CONTENTS—Steam vessels—Crossing the Atlantic in 1791—First Steam
Vessel—Hudson—The second on the St. Lawrence—First across the
Atlantic—In Upper Canada—_Frontenac_—Built in Ernesttown—The
Builders—Finkle’s Point—Cost of Vessel—Dimensions—Launched—First
Trip—Captain McKenzie—_Walk-in-the-Water_—_Queen Charlotte_—How
Built—Upon Bay Quinté—Capt. Dennis—First year—Death of Dennis—
Henry Gilderslieve—What he did—Other Steamboats—Canals—First in
Upper Canada—Welland Canal—Desjardin—Rideau—Its object—Col. By—A
proposed Canal—Railroads—The first in the world—Proposed Railway
from Kingston to Toronto, 1846—In Prince Edward District—Increase
of Population—Extract from Dr. Lillie—Comparison with the United
States—Favorable to Canada—False Cries—The French—Midland
District, 1818.
THE FIRST STEAM VESSELS—CANALS, RAILWAYS.
We have already, under “Traveling in early Times,” spoken of the first
vessels that floated upon the waters of the western world, and we design
now to speak of those which advancing civilization brought, to a certain
extent, to supersede the original boats used by the Indians and first
European colonisers. At the present day Europe is brought into close
relationship with us by the swiftly running steamer, while the two
continents hold daily intercourse by means of the telegraph; yet, not a
century ago, it required many months for the slow-sailing ship to
traverse the breadth of the Atlantic. In 1789, mails with England was
only twice a year. At the time Simcoe came to Canada, in 1791, there
were only those merchant ships that made altogether eleven voyages in
the year. “A Traveler,” writes, that “regular packets across the
Atlantic, first sailed in 1764. The Liverpool Packet Line began running
in 1818.”
The river Hudson, named after the navigator of that name, who ascended
this splendid stream, called, by the native Indians, “The great River of
Mountains,” in 1609, has the honor of being the place whereon floated
the first steamboat that existed in the world. The boat was launched in
the year 1807, being named ‘Clermont.’ It was of 150 tons burden. The
engine was procured from Birmingham. Robert Fulton, of New York, though
not the originator of steam power, was the first in America who directed
it to the propelling of boats. Fulton, the pioneer in boats by steam,
lived not long enough to see accomplished the grand end of propelling
boats thus across the Atlantic. He died in 1815. The second steamboat
built in America, was launched at Montreal, 3rd Nov., 1809, built by
John Molson. It was called _Accommodation_, and plied between Montreal
and Quebec. At the first trip it carried ten passengers from Montreal to
Quebec, taking thirty-six hours. The whole city of Quebec came out to
see her enter the harbor. The fare was eight dollars down, and nine up.
It is found stated that the first steamboat from America to England, was
in 1819; and the first steamboat built in Great Britain was in 1812, by
Henry Bell, of Glasgow. But the following is found in the Portland
_Advertiser_:—“The first steamship which made the voyage, under steam
throughout, across the Atlantic, was the _Royal William_, in 1833. This
vessel was of 180 horse-power, and 1,000 tons burden, and built at a
place called Three Rivers, on the St. Lawrence, in Canada. The voyage
was made from Picton, Nova Scotia to Cowes, Isle of Wight.”
The first steamboat on Lake Ontario, the _Frontenac_, was built upon the
shores of the Bay, at Finkle’s Point, Ernesttown, eighteen miles from
Kingston, and within the corporation of Bath. She was commenced in
October, 1815, and launched the following season. The three years of war
had caused many changes in Upper Canada. On the whole, it may be said
that the war materially benefitted the Province. After peace, things did
not relapse into their former state. A spirit of enterprise was abroad,
especially in the mercantile community. The leading men of Kingston
conceived the idea of forming a company to build a steamboat, to ply on
Lake Ontario, and the navigable waters of the St. Lawrence. A company
was consequently formed, composed of individuals belonging to Kingston,
Niagara, Queenston, York, and Prescott. The shareholders of Kingston
were Joseph Forsyth, Yeomans, Marsh, Lawrence Herkimer, John Kirby,
Capt. Murney, William Mitchell, and, in fact, all of the principal men
except the Cartwright family. Advertisements were issued for tenders to
construct the boat. The advertisement was responded to by two parties; a
Scotchman, by the name of Bruce, from Montreal, and Henry Teabout, from
Sacket’s Harbor. Bruce was several days at Kingston before the other
person arrived, and he supposed he would get the contract. Mr. Finkle
says Teabout came with a letter from Hooker and Crane to Johns and
Finkle, informing them who Teabout was, and asking them to favor him
with their influence in procuring the contract. The letter was shown to
Mr. Kirby, of Kingston, who was one of the committee of the company. Mr.
