Contents—Indian paths—Portages—Original French routes—Mer de Canada—Original names of St. Lawrence—Ontario—Huron—Route by Bay Quinté—Old French maps—Original English routes—Four ways from Atlantic to the Lakes—Mississippi—Potomac—Hudson—Indian name of Erie—From New York to Ontario—The Hudson River—Mohawk—Wood creek—Oneida Lake—Oswego River—The carrying places—West Canada Creek—Black River—Oswegotchie—The navigation—Military highway—Lower Canada—An historic route—The paths followed by the Loyalists—Indian paths north of Lake Ontario—Crossing the Lake—From Cape Vincent to the Bay Quinté—From Oswego by Duck Islands—East Lake—Picton Bay—Coasting Ontario—Two ways to Huron—By Bay Quinté and Trent; by Don River—Lake Simcoe—Point Traverse—Loyalists—Traveling by the St. Lawrence—First road—Long remembered event.
Although the European found the American continent a vast unbroken wilderness, yet the native Indians had well defined routes of travel. Mainly, the long journeys made by them in their hunting excursions, and when upon the war path, were by water up and down rivers, and along the shores of lakes. And at certain places around rapids, and from one body of water to another, their frequent journeyings created a well marked path. These portages or carrying places may even yet, in many places be traced, and are still known by such appellations. The arrival of the European in America was followed by his penetrating, step by step, to the further recesses of the north and west. The opening of the fur trade with the Indians led to increased travel along some of the original paths, and probably to the opening of new ones. While the French by the waters of the Lower St. Lawrence, found it convenient to ascend by the great streams, the English had to traverse the high lands which separate the sources of the rivers which empty into the Atlantic, from those which rise to flow to the lakes and rivers of fresh water to the north.
The original routes of travel taken by the French were up the St. Lawrence, at first called the “Grand River of Canada,” while the gulf is marked Galpo di Canada O’S Larenzo. The water of the Atlantic, south of the Chesapeake River to Newfoundland and the gulf, was known as the Mer de Canada. From the seaboard the traveler sometimes, having ascended to the mouth of the Sorel River, turned west to lake Champlain, and thence into the western part of the present New York State, or continuing up the St. Lawrence to its confluence with the Ottawa, or as it was sometimes called Grand River, selected one or the other of these majestic streams, by which to continue the journey westward. Following the Ottawa, the way led to the north as far as Lake Nippissing, and thence westward to the Georgian Bay. Sometimes the voyager would continue to ascend the St. Lawrence to Lake Ontario, a portion of the St. Lawrence sometimes called Cataraqui River, or the Iroquois River, that is to say, the river which leads to Cataraqui, or the Iroquois country. Lake Ontario was called by Champlain, Lake St. Louis, and subsequently for a time it was known as Lake Frontenac. According to a map observed in the French Imperial Library the Indian name of Ontario was Skaniadono, 1688.
From Lake Ontario to Lake Huron, at first named Mer Douce, and, then after the Huron Indians, who were expelled from that region by the Iroquois in 1650, a very common route was up the Bay Quinté, the River Trent, Lake Simcoe, and to Georgian Bay. That this was a not unfrequent way is well exhibited by the old French maps, which, prepared to indicate the principal waterways to the traveler, had the waters of the Bay and Trent, even to its source, made broad, so that the observer might imagine that the bay and the river were one continuous bay of navigable waters. As this route was adjacent to the territory of the Iroquois nation, it was only when the French were at peace with them that this course was taken, until the establishment of the fort at Cataraqui. Again, the French occasionally followed the south shore of Lake Ontario to the Niagara River and ascended it to Lake Erie, and thus approached the far west.
While the French with comparative ease, reached the vast inland seas, the English by more difficult channels sought the advantages, which intercourse with the lake Indians afforded. An early writer of American history, Isaac Weld, says: “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 Lake Erie. (Lake Erie was at first called Okswego, and the territory to the south of Lake Erie was sometimes called Ontario Nous.) A third by the Hudson, and a fourth by the St. Lawrence.” A later writer says: “It is worthy of notice, that a person may go from Quebec to New Orleans by water all the way except about a mile from the source of Illinois River.” The last mentioned route we have seen belonged to the French, and was the best to follow, as well as the most direct to Europe. Of the other three, we have only to speak of that by the Hudson.
