie and Lake Superior, at the same time continuing the General Ticket and Freight Agency, at 35 Yonge street. In April, Mr. Cumberland resigned his position as manager of the Niagara Company, retaining the original position and salary as vice-president and assistant in passenger and executive work and Mr. John Foy, the secretary and son-in-law of Sir Frank Smith, was appointed manager as well as secretary. Sir Frank Smith, recognizing the good work done, in bringing the steamer down, the organization of the company, and in the strenuous contest which unexpectedly had been forced on us, but had been won by active ability,carried the liabilities created, which in course of time were duly shared and met.
Mr. John Foy, who hereafter gave his whole time to the company, although not technically educated in the passenger business, had very many excellent qualities and a genial personality which did much in subsequent years for the advancement of the company's interests, and in the new connections which arose. As each new connection developed, he was able to enlist their good-will, and so harmonize and satisfy them by effective service.
The season of 1879 was a comparatively easy one, so far as executive work was concerned, for withCity of Torontoas a partner we were included in direct connection with all the railway companies, who therefore provided all the passenger requirements, and in the regular route with her from the Yonge street dock, the trips being divided between the steamers, and each taking its own earnings.
The time tables for the season 1879 were:—May 16,Chicora7 a.m., single trips. June 9,Chicora7 a.m., 2 p.m. June 16,Chicora, orCity of Toronto, 7 a.m., 1.45 p.m., 3 p.m.
The steamers in summer time tables alternated, the one leaving at 3 p.m., remaining over night and making the early trip from the river in the following morning.
TheRothesayhaving been dropped by theCitystill continued running to Lewiston, but afterwards only to Niagara and Youngstown, communicating with Lewiston by a small river steamer. Captain Wm. Donaldson was in command; she sailed at 7 a.m. and 2 p.m. from Yonge street dock, the same dock as the other two steamers, a concession in her favor made by Mr. D. Milloy as lessee.
From the very beginning Mr. Lunt adopted a policy of rate-cutting, and created a lively excitement in passenger prices. His opening rates were:—
In books good for all regular trips.
20 round trips$ 5.0050 round trips11.00100 round trips20.00
These tickets were unrestricted and were available to any holder.
To this policy of unremunerative prices was developed that of annoyance, by too close proximity of the steamers both at the docks or when running, which had in some degree been introduced in the previous season.
So noticeable and dangerous did this become that the directors of the Niagara Company felt it necessary to make public protest and the following announcement was published in the Toronto morning papers of August 6th, 1879:
STEAMER CHICORA.Efforts of Her Owners To Prevent Racing and Avoid Collision.Minutes of a meeting of the directors of the Niagara Navigation Company, held Monday, August 4th, 1879:President, Hon. F. Smith; Col. F. W. Cumberland, Barlow Cumberland, John Foy.(1) Captain Harbottle made a full report respecting the occurrence of Saturday, August 2nd, and of the circumstances in which theRothesaytwice crossed the course and bow of theChicora.That in the first occasion he was obliged to slow the engine, and in the second he stopped in order to prevent collision.(2) That before the season opened Capt. Harbottle proposed to Mr. Lunt, the owner of theRothesay, that in order to prevent all possibility of racing the first steamer clear of the Queen's Wharf, or Niagara river should be allowed to keep her place across the lake, but this Mr. Lunt declined.(3) That as there seemed to be a determination on the part of theRothesayto provoke racing, the above offer was repeated by the directors in a letter dated 16th June, and then Mr. Lunt in his reply dated 19th June, again declined to accept the proposition.(4) That under all the circumstances the solicitor be instructed to take all known and possible proceedings at law to put an end to the dangers arising from the action of the captain and the owners of theRothesay.(5) That the thanks of the Board are due to Capt. Harbottle for the care and skill he has exercised in avoiding theRothesay, and that he be requested to continue on the principle that safety is the first consideration.(6) That these orders of the Board be published for the information of the public.(Sgd) John Foy Frank Smith,Manager President.
STEAMER CHICORA.
Efforts of Her Owners To Prevent Racing and Avoid Collision.
Minutes of a meeting of the directors of the Niagara Navigation Company, held Monday, August 4th, 1879:
President, Hon. F. Smith; Col. F. W. Cumberland, Barlow Cumberland, John Foy.
