Friday, March 12, 2010
TJ Potter! The Greatest Race of All.
So may the fate of the Bailey Gatzert have been nearly so cruel. Launched in Seattle in the year of 1890, it was claimed by its owner to be the fastest ship on the water, and would challenge any boat that dismissed its claim or got in its way. Thus it was, on that eventful day in history that the current title holder, the mighty “Greyhound,” accepted the Gatzerts challenge ... only to be stripped of its prestigious title and to limp shamefully away. This did not sit well with Capt. Jim Troup, of the T.J. Potter, who was the brother of the captain of the sadly defeated, “Greyhound.” A “grudge match” was, indeed, soon in the works and much anticipation was felt by all. The shores were lined with spectators as the two sternwheelers were neck-and neck at the halfway point. All was “a buzz” with the excitement at hand, when a horrifying explosion shook the Bailey Gatzert’s deck. Passengers, fearing that a boiler had exploded were soon to learn that the pressure had blown a nozzle out of the smokestack and into Puget Sound. None- the-less, crippled by malfunction, the Bailey Gatzert limped gallantly into port ... far behind it’s rival, the T.J. Potter.
C.P.R. GETS SOUND SERVICE
Article
from the Victoria Daily Colonist, 15 Jan 1904, pg.1
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C.P.R. GETS SOUND SERVICE
from the Victoria Daily Colonist, 15 Jan 1904, pg.1
Steamer Princess Beatrice Will Be Placed on Victoria Seattle Route
--------------------------------------------------------------------------------
Will Commence in a Few Days Direct and Speedy Service to Seattle
--------------------------------------------------------------------------------
Agreement Made By Local Merchants to Give Their Business to C.P.R.
--------------------------------------------------------------------------------
The steamer 'Princess Beatrice', of the C.P.R. will be placed on the Sound route between Victoria and Seattle in a few days, arrangements to that effect being now under way. The 'Princess Beatrice' will give a direct service, omitting the call at Port Townsend. This will make at least an hour and a half difference in the time for the voyage, a great saving. The call at Port Townsend involves an hours delay, in that a stop of half an hour is made, and half an hour is spent in making and leaving the wharf. With the steamer making the voyage direct she will save half an hour in steaming direct without rounding in to Port Townsend.
The steamer 'Princess Beatrice' is a fine new vessel, staunchly built and splendidly equipped, having been built of unusual strength for the run to northern British Columbia ports, and the inauguration of a steamship service between Victoria and Seattle with that vessel by the Canadian Pacific Railway Company is another showing of the policy adopted by the C.P.R. to further the interests of Victoria. The corporation has decided to add still further to the interests being acquired in Victoria, and, with the building of the new tourist hotel, the company, by improving the steamship connections with Victoria will endeavor to keep the hotel well filled. With the establishment of a service by the steamer 'Princess Beatrice' on the Victoria-Seattle route, and the 'Princess Victoria' giving a four hour service between Victoria and Vancouver, the connections between both the British Columbia and United States mainland, will be much improved.
The 'Princess Beatrice' will be placed on the Sound route as soon as the necessary arrangements can be made. The matter was finally arranged at a meeting of the council of the board of trade and C.P.R. officials held yesterday. A committee was appointed on Tuesday by the board of trade to take up this matter with Capt. J.W. Troup, superintendent of the C.P.R. Steamship Co., coast service, and he attended a meeting of the committee. Following up the overtures made in August, 1902 when the C.P.R. was unwilling to engage in a service between Victoria and Seattle, strong pressure was brought to bear upon Capt. Troup by the committee and the council of the board of trade offered to get a unanimous guarantee from the merchants of Victoria that they will give their freight and the passenger business controlled by them to the C.P.R. This arrangement was similar to the proposals made by the board of trade to J.F. Lawless, when the then manager of the Pacific Coast Steamship Company recently visited this city.
Mayor McCaudless, on behalf of the city of Victoria, also wired to Sir Thos. Shaughnesay, president of the Canadian Pacific railway, in this regard, and yesterday a meeting of the council of the board of trade was held which was headed by E.J. Coyle, general passenger agent of the C.P.R.; R. Greer, general freight agent of the C.P.R., and Captain J.W. Troup, superintendent of the C.P.R. Steamship Company. Before the officials of the C.P.R. would consent to undertake this service they asked that an assurance be given that it was the wish of the merchants and shippers of Victoria that they did so. A draft of an agreement, similar to the offered to the Pacific Coast Steamship Co., was produced by the council of the Board of Trade, and meeting with the approval of the C.P.R., it was decided to circulate the agreement, which was as follows:
Victoria, B.C., Jan. 14, 1904
In consideration of the Canadian Pacific Railway Company operating and maintaining a proper and satisfactory steamer service between Victoria and Seattle, we the undersigned importers and shipping merchants do hereby agree and guarantee to support to out utmost the Canadian Pacific Railway in such service, and to this end agree to give to the said company all the business we can control or influence both passenger and freight in and out of Victoria by this route, and promise to instruct, on the inauguration of such steamer service, all our shippers in Seattle and other points where we are making purchases, to route our business by said company.
This undertaking to include all trans-continental freight through Seattle.
It being understood that the present tariff rates of Puget Sound Navigation Company are satisfactory and that in the event of a rate war or any cut in rates being made by any opposition company or companies, we will not avail ourselves of same, but will give our undivided support to the Canadian Pacific Railway on the basis of the present tariff rates of the Puget Sound Navigation Company.
The firms included among those who have signed the agreement are as follows:
Government Street:
The Brackman-Ker, Prior & Co., D. Goodacre, Dixi Ross, B.C. Market, Fletcher Bros., W. & J. Wilson, T.N. Hibben & Co., Henry Young, David Spencer, Victoria Book & Stationery Co., Weiler Bros., R. Porter & Son, The West End Grocery, W.M. Waitt, The Westside, Sea & Gowen, J. Sehl, Hickes & Lovick, Sidney Shore.
Wharf Street:
The Hudson's Bay Co., J.H. Todd & Sons, E.B. Marvin, Wilson Bros., E. McQuade & Sons, Turner-Beeton & Co., F.D. Brodie, B. Wilson Co., Loewenberg & Co., W.S. Fraser & Co., Rithet & Co., B.R. Seabrook, Hamilton Powder Co.