The distance from New York to Lake Ontario is laid down as being 500 miles. From New York Bay to Albany, the Hudson is navigable, 180 miles. Ten miles north of Albany the river divides into two branches. The western branch is the Mohawk and leads to Rome, formerly Fort Stanwix. A branch of the Mohawk, Wood Creek, leads toward Oneida Lake, which was reached by a portage. A branch of Wood Creek was called Canada Creek, and led toward Lake Champlain. From Oneida Lake, the larger lake, Ontario, is reached by the Oswego River. Weld probably refers to this route when he says that the distance over which boats had to be hauled by land, (perhaps, from New York to Ontario) was altogether thirty miles. This was no doubt the most speedy route by which to reach Upper Canada from the Hudson. Frequent reference is made to it, in the accounts of journeying, by the U. E. Loyalists, which have come under notice. It was by far the most commonly traveled way, taken by those who came into Canada after the close of the war. And, it is stated, 1796, that the chief part of the trade between New York and the lake is by this way. But sometimes, the traveler up the Mohawk, instead of turning into Vilcrik, or Wood Creek, would continue to ascend the Mohawk, which turned more toward the east; and then into a branch sometimes called, 1756, West Canada Creek, by which he was brought contiguous to the head waters of the Black River, which empties into the lake at Sacket’s Harbor. But the Black River was sometimes reached by ascending the Hudson, above the mouth of the Mohawk, away eastward to the Mohegan mountains, where the Hudson rises. Crossing these mountains he would strike the Moose River, which is a tributary to the Black River. Occasionally, instead of Moose River, the Oswegotchie was reached, and followed to its mouth at La Présentation, the present town of Ogdensburgh That this route was well known, is shown from the statement of Weld, that, “It is said that both the Hudson and Oswegotchie River are capable of being made navigable for light batteaux to where they approach within a short distance, about four miles.” All of these branches of the Hudson are interrupted by falls.
Still another way was now and then taken, after having crossed the Mohegans, namely, by Long Lake which feeds Racket River, that empties into the St. Lawrence, at St. Regis, opposite Cornwall. Again, numerous accounts have been furnished the writer, in which the traveler followed the military highway to Lower Canada, by Whitehall, Lake Champlain, Fort Ticonderoga, Plattsburgh, and then turning northward proceeded to Cornwall. But this way was the common one to Lower Canada, and by the Sorel. This historic route was no doubt long used by the Indians, before the European trod it, and Champlain at an early period penetrated to the lake, to which his name is forever attached. Along this road passed many a military expedition; and during the wars between the colonies of France and England, here ebbed and flowed the tide of strife. The rebellion of 1776 witnessed Burgoyne with his army sweep by here westward to meet his disastrous fate; and thereafter set in the stream of refugees and loyalists, which ceased not to flow for many a year, along this path.
While the great majority of the loyalists who came to Canada, followed one or other of the routes above mentioned, there were some who came around by the Atlantic, and up the St. Lawrence. There were at least two companies, one under the leadership of Captain Grass, and one under Captain Van Alstine, who sailed from New York in ships under the protection of a war vessel, shortly before the evacuation by the British forces in 1783.
Directing our attention to the territory north of Lake Ontario, and the Upper St. Lawrence, we find some interesting facts relative to the original Indian paths; sometimes, followed on hunting and fishing expeditions, and sometimes in pursuit of an enemy. There is evidence that the Mohawks, upon the southern shore of Lake Ontario, were accustomed to pass across the waters, to the northern shores by different routes. Thus, one was from Cape Vincent to Wolfe Island, and thence along its shore to the west end, and then either to Cataraqui, or up the Bay Quinté, or perhaps across to Amherst Island, where, it seems, generally resided a Chief of considerable importance. A second route, followed by them, in their frail bark canoes, was from a point of land somewhat east of Oswego, called in later days Henderson’s Point, taking in their way Stony Island, the Jallup Islands, and stretching across to Yorkshire Island, and Duck Island, then to the Drake Islands, and finally to Point Traverse. Following the shore around this point, Wappoose Island was also reached; or, on the contrary, proceeding along the shore westward they reached East Lake. From the northernmost point of this lake they directed their steps, with canoes on their heads, across the carrying place to the head of Picton Bay, a distance of a little over four miles. It is interesting to notice that upon the old maps, by the early French navigators, the above mentioned islands are specified as “au des Couis;” while at the same time the Bay of Quinté bears the name of Couis, showing unmistakably that the Mohawk Indians passed by this way to the head waters of the bay and to the Trent River. Herriot designates one of these islands, Isle de Quinté. Two maps in the Imperial library of Paris, give these islands, above mentioned, the name of Middle Islands, and the waters east of them are named Cataraqui Bay. It is not at all unlikely that Champlain, when he first saw Lake Ontario, emerged from the water of East lake. Again, instead of entering the Bay Quinté with a view of passing up the River Moira, or Trent, they would continue along the south shore of Prince Edward, past West Lake and Consecon Lake, and proceed westward, sometimes to the river at Port Hope, sometimes further west, even to the Don, and ascend some one of the rivers to the head waters of the Trent or Lake Simcoe. The early maps indicate Indian villages along at several points. Owing to the dangerous coast along the south shore of Prince Edward, sometimes they chose the longer and more tedious route through the Bay Quinté to its head. That here was a common carrying place is well attested by the statements of many. Indeed, at this point upon the shores of the lake was an Indian village of importance. An old graveyard here, upon being plowed, has yielded rich and important relics, showing that the Indians were Christianized, and that valuable French gifts had been bestowed.
It would seem from a letter of DeNonville, that there were two ways to reach Lake Huron from Lake Ontario: one by the Bay Quinté and the Trent; the other by the way of the Don River and Lake Simcoe, called by him “Lake Taranto.” In the selection of routes they were guided by Indians.