Kirby assured Finkle and Johns, that notwithstanding the prejudice which
existed on account of the war, the tender of Teabout should receive
every justice. No other tender being made, the committee met and
decided, by a small majority, to accept Teabout’s. All those who voted
for Bruce “were either Scotch or of Scottish descent.” Teabout having
received the contract, at once, with Finkle, set about to find a place
to build. After two day’s examination of the coast, he selected Finkle’s
Point, in consequence of the gravelly nature of the shore, as thereby
would be obviated the delay which frequently followed rains, where soils
would not quickly dry. “The next consideration was to advance £5,000 to
go to New York and procure a ship carpenter and other necessaries to
commence operations. Accordingly, we (Johns and Finkle) became security,
with the understanding that so soon as the boat should be so far
advanced as to be considered worth the security, our bond would be
returned. So satisfactorily did the work progress, that the bond was
shortly handed to us by the Treasurer, who was William Mitchell. Here I
will digress a short time. During the war of 1812, David Eckford, the
Master ship-builder, of New York, was sent to Sacket’s Harbour, to take
charge of the ship building at that place, and brought with him his
carpenters. Among them were three young men, Henry Teabout, James
Chapman and William Smith. The last was born on Staten Island, the other
two in New York. Teabout and Smith served their time with Eckford.
Chapman was a block turner. At the close of the war, these three formed
a co-partnership, and Teabout, in contracting for building the
_Frontenac_, was acting for the company. Before building the steamboat,
they had built for themselves at Sacket’s Harbour, the _Kingston_, the
only craft plying between Sacket’s and Kingston, and a fine schooner for
the Lake, called the _Woolsley_. Chapman was in charge of the
_Kingston_, and was doing a more than ordinary profitable business.
Bruce’s friends wished to do something for him, and had him appointed,
at a guinea a day, to inspect the timber (of the Frontenac). His study
was to delay the building of the boat; there was a constant contest
between him and Teabout.”—(Finkle). The contract price of the wood work
was £7,000. When the boat was almost ready for the machinery, the
contractor’s funds were expended. The engine cost £7,000. Before the
vessel was completed, the cost reached nearly the sum of £20,000.
The Kingston _Gazette_ informs us that “On Saturday, the 7th of
September, 1816, the steamboat _Frontenac_ was launched at the village
of Ernesttown. A numerous concourse of people assembled on the occasion.
But, in consequence of an approaching shower, a part of the spectators
withdrew before the launch actually took place. The boat moved slowly
from her place, and descended with majestic sweep into her proper
element. The length of her keel is 150 feet; her deck, 170 feet; (the
tonnage was about 700). Her proportions strike the eye very agreeably;
and good judges have pronounced this to be the best piece of naval
architecture of the kind yet produced in America. It reflects honor upon
Messrs. Trebout and Chapman, the contractors, and their workmen; and
also upon the proprietors, the greater part of whom are among the most
respectable merchants and other inhabitants of the County of Frontenac,
from which the name is derived. The machinery for this valuable boat was
imported from England, and is said to be of an excellent structure. It
is expected that she will be finished and ready for use in a few weeks.
Steam navigation having succeeded to admiration in various rivers, the
application of it to the waters of the Lakes is an interesting
experiment. Every friend to public improvements must wish it all the
success which is due to a spirit of useful enterprise.” The _Gazette_
adds: “A steamboat was lately launched at Sacket’s Harbor. The opposite
side of the Lake, which not long ago vied with each other in the
building of ships of war, seem now to be equally emulous of commercial
superiority.” Gourlay says the boat at Sacket’s Harbor was on a smaller
scale, and less expensive. “She, the _Frontenac_, was estimated to cost
£14,000; before she commenced her watery walk, her cost exceeded
£20,000.”—(Finkle). “The deck was 170 feet long and thirty-two feet
wide, draws only eight feet when loaded. Two paddle-wheels, with about
forty feet circumference; answers slowly to the helm.”—(Howison).