(1) Captain Harbottle made a full report respecting the occurrence of Saturday, August 2nd, and of the circumstances in which theRothesaytwice crossed the course and bow of theChicora.
That in the first occasion he was obliged to slow the engine, and in the second he stopped in order to prevent collision.
(2) That before the season opened Capt. Harbottle proposed to Mr. Lunt, the owner of theRothesay, that in order to prevent all possibility of racing the first steamer clear of the Queen's Wharf, or Niagara river should be allowed to keep her place across the lake, but this Mr. Lunt declined.
(3) That as there seemed to be a determination on the part of theRothesayto provoke racing, the above offer was repeated by the directors in a letter dated 16th June, and then Mr. Lunt in his reply dated 19th June, again declined to accept the proposition.
(4) That under all the circumstances the solicitor be instructed to take all known and possible proceedings at law to put an end to the dangers arising from the action of the captain and the owners of theRothesay.
(5) That the thanks of the Board are due to Capt. Harbottle for the care and skill he has exercised in avoiding theRothesay, and that he be requested to continue on the principle that safety is the first consideration.
(6) That these orders of the Board be published for the information of the public.
(Sgd) John Foy Frank Smith,Manager President.
(Sgd) John Foy Frank Smith,Manager President.
It is to be remembered that the present eastern channel from the harbor did not at that time exist, but that the western channel, by the Queen's Wharf, was the only one which was open, and was not then wide enough for two steamers to pass out together. The proposition was that the first through this channel should hold its lead.
Toronto had then a population of only 70,000. There were very few steamers running out of the harbor, lakeexcursion business may be said to have been only in its introduction and infancy, so that very much personal and family interest was taken in the several steamers on the routes, thus accounting for the public announcement of the regulations proposed.
The publication had the desired effect of preventing theRothesayfrom coming into too close proximity, but did not reduce the monetary competition, in fact only increased it.
TheCityandChicorawere running three trips daily, 7 a.m., 1.45 p.m., 3 p.m., and on Saturdays four trips, the advertisements announcing "No overcrowding, as both steamers return in the evening." On the four trips being made the alternating steamer left at 8.30 p.m. for Niagara to make the first trip from there at 8 a.m. on Monday. While other rates were maintained, a special excursion rate of 25 cents was made for round trip on Saturday afternoon.
In early AugustRothesayput on a return rate at 25c. for every afternoon, heading its announcements "Keep down the rates." The Milloys were averse to reduction and favored holding up the rates, considering that better equipment deserved better money. In this mid-summer season theRothesaywas getting a pretty good batch of passengers every afternoon, a process which would help her to continue the competition. She was then running from the Yonge street slip on the west side of Milloy's dock, theCityandChicoraboth being on the east side out of sight behind the buildings. We had the next move under consideration. The Hon. Frank Smith came down on the dock one hot afternoon when the people were swarming down the street for the 2 p.m. steamers. We were standing and watching the streams dividing to go onboard the two steamers, theChicoraand theRothesay, the latter being in sight in the Yonge street slip, the other further down the dock and behind the buildings.
There was quite a stream taking theRothesay. "By heavens," said the Hon. Frank, suddenly and decidedly, "there's one of the men from my own warehouse going on board theRothesay, he's holding down his umbrella, so that I shan't see his face, butI know his legs."
We forthwith called and held a joint meeting with the Milloys in the office on the dock, when the round trip rate of 25c. for every afternoon was at once adopted, and all other rates were thereafter to be the same at theRothesay.
One of the most eventful days in this season was the reception given to Edward Hanlan on his return from winning the sculling championship of England from Edward Trickett on the Thames in July, 1879, thus becoming the champion oarsman of Canada, the United States and England. Many champions have since been welcomed but never such a welcome as this, for it was the city's first offence, her first World's Champion.
The Civic Committee headed by Mayor Jas. Beatty, Jr., Ald. A. R. Boswell chairman Reception Committee and the members of the Hanlan Club, a coterie of men of standing and sporting instincts, who financed and managed Hanlan's early career, met the Champion at Lewiston, on July 15th. It was one of the most wonderful scenes ever occurring on Toronto Bay. TheChicorahad been specially chartered to bring theChampioninto Toronto at 5 p.m.