Fort Street:
Robt. Ward & Co., Fell & Co., M.R. Smith, Speed Bros., W.J. Mellor & Co.
Yates Street:
Henderson Bros., S.J. Pitts & Co., R. Baker & Son, F.R. Stewart & Co., Hickman Tye, Geo. E. Munro, Lens & Leiser, Pither & Leiser, J. Piercy & Co., B.C. Electric Railway, Sylvester Feed Co.
Johnson Street:
McDowell & Rosie, A. McGregor & Co., Saunders Grocery Co.
Store Street:
Radiger & Janion, Albion Iron Works, Andrew Gray, Victoria Machinery Co.
Broad Street:
B.C. Pottery, J. Mesion, A. & W. Wilson.
Bastion Street:
W.A. Ward, Martin & Robertson
Capt. J.W. Troup, superintendent of the C.P.R. Steamship Company; E.J. Coyle, general passenger agent of the C.P.R., and B.W. Greer, general freight agent, left for Seattle, last night by the steamer 'Dolphin' to make arrangements for wharfage and other arrangements for wharfage and other matters in Seattle.
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from the Victoria Daily Colonist, 15 Jan 1904, pg.1
Search billions of records on Ancestry.com
previous page BC Lists Clallam Index next page
C.P.R. GETS SOUND SERVICE
from the Victoria Daily Colonist, 15 Jan 1904, pg.1
Steamer Princess Beatrice Will Be Placed on Victoria Seattle Route
--------------------------------------------------------------------------------
Will Commence in a Few Days Direct and Speedy Service to Seattle
--------------------------------------------------------------------------------
Agreement Made By Local Merchants to Give Their Business to C.P.R.
--------------------------------------------------------------------------------
The steamer 'Princess Beatrice', of the C.P.R. will be placed on the Sound route between Victoria and Seattle in a few days, arrangements to that effect being now under way. The 'Princess Beatrice' will give a direct service, omitting the call at Port Townsend. This will make at least an hour and a half difference in the time for the voyage, a great saving. The call at Port Townsend involves an hours delay, in that a stop of half an hour is made, and half an hour is spent in making and leaving the wharf. With the steamer making the voyage direct she will save half an hour in steaming direct without rounding in to Port Townsend.
The steamer 'Princess Beatrice' is a fine new vessel, staunchly built and splendidly equipped, having been built of unusual strength for the run to northern British Columbia ports, and the inauguration of a steamship service between Victoria and Seattle with that vessel by the Canadian Pacific Railway Company is another showing of the policy adopted by the C.P.R. to further the interests of Victoria. The corporation has decided to add still further to the interests being acquired in Victoria, and, with the building of the new tourist hotel, the company, by improving the steamship connections with Victoria will endeavor to keep the hotel well filled. With the establishment of a service by the steamer 'Princess Beatrice' on the Victoria-Seattle route, and the 'Princess Victoria' giving a four hour service between Victoria and Vancouver, the connections between both the British Columbia and United States mainland, will be much improved.
The 'Princess Beatrice' will be placed on the Sound route as soon as the necessary arrangements can be made. The matter was finally arranged at a meeting of the council of the board of trade and C.P.R. officials held yesterday. A committee was appointed on Tuesday by the board of trade to take up this matter with Capt. J.W. Troup, superintendent of the C.P.R. Steamship Co., coast service, and he attended a meeting of the committee. Following up the overtures made in August, 1902 when the C.P.R. was unwilling to engage in a service between Victoria and Seattle, strong pressure was brought to bear upon Capt. Troup by the committee and the council of the board of trade offered to get a unanimous guarantee from the merchants of Victoria that they will give their freight and the passenger business controlled by them to the C.P.R. This arrangement was similar to the proposals made by the board of trade to J.F. Lawless, when the then manager of the Pacific Coast Steamship Company recently visited this city.
Mayor McCaudless, on behalf of the city of Victoria, also wired to Sir Thos. Shaughnesay, president of the Canadian Pacific railway, in this regard, and yesterday a meeting of the council of the board of trade was held which was headed by E.J. Coyle, general passenger agent of the C.P.R.; R. Greer, general freight agent of the C.P.R., and Captain J.W. Troup, superintendent of the C.P.R. Steamship Company. Before the officials of the C.P.R. would consent to undertake this service they asked that an assurance be given that it was the wish of the merchants and shippers of Victoria that they did so. A draft of an agreement, similar to the offered to the Pacific Coast Steamship Co., was produced by the council of the Board of Trade, and meeting with the approval of the C.P.R., it was decided to circulate the agreement, which was as follows:
Victoria, B.C., Jan. 14, 1904
In consideration of the Canadian Pacific Railway Company operating and maintaining a proper and satisfactory steamer service between Victoria and Seattle, we the undersigned importers and shipping merchants do hereby agree and guarantee to support to out utmost the Canadian Pacific Railway in such service, and to this end agree to give to the said company all the business we can control or influence both passenger and freight in and out of Victoria by this route, and promise to instruct, on the inauguration of such steamer service, all our shippers in Seattle and other points where we are making purchases, to route our business by said company.
This undertaking to include all trans-continental freight through Seattle.
It being understood that the present tariff rates of Puget Sound Navigation Company are satisfactory and that in the event of a rate war or any cut in rates being made by any opposition company or companies, we will not avail ourselves of same, but will give our undivided support to the Canadian Pacific Railway on the basis of the present tariff rates of the Puget Sound Navigation Company.
The firms included among those who have signed the agreement are as follows:
Government Street:
The Brackman-Ker, Prior & Co., D. Goodacre, Dixi Ross, B.C. Market, Fletcher Bros., W. & J. Wilson, T.N. Hibben & Co., Henry Young, David Spencer, Victoria Book & Stationery Co., Weiler Bros., R. Porter & Son, The West End Grocery, W.M. Waitt, The Westside, Sea & Gowen, J. Sehl, Hickes & Lovick, Sidney Shore.