The Kingston _Gazette_, of May 24, 1817, says, “Yesterday afternoon the
steamboat left Mr. Kirby’s wharf for the dock at Point Frederick. We are
sorry to hear, that through some accident, the machinery of one of the
wheels has been considerably damaged, notwithstanding which, however,
she moved with majestic grandeur against a strong wind. We understand
she has gone to the dock, it being a more convenient place for putting
in a suction pipe.” The same paper, of May 31, 1817, further says, “The
steamboat _Frontenac_, after having completed the necessary work at the
Naval Yard, left this port yesterday morning, for the purpose of taking
in wood at the Bay Quinté. A fresh breeze was blowing into the harbor,
against which she proceeded swiftly and steadily, to the admiration of a
great number of spectators. We congratulate the managers and proprietors
of this elegant boat, upon the prospects she affords of facilitating the
navigation of Lake Ontario, by furnishing an expeditious and _certain
mode_ of conveyance to its various ports.” “June 7th, 1817. The
_Frontenac_ left this port on Thursday (5th,) on her first trip for the
head of the Lake.” She was commanded by Capt. James McKenzie, of the
Royal Navy, the first trip she made, who continued in command until she
was no longer seaworthy. The Purser was A. G. Petrie, of Belleville, now
far advanced in years. The _Frontenac_ made the trip up and down the
Lake and River, to Prescott, once a week. Whether she went further west
than York, at first, is uncertain. Capt. Jas. McKenzie “came to Canada
with the first division of the Royal Navy, sent from England to serve on
the Lakes during the war of 1812. At the conclusion of the war, he
returned to England, and was placed on half pay; but his active habits
led him to consider and study the powers of the steam engine, and he
soon became acquainted with its complicated machinery. In 1816, he
returned to Kingston, and assisted in fitting up the _Frontenac_, which
he commanded till she was worn out. Since, he has commanded the
_Alciope_ on this Lake, and at the time of his death, (27th August,
1832, aged 50), was engaged in the construction of two other steamboats;
one at the head of the Lake, and one at Lake Simcoe; and was, on most
occasions, consulted respecting the management of steamboats, so that he
may justly be called the father of steam navigation in Upper Canada—his
death may be considered a great loss to society and to the country.”
The first steamboat built to ply on Lake Erie was “Walk-in-the-Water,”
built at Buffalo at the same time the “Frontenac” was built, and
commenced her watery walk about the same time.
Respecting the _Kingston_, built at Sacket’s Harbor, we find it stated
she was intended to ply between Lewiston and Ogdensburgh, but after a
trial of a few months the undertaking was found to be either
unprofitable or too much for the powers of the vessel to accomplish, and
she afterwards employed ten days in making the round trip of 600 miles.
She was 100 feet long and 24 feet wide, measuring 246 tons. The wheels
were about 11 feet in diameter, and the capacity of the engine 21 horse
power.
Almost immediately after the _Frontenac_ was launched a second steamboat
was commenced. The material which had been collected while building the
_Frontenac_ had not all been used, and went far in the construction of
the “Queen Charlotte,” which was destined to be the pioneer steamer upon
the Bay Quinté and River St. Lawrence, in its upper waters. She was
built by shares of £50 each. Johns and Finkle had nine shares. She was
built, (Gilderslieve being the principal shipwright,) launched, and
commenced running in the early part of 1818. The engine was furnished by
Brothers Wards of Montreal, being made at their foundry. She was not
long launched before she was ready to run. She made trips twice a week
from Wilkins’ wharf, at the Carrying Place, to Prescott. She was
commanded a few of the first trips by an old veteran captain named
Richardson, who lived then near Picton, and afterward to the close of
the season, by a young man named Mosier. Of the number of passengers on
the first trip we have no knowledge, but suppose them to be few, for
Belleville, then the largest place above Kingston, was a mere hamlet—
Trent, Hallowell, Adolphustown and Bath were the only stopping places
from the head of the Bay to Kingston. They were regulated in their
course, the first summer by frequently heaving the lead, an old
man-of-war’s-man being on board for the purpose. (Collins reported in
1788 that vessels drawing only from eight to ten feet of water can go
into the Bay Quinté). For two seasons she was commanded by Capt. Dennis;
Mr. Gilderslieve was purser the second and third seasons; and the fourth
commenced his captaincy, which lasted as long as the boat was seaworthy,
a period of nearly twenty years; he was, at the building, a master
shipwright, and became a stockholder.
Says Mrs. Carroll, “of the fare from place to place I have no knowledge,
but from the head of the bay to Kingston, the first season it was five
dollars, meals included.”
The good old Charlotte was a very acceptable improvement in the
navigation of the Bay. A few of the owners of sailing crafts, perhaps,
suffered for a time; but the settlers regarded her as an unmixed
blessing. During the first years she was so accommodating as to stop any
where to pick up a passenger from a small boat, or let one off.
The old inhabitants of to-day speak of her with words of kindness. But
the _Queen Charlotte_ has passed away. The last remembered of her was
her hull rotting away in the Cataraqui Bay above the bridge.
The steamer did not prove remunerative to the stockholders until
Gilderslieve became the commander. Of the second Captain, we produce the
subjoined from a Toronto daily of 1867:
DEATH OF MR. DENNIS.—“We observe with much regret the death of
Joseph Dennis, Esq., of Weston, and with it the severance of another
link connecting us with the early history of this country. Mr.