We were met outside the harbor by a fleet of steamers,Filgate,Empress of India,Maxwell,Jean Baptiste, and many others, crammed with excited and shouting people. Headed byChicora, the procession entered the bay, which was covered by a crowded mass of boats of every description,sailing, rowing or steam, making it necessary to bring the steamer down to dead slow. Hanlan was put by himself on the top of the pilot house, where he stood, easily seen, holding one hand on the pinnacle and waving a return to the enthusiastic greeting of his fellow citizens. Never was there such a din of welcome. Every steam whistle on the boat and on shore that could speak, shrilled its acclaim, bells rang, guns fired, the city, half of which was afloat, hailed its Island born son and Champion who had brought laurels and renown to both himself and them.
The citizens of Toronto had always been partial to boating and taking their pleasure in water sports, but these victories of Hanlan gave a renown to the city and a zest to rowing which greatly increased that interest in boating and rowing races which has ever since been a dominant feature in the sports of the city and the pleasurings of its young people.
Yet it is open to question whether in these later and more mechanical days, the leisure-rowing and paddling section is not somewhat on the wane, under the influence of the puffing, stench-spreading and lazy-luxury motor boat. At the same time it is a matter of congratulation that the competitor in the racing shells and canoes become still more numerous, and in every way energetic as of yore, mainly under the splendid influences of the Argonaut, Don, and other amateur boating clubs.
TheRothesayheld on through the season. Mr. Lunt being an energetic and capable opponent, apt in attack and with much experience in the ways of steamboat competition. He was hard to shake off and while making no money himself he prevented others from making any. The managers of theCitywere now reaping the reward of theirbroken faith and their having introduced him to the route. Her owners were obliged to make an assignment toward the close of the season andChicorafinished alone on October 18th.
Competitions such as was this, carried on with intention, only, of doing damage to an opponent's investment, and without any regard as to the number of passengers who might be induced by low rates to go on board the steamer cannot be conducted at other than with greatest risk. This was further intensified by the fact that the Government inspection limited itself to inspection of engines and boilers and no discrimination was exercised as to the service in which a boat was to be employed.
Such a condition would seem strange in these present days when all routes are specified and regulated, but in those days it was different. Once physical inspection was passed it made no difference as to the passenger service in which the boat was to be run, whether on the open lake or in river service, nor was there any limitation upon the number of passengers who might be taken on board.
This condition was not a fair one, either for the Public, who are not always discriminating and look mostly at the lowness of the rate, or for the Owners, who were not being given any consideration for their larger expenditures in producing steamers fit for the routes upon which they were to be employed. This gave theRothesaya good handicap and one which enabled her to longer continue a contest.
Movements were, therefore, initiated by us for the introduction of regulations for the limitation of numbers, and restriction of steamers to appointed routes, but it took much time to bring about any result.
The season of 1886 found theCity of Torontounder Capt. Donaldson andChicoraunder Capt. Harbottle, still running together between Milloys wharf and Lewiston; theChicoraopening the season on 4th May.
TheRothesayopened her season with renewed vigor on the 24th May, 1880. Mr. Lunt announced:
"The SteamerRothesayhaving been thoroughly refitted will on and after Monday the 24th leave Yonge street wharf at 7.15 a.m., and 2.30 p.m. for Niagara connecting with the Canada Southern Railway for Falls, New York and all points."Quick Time.—Five hours at Falls and return same day, arriving at Toronto 7.15 p.m."Picnic parties will be taken by train to Niagara Grove. Tickets on sale by W. A. Geddes, Custom House Wharf, and Charles Morgan, 64 Yonge street."
"The SteamerRothesayhaving been thoroughly refitted will on and after Monday the 24th leave Yonge street wharf at 7.15 a.m., and 2.30 p.m. for Niagara connecting with the Canada Southern Railway for Falls, New York and all points.
"Quick Time.—Five hours at Falls and return same day, arriving at Toronto 7.15 p.m.
"Picnic parties will be taken by train to Niagara Grove. Tickets on sale by W. A. Geddes, Custom House Wharf, and Charles Morgan, 64 Yonge street."
