CHANGE PARTNER--RATE CUTTING AND RACING--HANLAN AND TORONTO
WATERSIDE--PASSENGER 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. 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 with _City of Toronto_ as 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, _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 passenger 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.
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 the _Rothesay_ twice crossed the
course and bow of the _Chicora_.
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 the _Rothesay_,
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 the _Rothesay_ to 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 the _Rothesay_.
(5) That the thanks of the Board are due to Capt.
Harbottle for the care and skill he has exercised in
avoiding the _Rothesay_, 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.
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, lake excursion 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 the _Rothesay_ from
coming into too close proximity, but did not reduce the monetary
competition, in fact only increased it.
The _City_ and _Chicora_ were 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 August _Rothesay_ put 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 the
_Rothesay_ was 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, the
_City_ and _Chicora_ both 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 on board the two steamers, the _Chicora_ and the
_Rothesay_, 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 the _Rothesay_. "By heavens," said the Hon.
Frank, suddenly and decidedly, "there's one of the men from my own
warehouse going on board the _Rothesay_, he's holding down his umbrella, so
that I shan't see his face, but _I 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 the
_Rothesay_.
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. The
_Chicora_ had been specially chartered to bring the _Champion_ into 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 by _Chicora_, 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.
The _Rothesay_ held 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 the _City_
were now reaping the reward of their broken faith and their having
introduced him to the route. Her owners were obliged to make an assignment
toward the close of the season and _Chicora_ finished 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 the _Rothesay_ a 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 the _City of Toronto_ under Capt. Donaldson and
_Chicora_ under Capt. Harbottle, still running together between Milloys
wharf and Lewiston; the _Chicora_ opening the season on 4th May.
The _Rothesay_ opened her season with renewed vigor on the 24th May, 1880.
Mr. Lunt announced:
"The Steamer _Rothesay_ having 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, _Rothesay_ this 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.
The _City_ and _Chicora_ divided 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 Lewiston nearer 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 Steamer _City of
Toronto_ was in August advertised for sale at Niagara, "thoroughly
equipped, handsomely furnished and inspected ready for sea."
_Rothesay_ ended her season on 15th of September, and _Chicora_ on 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 the _Rothesay_, 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.