Dennis was born in New Brunswick in 1789, his father, the late John
Dennis, having settled there after being driven out of the United
States as a U. E. Loyalist. The family removed to Canada some three
years later, Mr. John Dennis receiving a grant of land for his
services and losses as a Loyalist. This land was selected on the
Humber river, and on it he then settled and lived, till having been
appointed Superintendent of the dock-yard, he removed to Kingston.
“Our recently deceased friend, Mr. Joseph Dennis, was brought up in
the dock-yard to a thorough knowledge of ship-building, which
occupation, however, he soon exchanged for a more congenial one—that
of sailing. Owning a vessel on the lake at the outbreak of the
American war of 1812, he placed himself and his vessel at the
disposal of the Government, and was attached to the Provincial
Marine. In one of the actions on Lake Ontario he lost his vessel,
was captured, and retained a prisoner in the hands of the enemy for
some fifteen months. He subsequently commanded, we believe, the
first steamer on the waters of Lake Ontario, the _Princess
Charlotte_, which plied, as regularly as could be expected from a
steamer of fifty years back, between the Bay of Quinté, Kingston,
and Prescott. For the last six and thirty years Mr. Dennis had
retired from active pursuits, retaining, till within the last year,
remarkable vigour, which, however, he taxed but little excepting to
indulge his taste in fishing, of which he was an enthusiastic
disciple. A man of genial and happy temperament, of unbending
integrity, of simple tastes and methodical habits, he was a type of
man fast passing out of this country.”
The successor of the “Charlotte” was built by John G. Parker, called the
“Kingston” commanded for a time by John Grass. She did not prove so
serviceable as the “Charlotte.” Then followed the “Sir James Kemp,”
which was built also at Finkle’s Point.
A history of the first steamboats of the bay would be incomplete without
particular reference to one individual, whose name is even yet
associated with one of the steamboats which ply up and down the Bay.
Henry Gilderslieve came into Canada about a month before the Frontenac
was launched, in August, 1816. He was the son of a ship-builder, who
owned yards on the Connecticut river, and built vessels for the New York
market. Being a skilful shipwright he assisted to finish off the
Frontenac, and then as master ship-builder, assisted at the Charlotte.
During this time Mr. Gilderslieve himself built a packet named the
Minerva. In building this vessel he brought to his assistance the
knowledge he had acquired in his father’s yard. The result was, that
when she was taken to Kingston to receive her fittings out, Capt. Murney
examined her inside and out, and particularly her mould, which exceeded
anything he had seen, and declared her to be the best craft that ever
floated in the harbour of Kingston, which afterward she proved herself
to be, when plying two years as a packet between Toronto and Niagara.—
(Finkle).
At a later date Mr. Gilderslieve superintended the building of the “Sir
James Kemp,” at Finkle’s Point. This was the last built there, after
which Mr. Gilderslieve commenced building at Kingston. Here were
constructed the Barry, a lake boat, with two engines, which in its third
year of running collided with the schooner Kingston, at night, and
immediately sank, the passengers only being saved; the _Prince of
Wales_, the _New Era_, and the _Bay of Quinté_. Thus it will be seen
that Mr. Gilderslieve’s name is associated with most of the steamers
which have plowed the waters of the Bay, first as a skilful shipwright,
then commander and shareholder, and finally as a successful proprietor
of a ship-yard, and owner of vessels. Says one who knew him long: “Of
Mr. Gilderslieve’s business habits there are numerous evidences, for
years it seemed that everything he touched turned to gold, hence the
wealth he left behind him, and I can say, that during the many years I
knew him, I never heard a want of honest integrity laid to his charge,
he died in the fall of, I think, 1851, of cholera, much lamented and
greatly missed.”
The following we clip from a paper of 1842:
“In 1821 the new steamboat _Prince Edward_, built at Garden Island, and
intended for the Bay of Quinté route, made her trial trip to Bath and
back last week in three hours. She is beautifully finished, but being
rather _crank_ in the water, it will probably be necessary to give her
false sides.
“The new steamboat _Prince of Wales_, built at the marine railway by Mr.
Shea, and intended for the Bay, was also tried last week, and performed
well. She has the engine of the _Sir James Kempt_.”
CANALS.—The mighty water way from the Atlantic to the head water of the
western lakes is interrupted in its course by numerous rapids down
rock-strewed channels, and by the Falls of Niagara. These natural
obstacles to navigation had to be overcome by artificial means, before
the water road could become a highway. This has already been done for
vessels of a certain tonnage, by constructing the St. Lawrence Canals—
the Lachine Canal, Beauharnois, and Cornwall, which were completed in
1847; and the Welland Canal, across the Niagara District, to Lake Erie.
The distance from this Lake to Montreal, is 367 miles. The total fall in
this way, is 564 feet.
