FIRST SEASON OF THE NIAGARA NAVIGATION CO.--A HOT COMPETITION--STEAMBOAT
MANOEUVRES.
The work of preparation had been completed and we drifted down to record
the opening day of our first season. Our hats were in the ring.
A complimentary excursion to Niagara, leaving at 2.30 p.m., was given by
the company on May 10th to a large list of guests, an introduction of the
steamer which was much appreciated and approved.
The boat race in Toronto Bay between Hanlan and Ross on 15th May was
availed of for an excursion to view the race.
We were still solving the problems on the Niagara River so our first
business operation was in another direction, and it is somewhat interesting
that this first trip was to Hamilton, being introduced by the following
advertisement:
QUEEN'S BIRTHDAY
24th May, 1878
GRAND EXCURSION TO HAMILTON
Magnificent Steamer
CHICORA
Will leave Mowart's dock at 7 a.m. and 3 p.m. Returning
will leave Hamilton at 10.15 a.m. and 6.15 p.m.,
calling at Ocean House, Burlington Beach, each way.
Splendid Band of the Royal Engineer's Artillery
Battalion.
For the convenience of passengers the Steamer will call
at Queen's Wharf on the outward trip in the morning.
Single Return Tickets 75c. Double Return Tickets $1.00.
Barlow Cumberland, Agent, 35 Yonge Street.
GOD SAVE THE QUEEN.
The results were highly satisfactory, the public being anxious to see the
steamer and interested in its progress. Another charter which was declined
may be mentioned as being the establishing of a principle which was not
departed from. A new Roman Catholic Church had been erected at Oakville,
which was to be consecrated and opened with much eclat on a Sunday. At that
time there were no trains run on Sundays on the Hamilton and Toronto Branch
of the Great Western Railway, and the only way by which any very large
contingent from Toronto could be expected to join in the ceremonies would
be by making arrangements for an excursion by water. There would have been
no legal objection to this, as the rigidity of Sunday legislation had not
then been introduced. The Oakville authorities made application to charter
the _Chicora_, and as the President of the company was a Roman Catholic,
and the Roman Catholic Archbishop of Toronto strongly supported the
application, they felt assured of compliance. A goodly offer was made for a
trip on the Sunday afternoon from Toronto to Oakville and back. The matter
was considered by the Board and it was unanimously resolved that the
Chicora would not be run on Sundays. One will not say that this decision
was entirely due to religious considerations, although these, no doubt,
were not without weight, but it was also settled upon plain business
principles.
The steamer was entering a considerable contest and would need every care.
In a competition with two steamers we needed to have our men and the boat
keyed up to the highest efficiency. This could not be done if we ran the
steamer across the lake on every day of the week. The maintenance of the
regularity of the steamers and the reputation of the Niagara River Line has
without doubt been considerably gained by confining the running to "week
days only." The increasing requirements for through connections,
particularly from the American Railways on the south shore, where Sunday
trains have greatly increased, may some day bring about a change.
On Saturday, 1st June, _Chicora_ left Toronto dock at 2.30 p.m. for a first
regular afternoon excursion to Niagara, and on Monday, June 3rd, began her
regular double trip service leaving at 7.05 a.m. and 2.05 p.m.
As matters on the Niagara River were still in process of organization we
did not at first run beyond Niagara except on Wednesday and Saturday
afternoons, when the full trip up the river to Lewiston was made.
It was very early found that the trip up the river is the main attraction
to the route, giving, as it does, scenery unusual and without compare, a
respite from the open lake and allowing a stroll on shore, either at
Niagara or Lewiston, while awaiting the return journey.
From the very beginning the competition was a whirlwind. Mr. Lunt was an
adept at steamboat competition and it was our business to go him one
better, and also to have our steamer and facilities made as widely known as
possible to the travelling public.
At Toronto the entrances to the two docks, alongside one another on the
Esplanade, were trimmed with "speilers," who finally expanded up Yonge
Street to Front, and even to King Street. One thing insisted on, so far as
our men were concerned, was that there should be no decrying of the
character or condition of the rival boats.
Our tickets were put into the hands of every Ticket Office, Broker,
Insurance or Real Estate Agent in Toronto, whether up-town or down-town,
who would take them in, provided one thing only, that he had an office
opening on the street. Every hotel porter, with his sisters, his cousins,
and his aunts, was created a friend, and the itinerant cab was just as
welcome as the official bus. We were out to get business from every
quarter.
The _City_ in previous years had issued a ticket at $10 to members of one
family for ten round trips on any afternoon. We put a general rate on of
$1.00 without any restrictions, and by gradual reductions it reached 50
cents on Wednesday and Saturday afternoons. This was a round trip rate
which had been introduced by the _Southern Belle_ in 1877 for the
afternoons of Tuesday, Thursday and Saturday on her route from York Street
(Tinning's Wharf) to Niagara and return. We now extended it to Lewiston and
return, giving a view of the really splendid scenery of the river which had
never previously been opened at reduced rates. The public quickly took in
the idea and gave us business. In addition to general business, we
energetically worked up the Society and Church excursions, becoming an
unpleasant thorn in the sides of those who had so summarily thrown us over
and whom we were now obliged to attack. It was in this season that the
Caledonian Society made their first excursion with us, a connection and
comradeship which in all the thirty-four years has never once been
interrupted.
