"CIBOLA" GOES; "CORONA" COMES--THE GORGE ELECTRIC RAILWAY OPENS TO
LEWISTON--HOW THE FALLS CUT THEIR WAY BACK THROUGH THE ROCKS--ROYAL
VISITORS--THE DECISIVENESS OF ISRAEL TARTE.
With three "Line" steamers and five trips a day, the route kept on steadily
developing, the service being attractive, and the line kept well before the
public, but the season's traffic produced nothing of particular notice.
During 1895 came a set-back, and unfortunate loss, by _Cibola_ taking fire
one night when lying alongside the dock at Lewiston. The upper works were
entirely burned off and the hull, having been set adrift, floated down the
river as far as Youngstown, where it was secured and brought to the dock.
_Cibola_ during her career had proved herself an efficient steamer, fast,
economical, and satisfactory in all weathers.
Business had not so greatly increased that the remaining two main line
steamers could not continue to sufficiently meet the service, so far as it
then required, but immediate steps were taken to replace her loss and make
ready for the requirements of the new electric railway then contemplated on
the American side from the Falls to Lewiston. Mr. Angstrom, who had already
done some excellent work as a marine architect, made the new design, and a
contract was let to the Bertram Engine and Shipbuilding Company, Toronto,
for a steamer 272 feet in length, 32 ft. 6 inches beam, 2,000 horse-power,
with a capacity for 2,000 passengers, being larger than the _Cibola_. There
was not this time so much difficulty in the selection of a name, as that of
_Corona_ suggested by Lady Smith, was readily adopted. This name was all
the more appropriate from the fact that the "halo of bright rays" which are
shot out and appear on a total eclipse of the sun is called the "Corona of
the Sun." In this instance the new steamer _Corona_ was succeeding the
eclipse of the _Cibola_, and represented the hopes and new conditions of
the "_bright sun ray_."
The steamer was successfully launched at the yards at the foot of Bathurst
street, on the 25th May, 1896, the sponsors being Miss Mildred Cumberland,
daughter of the Vice-President, and Miss Clara Foy, daughter of the General
Manager.
The season of 1897 with three steamers all making double trips brought the
introduction of the six trips a day, a service which fully provided for the
new connection then opened, and for the increases which gradually came in
several subsequent years.
The _Niagara Falls Park Electric Railway_, then already in operation on the
Canadian side between the Falls and Queenston running on the upper level
follows the river banks of the Gorge, overlooking it from these heights and
adding views of the far vistas of the surrounding country and up and down
the river.
The new Electric Railway, on the American side, put into full working
operation in this year, and known as the _Gorge Line_, was constructed far
down in the Gorge, just a little above the waters edge, following the
curvings of the river, beneath the cliffs, and giving opportunity for
coming into immediate proximity with the tossing rapids on this lower part
of its torrents.
The construction of this railway from the Falls to Lewiston was the work of
Messrs. Brinker & Smith, of Buffalo, and in boldness of conception, and
overcoming of intense difficulties in construction, is a record of great
determination and ability.
[Illustration: How the FALLS have cut through the GORGE.]
A round trip on both these lines, going up on one and returning by the
other, and crossing the river on the cars at the Upper Bridge, reveals all
the glorious scenery of the Niagara River between the Falls where they now
are and the Niagara Escarpment at Queenston Heights, where the geologists
tell us the Falls once fell over the cliffs to the lower level. It is
estimated that from this place of beginning of the chasm which they have
cut out of the strata of the intervening rocks, from 16,000 to 25,000
years, according to different views, have been spent in reaching to their
present position and they are still continuing to cut their way back
further up the river.
The process by which this has been done can be clearly seen by noticing on
the sides of the cliffs that the several layers of limestone strata lie
flat above one another, with large softer layers and deposits between each.
The waters of the river at the upper level pour over the edge of the
topmost rock ledge, and the reverberations and spray then wash out the
intervening sand and softer layers, so that the rock strata becoming
unsupported break off, and fall down into the gulf. In this way the chasm
has year after year been bitten back.
When leaving the dock on the Niagara River Line steamers at Lewiston, or
coming up the river from Niagara-on-the-Lake, it is enthralling to look up
at these great cliffs, and in imagination casting the mind back into the
centuries, see the mighty river as it once poured its torrents direct in
one concentrated mass from the edge of these heights into the open river
lying at their feet.
What a stupendous spectacle it must have been; yet, though wondrous, not
more beautiful than the distant glimpses now gleaming through the shadowed
portal between the cliff-sides clad with verdure and cedar, dominated by
the shaft of the monument to the heroes of the _Queenston Heights_.
