The
First Vessels that Sailed Our Inland Waters and of Those Who Manned
Them. 1678-1776.
From
1677 to 1893 is little more than two centuries, and it is at the former
date at which this history of the Canadian marine begins, when the place
where the City of Toronto now stands was simply a portage on Lake Ontario,
without houses or permanent buildings of any kind, a spot used by the
Huron Indians, not only as a trading place in their dealings with the
French, but also as their own headquarters.
Those visiting it by land did so, of course, on foot, and those who
came by water were transported either in bateaux, canoes, or in small
vessels of the most primitive description.
The
name first given to Lake Ontario by Champlain, the great French discoverer,
was not its present one. He called it "Lake St. Louis," after
the French monarch. Subsequently, for a brief period it was known as
"Lake Frontenac," after the famous Governor of that name,
Count de Frontenac, who represented his sovereign here from 1672 to
1682 and from 1689 until his death in 1698. It finally received, and
has ever since retained, the name it now bears -- Ontario.
The
first European who accomplished the ascent of the St. Lawrence from
the Atlantic to Lake Ontario was M. de Courcelles, in 1670. He did so
in furtherance of the policy that was being pursued by France to secure
the fur trade with the Indians in the north and north-west of the American
continent.
About
three years later than this a young French traveller, Sieur La Salle,
arrived in Canada full of a project of discovering a route to Japan
as well as to the East Indies by penetrating further and further to
the west until he reached the northern seas. He disclosed his plans
to Frontenac, who had succeeded De Courcelles as Governor of Canada,
and quite won him over to his views. Furnished by Frontenac with letters
of introduction to influential people at the French Court, he returned
to France, and while there obtained from the monarch a grant of the
seignory of Cataraqui, together with the exclusive right to trade in
the west, and full liberty of exploration. Armed with these extensive
powers in 1678 La Salle returned to Canada, and for about a year employed
himself in building fortresses at Cataraqui in constructing ships on
Lake Ontario and in commercial transactions with the Indians.
The
first sailing vessel built upon Ontario was a small schooner of about
ten tons burden, constructed at the "Cabins," where Kingston
is now. Upon this vessel on November 18th, 1678, La Salle sailed from
Cataraqui, his destination being the mouth of the River Niagara. He
had as his companions Father Hennepin and Chevalier de Tonti, and on
his vessel carried both merchandise and the materials for constructing
a ship.
Soon
after entering Niagara River, La Salle and Father Hennepin, with their
small craft, were brought to a stand at the head of the eddy at Queenston,
where lies a large rock, which is to the present time distinguished
as Hennepin Rock. Their vessel was wrecked, and the rigging and other
stores for the Griffin were lost, though the anchors and cables were
saved. This wreck took place at Thirty Mile Point, where there is a
very bad shore.
About
three years later than this a young French traveller, Sieur La Salle,
arrived in Canada full of a project of discovering a route to Japan
as well as to the East Indies by penetrating further and further to
the west until he reached the northern seas. He disclosed his plans
to Frontenac, who had succeeded De Courcelles as Governor of Canada,
and quite won him over to his views.
Furnished
by Frontenac with letters of introduction to influential people at the
French Court, he returned to France, and while there obtained from the
monarch a grant of the seignory of Cataraqui, together with the exclusive
right to trade in the west, and full liberty of exploration. Armed with
these extensive powers in 1678 La Salle returned to Canada, and for
about a year employed himself in building fortresses at Cataraqui in
constructing ships on Lake Ontario and in commercial transactions with
the Indians.
The
first sailing vessel built upon Ontario was a small schooner of about
ten tons burden, constructed at the "Cabins," where Kingston
is now. Upon this vessel on November 18th, 1678, La Salle sailed from
Cataraqui, his destination being the mouth of the River Niagara. He
had as his companions Father Hennepin and Chevalier de Tonti, and on
his vessel carried both merchandise and the materials for constructing
a ship.