After the war of 1812, seeing the importance of inland navigation,
beyond the easy reach of an enemy, the country was explored with the
view of securing navigation between Montreal and Kingston. It was
proposed to open a “new route up the Ottawa to the mouth of the Rideau,
and up that river near to its head waters, thence by a short portage to
Kingston Mill river, and down that stream to Kingston;” but the want of
means for a time delayed the work, although, at the time mentioned,
advertisements were made for estimates.
The Welland Canal Company was incorporated in 1824, by Act of
Parliament. The projector and the most earnest worker securing this
important work, was the late William Hamilton Merritt.
The first canal cut in Canada, was that between Burlington Bay and Lake
Ontario. An Act to provide for this was passed in March, 1813.
In 1826, the Desjardin Canal Company was incorporated by Act of
Parliament, in accordance with the petition of Peter Desjardin, and
others, to make a canal between Burlington Bay and the village of
“Coats’ Paradise.”
“At Kingston is the outlet of that stupendous work, the Rideau Canal, an
immense military highway, connecting the Ottawa and St. Lawrence Rivers.
The locks on this canal are amongst the grandest structures of the same
nature in the world. The undertaking was commenced and carried out by
the Imperial Government at an immense expenditure, chiefly for military
purposes, as affording a safe channel for the conveyance of stores,
arms, &c., when the frontiers might be exposed, and partly with a
commercial view of avoiding the rapids of the St. Lawrence, at that time
considered insurmountable, in the transit from the sea-board. This canal
cost upwards of £1,000,000 sterling. Its construction was expected to
have great influence on the welfare of Kingston, and for some time such
influence was doubtlessly beneficially felt, as it was necessary to
trans-ship at that port as well the products of the west in their
carriage to the seaboard, as the merchandize for Western Canada in its
transportation westward, and to forward them by other crafts through the
canal, or up the lake, thus creating a large source of labor, outlay and
gain, and employment to numerous forwarders, agents, and workmen in the
transhipment. The improved navigation of the St. Lawrence, by the
construction of the St. Lawrence Canals, and the discovery of other and
better channels than were known, to a great extent abolished that source
of life and activity on the wharfs and in the harbours of the city.”
“The canal was intended for the passage of barges, both down and up
between Kingston and Bytown. Steamers, however, were soon made available
in guiding barges down the rapids, which came with return cargoes up the
canal. Now steam-tugs tow, through the course afforded by the St.
Lawrence Canals, both schooners and barges up as well as down the
stream, and where schooners are used, no transhipment necessarily takes
place at Kingston. Of late, it has been found profitable to employ
barges in the navigation of the St. Lawrence, or it has been found
profitable for schooners to confine their trip to the open lake, which,
with the facilities for the transhipment of grain afforded by an
extensive steam elevator, has caused a renewed life in that branch of
business.”
“This important work unites, as we have stated, the waters of the St.
Lawrence, with those of the Ottawa. It commences at Kingston, and
pursues a north-eastern direction through a chain of lakes, with most of
which it becomes identified in its course, until it intersects Rideau
River, continuing its route along the banks, and sometimes in the bed of
the river; it enters the Ottawa at Bytown, (now the City of Ottawa) in
north latitude 45° 23”—Length from Kingston to Bytown, including the
navigable courses, 126 miles, with 46 locks, each 33 feet wide, and 134
long. Ascent from Kingston to the Summit Pond by 15 locks, 162 feet.
Descent from the Summit Pond to the Ottawa by 32 locks, 283 feet; total
lockage, 455 feet, depression of the Ottawa below Lake Ontario, at
Kingston 141 feet; general course, north, north-east. It was commenced
in 1826, when the Duke of Wellington was in office, and it is understood
that that great General had a voice in the designing of this mighty
structure, which is not unworthy of his genius. Sir James Carmichael
Smith, of the Engineer’s Department, is said to have originated the idea
of its construction. It was carried out under the superintendence of
Colonel By, and the town at its junction with the Ottawa, was named
after him. That name has since been changed, when Bytown was made a
city. It was the only testimonial to his energy and skill, which
deserved from the Province some better acknowledgment. This great work,
together with the extensive lands along its line of route, held by the
Imperial Government, have lately been transferred to the Province, and
there is no doubt that its resources and revenue will be made the most
of for the general benefit of the country. Already the local trade along
its course is fast increasing, with the improvements and growth of the
settlements in the neighborhood of the Ottawa. The transport of iron ore
from the same section of the country to Kingston, also adds largely to
it. “Along the courses of the stream are valuable water privileges.”—
(Hooper.)
A vague story obtains, among some persons, that when the treaty of peace
between the United States and England took place in 1815, the former
agreed to pay £1,000,000, which the Duke of Wellington applied to this
purpose.