In addition to running to Niagara,Rothesaythis year dropped over to Youngstown on the American side, from where connection was made to Lewiston by a small American steamer. She also worked up an excellent excursion business for the Youngstown and Fort Niagara Park.
TheCityandChicoradivided the route as previously with one trip and a half each, all trips being run the full length of the river to the foot of the rapids at Queenston and Lewiston.
During this season an opportunity offered for the purchase of a dock frontage alongside the Lewiston dock. The New York Central had not then been extended from its upper station to the edge of the river above the dock, and it was also under consideration whether the railway would make a new move to reach the bank of the river at Lewistonnearer to the steamers, or would replace the rails and again operate its seven miles extension branch to Youngstown. If they should resume this latter route to the mouth of the river, conditions at Lewiston would be changed. It was, therefore, considered best to await further developments before making any purchase.
The strain of the competition was beginning to tell. The SteamerCity of Torontowas in August advertised for sale at Niagara, "thoroughly equipped, handsomely furnished and inspected ready for sea."
Rothesayended her season on 15th of September, andChicoraon the 8th of October, having run the latter part alone and kept up the connections for the railways. The public had enjoyed the pleasures of lake travel to the utmost, but the steamers were none the better off, for the magnitude of steamboat business is not to be gauged by the crowds carried on the boats, but by the net results in the purser's accounts.
During the winter 1880-1881 the negotiations for limitation were continued and met with success, and as theRothesay, in the spring of 1881, could only get a certificate for "river" work, for which she had been constructed and was well adapted, she was withdrawn to the St. Lawrence River, where she ran between Kingston and the Thousand Islands until in 1882 she grounded and was abandoned.
At length our competitor was gone, having made no money for himself and having caused much loss to others, including his first partners who had introduced him.
TheChicoraopened the season of 1881 on May 21st, connections being made with both Canada Southern, and New York Central Railways.
During this season the first "Niagara Camp" was held. On the 5th of June, theChicoratook over on the morning trip the Toronto Field Battery, Mayor Gray, Lieut. Beatty, Surgeon McDonald, sixty-five non-commission officers and men, twenty-seven horses, four guns and five companies of the 31st Battalion, Col. Brown, Major Cameron, Capt. and Adjt. Pollard and Surgeon Barnhart.
From modest beginnings began this annual gathering of the volunteer militia of Ontario, which has since assumed such considerable proportions and greatly extended in its sphere of operations. It has been found by experience that the attraction of a visit to the "Falls," which is possible while at this camp, brings more willing recruits, and the coming into actual touch with the battle fields of the defence of Canada in 1812, creates a sense of duty and of fervour which is very helpful to the service. Many lessons are learned from the remarkable collection of relics of early days, and of stirring times, contained in the Museum of the Niagara Historical Society.[2]Recently the acreage ofthe camp has been largely added to and Fort George the embanked ancient fortress, just above the steamboat dock has been repaired and renewed.
Just below the ramparts is to be seen a long one story wooden building—the last remaining portion of the old "Navy Hall," the headquarters of Lieut.-Governor Simcoe, where the meetings of the first Parliament of Upper Canada were held in 1792 and where he entertained the Duc de Liancourt in 1795. The other buildings of the group, as shown in the drawings of Mrs. Simcoe, were destroyed or removed in the construction of the Erie & Ontario Railway.
The business on the Collingwood Line had so much increased to Lake Superior that another steamer was now needed, and the SteamerCampanawas purchased in England. Her career had been a romantic one. While running on the River Plate in Brazil, she had been chartered to take a cargo of 700 mules to South Africa for the Kaffir War of 1878. The mules were landed at Capetown, but the supercargo, or purser, who was in charge, collected the purchase money and the freight earnings and then disappeared. The steamer was summarily sold to pay the wages of the crew and was then brought to the Thames, where she was purchased by Mr. A. M. Smith, President of the company, and brought out to Montreal. As theCampanawas 225 feet long, 45 ft. beam, with tonnage of 2000, and all the lower St. Lawrence canals had not been completed to Welland Canal size, four being still of the old length of 180 ft. only, Mr. Cumberland was engaged to superintend her cutting in two and bring up the two sections.