Soon
after entering Niagara River, La Salle and Father Hennepin, with their
small craft, were brought to a stand at the head of the eddy at Queenston,
where lies a large rock, which is to the present time distinguished
as Hennepin Rock. Their vessel was wrecked, and the rigging and other
stores for the Griffin were lost, though the anchors and cables were
saved. This wreck took place at Thirty Mile Point, where there is a
very bad shore.
Once
more La Salle returned to Frontenac and again by another vessel shipped
fresh stores and supplies for the Griffon. The name of this ship is
not given, but the other was known as the Frontenac.
The
Barque "GRIFFON"
There is much difference of opinion as to the exact locality where the
Griffin was built and on which side of the Niagara river.Van Cleve,
writing in 1878, after very careful study of the matter,says it was
at the mouth of a stream entering the Niagara River, six miles above
the Falls, and which is now called Cayuga Creek.
This is the very general opinion. But Van Cleve quotes the following
all but conclusive testimony:--
"Joshua Fairbanks, late of Lewiston,
who came to Queenston in 1793 (before Lewiston was known as such) from
Massachusetts, was well acquainted with an old French officer who did
not return to France after the conquest of Canada by the English in
1759. This old officer frequently told Mr. F. that the barque Griffin
was built at Cayuga Creek (two leagues) six miles above the Falls, and
that small spikes and other small articles of rusted iron were frequently
found there when he (a young officer) first came to Fort Niagara with
the French troops"
After
the keel had been laid La Salle requested Father Hennepin to drive the
first bolt, but this honor was declined through, as he himself tells
us, "the modesty of my religious profession."
As
the building of the vessel progressed so did the anger and jealousy
of the Indians, and their intention, should a favorable opportunity
present itself of burning the ship, was revealed to the French by one
of their squaws. From La Salle's biographer we learn that "as spring
opened she was ready for launching.
The
friar pronounced his blessing on her, the assembled company sang Te
Deum, cannon were fired and French and Indians, warmed alike by a generous
gift of brandy, shouted and yelled in chorus as she glided into the
Niagara. Her builders towed her out and anchored her in the stream,
safe at last from incendiary hands, and then, swinging their hammocks
under her deck, slept in peace beyond reach of the tomahawks of the
Indians who gazed on her with amazement. Five small cannon looked out
from her port-holes, and on her bow was carved a portentous monster,
the Griffon, whose name she bore, in honor of the armorial bearings
of Frontenac."
After
several unsuccessful attempts, she succeeded in ascending the rapids
into Lake Erie, and on August the 10th arrived at the mouth of the Detroit
river with nothing of special moment occurring during her transit through
Lake Erie.
On
the 12th of August she passed Detroit and entered lake St. Clair. Contrary
winds delayed their progress through the St. Clair river for several
days. A shift of wind sped them onward and on the morning of the 23rd
of August they arrived upon the blue waters of Lake Huron. The voyage
across this lake was the most tempestuous that yet occurred, the vessel
meeting with not only adverse winds, but frequent gales, and on crossing
Saginaw bay the little vessel nearly foundered, and the hope of reaching
their destined haven was despaired of. The Te Deum was frequently chanted
and prayers for their ultimate safety offered. On the 25th the storm
subsided, and they reached anchorage for a time in Thunder bay.
On
the 27th they gained the Straits of Michilimackinac (Mackinac), and
again anchored. Here they found a settlement consisting of Hurons, Ottawas
and a few Frenchmen. The safe arrival in this secure haven was occasion
of great rejoicing to the weary voyagers.
She
had on board six small brass cannon,which were discharged to celebrate
the event. Mass was celebrated at a chapel in charge of a sentinel on
the island. More than a hundred canoes gathered around her, attracted
by the novel spectacle. A part of the crew of fifteen that La Salle
had sent forward from Fort Frontenac, Lake Ontario, to trade with the
Illinois Indians for the purchasing of furs was found here.
On
the twelfth of September the Griffon sailed out of the Straits into
the waters of Lake Michigan, then named Illinois, and soon after reached
Washington island, inhabited by the Pottawattamies, at the entrance
of Green bay. A party was found there who had collected a large quantity
of furs to the amount of 12,000 pounds in anticipation of the arrival
of the Griffon. The weary navigators found shelter in what is now known
as Detroit harbor, where they rode out a storm of four days' duration.