Below is given a document, the importance of which is unquestioned,
whether we consider the interests of those living along the bay, or the
welfare of the whole Province.
REPORT OF THE SPECIAL COMMITTEE ON THE MURRAY CANAL.
“The Select Committee appointed to enquire into the expediency of
constructing a Canal to connect the head waters of the Bay of Quinté
with Lake Ontario, usually called the “Murray Canal,” and also to
enquire and report whether any money or lands are applicable to that
purpose, and if so, what may be the amount or value thereof, beg
leave to report:
“That it appears a grant of land was made for the above purpose as
early as the year 1796, and that said grant, which was then
ascertained to contain some six thousand acres, was afterwards
repeatedly acknowledged and confirmed;
“That a reservation of sixty-four acres has been made between
Presqu’isle Harbour and Bay of Quinté, on which said Canal was
intended to be constructed;
“That the value of the original reservation of six thousand acres
was estimated by the Crown Lands Department, in 1839, at three
pounds per acre, or eighteen thousand pounds currency;
“That the construction of said Canal, in addition to the important
commercial advantages which would be bestowed on the inhabitants of
the counties adjacent to the Bay of Quinté, and the trade and
navigation of the country generally, would afford most important
facilities for the safe transport of men and munitions in time of
war;
“That your Committee obtained the evidence of Colonel McDougal,
Adjutant General of Militia, which is appended to this Report;
“That besides providing an admirable harbour of some seventy or
eighty miles in length, capable of being made almost impregnable
against attack, the great natural facilities for ship-building and
for obtaining supplies of timber, would enable the Bay of Quinté to
be used to great advantage for the repair or construction of ships
of war;
“That on reference to the Journals of the Legislative Assembly of
1845, Your Committee found the record of a letter dated 7th January,
1840, signed by R. B. Sullivan, then Commissioner of Crown Lands,
which was furnished as a report on the whole question of the Murray
Canal, for the information of the House, in reply to an Address to
His Excellency, under date 17th January, 1845.
“Your Committee have deemed it expedient to quote fully from this
Report for the information of Your Honorable House.
“_1st. Extract._—The suggestion of constructing the Canal by a grant
of money instead of the appropriation of Crown Lands to that object,
was adopted by the Legislative in an Address of the 16th February,
1838, to His Excellency the Lieutenant Governor, on the subject,
with the trust that in the estimation of amount to be granted in
lieu of the reservation, due regard may be had to the increased
value to which these lands may have attained. His Excellency, by
answer of 26th February, was pleased to concur with the Address.
“_Extract No. 2._—I would respectfully recommend to His Excellency
to fix upon some specific sum which may be charged upon the Crown
Reserve, and made payable out of its first disposable proceeds
toward the completion of the Canal, and which, upon the cession of
the Crown Revenue to the Legislature, will be considered a payment
for which the faith of the Government is pledged and provided for in
any Bill which may be passed for the granting a civil list in return
for the cession of the Revenue.
“That Your Committee examined a work, composed in the year 1826, by
Major General Sir James Carmichael-Smyth, Baronet, entitled, _Precis
of the Wars in Canada from 1755 to the Treaty of Ghent in 1814_, the
said work having been published for the first time in 1862, by Sir
James Carmichael, Baronet, son of the author. That this work
contains the following statements, which may fairly be quoted in
favor of the construction of this Canal.
“In the dedication of this work to His Grace the Duke of Wellington,
the author makes the following remarks:—
“The events of these wars afford, in my opinion, a demonstration as
clear as that of any proposition in _Euclid_, of the impossibility
(under Divine Providence) of these Provinces ever being wrested from
under Her Majesty’s authority by the Government of the United
States, provided we avail ourselves of the military precautions in
our power to adopt, by establishing those communications and
occupying those points which posterity will one day learn with, if
possible, increased respect for Your Grace’s great name, were
principally suggested by Your Grace.”
At page 202 he writes as follows:—
“Our Harbour and Naval Establishment at Kingston are very good
indeed, and infinitely beyond what the Americans possess at Sacket’s
Harbour. There cannot be a finer basin in the world than the Bay of
Quinté. When Rideau Canal is completed there will be great
facilities for forwarding stores to Kingston.”
At page 203:—
“In the event of the Americans having the temporary command of the
Lake (Ontario), York (now Toronto) would be useful for the
protection of small craft and coasting vessels sailing from the Bay
of Quinté with supplies for the Niagara Frontier.”
