Thus in a series of years, steamer after steamer had been added, each of the highest capacity, so that by mutual energy the good reputation of the route had been advanced and traffic gradually created, for, as each steamer was put on it created at first a surplus of accommodation, and an increase of running expenses until later the passenger trade had again worked up to the capacity. It is beyond question that the character and satisfaction of the steamers provided on a combined rail and water route have more to do with the attracting of business than even the land facilities on the railways. It is to produce this result that the railway companies steadily support the established steamboat lines in private ownership which have been developed in connection with them, as being the best way to secure fullest facilities for the public, and efficient service for themselves.
CHAPTER XVI.
"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.