The CIBOLA in the Niagara River off Queenston. page 153The CIBOLA in the Niagara River off Queenston.page 153
With a vessel of such size this entailed great difficulties, she being the largest ship that had been up till then brought up the canals and rapids, but the novel problems were solved and the way paved for the Canadian Pacific Steamers,Alberta,Algoma,Assiniboia, built in Scotland, which next followed on the same methods.
Campanawas the first twin-screw iron passenger and freight steamship to ply on the Upper Lakes, and introduced the system of making a round trip a week between Ontario ports and Lake Superior.
In this year theMaid of the Mist, 72 ft. long, 17 beam, depth 8 ft., startled the vessel world. Her business from the elevator stairways to the foot of the Horse Shoe Falls had fallen off. It was said that behind was the sheriff, in front the Whirlpool Rapids and beyond on reaching Lake Ontario a satisfactory sale. Capt. Robinson determined to run the risk and on 15th June started down the river. The first huge wave of the rapids threw the boat on her beam ends sending the smoke stack overboard, almost submerged by the next she righted, and by a quick turn evading the whirlpool emerged from the Gorge in little over ten minutes. The watchful collector at Queenston seized the opportunity for fees and had theMaidenter with him the Customs, the first and probably the last steamer ever to register as having comedownfrom above the Rapids.
In August we met our first loss by the death of Col. F. W. Cumberland, General Manager of the Northern & Northern Western Railways, and our senior director. Having taken the utmost interest in the enterprise, his technical knowledge, energy and judgment had been throughout of infinite value, and his hearty personality was greatly missed not only in business but in comradeship. He was a man who had the forceful faculty of engaging the affection and loyalty of men who worked with or underhim; severe but just, exacting yet encouraging, good service was sure to be noted by him and to receive his approval and reward.
After his death the employees of the Northern and North-Western Railway, since absorbed by the Grand Trunk Railway, erected a monument to his memory at the Junction station at Allandale, presenting an excellent likeness in bronze of their late chief.
Mrs. Seraphina Cumberland, wife of the Vice President, was appointed to the vacancy on the Board.
During the winter of 1881-82 further changes took place in the ownership of theCity, whereby Mr. Donald Milloy, who had been in charge of her up to this time, ceased to be her managing agent, and Mr. William Milloy and his mother, Mrs. Duncan Milloy, of Niagara, came into control.
The new management declined to renew the previous arrangement and determined to run on their own and separate account on a new arrangement made with the Canada Southern.
On May 20th, 1882 theCitywith Mr. William Milloy as captain, opened the season with regular trips—"Leaving Niagara on the arrival of the Canada Southern train 9.45; returning leave Toronto 3 p.m., connecting with Canada Southern at 5.30 p.m. Tickets from D. Milloy, Agent, 8 Front street, East."
On Monday 22nd May, 1882,Chicoraresumed the usual trips from Toronto at 7 a.m. and 2 p.m., connecting at Niagara with Canada Southern and at Lewiston with New York Central Railway.—"Tickets from W. R. Callaway, 20 King street, East, and 25 York street, or Barlow Cumberland, 35 Yonge street, and 24 York street."
Mr. Callaway then represented the Credit Valley Railway in Toronto, and on their company being absorbed by the Canadian Pacific Railway as part of a through line from Windsor to Montreal, he became its Western Passenger Agent. His wonderful faculty for attractive advertising and catching phrases had immediate effect in creating the company's passenger business against its older rival, and when the "Soo" road was added to the C.P.R., Mr. Callaway's genius for developing traffic was transferred to Minneapolis, where he achieved similar results. The ticket offices at York street were principally for steerage, and Italian business. Passenger business toward the west was at that time exceedingly active. The Canadian Pacific then under active construction around the north shore of Lake Superior, and to the further west, called for large importations of laboring men, making the beginning of our Italian population. Manitoba and our North-West were attracting much attention and the railways beyond Chicago, not having been merged into large corporations but working independently, were offering large ticket commissions, each acting on its own account.
The contest across the lake now created was not pleasant, there being an introduction of a certain amount of local rivalry which was undesirable. The season was a rough one and towards its close theCitygrounded on the boulders at the entrance to the Niagara River, and was successfully pulled off, but did not finish out the season. Notices were inserted in the public papers that theCity of Toronto"would be rebuilt for next season and that work would commence directly navigation closed."Chicoratherefore finished the season alone.
