NIAGARA CAMPS FORMED--MORE CHANGES AND COMPETITION--BEGINNINGS OF RAILROADS
IN NEW YORK STATE--EARLY PASSENGER MEN AND PASSENGER WAYS.
The _Chicora_ opened 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,
the _Chicora_ took 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 of the 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 Steamer _Campana_ was
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 the _Campana_ was 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.
[Illustration: The 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.
_Campana_ was 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 the _Maid 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 the _Maid_
enter with him the Customs, the first and probably the last steamer ever to
register as having come _down_ from 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 under him; 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
the _City_, 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 the _City_ with 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, _Chicora_ resumed 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 the _City_ grounded 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 the _City of Toronto_ "would be rebuilt for next season and
that work would commence directly navigation closed." _Chicora_ therefore
finished the season alone.
The season of 1883 found the steamers running in the same manner--_Chicora_
under Capt. Harbottle to Niagara and Lewiston: the _City_, 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 the _City_ were
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. The _City_ had come across from Niagara but
_Chicora_ had 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 the _City_ appeared to be firing up. I
was at the time in charge and had given instruction that if the _City_ went
out _Chicora_ was 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 the
_Chicora_ lay, 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 the _City_ started out down the
bay followed by _Chicora_.
They had a very rough passage and when about two miles out from the river
the _City_ rolled 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 the _Chicora_ for 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 the _Chicora_ was given to Capt. Thomas Leach, of
Halifax. It was he who in 1866 had brought up the blockade runner _Rothesay
Castle_ and had run her between Toronto and Niagara in competition with the
_City_ under arrangements with the Canada Southern.
The season of 1884 had barely begun before we learned of another intended
competitor. The steamer _Rupert_ was 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 the _Rupert_. 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 steamer _Armenia_ was 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 the _Empress of India_
was 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 railways had 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 and Niagara 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 the _Chicora_,
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 the _Spring Meeting_ usually 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 world to-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 on the 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.
FOOTNOTES:
[2] Which in itself is a monument to the energy and years of faithful
service of Miss Janet Carnochan, the valued Historian of the District.
[3] Passenger Train Schedules--
_Local Railways, 1843._
Albany. Syracuse. Buffalo.
Lv. 6.00 a.m. Arr. 5.15 p.m. Arr. 7.00 a.m.
1.30 p.m. 2.00 a.m. 3.00 p.m.
7.30 p.m. 8.00 a.m. 9.00 p.m.
_New York Central, 1855._
Albany. Syracuse. Buffalo.
Lv. 6.30 a.m. Arr. 12.00 noon. Arr. 7.00 p.m.
7.30 a.m. 1.25 p.m. 7.00 p.m.
9.00 a.m. 3.50 p.m. 1.00 a.m.
6.00 p.m. 12.30 a.m. 6.30 a.m.