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.