Wharf Street:
The Hudson's Bay Co., J.H. Todd & Sons, E.B. Marvin, Wilson Bros., E. McQuade & Sons, Turner-Beeton & Co., F.D. Brodie, B. Wilson Co., Loewenberg & Co., W.S. Fraser & Co., Rithet & Co., B.R. Seabrook, Hamilton Powder Co.
Fort Street:
Robt. Ward & Co., Fell & Co., M.R. Smith, Speed Bros., W.J. Mellor & Co.
Yates Street:
Henderson Bros., S.J. Pitts & Co., R. Baker & Son, F.R. Stewart & Co., Hickman Tye, Geo. E. Munro, Lens & Leiser, Pither & Leiser, J. Piercy & Co., B.C. Electric Railway, Sylvester Feed Co.
Johnson Street:
McDowell & Rosie, A. McGregor & Co., Saunders Grocery Co.
Store Street:
Radiger & Janion, Albion Iron Works, Andrew Gray, Victoria Machinery Co.
Broad Street:
B.C. Pottery, J. Mesion, A. & W. Wilson.
Bastion Street:
W.A. Ward, Martin & Robertson
Capt. J.W. Troup, superintendent of the C.P.R. Steamship Company; E.J. Coyle, general passenger agent of the C.P.R., and B.W. Greer, general freight agent, left for Seattle, last night by the steamer 'Dolphin' to make arrangements for wharfage and other arrangements for wharfage and other matters in Seattle.
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TImelline
Timeline for James W. Troup
factobot added the fact Perhaps Captain Troup's only equal in achievement and esteem was his good friend and old employer, John Irving, who lived on until 1936. 2009-03-13 22:41
factobot added the fact Captain Troup retired in August 1928. 2009-03-13 22:41
factobot added the fact Troup's long career was closely linked with the C.P.R. from then onwards. 2009-03-13 22:41
factobot added the fact In 1901, when the C.P.R. bought John Irving's company, the Canadian Pacific Navigation Company, Troup was transferred to Victoria, B.C. to assume charge of the operation that his former employer John Irving had established. 2009-03-13 22:41
factobot added the fact When the Klondike Gold Rush generated a huge demand for shipping in 1898, the C.P.R. put Troup in charge of supervising steamboat construction. 2009-03-13 22:41
factobot added the fact While Troup was in Oregon, his old Canadian colleagues John Irving and J.A. Mara had joined with Frank S. Barnard and two others to form the Columbia and Kootenay Steam Navigation Company. 2009-03-13 22:41
factobot added the fact On May 26, 1888, Troup took the sternwheeler Hassalo through the Cascades of the Columbia, covering the six miles of whitewater in just seven minutes. 2009-03-13 22:41
factobot added the fact worked with John Irving and the Canadian Pacific Navigation Company until 1886, when he returned to Oregon to assume charge of the Oregon Railway and Navigation Company which was then owned by the Union Pacific. 2009-03-13 22:41
factobot added the fact In 1883 Troup began working in British Columbia for J. A. Mara, owner of the Peerless and Spallumcheen, two steamboats running on Kamloops and Shuswap lakes and the Thompson River. 2009-03-13 22:41
factobot added the fact Together with his father, Captain Troup built many of the early steamboats of the Columbia River and he went to work on the steamer Vancouver in 1872 at the age of 17. 2009-03-13 22:41
factobot added the fact born in Portland, Oregon in February, 1855. 2009-03-13 22:41
factobot added the fact Captain James William Troup was a highly successful steamboat captain in Oregon and British Columbia who rose to the top of several large shipping concerns, including the steamship service of the Canadian Pacific Railway. 2009-03-13 22:41
factobot created the term James W. Troup. 2009-03-13 22:41
factobot added the fact Perhaps Captain Troup's only equal in achievement and esteem was his good friend and old employer, John Irving, who lived on until 1936. 2009-03-13 22:41
factobot added the fact Captain Troup retired in August 1928. 2009-03-13 22:41
factobot added the fact Troup's long career was closely linked with the C.P.R. from then onwards. 2009-03-13 22:41
factobot added the fact In 1901, when the C.P.R. bought John Irving's company, the Canadian Pacific Navigation Company, Troup was transferred to Victoria, B.C. to assume charge of the operation that his former employer John Irving had established. 2009-03-13 22:41
factobot added the fact When the Klondike Gold Rush generated a huge demand for shipping in 1898, the C.P.R. put Troup in charge of supervising steamboat construction. 2009-03-13 22:41
factobot added the fact While Troup was in Oregon, his old Canadian colleagues John Irving and J.A. Mara had joined with Frank S. Barnard and two others to form the Columbia and Kootenay Steam Navigation Company. 2009-03-13 22:41
factobot added the fact On May 26, 1888, Troup took the sternwheeler Hassalo through the Cascades of the Columbia, covering the six miles of whitewater in just seven minutes. 2009-03-13 22:41
factobot added the fact worked with John Irving and the Canadian Pacific Navigation Company until 1886, when he returned to Oregon to assume charge of the Oregon Railway and Navigation Company which was then owned by the Union Pacific. 2009-03-13 22:41
factobot added the fact In 1883 Troup began working in British Columbia for J. A. Mara, owner of the Peerless and Spallumcheen, two steamboats running on Kamloops and Shuswap lakes and the Thompson River. 2009-03-13 22:41
factobot added the fact Together with his father, Captain Troup built many of the early steamboats of the Columbia River and he went to work on the steamer Vancouver in 1872 at the age of 17. 2009-03-13 22:41
factobot added the fact born in Portland, Oregon in February, 1855. 2009-03-13 22:41
factobot added the fact Captain James William Troup was a highly successful steamboat captain in Oregon and British Columbia who rose to the top of several large shipping concerns, including the steamship service of the Canadian Pacific Railway. 2009-03-13 22:41
factobot created the term James W. Troup. 2009-03-13 22:41
Steamships Of The Columbia Article
Steamships Of The Columbia
Birth of the "paddlewheel" at edgewood.
On a December day in 1865, the serenity of the Columbia Valley was broken when a steam-driven paddle wheeler, the SS Forty-Nine came up from the south, making its way upriver. It was launched at Marcus, Washington and was built for service on the river from Marcus to La Porte, at the foot of Death Rapids. La Porte was a community that served the placer mines along the branches of the Goldstream River, a few kilometers to the north. During the first voyage, the SS Forty-Nine wasn’t able to make its way through the ice in the Narrows between the two Arrow Lakes. Passengers had to reach the goldfields on foot.
