CHAPTER LXVIII.
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.