In a Report published by the Board of Trade of the City of Montreal,
for the year 1865, under the heading of “Improvement of Inland
Navigation,” Your Committee have found the following:
“AN IMPORTANT CUT-OFF.—It was long ago proposed to connect Lake
Ontario with the Western extremity of the Bay Quinté, by a short
Canal. The land required for such a purpose is reserved by the
Government. The distance to be cut through is less than two miles;
some additional dredging being, of course, required in the Bay and
Lake to perfect the communication. As no lockage is requisite, the
expense of the work would be small, while the advantage would be
great.
“When it is remembered that the stretch between Presqu’isle Harbor
and Kingston is the most hazardous on Lake Ontario, the advantages
to be derived from such a cut-off will be evident, especially in the
fall, when stormy weather is most prevalent. Had that little Canal
existed last year, a number of marine disasters might have been
avoided. Any one who examines the map may see at once how important
the Bay of Quinté would thus become in the event of hostilities on
the Lake.”
“That under these circumstances Your Committee would recommend that
a Survey be made of the neck of land lying between Lake Ontario and
the Bay of Quinté, and also of the Harbours of Presqu’isle and
Weller’s Bay, for the purpose of ascertaining the cost and
feasibility of said Canal, and that the Survey should be commenced
with the least possible delay.
Respectfully submitted, JAMES L. BIGGAR, _Chairman_.”
* * * * *
APPENDIX.—COMMITTEE ROOM, Tuesday, 24th July, 1866.
Colonel MACDOUGALL attended, and was examined as follows:
By the Hon. Mr. _Holton_:
Be pleased to state to the Committee your views of the importance,
in a military point of view, of connecting the waters of Lake
Ontario and the Bay of Quinté by a Canal, navigable for vessels of
the largest class in use on Lake Ontario?—I am aware that the
Defense Commission sent to Canada in 1862, to report on the general
defenses of the Province, strongly recommend the formation of a
Naval Station in the Bay of Quinté. The natural features of that bay
render it, in my opinion, admirably adapted for such purpose. In the
event of the Naval Station being formed in the Bay of Quinté, it
would be of great importance to have a short and secure entrance
direct from Lake Ontario to the head waters of the bay. This is
especially the case in view of the fact that the stretch between
Presqu’isle Harbour and Kingston is the most dangerous and difficult
on the Lake. Judging by the map, and in ignorance of local
peculiarities, it appears to me that the best means of obtaining
such a short and secure communication as is above referred to, would
be by cutting a Canal between the head waters of the Bay Quinté and
Weller Bay. The mouth of the Canal would be covered and protected by
the perfectly land-locked harbour of Weller Bay, the entrance to
which, from Lake Ontario, is susceptible of being very easily
defended against a hostile flotilla. If the case is considered of
Canadian vessels running before a superior naval force of the enemy
from the general direction of Toronto, it is obvious that if the
first were obliged to weather the peninsula of Prince Edward, in
certain winds they would run serious risks of being driven ashore or
captured before they could make the entrance to the Bay of Quinté,
whereas the same vessels, with the same wind as would expose them to
destruction in the first supposed case, could enter the harbour of
Weller Bay under full sail, and reach the head of Bay of Quinté
without molestation. Even though it may not be in contemplation to
establish a regular Naval Station in the Bay of Quinté, that bay
would, in the case of war, afford an admirable harbour of refuge,
which would be made perfectly secure in a military, or rather naval
sense. Again, in case of war, the proposed Canal would supply the
means of far safer communication by water, without the sacrifice of
time between Kingston and Toronto, than could be afforded by the
open Lake.
In the Hallowell _Free Press_, of February 1, 1831, is a communication
from “A country lad,” who says, “there are several new roads required,
but the one of most essential benefit to the inhabitants would be that
which would lead from Wellington Village, Hillier, across the peninsula
to Belleville. But, while improvements of this description are in
contemplation, it must not be forgotten that the period is not far
distant when the East Lake in Hallowell must be cleared out, and a canal
suitable for the passage of the Lake Ontario steamboats, cut from thence
to Hallowell Village. Such an improvement as this, would, in our
opinion, not only lessen the distance from Kingston to York, and make
the navigation less dangerous, but would afford a safe and commodious
harbour.”
RAILWAYS.—At the present day Canada, in addition to the unsurpassed
water ways through her vast extent, has the greatest number of miles of
railway according to inhabitants in any part of the world. In 1832, the
Liverpool and Manchester Railroad was completed, which was “the great
precursor of all railroads.” Fourteen years later, 1846, a movement was
initiated at Kingston to build a road from Wolfe Island, through
Kingston to Toronto, and a survey was ordered to be made. A part of the
“Report of the Preliminary Survey of Wolfe Island, Kingston and Toronto
Railroad,” is now before us, signed by James Cull and Thomas Gore, Civil
Engineers. In addition the engineering results of the Preliminary
Survey, they give in an appendix, the grounds upon which they form their
opinion as to the probable cost and revenue. It would be interesting to
give their statements in full did space allow.