During the next season, Captain Leonard White was successful in undertaking the rapids of the Columbia and reaching La Porte. His policy was to charge his passengers full fare on the upstream journey, and to allow poor miners free passage back out to civilization. Unfortunately, the gold deposits of the Big Bend ere soon used up, and late in 1866, on his third voyage of the year, Captain White had only three paying passengers. Although business to La Porte declined, other gold strikes, such as the one on Forty-nine Creek near Nelson, allowed the service to continue until the SS Forty-Nine hit bottom below Downie Creek in 1869. It was patched up and continued service when there was a demand.The Columbia River remained quiet for the next fourteen years until prospects began developing for upriver traffic. The idea of the Canadian Pacific Railway through the Selkirks came about and the SS Kootenai was launched at Little Dalles in 1885. The Kootenai was used to haul construction materials and general supplies to Farwell. Work was temporary, and after completion of construction in the fall, the SS Kootenai was inactive like the SS Forty-Nine had been. This period of inactivity was relatively brief. The discovery of the Silver King ore deposit near Nelson started a flurry of mining exploration and conditions were right for launching a steamship enterprise on the Columbia River.
Edgewood, BC, from the steamer.
With the C.P.R. mainline completed, things were now drastically changed. It became possible to run a scheduled service from Revelstoke to Little Dalles. Fred Hume and Robert Sanderson who also took on an additional partner and started the Columbia Transportation Company accepted this challenge. In 1888, they launched a small twin-hulled vessel named the SS Despatch. The Despatch left Revelstoke on its first run on August 8, 1888, and reached Sproat's Landing (the access point to the Silver King claim) two days later. It soon became obvious that its design had many limitations of speed and hauling capacity and some upgrading would be necessary.
The three partners of the Columbia Transportation Company had realized that now they could only meet the demand by the mix of additional capital, and three additional partners were added to the company. The expanded venture was renamed the Columbia and Kootenay Steam Navigation Company. The company was incorporated on January 21, 1890 with capital resources of $100,000. Immediately, they commissioned the construction of a much larger and more luxurious vessel, the SS Lytton, for $38,000. Another $ 10,000 was spent on purchasing the idle SS Kootenai and immediately putting this ship back into service. The SS Lytton left Revelstoke on July 3, 1890 on its maiden run. Amid the notable people on board, was William van Horne, who was traveling to Sproat's Landing to check on the progress of the Columbia and Kootenay Railway, which was inching its way towards Nelson.
Taken from the bow of the Bonnington 1915.
They arrived at the Landing on July 4th, finding a bustling community, which included a government building, railway buildings, a sawmill, two stores, at least one hotel, three restaurants, and several houses. On August 15th, Corbin's railway from Spokane to Northport starting operating and connections were worked out with the C.K.S.N. steamers. Once the Columbia and Kootenay Railway was completed at the end of May 1891, a steamer service was started on Kootenay Lake, from Nelson to Bonner's Ferry. In August, the largest and most beautifully outfitted vessel, the SS Columbia was put into service on the Arrow Lakes. Business was thriving, especially after Captain J.W. Troup was hired as the general manager. Another addition to the fleet was the unsightly, but very practical, SS Illecillewaet, which replaced the worn out SS Despatch on October 30, 1892. The SS Illecillewaet was designed by Troup as a workhorse and was made with such a shallow draft, that the low water in the Narrows would never pose a problem. New mining developments, as well as railway construction near Upper Arrow Lake kept the fleet profitably occupied. New docking facilities were built at Robson to take advantage of more suitable terrain than what was offered at Sproat's Landing.
CPR Bonnington Edgewood B.C.
All things, however, were not going well. On August 2, 1894 the luxurious SS Columbia caught on fire south of Trail and quickly became a total loss, only three years after its maiden run. Plans were made for a replacement, and an even greater vessel, the SS Nakusp was launched on July 1, 1895. Later that year, the SS Kootenai grounded on Upper Arrow Lake and was written off. On June 11, 1896, SS Kootenai’s replacement the SS Trail started service. Towards the end of 1896, the C.P.R. started negotiations for the purchase of the successful company. Before the year was out, a deal was made, and for $280,000 the C.K.S.N. was purchased by the railway giant, effective on February 1,1897. In addition to the fleet of vessels that were acquired from the purchase of C.K.S.N, the C.P.R. also obtained another vessel, which had been under construction when ownership of the company changed hands. This was the SS Kootenay, launched in April 1897.
The Bonnington coming into Edgewood wharf.
C.P.R. began a program of expansion, not only on the Arrow Lakes, but also on Slocan, Kootenay, and Okanagan Lakes. The problem of interrupted service through the Narrows due to low water or ice was solved when the Nakusp and Slocan Railway opened at the end of 1897. Steamers on Slocan Lake closed the gap in the rails between Slocan City and Roseberry. On November 18, 1897, a very different vessel was launched to offer express service on the Arrow Lakes. A more rounded hull design and very powerful engines increased its speed. This was the SS Rossland and it was capable of doing a return trip between Arrowhead and Robson in one day. The year closed sadly for the Lake and River Service. On December 23 the SS Nakusp burnt to the water line while at dock at Arrowhead. The SS Nakusp had been in service for almost two and a half years.By this time, Augustus Heinze had completed his Columbia and Western rail line to Robson West. In a dramatic move, the C.P.R. bought out this railway as well as the smelting operation in Trail for $860,000.
A barging service between Robson and Robson West was put into place so that Crowsnest coal could be hauled to Trail by rail. The SS Illecillewaet and SS Lytton were kept busy at this service until a bridge was put in 1902. In 1898, the C.P.R. pushed ahead with railway expansion westward as well as more improvements to the steamer service. Two steamers ordered for service on the all-Canadian route to the Klondike via the Stikine River, were diverted to the Kootenays. One of them was the SS Minto. The Minto joined the C.K.S.N fleet on November 19th 1898. The peak of C.P.R. expansion on the Arrow Lakes came in 1911 when the SS Bonnington was launched at Nakusp on April 24.