The acquiring of landing terminals on the Niagara River was further
expanded in 1899, by the purchase from the Duncan Milloy Estate of the
docks at _Niagara-on-the-Lake_. In addition to the wharves this property
includes the shipyard of the old-time Niagara Dock Company, whose
launching slips for the many steamers which they constructed are still in
evidence. On the doors of the large warehouse alongside the wharf, there
were then still to be traced the faint remains of the names of some of the
vessels, which of old time used to ply to the port. The ground floor of the
building appears to have been divided into sections, in which space for the
freightage or equipment of each of the several vessels was allotted. Over
the door of each section were the names for the occupants, as originally
painted.
_Schooners--Canada_, _Commr. Barrie_, _Cobourg_, _United Kingdom_, _St.
George_, _William IV._, _Great Britain_.
These names were now carefully restored. The steamers which ran regularly
on the Niagara route have already been mentioned, these others used the
port as convenient for laying up for the winter, with the advantage of the
proximity of the dockyard for repairs. The _Cobourg_ built at Gananoque in
1833, ran between Toronto and Kingston, with Lieutenant Elmsley, R.N. in
command. The _St. George_ was built in Kingston in 1834, and was mainly
occupied between lake ports on the North Shore Route.
These doorways and the names now easily read above them bring us into
immediate contact with the early enterprises on the river and form
connecting links between the navigation interests under the opening
conditions and those of the present time. The route has the charm of a
constant unravelling of history.
Another wraith there is in connection with this Niagara dock which cannot
be omitted. For many years a passenger on the incoming steamers would see a
man in conductor's uniform standing on the dock watching the arrival. This
was Mr. Miles, conductor of the Mail Express train, which ran on the Erie
and Niagara branch between Buffalo and Niagara-on-the-Lake twice each day;
on which with never failing regularity he made his double round trip each
day for almost twenty years. Through three changes of ownership and several
passenger agents "Paddy" Miles, as he was generally called, held his
position and so dominated conditions that the train came to be known as
"Paddy Miles' train," and the Branch as "Miles' Railway." He was
superintendent, train dispatcher, and general passenger agent, in his own
opinion, all moulded into one, and acted accordingly. As he stood on the
dock with hands thrust deep into his breeches pockets and a scowl upon his
forehead, he seemed to consider it was rank treason for anyone to pass up
the river and not get off and use his train. Yet this was only on the
surface, for Paddy was at heart a good soul, who took a very personal
interest in the earnings of his Branch.
The _Buffalo Exposition_ of 1900, bringing together as it did tourist
business from all parts of the continent and of the world, threw
exceptional business over the line. It may be said with certainty that
every tourist who visits the American continent visits without fail the
Niagara Falls, as one of the great wonders of the world. With the expanded
facilities which have been given him, a very large proportion also visit
the Niagara River and its water attractions, and cross the lake to Canada
at Toronto. This was clearly evidenced at the Buffalo Exposition, and the
largely increasing traffic then arising, all of which was satisfactorily
dealt with, without any shortcomings or mishap.
In January, 1901, Sir Frank Smith died, being the second of the original
Board to pass away. His judgment, forceful determination, and large
capital, had been main-springs in the creation and establishment of the
line of steamers whose beginnings he had promoted. Mr. J. J. Foy was
elected President in his place.
It was during this year, (1901) that their Royal Highnesses the _Duke and
Duchess of York_ (now King George V. and Queen Mary) made their remarkable
tour through the overseas part of the British Empire. One portion of their
visit to Canada included the Niagara district, and a rest of several days
in privacy and quiet at Niagara-on-the-Lake, the _Queen's Royal_ being
specially set apart for their use. On October 10th, they visited the
Queenston Heights, Brock's Monument, and the Niagara Falls, by special cars
of the Niagara Falls Park Electric Railway. The _Corona_ was used by the
Royal visitors as a private yacht from Niagara-on-the-Lake to Queenston and
return.
It is a fact worthy of noting that both here and during the whole of their
nine months of travel around the world, their Royal Highnesses never placed
foot on any other than British ship or British soil.
During the time the _Chippewa_ was under construction in 1891, the Dominion
Government had become proprietors of the dry dock at Kingston, and were
making considerable improvements. The attention of the department was drawn
to the fact that if completed as then designed, the dock would not be of
sufficient length to take in the _Chippewa_, which would, when launched, be
the largest steamer on Lake Ontario. Further construction had therefore
been made, by which the pontoon gate which closed the entrance, could be
moved fifteen feet further out when required, to enable the steamer to be
taken in.