The furs were taken on board with instructions to the pilot to leave
part of them at Mackinac until the vessel should call for them on her
return voyage.
The
Griffon sailed for the Niagara river on the 18th of September, but without
Father La Salle, a fatal error, which probably caused the loss of the
vessel, her cargo and crew.
A
favorable wind bore her from the harbor, and with a single gun she bid
adieu to the enterprising builder, who never saw her again. She had
on a cargo valued at 50,000 or 60,000 francs, obtained at great sacrifice
of time and treasure. She was placed under the command of pilot Luc,
assisted by a supercargo and five good sailors, with instructions to
call at Mackinac and from thence proceed to the Niagara river. Nothing
more was heard of her.
On
the second day after she sailed a storm arose, which lasted five days.
It was one of those destructive gales which usually prevail at that
season over the northern lakes. She was reported to have been seen among
the islands in the northerly end of Lake Michigan two days after sailing
by some Pottawattamies who advised the pilot to wait for more favorable
weather. They last saw her half a league from shore, helplessly driven
by the storm upon a sandy bar where she was probably foundered, a total
loss with all on board, the first shipwreck and loss of life on the
northern lakes.
A
hatchway, a cabin door, a truck of a flag staff, a piece of rope, a
pack of spoiled beaver skins, two pairs of linen breeches torn and spoiled
with tar were subsequently found and recognized as relics of the ill-fated
ship. After the loss of the Griffon over 100 years elapses before we
find any record of any craft on the northern lakes.
In
the year 1794 the treaty known as "Jay's treaty" was concluded
between England and the United States, under which the English agreed
to surrender the military posts on the American side of the lakes. The
surrender, however, was not consummated until 1796, at which period
there was not a vessel afloat on either side of the line, and from that
time only have we used or had the privilege of using the great lakes
over which now floats a commerce of many millions of dollars.
The
first American vessel built on Lake Erie was constructed at Elk Creek,
a short distance above Erie, Pa., in 1797, and was named the Washington.
Owned and run by Capt. William Lee, carried passengers and light articles
of freight between Buffalo and Erie. She was constructed to use oars
in going against the wind, and had no crew, the passengers being obliged
to work for their passage. It was subsequently sold to the British and
taken over the portage between Chippewa and Queenston and launched for
service on Lake Ontario, after which she was never more heard of.
No
record is to be found of any other sailing vessel on the lake until
1766, when the British, who had secured possession of both shores, built
and launched four. They were of light burthen, and were chiefly used
for carrying troops and army supplies. All transportation of a commercial
character, and all of the very limited passenger business was carried
on by batteaux until after the close of the Revolutionary war. They
kept close to the shore, were mainly propelled by paddles or oars, and
if a sail was used it was simply a blanket fastened to a pole, to take
advantage of favorable winds.
The
first American vessel built on Lake Ontario was at Hanford's Landing,
three miles below Rochester, in 1798, of thirty tons, and was called
the Jemima. Four vessels, named respectively the Gladwin, Lady Charlotte,
Victory, and Boston, were navigating the lakes in that year.
In
1799 a vessel called the Gen. Tracy, of ninety tons burden, was built
at Detroit, and in 1803 she set sail for a cruise westward under command
of Capt. Swearinger, having on board a company of soldiers. The Tracy
visited Lake Michigan, calling at St. Joseph, thence to Fort Dearborn
(now known as Chicago), and was the first craft to arrive at that remote
point on our lake borders. In 1808 she was sold to Porter, Barton &
Co., of Black Rock, N. Y. and on her third trip was wrecked on Fort
Erie reef in 1809. From this period to the commencement of the war of
1812 quite a number of vessels were built.
Many
were lost by storms, several captured by the British during the war
and burnt, so that at the time peace was restored very few vessels were
on the lakes except such as had been used by the government during the
war. The brig Adams was built about the same time as the Tracy and was
sailed by Capt. Brevoort for a number of years. She was built at Detroit.