Almost twice as large as its predecessors, the SS Bonnington was built exclusively to promote the tourist trade on the Arrow Lakes. Unfortunately, the First World War made a huge impact and the Tourist Industry was no longer booming as it once had been.
In 1916, the Kootenays became connected to the coast. The Kettle Valley Railway started running trains from Nelson to Vancouver. Traffic to the main line at Revelstoke decreased dramatically. As the older paddle wheelers ended their service periods, they were no longer being replaced. The SS Rossland ended its service when it sank at Nakusp in 1917; the SS Kootenay was withdrawn from service in 1919; and the amazing SS Bonnington succumbed to the effects of the Great Depression and was retired in 1931. Only the SS Minto’s lonely whistle could be heard echoing along the narrow valley. Eventually, its time too ran out. The Minto had outlived all of the other steam ships on the Arrow Lakes and on April 23rd 1954 the Minto left Nakusp for Robson West for the last time. The Minto’s last journey was an emotional parting from friends along the Lakes whom it had served for such a long time. John Nelson was determined not see the Minto go, and he spent his meager life savings to fend off the inevitable end. Finally - a year after his death in 1967- the Minto was committed to the deep in a Viking funeral.
SS Bonnington, Mr Banting with the mail bags.
Minto Model Edgewood Homecoming August 9,1992 Backs of Susan and Ron Akhurst, Bill Penner, Lions Club sponsored John Bryden engineered it, Spike Nesbitt and Richard Spence, and Bill MacDonald.
The SS Minto, like the other ships, represented a way of life and a set of values, which had been at odds with our super-efficient, profit-motivated society. The ships were built to a standard of luxury, which would be hard to justify in even the competitive world of today. The meals served on board were far superior to today's standard fare and they were affordable to all. Great pride was taken in providing a homely atmosphere and the schedules were flexible enough to allow for adventures. If only we could step on board again.
Birth of the "paddlewheel" at edgewood.
On a December day in 1865, the serenity of the Columbia Valley was broken when a steam-driven paddle wheeler, the SS Forty-Nine came up from the south, making its way upriver. It was launched at Marcus, Washington and was built for service on the river from Marcus to La Porte, at the foot of Death Rapids. La Porte was a community that served the placer mines along the branches of the Goldstream River, a few kilometers to the north. During the first voyage, the SS Forty-Nine wasn’t able to make its way through the ice in the Narrows between the two Arrow Lakes. Passengers had to reach the goldfields on foot.
During the next season, Captain Leonard White was successful in undertaking the rapids of the Columbia and reaching La Porte. His policy was to charge his passengers full fare on the upstream journey, and to allow poor miners free passage back out to civilization. Unfortunately, the gold deposits of the Big Bend ere soon used up, and late in 1866, on his third voyage of the year, Captain White had only three paying passengers. Although business to La Porte declined, other gold strikes, such as the one on Forty-nine Creek near Nelson, allowed the service to continue until the SS Forty-Nine hit bottom below Downie Creek in 1869. It was patched up and continued service when there was a demand.The Columbia River remained quiet for the next fourteen years until prospects began developing for upriver traffic. The idea of the Canadian Pacific Railway through the Selkirks came about and the SS Kootenai was launched at Little Dalles in 1885. The Kootenai was used to haul construction materials and general supplies to Farwell. Work was temporary, and after completion of construction in the fall, the SS Kootenai was inactive like the SS Forty-Nine had been. This period of inactivity was relatively brief. The discovery of the Silver King ore deposit near Nelson started a flurry of mining exploration and conditions were right for launching a steamship enterprise on the Columbia River.
Edgewood, BC, from the steamer.
With the C.P.R. mainline completed, things were now drastically changed. It became possible to run a scheduled service from Revelstoke to Little Dalles. Fred Hume and Robert Sanderson who also took on an additional partner and started the Columbia Transportation Company accepted this challenge. In 1888, they launched a small twin-hulled vessel named the SS Despatch. The Despatch left Revelstoke on its first run on August 8, 1888, and reached Sproat's Landing (the access point to the Silver King claim) two days later. It soon became obvious that its design had many limitations of speed and hauling capacity and some upgrading would be necessary.
The three partners of the Columbia Transportation Company had realized that now they could only meet the demand by the mix of additional capital, and three additional partners were added to the company. The expanded venture was renamed the Columbia and Kootenay Steam Navigation Company. The company was incorporated on January 21, 1890 with capital resources of $100,000. Immediately, they commissioned the construction of a much larger and more luxurious vessel, the SS Lytton, for $38,000. Another $ 10,000 was spent on purchasing the idle SS Kootenai and immediately putting this ship back into service. The SS Lytton left Revelstoke on July 3, 1890 on its maiden run. Amid the notable people on board, was William van Horne, who was traveling to Sproat's Landing to check on the progress of the Columbia and Kootenay Railway, which was inching its way towards Nelson.
Taken from the bow of the Bonnington 1915.
They arrived at the Landing on July 4th, finding a bustling community, which included a government building, railway buildings, a sawmill, two stores, at least one hotel, three restaurants, and several houses. On August 15th, Corbin's railway from Spokane to Northport starting operating and connections were worked out with the C.K.S.N. steamers. Once the Columbia and Kootenay Railway was completed at the end of May 1891, a steamer service was started on Kootenay Lake, from Nelson to Bonner's Ferry. In August, the largest and most beautifully outfitted vessel, the SS Columbia was put into service on the Arrow Lakes. Business was thriving, especially after Captain J.W. Troup was hired as the general manager. Another addition to the fleet was the unsightly, but very practical, SS Illecillewaet, which replaced the worn out SS Despatch on October 30, 1892. The SS Illecillewaet was designed by Troup as a workhorse and was made with such a shallow draft, that the low water in the Narrows would never pose a problem. New mining developments, as well as railway construction near Upper Arrow Lake kept the fleet profitably occupied. New docking facilities were built at Robson to take advantage of more suitable terrain than what was offered at Sproat's Landing.
CPR Bonnington Edgewood B.C.