The season of 1883 found the steamers running in the same manner—Chicoraunder Capt. Harbottle to Niagaraand Lewiston: theCity, Capt. W. Milloy to Niagara only. The season was an unfruitful one, weather cool and disagreeable.
For sake of notoriety the steamers under the leadership of theCitywere often sent across the lake on days when they had better have remained in port and saved money. It was this mistaken course which led to close of the competition.
A heavy storm from the east was blowing, toward the end of September. The seas were running heavily on the Island, and even sweeping up on the dock fronts in the harbor, no business offering and weather cold with sheets of rain and sleet at intervals. TheCityhad come across from Niagara butChicorahad not been sent out for the morning trip, nor had we any intention of sending her out for the afternoon.
About 3 o'clock it was noticed that theCityappeared to be firing up. I was at the time in charge and had given instruction that if theCitywent outChicorawas to follow but on no account to pass her. Capt. Harbottle and self were walking up and down the front of Mowat's dock, where theChicoralay, watching the other steamer which was lying at Milloy's Yonge street dock, from which we had for the third time been ousted at the beginning of the season. "By the Lord," said the captain, "she's moving; I'm off."
There were few or no passengers to go, but theCitystarted out down the bay followed byChicora.
They had a very rough passage and when about two miles out from the river theCityrolled out her mast and was otherwise damaged, but managed to make her way into port.
This was her end, for she was sent to Port Dalhousie for repairs, and while lying up in the dock she was burned at 9 p.m., 31st October, 1883, and so closed a long and eventful career.
1884 found us without any further partners and alone on the route. It had been a long strife. No wonder we had loved theChicorafor like a good lass she had always cheerfully responded to whatever she was called upon to do.
Her seaworthiness gained the confidence of the public to such an extent that there were not a few families in the city who preferred the rough days for their outings, and some men, among others, Mr. Wilson of the Bank of Montreal, who always had notices sent to them when "there was a real heavy sea on," so that they might make the afternoon 2 p.m. excursion.
Capt. Harbottle having been appointed to a position on shore in the Marine Department, his place on theChicorawas given to Capt. Thomas Leach, of Halifax. It was he who in 1866 had brought up the blockade runnerRothesay Castleand had run her between Toronto and Niagara in competition with theCityunder arrangements with the Canada Southern.
The season of 1884 had barely begun before we learned of another intended competitor. The steamerRupertwas being brought up to run in connection with the Canada Southern at Niagara-on-the-Lake.
This steamer duly arrived at Milloy's dock and was found a good-looking sizable boat, with much deck accommodation for many travellers. Going on board the sand barrels on the broad deck seemed somewhat numerous. One of these was held at midship at blocks. Taking out the wedge and turning the barrel a kick set it rolling toward the ship side. As it went the boat keeled over to it.Without saying or seeing anything more, the investigator walked off and going up to the office told Mr. Foy, "John, you needn't be afraid of theRupert. She'll frighten her passengers some day, she's crank,"—and so she was.
The competition did not last the whole season, but business was increasing on the route, so the small steamerArmeniawas chartered to make an early morning trip from the Niagara River to Toronto. It was not a success, but she was useful when the fruit season opened.
This year 1884 began also another route in competition. The Welland Railway had passed into the hands of the Grand Trunk, and theEmpress of Indiawas engaged to make the lake service between Port Dalhousie and Toronto in connection with a fast train from Buffalo and Niagara Falls. No doubt this diverted some business from the through route, but the principal earnings were from its own local district. With the superlative attractions of the scenery of the Niagara River, this Port Dalhousie route will never successfully compete for through or excursion travel with the Niagara River route, but it has the City of St. Catharines and an aggregate of thriving towns which will give a fine local and paying business with Toronto.
In 1885 we were at last in sole possession, having won the established connection with both the railways, at Niagara with the Michigan Central, which had absorbed the Canada Southern, and at Lewiston with the New York Central.
It had been eight long years of anxious and intense application of wits, energy and expense. One year in bringing the steamer down, and seven in constant competition, in wearing out competitors and winning the route.