Matters on the other side of the lake were somewhat different. We had no
railway connections to issue tickets over us or direct passengers to our
boat. We had to provide for this entirely of ourselves, having thus to
promote business on both sides of the route. Printer's ink was extensively
used by newspaper advertisements, descriptive folders, dodgers and
timetables. A large and excellent framed colored lithograph of the Steamer
was issued with the lettering:
THE NIAGARA NAVIGATION COMPANY'S STEAMER
CHICORA
PLYING BETWEEN
TORONTO--NIAGARA--LEWISTON.
HON. FRANK SMITH, BARLOW CUMBERLAND,
President. Manager.
These being largely distributed to the hotels and ticket offices introduced
the steamer in her new conditions. There was no use running the boat unless
we fully advised the public of herself and movements, but all this
advertising, and introduction, cost much expense in money and energy.
The ticketing arrangements on the south shore were somewhat difficult.
Passenger business thirty years ago was conducted under very different
conditions from such as exist at present. There were no official
regulations, no State or Inter-State, Authorized Tariffs, no Railway
Commissioners. Each railway and each passenger department was a law unto
itself to be guided and regulated by whatever conditions or rates might at
the time be considered most desirable for the promotion of its own business
by the officers in charge.
Ticket "scalping" abounded, being looked upon by the public as a protection
against the uncontrolled ratings by the railways, and a promoter of
competition where combination might otherwise be effectual. There were
several Associations of "Ticket Scalpers," some of much power and
reliability, but all were equally denounced by the railways. Yet there were
in fact not a few instances where the regular issues of some of the (for
the time-favoured) railway companies might be found in an under drawer of
some of these unauthorized servants of the public. These energetic workers
were our opportunity. All the principal Scalping Offices between Cleveland,
Pittsburgh, New York, Albany, Rochester, and Lewiston, were stocked with
books of tickets reading over our steamer, or to Toronto and return. The
rates were, of course, such that they could obtain both profit and
business. There was no use mincing matters, we were in the fight to win
out. Through these sources we managed to get quite a business, being
represented in each town by from two to four scalp offices, in large cities
even more, and, tell it not in Gath, with very friendly arrangements in
some of the regular offices as well.
The amount of personal travelling and introduction was laborious, but was
pleasant, in renewing acquaintanceships and connections formed as General
Passenger Agent of the Northern Railway when working up the new Couchiching
and Muskoka tourist business introduced in the several preceding years.
It was in this season of 1878 that the converging railways in the districts
spreading from the south and southwest towards Buffalo, began a system of
huge excursions for three days to Niagara Falls and return, on special
trains both ways, and at rates for the round trip not far from, and often
less, than single fare. Most of these separate railways have since been
merged into some one or other of the main Trunk Lines, but then they were
independent and each sending in its quota on its own account to make up a
"Through Special." The most successful excursions of these were the series
which came every week from the then Wabash District, from Indiana and the
southwest, and were known as the "Friendly Hand" excursions. The name arose
from a special trade mark which appeared in all the Wabash folders and
announcements, of an outstretched hand with the thumb and fingers spread,
on each of which was shown the line and principal stations of each one of
the contributing railways that fed their excursions into the main stem. The
excursionists were energetic, and although the "Falls" was the focus of
their route, we induced large numbers of them to cross over to Toronto. A
prevailing slogan was:
"One day to Falls,
One day to stay,
Next day Toronto
And 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 the _City_ or the _Rothesay_, lying in waiting, to see the
crowd of linen duster tourists as they poured out of the train make
straight for the _Chicora_, "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:
Special Inducement for this Excursion to the Falls
{ Suspension Bridge and Return 25c.
The regular prices { Prospect Park 25c.
for Admission are to { Art Gallery 25c.
{ Museum and Operators 50c.
{ Garden of Living Animals 25c.
One ticket purchased on the train for $1.00
Admits 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 Company has 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 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 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 the _Cumberland_, and had now been
transferred to the _Chicora_. 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, yet _Chicora_ was 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 Steamers
_City of Toronto_ and _Rothesay_ of their line,
collected and issued by the Steamer _Chicora_, will not
be accepted for passage on either of the steamers of
this Line.
Passengers going over by the _Chicora_ on Saturday 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 passed _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.
[Illustration: 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 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 lake _Chicora_ by degrees won her way. Being much the faster
boat she could hold or pass 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 assist 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 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 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 Saturday 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 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 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 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. The _Chicora_ was
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, 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.