All things, however, were not going well. On August 2, 1894 the luxurious SS Columbia caught on fire south of Trail and quickly became a total loss, only three years after its maiden run. Plans were made for a replacement, and an even greater vessel, the SS Nakusp was launched on July 1, 1895. Later that year, the SS Kootenai grounded on Upper Arrow Lake and was written off. On June 11, 1896, SS Kootenai’s replacement the SS Trail started service. Towards the end of 1896, the C.P.R. started negotiations for the purchase of the successful company. Before the year was out, a deal was made, and for $280,000 the C.K.S.N. was purchased by the railway giant, effective on February 1,1897. In addition to the fleet of vessels that were acquired from the purchase of C.K.S.N, the C.P.R. also obtained another vessel, which had been under construction when ownership of the company changed hands. This was the SS Kootenay, launched in April 1897.
The Bonnington coming into Edgewood wharf.
C.P.R. began a program of expansion, not only on the Arrow Lakes, but also on Slocan, Kootenay, and Okanagan Lakes. The problem of interrupted service through the Narrows due to low water or ice was solved when the Nakusp and Slocan Railway opened at the end of 1897. Steamers on Slocan Lake closed the gap in the rails between Slocan City and Roseberry. On November 18, 1897, a very different vessel was launched to offer express service on the Arrow Lakes. A more rounded hull design and very powerful engines increased its speed. This was the SS Rossland and it was capable of doing a return trip between Arrowhead and Robson in one day. The year closed sadly for the Lake and River Service. On December 23 the SS Nakusp burnt to the water line while at dock at Arrowhead. The SS Nakusp had been in service for almost two and a half years.By this time, Augustus Heinze had completed his Columbia and Western rail line to Robson West. In a dramatic move, the C.P.R. bought out this railway as well as the smelting operation in Trail for $860,000.
A barging service between Robson and Robson West was put into place so that Crowsnest coal could be hauled to Trail by rail. The SS Illecillewaet and SS Lytton were kept busy at this service until a bridge was put in 1902. In 1898, the C.P.R. pushed ahead with railway expansion westward as well as more improvements to the steamer service. Two steamers ordered for service on the all-Canadian route to the Klondike via the Stikine River, were diverted to the Kootenays. One of them was the SS Minto. The Minto joined the C.K.S.N fleet on November 19th 1898. The peak of C.P.R. expansion on the Arrow Lakes came in 1911 when the SS Bonnington was launched at Nakusp on April 24.
Almost twice as large as its predecessors, the SS Bonnington was built exclusively to promote the tourist trade on the Arrow Lakes. Unfortunately, the First World War made a huge impact and the Tourist Industry was no longer booming as it once had been.
In 1916, the Kootenays became connected to the coast. The Kettle Valley Railway started running trains from Nelson to Vancouver. Traffic to the main line at Revelstoke decreased dramatically. As the older paddle wheelers ended their service periods, they were no longer being replaced. The SS Rossland ended its service when it sank at Nakusp in 1917; the SS Kootenay was withdrawn from service in 1919; and the amazing SS Bonnington succumbed to the effects of the Great Depression and was retired in 1931. Only the SS Minto’s lonely whistle could be heard echoing along the narrow valley. Eventually, its time too ran out. The Minto had outlived all of the other steam ships on the Arrow Lakes and on April 23rd 1954 the Minto left Nakusp for Robson West for the last time. The Minto’s last journey was an emotional parting from friends along the Lakes whom it had served for such a long time. John Nelson was determined not see the Minto go, and he spent his meager life savings to fend off the inevitable end. Finally - a year after his death in 1967- the Minto was committed to the deep in a Viking funeral.
SS Bonnington, Mr Banting with the mail bags.
Minto Model Edgewood Homecoming August 9,1992 Backs of Susan and Ron Akhurst, Bill Penner, Lions Club sponsored John Bryden engineered it, Spike Nesbitt and Richard Spence, and Bill MacDonald.
The SS Minto, like the other ships, represented a way of life and a set of values, which had been at odds with our super-efficient, profit-motivated society. The ships were built to a standard of luxury, which would be hard to justify in even the competitive world of today. The meals served on board were far superior to today's standard fare and they were affordable to all. Great pride was taken in providing a homely atmosphere and the schedules were flexible enough to allow for adventures. If only we could step on board again.
Captain J.W. Troup: Columbia & Kooteny Steam Navigation Co. Manager
1892 March B.C.: Columbia and Kootenay Steam Navigation Company hire Captain J.W. Troup as manager.
TJ Potter
Captain J. W. Troup, of the Oregon Railway & Navigation Company, demonstrated his ability as a
practical steamboatman in 1888 by building the 7: ./. Poller, the fastest sidewheel steamer in the Northwest. The
Poller was modeled after the famous Hudson River steamer Daniel
Drew, but Troup made some changes of material benefit in the design.
She is two hundred and thirty feet long, thirty-five feet beam, and
ten feet four inches hold, with engines thirty-two by ninety-six
inches. The house and upper works were taken from the old Wide
West, and no faster or finer steamer of her size has ever floated.
T. J. Potter (steamer)
Port Captain J. W. Troup, of the Oregon Railway & Navigation Company, demonstrated his ability as a practical steamboatman in 1888 by building the T. J. Potter, the fastest sidewheel steamer in the Northwest. The Potter was modeled after the famous Hudson River steamer Daniel Drew, but Troup made some changes of material benefit in the design. She is two hundred and thirty feet long, thirty-five feet beam, and ten feet four inches hold, with engines thirty-two by ninety-six inches. The house and upper works were taken from the old Wide West, and no faster or finer steamer of her size has ever floated. She was placed on the seaside route soon after completion, in charge of Archie L. Pease, captain; Edward Sullivan, pilot; Thomas Smith, chief engineer; Phil Carnes, assistant; and Daniel O'Neil, purser. She made remarkable time on that run and was taken off in September and sent to Puget Sound, Captain Pease, Engineer Smith and Steward Charles Petrie, going with her. She was engaged on the Seattle and Olympia ro
practical steamboatman in 1888 by building the 7: ./. Poller, the fastest sidewheel steamer in the Northwest. The
Poller was modeled after the famous Hudson River steamer Daniel
Drew, but Troup made some changes of material benefit in the design.