[Illustration: The CAYUGA in Niagara River off Youngstown. page 188]
In the spring of 1902 the time had come for the _Chippewa_ to be placed in
dock for the usual inspection. It was then found that the outer place for
the gate had never been used, the local authorities stated that they could
not change its position and that, therefore, the _Chippewa_ could not be
taken into the dock. This was a poser for the steamer was too long for the
dock as it existed. With Captain McGiffin I visited Ottawa to see if any
influence could be brought up on the local authorities to get them to
furnish us with the full length. We here met with a reception which was a
specially valued reminiscence of an able parliamentarian. The Hon. Israel
Tarte, a French-Canadian, had recently been appointed to be Minister of
Public Works, and here he fully sustained the wide reputation he had
elsewhere acquired for quick decision and immediate instruction. We
suggested that if the gate could not be moved back, a space could be cut
out of the stone steps at the inner end of the dock, so as to enable the
prow of the _Chippewa_ to extent between them.
On hearing our request, Mr. Tarte called in his Chief, asked if it could be
done, being assured that it could added "_Can you go to Kingston to-night
and arrange for it?_" The next morning work was begun in the dock so that
the steamer could be taken in. Vessel men who had been accustomed to the
slow and deliberate methods which had previously existed, greatly
appreciated the changes which for the improvement of our local business
from the City of Toronto.
It has often been noted that a Saturday half holiday is almost universally
taken by the citizens of Toronto. In fact not a few of the travelling men
from the United States have said that there is no use coming to Toronto to
do business on Saturday, as everyone is closing up for their afternoon
trip. In the attaining of this condition the Niagara Navigation Company has
had much to do, as the result of persistent advocacy.
With the increasing steamers we had abundant deck room which we desired to
fill, particularly for the afternoon trip. This might be effected by
getting the employers of some of the specific lines of business to close
their establishments at 1 o'clock on Saturdays.
An "_Early closing movement_" was quietly inaugurated, groups engaging in
the same business were canvassed and agreements arranged for simultaneous
closing. The retail music stores were the first to put up the notices, and
were followed by other lines of trade, as the public took gladly to the
idea, until in four or five years the practice became well nigh universal
and a "_Saturday afternoon for Recreation, Sunday for rest_" had been
obtained. That it has been a boon to many is without doubt, and the City is
the better for the many outings which are now available for the Saturday
afternoon holiday.
Thus do great things from little movements grow.
Mr. John Foy was appointed President in February, 1902, and Mr. B. W.
Folger, who had done splendid service in the steamboating interests in the
Thousand Islands and St. Lawrence River was appointed General Manager. With
him began a whole series of improvements and of expansion, which has
continued with increasingly good results.
The regularity with which the steamers of the Niagara Line have made their
passages has always been proverbial, contributed to by the seaworthiness of
the vessels and the seamanship of their officers. From earliest days, but
since somewhat modified, we had adopted the principle learned from the
_Kingston_ and _Holyhead_ mail steamers, whose route was somewhat analogous
to ours, a quick run across open water with a narrow entrance at each end,
that it was best to run the steamer at a regular gait and even in fog
except in the vicinity of other vessels to hold her course, and when off
the port to stop until certain.
Sometimes there have been longish passages. One Saturday morning in August,
1903, the _Chippewa_ left Toronto at 7 a.m. during a strong gale with a
heavy sea from the east. A thick fog was found enveloping the south shore
extending some five miles out. On gaining the Bell Buoy off Niagara and not
being able to see anything, Captain McGiffin, rather than run any risk,
determined to keep close to the buoy ready to run in should the fog lift.
Here during all day and evening he remained within sound of the bell,
coming up to and dropping away again under the heavy sea, until at last the
lights on the land could be seen and _Chippewa_ came alongside the dock at
11.50 p.m., 16 hours from Toronto! No other steamer was on the Lake that
day. McGiffin kept his passengers well fed and for his carefulness and
judgment was advanced to position of "Commodore."
A similar episode of carefulness had taken place in 1886, on the _Cibola_
under Captain McCorquodale, when he similarly held his place off the port
in a fog from 6 p.m. to 3 a.m. Both considered it was better to be sure
than to be sorry.
In those early days the engines of the Michigan Central, would in emergency
be placed with their head lights facing out on the river, and their
whistles blown to guide the steamers in, but since then the large range
lights have been installed by the Government, and made entrance easier.
It was under the leadership of such men as these that the officers of the
company were trained up, its rules and traditions formed, and stability of
service encouraged. There are not a few officers and men who have been
from ten to twenty years in the service, earnest in their profession,
careful of the public and loyal to the company, which from the time of its
inception has endeavored to treat them as members of a family gathering.
On the death of Mr. John Foy in December, 1904, he was succeeded in the
Presidency by Mr. E. B. Osler (knighted 1913), who ever since he had
entered the company, had always taken a very active interest in its
progress and hereafter took a still more intimate share in directing its
policy and development.