We were now able to turn all our energies to the more pleasant work of development. The officials of the railwayshad learned to have confidence in us and appreciated that we were not only ready to give good service, but to add to it, and to improve as the traffic needs of the route showed to be requisite.
When we entered upon the route, Mr. C. B. Meeker was General Passenger Agent of the New York Central—a man patterned after the old Commodore's taste, namely, that there was only one railroad in the world and that was the New York Central. This faith permeated not a few of the minor officials, so that in their opinions, to be permitted to travel on the N.Y.C., was to be considered by a passenger as a high privilege, and the utmost courtesy was to be used toward the immaculate and superior conductor, who honored him by taking up his ticket. Yet there was some reason for it. It was the beginning of great things in railway enterprise and service, for out of a series of small separated local roads it had been from between 1853-55, gathered together under a master hand and thereafter was continuing to be built up into a great and united system, giving the travelling public facilities they had never dreamed of, advantages which would have been impossible without the combination.
In the earlier days of steam railroad enterprize, there was little thought of the possibility of creating communication between far distant centres, as was afterwards found practicable, when the working of the steam engine became better understood. Building short local railroads by local subscriptions joining neighboring towns, appears to have been the method most prevalent. These railroads were in fact only improved stage routes. Some idea of the then conditions is afforded by the list of railroads opened or under construction in 1836 in the State of New York, given in Tanner's American Traveller, 1836:—"Buffalo andNiagara Falls Railroad, 14 miles; Mohawk & Hudson Railroad, from Albany to Schnectady, 16 miles; Schnectady & Sartoga Railroad, 20 miles; Ithaca & Oswego Railroad, 20 miles; Rochester Railroad (now in progress) from Rochester to a point below the Falls of Geneva; Schnectady and Utica Railroad (now in progress), 80 miles: Rochester & Batavia Railroad (in progress), 28 miles; Troy & Ballston Railroad (now in progress), 22 miles. Several other railroads are proposed."
These and others were gradually brought into combination, in the one Central System for their mutual advantage and the convenience of the public.[3]
It seems strange to think that in the sixties there had been no sleeping cars and no through trains between Buffalo and New York. The trains stopped and started at Albany, where the passengers either laid over at an hotel for the night, or leaving the cars walked along the station platforms to the decks of a large ferry steamer, on which they were taken across the river to join the connecting trains on the other side. On reaching the outskirts of New York the railway cars were uncoupled, and then each drawn separately by six horse teams some miles down Sixth Avenue on the horse car tracks to the terminus at Twenty-Second street, then only a simple two-storey brick building.With the construction of the railway bridge at Albany in 1870, the railway had sprung up at once into a great through route, the only one landing its passengers in the City of New York, and thus over-passing and over-topping all its competitors. It is not surprising, therefore that there was some pride and self esteem in those employed upon it.
When sleeping cars were first introduced on the New York Central it was in the most primitive fashion. The cars were the same coaches in which the passengers rode during the day. The whole of one corner was occupied by a great pile of mattresses and blankets and a number of posts and cross bars. When sleeping time came the posts were brought out, the berths built up and bolted together before the eyes of the passengers. It can be well understood how these improvised constructions creaked and groaned during the night. They supplied a need, but were soon supplanted by the Pullman inventions.
With Mr. Meeker we had the most personally pleasant relations, but when we had made our application to him for a connection, he was staunch to the old steamboat connections of his company and would only deal with us through them, even if he did think we had been hardly treated, but when we had won and deserved our way into an official connection he was equally staunch toward us; recognizing the continuous interest which the steamboat lines have in the mutual business which they have aided the rail in building up. To him succeeded in May, 1883, Mr. E. J. Richards, his highly efficient and much younger assistant, whose knowledge of the passenger business of his railway was unsurpassed by any. From this time began an association with the principal officers of the New York Central, which has widened and deepened with years.
This year, 1885, Capt. McCorquodale was appointed to theChicora, succeeded Capt. T. Leach, whose business engagements rendered it necessary for him to return to Halifax.
