A Century of Sail and Steam on the Niagara River

by Barlow Cumberland

After the tour with Lord Dufferin had been concluded the "Chicora" was returned to Collingwood and laid up again to rest her reputation great and widespread as it was before, having been still more enhanced. At last early on a gray morning of August, 1877, under tow of a wrecking tug, there stole gently away from Collingwood the steamer which had been the greatest glory of the port, her red paddles trailing lifeless in the water like the feet of a wounded duck.

Where was she being taken to? What had taken place? It was the beginning of a bold and sporting venture.

As General Freight and Passenger Agent (Oct., 1873 to Jan., 1878) of the Northern Railway of Canada, the "Chicora" as she lay at Collingwood was much under my notice, and in travelling to Buffalo on railway business the water route by the Niagara River was most frequently taken. There was no route on the Upper Lakes upon which the "Chicora" could be successfully employed. It was considered that she could not be returned to the Lower Lakes because it was said that having been brought up the canals from Montreal, the "guards" added at Buffalo, which made her width fifty feet at the main deck could not be removed without serious damage in order to reduce her to the then Welland canal width of only 26 feet. As under the then trade conditions she could neither be profitably run nor be returned to the Lower Lakes, the steamer was of little worth to her owners, and could be readily purchased. It had for some time appeared to me that there was an opening for a good boat upon the Niagara River route. The "City of Toronto" plying to Lewiston and the New York Central was getting insufficient and out of date in equipment. The Canada Southern Railway at Niagara-on-the-Lake was not satisfied with the "Southern Belle." Why not get the "Chicora" and strike out for a career of one's own? So I started to study the position having always had a mechanical turn and had practical experience in railway and machine construction.

Keeping one's ideas to one's self the boat was examined and careful scrutiny ascertained that the "guards" could be removed and replaced without interference with the hull, so that this first obstacle to her being brought to the Lower Lakes could be overcome.

But there were other obstacles which cropped up. To begin with, a pier of one of the smaller locks in the Welland (150 × 26) was said to have inclined inwards so that there was not sufficient width even after the "guards" had been removed, for the 26-ft. hull to pass through.

Again, Chicora was 230 feet long. If the vessel was brought down in two pieces through all the locks to Lake Ontario, there was no dry dock on the lake of sufficient length into which she could be placed so that these parts might be put together again. A further obstacle and a fatal one. The only place where the two parts could be put together again her full length of 230 feet long was Muir's dry dock, at Port Dalhousie, but that was above the last lock of the canal, which required to be passed to get down to Lake Ontario, and this lock was only 200 feet long!

The game was apparently impracticable. It was not more impossible to put a quart into a pint bottle, than it was to put the full-sized 230-foot Chicora into the 200-foot Dalhousie lock and lower her to Lake Ontario. No wonder other people had given the job up, and the steamer could be easily bought.

Just about this time I noticed an announcement in the press that in order to provide for the construction of the lower locks at the Ontario end of the new Welland Canal, the Canadian Government intended, after the close of navigation the next autumn, to draw off the whole of the water in the five-mile level above the Port Dalhousie lock between there and St. Catharines.

The idea at once arose, why not put the Chicora into the 200-foot lock with the upper gate open, so that although she would extend 30 feet beyond the regular lock, she would then be in a total actual lock of five miles long.

Going over again to Port Dalhousie, the whole position was carefully surveyed. It was found that on the troublesome lock there was three-quarters of an inch to spare, so that trick could be turned successfully. Closer investigation developed that the 200-foot lock problem at Port Dalhousie was, as will be stated later, more capable of being solved than appeared on the surface. It was now evident that the practical part of the work could be done successfully. The next thing was to provide for connecting support. My first railway service had been in that of the Great Western Railway in 1872-73 in the divisional office at London, and afterwards in charge of the terminal yard and car ferries at Windsor, under Mr. M. D. Woodward, Superintendent.