The Good Intent was also built about the same time at Erie, sailed by
Capt. William Lee, and was wrecked at Point Abino in 1805.
The
Gen. Wilkinson of 70 tons was built at Detroit in 1802 and in 1811,
after rebuilding, her name was changed to Amelia. She was sold to the
United States government during the war. The sloop Contractor of sixty-four
tons was built at Black Rock and was sailed by Capt. Wm. Lee to carry
supplies to various military posts. A small sloop called the Niagara,
of thirty tons, was built on the Niagara river in 1804 and subsequently
sold to Porter, Barton & Co. and her name changed to the Nancy,
and sailed by Capt. Richard O'Neil. In 1806 the schooner Mary, of 105
tons, was built at Erie by Thomas Wilson and purchased by Capt. James
Rough and George Bueshler one-half and the other half by Porter, Barton
& Co. in 1808 and sailed by Capt. Rough until the war, and then
sold to the United States.
A
vessel called the Ranger, tonnage not given, was also in commission
at this time, owned by George Wilber and sailed by Capt. Hathaway. In
1810 the sloop Erie was built at Black Rock by Porter, Barton &
Co., and sold to the government. The schooner Salina, sailed by Capt.
Dobbins, and the schooner Eleanor, and a few others were built and sailed
before the war, many of them purchased by the United States.
On
Lake Ontario, previous to 1809 and during that year, the following vessels
had been built and were engaged in the commerce of that lake: Schooner
Genesee Packet, Capt. Obed Mays; Diana, Capt. A. Montgomery; Fair American,
Capt. Augustus Ford; Collector, Capt. Samuel Dixon; Experiment, Capt.
C. Holmes; Charles and Ann, Capt. Theopholus Pease; Dolphin, Capt. William
Vaughan. The Fair American was built for the northwest fur company.
In
the year above noted the schooner Ontario, of 70 tons, was built by
Porter, Barton & Co., and her name changed to Niagara. In addition
to the foregoing in 1810 there was also in commission on Lake Ontario
the schooner Gold Hunter and sloop Marion. Commodore Perry's fleet was
built at Erie in 1812 and in seventy days from the time the timber was
taken from the forest they were ready for service.
Soon
after the war of 1812 the schooners Woolsey, Rambler, Farmer's Daughter,
Triumph, Dolphin, Com. Perry and others entered into the carrying trade
on that lake. Henry Eckford was in those times the prominent ship builder.
In
1816 the steamboat Ontario was built at Sackett's Harbor of 231 tons
and was the first on the northern lakes. She commenced plying April
11, 1817, commanded by Capt. Francis Mallaby, U. S. N. She was broken
up at Oswego in 1832. She had a beam engine, thirty-four inch cylinder,
four feet stroke and built by the Allen [sic: Allaire] Works in New
York. Asahel Roberts was the ship carpenter. She was the first steamer
built on water subject to a swell and therefore determined that interesting
problem.
The
steamer Frontenac was built at Fort Frontenac (now Kingston) in the
same year and came out in the fall of 1817 under command of Capt. McKenzie,
who sailed her during her existence, which ended in 1828. She was the
first British steamer on the lakes.
The
Walk-in-the-Water, the first steamer on the lakes above the Falls of
Niagara, was built on the Niagara River, between Black Rock and Tonawanda,
opposite Squaw island. She was launched on the 28th of May, 1818., of
342 tons burden, low pressure engine. On her first voyage she arrived
at Detroit Aug. 27, 1818, commanded by Capt. Job Fish, with twenty-nine
passengers on board. Her first trip took from 7:30 P.M., on Monday,
to 11 A.M. on Tuesday, to reach Cleveland from Erie, and the entire
voyage from Buffalo to Detroit required forty-one hours and ten minutes,
the wind being ahead all the way up. The Walk-in-the Water made regular
trips each season between Buffalo and Detroit, on each of which she
stopped at Erie. She was stranded in Buffalo Bay in 1822, and her engines
were removed and put into the Superior, which was her immediate successor.