Having come into assured position the railway officers willingly co-operated with us when we spent considerable time and money in sending out travelling representatives and distributing advertising matter respecting the route and Toronto, to all parts of the United States. Mr. Steve Murphy being the efficient Travelling Passenger Agent since 1888. I question very much whether the City and the Citizens of Toronto have any conception of the wealth of advocacy in advertisement and expense which the Niagara Navigation Company has given to the City and its attractions, and particularly to its "Exhibition" during the past twenty-five years.
One after another the, then separate, railways were induced to put lines of tickets on sale reading over the Niagara River Line to Toronto, the list of these having been added to each year. In mentioning this it is to be remembered that in these early years, in the "eighties," there were a very large number of minor railways operating on their own and separate account. The great consolidations into the fewer hands and control of the main trunk lines had not then been effected, and yet more, the system of general traffic associations, joint rate meetings and combined agreed traffic associations had not been devised.
The officers of each railway did what each thought was best for the interests of his own line, and were controlled only by their being open to the possibility of adverse competition from some other line.
The grand field day was theSpring Meetingusually held in Buffalo, to consider "Summer Excursion Rates." As there were many more independent roads the attendance was considerably greater and perhaps there was more of conviviality and social intercourse than in the more staid and business meetings of these subsequent days. Moreover it was a battle of wits between the newer and weaker roads striving to create and attract business from their more longly established competitors.
Will anyone who was present at them, forget the mental activity and agility of the General Passenger Agent of the Ogdensburgh and Lake Champlain Railway, then a little one "on its own," striking into the middle of its great competitors; a menace, ambitious, and played with a free hand. Its able representative was like a little terrier snapping in the midst of a surrounding crowd, and he frequently got his way.
The claims for "differentials" by some roads not so well established as others, or where representatives thought their earnings might be thus increased, were perennial, and the demands for more Special Excursions at "cut rates" voluminous. The discussions were lively and well worth hearing.
In the hours of relaxation of this annual gathering which brought men of the fraternity from distant places into friendly contact, there were men who since have risen into the restraining influence and stateliness of highest offices, but who in those younger days did not disdain to dance a can can in a night shirt, or snap fingers in a Highland fling, with an elderly but active steamboater from Montreal. All could sing in a chorus or join in a rout. The foundations of the present great lines of passenger trade were laid in those days, but the railway worldto-day does not find quite so much fun in its work as it used.
The days of individuality of minor roads have gone, and for all railway officers those of over pressure against increasing costs of expenses have come. The demand of the public of the day is not only for lower rates but for greater facilities, so that the increasing strain of business needs absorbs all time and attention, although at the same time much pleasant intercourse prevails.
Gradually the scope of our courses of traffic leading to the Niagara River were thus widened but not with ease; what in these present days can be done in a single joint meeting, or by the issue of a single joint rate sheet, required in those days, years of work, visiting the distant parts, and much personal address. It was in these last that Mr. John Foy particularly shone. He had a happy way of gaining and keeping new friends and allies.
In our own local and home city sphere we began working for new business. "Book Tickets" for families, with coupons for the trips, were introduced, an entirely new development, enabling citizens of Toronto to live at home during the summer and yet give their families lake travel and fresh air at remarkably cheap rates.
In this we received the aid of the medical profession. One doctor is remembered as putting it this way: "I tell my people," said he, "that when they want to wash their hands clean they must use clean water, and similarly if they require, as I wish them, to clear out their lungs, they must get fresh air where the clearest and freshest air is to be got, by crossing the lake on your steamers to Niagara."
Another doctor with a large family practice said: "When I find the digestion of the children of any of my families getting out of order I prescribe a 'book ticket onthe Niagara route.' It provides in such cases a splendid natural emetic." There is many a well grown citizen in Toronto whose vigor has been promoted or life saved in infant days by the pure air gained by these trips across the lake. Excursions by societies, Sunday schools, national and benevolent bodies were sought out and encouraged to devote their energies to providing outings for their associations and friends. Every possible method was employed to get new business. We certainly needed it, as we certainly had not, so far, a very profitable time.
Gradually the business on the route showed signs of growth until we saw that if we were to deserve our position with the railway companies and meet the increasing traffic we must add to our equipment. The railway officials had also expressed their opinion that another steamer would soon be needed and stated that in adding it the Navigation Company would receive the continued support of their companies. The first year of peace closed satisfactorily, and 1885 was marked in white upon the milestones of our progress.