She is two hundred and thirty feet long, thirty-five feet beam, and
ten feet four inches hold, with engines thirty-two by ninety-six
inches. The house and upper works were taken from the old Wide
West, and no faster or finer steamer of her size has ever floated.
T. J. Potter (steamer)
Port Captain J. W. Troup, of the Oregon Railway & Navigation Company, demonstrated his ability as a practical steamboatman in 1888 by building the T. J. Potter, the fastest sidewheel steamer in the Northwest. The Potter was modeled after the famous Hudson River steamer Daniel Drew, but Troup made some changes of material benefit in the design. She is two hundred and thirty feet long, thirty-five feet beam, and ten feet four inches hold, with engines thirty-two by ninety-six inches. The house and upper works were taken from the old Wide West, and no faster or finer steamer of her size has ever floated. She was placed on the seaside route soon after completion, in charge of Archie L. Pease, captain; Edward Sullivan, pilot; Thomas Smith, chief engineer; Phil Carnes, assistant; and Daniel O'Neil, purser. She made remarkable time on that run and was taken off in September and sent to Puget Sound, Captain Pease, Engineer Smith and Steward Charles Petrie, going with her. She was engaged on the Seattle and Olympia ro
1928 Article
Source: History of the Columbia River Valley From The Dalles to the Sea, Vol. III, Published 1928, Pages 88-91
Author: The S. J. Clarke Publishing Company
Mr. Kennedy was born in Boone county, Iowa, November 8, 1867, a son of
Justin C. and Ellen (Morgan) Kennedy, both of whom are deceased. His father
was in the railroad service for many years and was in the Union army during
the Civil war, in which he rose to the rank of lieutenant colonel. Charles D.
Kennedy attended the public schools to the age of thirteen years, when he
commenced work for the Western Union Telegraph Company as a messenger boy.
Later he went to Chicago, where he was employed as office boy by that company,
and later worked for a sewing machine company and also as messenger boy for
the Board of Trade of Chicago. In September, 1887, he came to the Pacific
coast, locating in Seattle, Washington, where he became connected with the
railroad and steamship transportation service as night clerk, in which
capacity, being the only man on night duty, he attended to all the ticket and
clerical work in relation to the trains and boats coming into Seattle. In
July, 1888, Mr. Kennedy entered the service of the Oregon Railroad &
Navigation Company as freight clerk, later serving as purser on several of
that company's early boats, including the Hayward, Olympia, Alaska and others,
under Captain J. W. Troup, one of the ablest and best known steamboat men of
the day. Afterward Mr. Kennedy entered the employ of the Great Northern
Railroad during the construction of its line through the Cascade mountains. He
served in the supply department during 1889-90 and later was in California and
British Columbia on railroad construction work. On the completion of that work
he entered the employ of the Columbia & Kootenai Steam Navigation Company as
purser on its boats, being again under Captain Troup until 1899, when he went
to Lake Bennett as purser on the S. S. Bailey, and in the following year was
purser on the Robert Dollar, the old and widely known steam schooner which did
such excellent service between Seattle and Nome, Alaska. In 1901 Mr. Kennedy
went to work for the Canadian Pacific Railroad, having charge of the steamship
desk in the passenger department at Vancouver, British Columbia, in which
capacity he served until 1903, when he entered the steamer service of that
company, again under Captain Troup, in coastwise transportation to Alaska. In
1905 he joined C. W. Cook, of the American-Hawaiian Steamship Company, as
purser on the steamship Ramona, plying between Seattle and Vancouver, and in
the following year he was made agent for Cook & Company at Tacoma, Washington.
In 1907 he was transferred to Portland as manager of Cook & Company's office,
which in the following year was taken over by the American-Hawaiian Steamship
Company, for which corporation he has served as agent and northwestern manager
here continuously since, with the exception of the World war period, when he
was with the United States Shipping Board, being employed in the operating
department for a time. Afterward he was for one year resident manager at
Portland for Norton & Lilly, and then became president of the Oregon & Ocean
Corporation, which was engaged in doing stevedore work on the Columbia river,
and with which concern he remained identified until 1923. He then returned to
the American-Hawaiian Steamship Company as Portland agent, and was later
appointed northwestern manager, having charge of its northwestern business.
This company operates a fleet of twenty-three steam and motor ships, all cargo
carriers, in the intercoastal trade. They are also managing agents for the
oriental service for the Oceanic & Oriental Steamship Company. In every
position which he has filled Mr. Kennedy has proven capable and painstaking in
the performance of duty and has commanded the esteem of his superior officers
and the respect of those under him.
http://files.usgwarchives.org/wa/king/bios/kennedy112gbs.txt
Author: The S. J. Clarke Publishing Company
Mr. Kennedy was born in Boone county, Iowa, November 8, 1867, a son of
Justin C. and Ellen (Morgan) Kennedy, both of whom are deceased. His father
was in the railroad service for many years and was in the Union army during
the Civil war, in which he rose to the rank of lieutenant colonel. Charles D.
Kennedy attended the public schools to the age of thirteen years, when he
commenced work for the Western Union Telegraph Company as a messenger boy.
Later he went to Chicago, where he was employed as office boy by that company,
and later worked for a sewing machine company and also as messenger boy for
the Board of Trade of Chicago. In September, 1887, he came to the Pacific
coast, locating in Seattle, Washington, where he became connected with the
railroad and steamship transportation service as night clerk, in which
capacity, being the only man on night duty, he attended to all the ticket and
clerical work in relation to the trains and boats coming into Seattle. In
July, 1888, Mr. Kennedy entered the service of the Oregon Railroad &
Navigation Company as freight clerk, later serving as purser on several of
that company's early boats, including the Hayward, Olympia, Alaska and others,
under Captain J. W. Troup, one of the ablest and best known steamboat men of
the day. Afterward Mr. Kennedy entered the employ of the Great Northern
Railroad during the construction of its line through the Cascade mountains. He
served in the supply department during 1889-90 and later was in California and
British Columbia on railroad construction work. On the completion of that work
he entered the employ of the Columbia & Kootenai Steam Navigation Company as
purser on its boats, being again under Captain Troup until 1899, when he went
to Lake Bennett as purser on the S. S. Bailey, and in the following year was
purser on the Robert Dollar, the old and widely known steam schooner which did
such excellent service between Seattle and Nome, Alaska. In 1901 Mr. Kennedy
went to work for the Canadian Pacific Railroad, having charge of the steamship
desk in the passenger department at Vancouver, British Columbia, in which
capacity he served until 1903, when he entered the steamer service of that
company, again under Captain Troup, in coastwise transportation to Alaska. In
1905 he joined C. W. Cook, of the American-Hawaiian Steamship Company, as
purser on the steamship Ramona, plying between Seattle and Vancouver, and in
the following year he was made agent for Cook & Company at Tacoma, Washington.