In
1819 during the month of July the waters of Lake Michigan were ploughed
for the first time, the steamer Walk-in-the-Water, then sailed by Capt.
Jedediah Rogers, making the trip to Green bay with military and other
passengers on board, and in 1832 the first steamers made their appearance
at Chicago, the Sheldon Thompson, Capt. Augustus Walker, and the henry
Clay, Capt. Walter Norton, both laden with supplies for the troops engaged
in the Black Hawk war.
Prior
to 1832 the whole commerce west of Detroit was confined almost exclusively
to carrying up provisions and goods for the Indian trade, and bringing
back furs, all of which furnished a limited business for a few small
schooners ranging from thirty to one hundred tons burden. Next to Buffalo
and Erie, Fairport, Ohio, was a shipbuilding point in early times; beginning
in 1817 in which year the first American merchant brig was built, the
Huron, by James Beard for Jonathan Sidway of Buffalo, 104 tons burden;
also the Michigan, 132 tons, which was subsequently sent over Niagara
falls by a party of speculators in the month of September, 1829.
Shipbuilding
at Cleveland had its commencement in 1818-19, during which period sever
vessels of small tonnage were constructed, also at Black River, some
thirty miles above, the same years.
Later
on at Huron, Ohio, vessels were built and at Sandusky, at that time
more prominent known as Vincennes, which was the furthest westward point
of shipbuilding on Lake Erie.
In
1824 there were upwards of 100 vessels employed on the lakes and one
steamer, the Superior. In 1833 the first association was formed of steamboat
owners. This year there were employed eleven steamboats which cost $360,000.
There were made that season three trips to the upper lakes, two to Chicago,
and one to Green Bay. One of the boats left Buffalo for Chicago on June
23 at 9 p.m. and returned July 18 at 10 p.m., and the other left July
20 and returning August 11, the first trip occupying twenty-five days
and the other twenty-two days.
In
1834 the association was composed of eighteen steamers costing $600,000;
seven new ones having come out that season. This year three trips were
made to Chicago and two to Green bay. In 1836 the steamboat association
was dissolved and in 1839 another was formed and a regular line of eight
boats, varying in size from 350 to 650 tons each, making a trip every
sixteen days.
In
1841 the number of sail vessels owned on the lakes above the Falls was
estimated at 250, varying in size from 30 to 250 tons, the largest one
being the Superior, formerly a steamer, converted into a full-rigged
ship. The cost of these vessels varied from $1,00 to $14,000.
In
1845 there was the following number of and description of vessels running
on the lakes above the Niagara Falls: Fifty-two steamboats, 20,500 tons,
8 propellers, 2,500 tons; 50 brigs, 11,000 tons; and 270 schooners,
42,000 tons; a total of 76,000 tons, costing in their construction $4,600,000.
On Lake Ontario there were 7 steamboats, 6 propellers, and about 100
sail vessels having an aggregate tonnage of 18,000 and costing $1,500,000.
Shipbuilding
proper commenced to flourish on Lake Ontario in 1832, and the chief
points of construction were at Ogdensburgh, Cape Vincent, Three Mile
Bay,Sackett's Harbor, Rochester, and other smaller ports, not carried
on to any extent. Clayton, during this season, was the largest shipbuilding
point and John Oades, at present a resident of Detroit, the chief builder.
The greater number of vessels built by Mr. Oades were for Smith &
Merrick (Jesse Smith and E. G. Merrick).
Later
on Clayton and other main points languished when Oswego, Ogdensburgh,
Rochester and Chaumont became more central. In 1849 there were on the
whole chain of lakes 95 steamers 38,942 tons, 45 propellers 14,435 tons,
5 barques, 1,645 tons, 93 brigs 21,330, 548 schooners 71,618 tons, 128
sloops and scows of 5,484 tons, a grand total of 153,454 valued at about
$7,868,000. In 1854 on the whole lakes there were 110 steamers 57,961
tons, 97 propellers 33,732 tons, 33 barques 12,839 tons, 101 brigs 25,901
tons, 639 schooners 97,641 tons, 216 sloops and scows 9,760 tons, a
grand total of 237,830 tons valued at about $10,185,000.