“_Another scheme._—The Picton _Sun_ is advocating the building of a
railroad, running through the County of Prince Edward, and terminating
at Long Point, whence freight and passengers could be shipped to the
United States.”
THE INCREASE OF POPULATION.
It is a common belief among the Americans, a belief which is shared in
by the few Annexationists living in Canada, that increase of population,
productiveness of the soil, and general advance of civilization, are
very much greater in the several States of the Union than in Canada.
Nothing can be farther from the truth. Upper Canada especially, has
quite outstripped, even the most prosperous of all the original States
of the Union. A comparison of the statistics of the two countries shows
this to be undoubtedly the case. The following paragraph, taken from a
valuable little work by Dr. Lillie, affords some idea of the relative
progress of the two countries.
He says, “The rate at which Canada West is growing, and has been for the
last twenty or thirty years, equals, if it does not more than equal the
growth of the very best of the Western States. It will be seen from the
United States census, that the three States of Ohio, Michigan, and
Illinois, contained in 1830, 1,126,851. In 1850, they contained 355,000,
a little over 320 per cent. in twenty years. Canada West contained in
1830, 210,473, in 1749, it contained 791,000, which is over 375 per
cent. of the same period of twenty years. So that increase in the three
choice States was 55 per cent. less than that of Canada West during the
same time.”
And with respect to the products of the two countries, there is found
the same proportion in favor of Canada. So also with regard to vessels,
“in proportion to population the tonnage of Canada more than equals that
of the United States.” And if we look at the various internal
improvements as to canals, railroads, we find that Canada stands
pre-eminent in these things.
Yet, in the face of these facts we can find persons to say, and so
believe that Canada is behind the States in enterprise.
If we regard Lower Canada, it is found that the growth of population is
vastly greater than the States of Vermont and Maine, lying along her
border. Taking Canada as a whole, it is seen “that as compared with the
States, which in 1850 had a population as great as her own, the decimal
rate of increase was greater than in any of those States, with one
solitary exception.
“That in nine years to their ten, she lessened by two the number of
States which in 1850 had a population exceeding hers.
“That she maintained a decimal rate of increase greater than that of the
whole United States, not including the Western States and Territories,
but including California and the other States and Territories on the
Pacific.
“That Upper Canada maintained a decimal rate of increase greater by
one-half than that of the whole United States and Territories—more than
double that of all the United States, excluding the Western States—and
only falling short of the increase in the Western States and Territories
by 7 per cent.
“That in nine years to their ten, she passed four States of the Union,
which in 1850, had a population exceeding hers, leaving at the date of
the last census only five States which exceeded her in population.
The population of French Canada at the time of the revolution, did not
much exceed 70,000. Since that time the increase of population in Lower
Canada has been steady; not from immigration, so much as from early
marriages. In the year 1783, there were by enumeration 113,000. In 1831,
the French had increased 400,000. As we have said this was due to their
social habits.
The loyalists and soldiers that settled in Western Canada in 1783–4–5,
were estimated at 10,000. It has been stated that when Canada was
divided into two Provinces in 1791, the inhabitants had increased to
50,000; but this is doubted by some. It is said that the number did not
exceed 12,000. McMullen puts it at 20,000. The increase of population up
to the time of the war of 1812, was by no means rapid, at that time they
numbered about 70,000; 1822, 130,000; in 1837, 396,000. The number of
inhabitants in 1852 was somewhere about 500,000.
Coming to the Midland Districts, the townships around the bay, it is
found that here advancement was greater than elsewhere for many years.
Robert Gourlay sought information from the several townships of the
Province in 1817, in response it is stated, among other things, that
“the number of inhabited houses now is about 550; population about
2,850. This enumeration includes the town of Kingston, which contains
450 houses, and 2,250 souls. Thomas Markland says, 26th November, 1818,
“The reports from this district (Midland) being few in proportion and
several of these irregular, I cannot give an exact estimate of the
population, but the following will not be far wrong:—Kingston,
Ernesttown, Adolphustown, and Thurlow, contain 7,083. Fredericksburgh,
Marysburgh, Hallowell, Ameliasburgh, and Sidney, 5,340. Pittsburgh, with
Wolfe Island, Loborough, Portland, Camden, Richmond, and Rawdon, will
not average above 300 each, a total of 1,800. In Huntington, I heard
only of five settlers—say 24. Total white population 14,855; Indians
200. Total number of houses in Midland district was 900 Thomas Markland.
A report before me made in October 1826, by John Portt, says the total
number of white inhabitants of Tyendinagua is 27.
DIVISION XII.
THE UNITED EMPIRE LOYALISTS—THE FATHERS OF UPPER CANADA.