A Century of Sail and Steam on the Niagara River Part 10

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 the _Chicora_, 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 s.p.a.ce and better accommodation on ours. Perhaps the pa.s.senger 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 compet.i.tions on the Upper Lakes where the central cabins prevent both sides of the steamer being seen at once, when in addition to the available pa.s.sengers, everyone possible of waiters and crew have been spread out on the pa.s.sing 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 the _c.u.mberland_, and had now been transferred to the _Chicora_. Kindly and courteous, yet firm, he never dissatisfied a pa.s.senger. 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 compet.i.tion 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, yet _Chicora_ was gaining, and every point in the pa.s.senger ticketing game was being played against them by her management.

The acrimony and the rivalry of the contest is fairly indicated by an advertis.e.m.e.nt in "The Globe" on 5th August, 1878:

TORONTO, NIAGARA AND BUFFALO STEAMBOAT LINE.

The Public are warned that spent checks of the Steamers _City of Toronto_ and _Rothesay_ of their line, collected and issued by the Steamer _Chicora_, will not be accepted for pa.s.sage on either of the steamers of this Line.

Pa.s.sengers going over by the _Chicora_ on Sat.u.r.day last were furnished with such by the _Chicora_, 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 pa.s.sed _Chicora_ improved 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.

The _Rothesay_ always 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 river _Chicora_ had 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 the _Rothesay's_ stern. 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, and _Chicora_ coming 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, _Chicora_ steers like a yacht.

At Lewiston things went easier, yet even here the _Rothesay_ would edge back down the front.

[Ill.u.s.tration: Niagara 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 steamers _Cataract_ and _Bay State_ when 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 sh.o.r.e 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 sh.o.r.e, 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 lake _Chicora_ by degrees won her way. Being much the faster boat she could hold or pa.s.s the _City of Toronto_ at any time or in any weather--with _Rothesay_ it was different. On a fine smooth day there was little between them; on a hot, sultry day, without any wind to a.s.sist a draught for the fires, the _Rothesay_ could beat the _Chicora_ by one, to one and a half minutes Toronto to Niagara, but if there was even the slightest motion, _Chicora_ could walk by her, and on a rough day _Rothesay_ couldn'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 compet.i.tion, 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 by _Chicora_. 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 Sat.u.r.day afternoon trip is remembered. Instead of, as on most days, giving us a wide berth, on this one being such as suited her, the _Rothesay_ came over close alongside. For some time it was neck and neck between the boats but gradually the _Rothesay_ began 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 pa.s.sengers, 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.

c.u.mberland, 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 the _Chicora_ that afternoon entered the river first.

So the season waxed and waned. _Chicora_ did 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 the _Rothesay_ stopped in port and the _City_ completed her trips, while the _Chicora's_ fine 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 compet.i.tive 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. The _Chicora_ was laid up at the Northern Railway docks, and accounts for the year were made up. What the compet.i.tion had cost the others one does not know, but _Chicora_ was 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.

CHAPTER X.

CHANGE PARTNER--RATE CUTTING AND RACING--HANLAN AND TORONTO WATERSIDE--Pa.s.sENGER LIMITATION INTRODUCED.

During the winter of 1878-79, changes came. The _City of Toronto_ had 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 the _Rothesay_ was dropped by the _City_ and the line for 1879 was to be the _City of Toronto_ and the _Chicora_. 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. c.u.mberland resigned his position as manager of the Niagara Company, retaining the original position and salary as vice-president and a.s.sistant in pa.s.senger 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 pa.s.senger 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 with _City of Toronto_ as a partner we were included in direct connection with all the railway companies, who therefore provided all the pa.s.senger 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, _Chicora_ 7 a.m., single trips. June 9, _Chicora_ 7 a.m., 2 p.m. June 16, _Chicora_, or _City 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.

The _Rothesay_ having been dropped by the _City_ still 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 pa.s.senger prices. His opening rates were:--

In books good for all regular trips.

20 round trips $ 5.00 50 round trips 11.00 100 round trips 20.00

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.