These
steam and sail vessels at this period were but the successors of others
which had gone before them, many by decay and many from the want of
adequate harbors to protect them during violent storms. The application
of steam power at an early time to the purposes of navigation has achieved
wonders toward the population of the country throughout, and the history
of our lake marine, could it be written out in full, would form the
subject of an interesting study, a series of triumphs of naval architecture,
important to the states bordering on the lakes. The propulsion of vessels
by means of the screw engine had its origin on Lake Ontario at Oswego
in 1840-41, and the pioneer craft, the Vandalia, 138 tons, Sylvester
Doolittle being the ship carpenter. She came out in November, 1841,
under the command of Rufus Hawkins, with John Pheatt as engineer. C.
C. Dennis of Auburn, N. Y. built the engine. Capt. James Van Cleve,
Bronson & Crocker, Sylvester Doolittle and Capt. Hawkins each held
a quarter interest. She was the first propeller on the northern lakes
and made her first voyage to the upper lakes in April, 1842. In 1843
the first of these then novel craft above the falls were built, the
Hercules, 275 tons, at Buffalo, and the Samson, 250, at Perrysburg,
O., the same year. The Hercules was first sailed by Capt. G. W. Floyd,
the Samson by Capt. Amos Pratt. In 1845 there were only eight, and ten
more were added the following year, since which year, for freighting
purposes especially, they have gained a large ascendancy over the side
wheel boat. In 1856 there were upon the whole chain of lakes 107 steamers
of a total tonnage 62,863, valuation $3,320,500; 135 propellers, 54,675
tons, valuation $2,741,200; 56 barques 21,773 tons, $673,800; 108 brigs,
27,045 tons, $701,850; 850 schooners, 173,380 tons, $5,487,100. Total
number 1,256; tonnage, 339,736; valuation $12,944,350.
This
was a vast increase over 1855, and exhibited a great improvement in
lake commerce. From 1860 the ratio of bark-antines and brigs began rapidly
to decline, as it was universally conceded that style of rig were not
suitable to inland navigation, since which the fore-and-after and the
three-masted schooners gained ascendancy, and, as they in the course
of time began to decay, were converted into tow barges, which have become
almost as numerous as the other class. Only three full-rigged ships
were ever put upon the lakes, and they were short-lived. The introduction
of steam barges began in 1848, and the first commissioned was the Petrel,
Capt. J. W. Kelsey, being an open craft with no upper works save immediately
aft a cabin for the crew, which style of vessel have become almost as
numerous as those strictly known as propellers. There exhibits a wide
contrast in style and number of vessels in the years above given and
that of 1872, in which latter year the following was the enumeration:
Steamers of all classes, 668, 152,483 tons; sail craft, 3,208, 310,363
tons; barges 1,553, 254,453 tons; total number 5,429, tonnage 717,299.
The transfer of vessel through the lakes and rivers, which was faintly
introduced in 1848-49 by tugs, had up to about 1870 assumed a formidable
feature in lake commerce, has since been gradually on the decline, and
the business fallen into the hands of steam barges, while the building
of tugs has become a thing of the past, and but few of them left. The
statistics of 1886, which will include the whole number of vessels of
all classes, valuation and tonnage, will be given at the end of the
present month, or at the close of the present fiscal year, which cannot
be definitely or correctly given before that date.
http://www.hhpl.on.ca/GreatLakes/
THE
EARLIER SETTLERS--CANOES. BATTEAUX.
There
is no doubt that the early settlers of Canada in their journeys from
one portion of the country to another had clearly defined and regular
routes. In pursuing their way from the Atlantic to the interior of the
country the French would at times only ascend the St. Lawrence as far
as the mouth of the River Sorel, then proceeding westward, following
the course of the river, would enter Lake Champlain and from here proceed
to what is now the State of New York. At other times instead of doing
this they would continue the ascent of the St. Lawrence until Lake St.