In 1907 he was transferred to Portland as manager of Cook & Company's office,
which in the following year was taken over by the American-Hawaiian Steamship
Company, for which corporation he has served as agent and northwestern manager
here continuously since, with the exception of the World war period, when he
was with the United States Shipping Board, being employed in the operating
department for a time. Afterward he was for one year resident manager at
Portland for Norton & Lilly, and then became president of the Oregon & Ocean
Corporation, which was engaged in doing stevedore work on the Columbia river,
and with which concern he remained identified until 1923. He then returned to
the American-Hawaiian Steamship Company as Portland agent, and was later
appointed northwestern manager, having charge of its northwestern business.
This company operates a fleet of twenty-three steam and motor ships, all cargo
carriers, in the intercoastal trade. They are also managing agents for the
oriental service for the Oceanic & Oriental Steamship Company. In every
position which he has filled Mr. Kennedy has proven capable and painstaking in
the performance of duty and has commanded the esteem of his superior officers
and the respect of those under him.
http://files.usgwarchives.org/wa/king/bios/kennedy112gbs.txt
Some facts about Captain James Troup
Timeline for James W. Troup
factobot added the fact Perhaps Captain Troup's only equal in achievement and esteem was his good friend and old employer, John Irving, who lived on until 1936. 2009-03-13 22:41
factobot added the fact Captain Troup retired in August 1928. 2009-03-13 22:41
factobot added the fact Troup's long career was closely linked with the C.P.R. from then onwards. 2009-03-13 22:41
factobot added the fact In 1901, when the C.P.R. bought John Irving's company, the Canadian Pacific Navigation Company, Troup was transferred to Victoria, B.C. to assume charge of the operation that his former employer John Irving had established. 2009-03-13 22:41
factobot added the fact When the Klondike Gold Rush generated a huge demand for shipping in 1898, the C.P.R. put Troup in charge of supervising steamboat construction. 2009-03-13 22:41
factobot added the fact While Troup was in Oregon, his old Canadian colleagues John Irving and J.A. Mara had joined with Frank S. Barnard and two others to form the Columbia and Kootenay Steam Navigation Company. 2009-03-13 22:41
factobot added the fact On May 26, 1888, Troup took the sternwheeler Hassalo through the Cascades of the Columbia, covering the six miles of whitewater in just seven minutes. 2009-03-13 22:41
factobot added the fact worked with John Irving and the Canadian Pacific Navigation Company until 1886, when he returned to Oregon to assume charge of the Oregon Railway and Navigation Company which was then owned by the Union Pacific. 2009-03-13 22:41
factobot added the fact In 1883 Troup began working in British Columbia for J. A. Mara, owner of the Peerless and Spallumcheen, two steamboats running on Kamloops and Shuswap lakes and the Thompson River. 2009-03-13 22:41
factobot added the fact Together with his father, Captain Troup built many of the early steamboats of the Columbia River and he went to work on the steamer Vancouver in 1872 at the age of 17. 2009-03-13 22:41
factobot added the fact born in Portland, Oregon in February, 1855. 2009-03-13 22:41
factobot added the fact Captain James William Troup was a highly successful steamboat captain in Oregon and British Columbia who rose to the top of several large shipping concerns, including the steamship service of the Canadian Pacific Railway. 2009-03-13 22:41
factobot created the term James W. Troup. 2009-03-13 22:41
factobot added the fact Perhaps Captain Troup's only equal in achievement and esteem was his good friend and old employer, John Irving, who lived on until 1936. 2009-03-13 22:41
factobot added the fact Captain Troup retired in August 1928. 2009-03-13 22:41
factobot added the fact Troup's long career was closely linked with the C.P.R. from then onwards. 2009-03-13 22:41
factobot added the fact In 1901, when the C.P.R. bought John Irving's company, the Canadian Pacific Navigation Company, Troup was transferred to Victoria, B.C. to assume charge of the operation that his former employer John Irving had established. 2009-03-13 22:41
factobot added the fact When the Klondike Gold Rush generated a huge demand for shipping in 1898, the C.P.R. put Troup in charge of supervising steamboat construction. 2009-03-13 22:41
factobot added the fact While Troup was in Oregon, his old Canadian colleagues John Irving and J.A. Mara had joined with Frank S. Barnard and two others to form the Columbia and Kootenay Steam Navigation Company. 2009-03-13 22:41
factobot added the fact On May 26, 1888, Troup took the sternwheeler Hassalo through the Cascades of the Columbia, covering the six miles of whitewater in just seven minutes. 2009-03-13 22:41
factobot added the fact worked with John Irving and the Canadian Pacific Navigation Company until 1886, when he returned to Oregon to assume charge of the Oregon Railway and Navigation Company which was then owned by the Union Pacific. 2009-03-13 22:41
factobot added the fact In 1883 Troup began working in British Columbia for J. A. Mara, owner of the Peerless and Spallumcheen, two steamboats running on Kamloops and Shuswap lakes and the Thompson River. 2009-03-13 22:41
factobot added the fact Together with his father, Captain Troup built many of the early steamboats of the Columbia River and he went to work on the steamer Vancouver in 1872 at the age of 17. 2009-03-13 22:41
factobot added the fact born in Portland, Oregon in February, 1855. 2009-03-13 22:41
factobot added the fact Captain James William Troup was a highly successful steamboat captain in Oregon and British Columbia who rose to the top of several large shipping concerns, including the steamship service of the Canadian Pacific Railway. 2009-03-13 22:41
factobot created the term James W. Troup. 2009-03-13 22:41
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