The purchase did not at that time receive much approval by some, but fully justified itself later on, and was the first step in that policy of acquiring the wharf properties at all points on our route, which has ever since been consistently followed by the company.
As we had expected that our intended partner would provide us with railway connections on the river and with ticketing arrangements for foreign business, we had not done much except in local preparations. The "City" refused to present us to the railway companies and tendered the "Rothesay" as her partner, as the railway companies loyally stood by their old connection, we were left out to do the best we could on our own account.
We had now to prepare all these matters for ourselves, a pretty considerable work of organization, but with energy and much overtime it was at length pushed through. The main difficulty was in the railway connection via Lewiston, and beyond Buffalo, where the railways would neither accept tickets for us, nor issue tickets over us. The New York Central authorities determined to stand by their old connections with the "City," and would not have any dealings with us. The Hon. Frank Smith interviewed Mr. Tillinghart, who was Superintendent and in charge of the Central interests in this district, placing before him the position which had been anticipated but had been disrupted, with the "City," but to no avail. It was a serious position and seemed well night unsurmountable. Some would have quailed and laid down.
The Rothesay arrived. She proved to be quite an impressive looking boat, about 180 feet in length, good beam, very roomy decks and central cabin; a more commodious boat than the City. She was particularly well arranged as a "day" boat and was reputed to have a high rate of speed, as she soon proved she had. The Chicora shortly afterwards moved down the bay from the Northern docks to her station. The contrast between the two steamers was most noticeable, the Rothesay with high walking beam engine and broad skimming dish appearance, with the sea-going ability, and double red funnels of the Chicora. It was evident that the main contest would be between these two boats.
The City of Toronto, as had for many years been usual, a custom coming down from the time when there were no railways around the head of the lake, opened the season on April 18th, leaving Toronto at 7 a.m., making only the one morning trip.
We had made our appointments in March, Captain Thomas Harbottle, the leading favorite of the Royal Mail Line, was placed in command. A ruddy-faced, jovial personage, with flowing Dundreary whiskers, inclining to grey, cordial manners, a good seaman, who held with ever-increasing respect and confidence the good-will of the Royal Mail Company and of the travelling public. Mr. J. Ellis, who had a good connection in Toronto and held full marine certificates, as captain on both Atlantic and Inland lakes, was appointed First Officer, and George Moore Chief Engineer. Alex. Leach continued as Purser.
The bookstand and lunch counter on the steamer were leased to a young man then in the employ of Chisholm Brothers, the proprietors of the similar privileges on the Richelieu & Ontario, and River St. Lawrence steamers.
As steamers were added by us, T. P. Phelan grew with the line. Subsequently he was entrusted with all the catering for the company. From this he advanced to similar business at all the refreshment stations of the Grand Trunk and Grand Trunk Pacific Railways, so that now the Canada Railway News Co. (which is T. P. Phelan) is the largest news and catering company in Canada.