Louis or Ontario was reached. The French found it better to proceed
by the River St Lawrence, while the English had to follow the high lands
separating the rivers flowing towards the great lakes of the north,
from those emptying their waters into the Atlantic, The American historian,
Wild, tells us:--
"There
are four principal channels for trade between the ocean and the lakes.
One by the Mississippi to Lake Erie; a second by the Potomac and French
creek to the same place; a third by the Hudson and a fourth by the St.
Lawrence."
Like
Ontario, Lake Erie has not always borne its present name; it was at
first called Lake Okswego. From La Salle's time and for nearly a century
later these routes were travelled by Indians, French and English, and
last of all by the U. E. Loyalists, either on foot or in open boats,
for until the close of the eighteenth century but little advance was
made in the modes of travelling either bv land or by water. For many
years the canoe was the only vessel used by the Indians, and was employed
by them either in hunting or upon warlike expeditions. It was comparatively
light and could also be easily hidden on the shores of the lakes or
in the thickets and rushes adjoining the rivers. At last the French
appeared bringing with them their batteaux, but for a great number of
years the birch bark canoe was the only means of transit. In 1685 the
Marquise de Nouville, when on his expedition against the Five Nations,
conveyed his army across the lake in canoes in two divisions, meeting
at Oswego. Referring to inland navigation by this means, Gourley, in
writing of Lachine, tells us:
"From
Lachine the canoes employed by the North west Company in the fur trade
take their departure. Of all the numerous contrivances for transporting
heavy burthens by water, these vessels are perhaps the most extraordinary;
scarcely anything can be conceived so inadequate from the slightness
of their construction to the purpose they are applied to, and to contend
against the impetuous torrent of the many rapids that must be passed
through in the course of a voyage. They seldom exceed thirty feet in
length and six in breadth, diminishing to a sharp point at each end,
without distinction of head or stern; the frame is composed of some
small pieces of some very light wood; it is then covered with the bark
of the birch tree, cut into convenient slips, that are "rarely
more than the eighth of an inch in thickness; these are sewn together
with threads made from the twisted fibres of the roots of a particular
tree and strengthened where necessary by narrow strips of the same materials
applied on the inside; the joints on the fragile planking are made water-tight
by being covered with a species of gum that adheres very firmly and
becomes perfectly hard. No iron work of any description, not even nails,
are employed in building these slender vessels, which when complete
weigh only about five hundred weight each. On being prepared for the
voyage they receive their lading, which, for the convenience of carrying
across the portages, is made up in packages of about three-quarters
of a hundred weight each and amounts altogether to five tons, or a little
more, including provisions and other necessaries for the men, of whom
from eight to ten are employed to each canoe; they usually set out in
brigades like the batteaux, and in the course of a summer upwards of
fifty of these vessels are thus despatched."
The route they took was up the Ottawa River to the south-west branch,
proceeding by it and the cluster of small lakes into which it empties,
until Lake Nipissing was reached, from thence to Lake Huron and thus
to Lake Superior, proceeding on its northern shore to the Grand Portage,
a distance of no less than 1,100 miles from the point at which they
departed. When we remember that there were not only the rapids with
which to contend, but also the portages, which varied greatly in extent,
some only being a few yards wide, others a few miles, and that at all
of the rapids and each one of the portages, the canoes and their contents
had to be lifted out of the water and carried on the men's shoulders
until sailing could be recommenced, we shall have some slight idea of
the hardships that had to be endured by the pioneer members of our merchant
inland marine service. The batteaux, which were used like the canoes
for the transport of both goods and passengers, were many, though not
all of them, built at Lachine, some nine miles from Montreal.
Some
of them could accommodate as many as five or even six families. They
could also carry a large weight of luggage or freight. They were divided
into brigades of twelve boats each, and there was a guide, or, as he
was generally called, a conductor, with five men under him on each batteau.
This conductor filled exactly the same position on the batteau that
a captain would do who was in command of a ship. Succeeding the batteaux
came at a long interval the Schenectady and Durham boats, but of these
and their construction more will be said hereafter.