The route by the Trent and the Bay Quinté was for many a day regarded as the most direct, and the best route to Lake Huron, even since the settlement by Europeans. Its supposed importance was sufficient to lead to the attempt to construct a canal with locks, to make it navigable. Gourlay says, sometime after the war of 1812, that “in course of time it may become an object of importance to connect Rice Lake by a canal with Lake Ontario direct, instead of following the present canoe route by its natural outlet into the Bay Quinté.”
The Marquis DeNonville, in 1685, moved on the Five Nations with his little army in canoes, in two divisions. On the 23rd June, one-half proceeded on the south side from the fort Cataraqui, and the other on the north side of the lake, and met near Oswego. Now, there can be no doubt, that the latter party crossed the bay to Indian Point, passed along its southern shore, then across the bay by Wappoose Island, and then around, or crossing Point Traverse struck far into the lake, by the islands which constituted the guides of this early Indian route. It may be that this was so commonly traveled that the old name of Point Traverse was thus derived.
We have indicated the several routes followed by the Indians, the French, the English, and finally by the Refugees, so far as relate to the territory now comprising Upper Canada, that is by which it was originally reached and settled. Beside, there were some who found their way by land from the head waters of the Susquehanna to Lake Erie and Niagara. But the vast majority of pioneers of Upper Canada entered by the channels aforesaid.
For many years, the only road from Lower Canada was by the St. Lawrence, ascending wearily up the dangerous rapids in canoes and batteaux; and it will be found that the lots in the first townships were surveyed narrow in order to secure a water frontage to as many as possible, because there was no other means of transit than by water. But those who settled in the second concessions, a year or two later, were obliged to tread the length of the long front lots, in order to reach the water. At the same time the communication with Lower Canada, up and down the rapids, was attended with many hazards and inconveniences. It consequently became a matter of no little importance to have a road through the settlements to Montreal, which might be traveled by horse, a King’s highway from the eastern Provincial line. It was, however, some years after the first settlement before this was secured. The original survey for a road was made by one Ponair, assisted by one Kilborne. “The opening” Sherwood says, “of this road from Lower Canada to Brockville and thence to Cataraqui, a distance of 145 miles, was an event long remembered by the pioneers. At the end of each mile was planted a red cedar post with a mark upon it indicating the number of miles from the Provincial line.”—(See First Years of Upper Canada—Construction of Roads).
Contents—Indians traveled by foot or by canoe—Secreting canoes—Primeval scenes—Hunting expeditions—War path—In 1812—Brock—A night at Myers’ Creek—Important arrival—The North West Company—Their canoes—Route—Grand Portage—The Voyageurs—The Batteaux—Size—Ascending the rapids—Lachine—A dry dock—Loyalists by batteaux—Durham boats—Difficulties—In 1788, time from Lachine to Fredericksburgh—Waiting for batteaux—Extracts from a journal, travelling in 1811—From Kingston to Montreal—The expenses—The Schenectady boats—Trade between Albany and Cataraqui—The Durham boat—Duncan—Description of flat-bottomed boat by “Murray”—Statement of Finkle—Trading—Batteaux in 1812—Rate of traveling—The change in fifty years—Time from Albany to Bay Quinté—Instances—Loyalists traveling in winter—Route—Willsbury wilderness—Tarrying at Cornwall—The “French Train”—Traveling along north shore of Ontario—Indian path—Horseback—Individual owners of batteaux—Around Bay Quinté—The last regular batteaux—In 1819—“Lines” from magazine.
Having pointed out the several general routes by which the aborigines and the first Europeans in America, were wont to traverse the country from the seaboard to the far west, and indicated more particularly the smaller paths of the Indians around the Bay Quinté and Lake Ontario, we purpose glancing at the means by which they made their way through the wilderness.
The Native had but two modes of transporting himself from place to place; namely, by foot and by the canoe. He was trained to make long expeditions upon the war-path, or after prey. When his course lay along a water way, he employed his birch canoe. This being light, he could easily ascend rapids, and when necessary, lift it from the water, and placing it, bottom upward, upon his head, carry it around the falls, or over a portage with the greatest facility. When upon the chase, or about to attack a foe, the canoe was so carefully secreted, that the passing traveler would never detect its whereabouts. The French and English at the first followed this Indian mode of traveling. From the graphic descriptions which are given to us by the early writers of this Indian mode of traveling in America, ere the sound of the axe had broken upon the clear northern air, and while nature presented an unbroken garment of green, it is not difficult to imagine that scenes of Indian canoe traveling were in the extreme picturesque. It is not necessary to go beyond the Bay Quinté, to find a place where all the natural beauty was combined with the rude usages of the aboriginal inhabitant, to create a picture of rare interest and attraction. In those primeval times there was no regular passage made between one part of the country and another. The Indian in his light canoe glided along here and there, as his fancy led him, or the probability of obtaining fish or game dictated. At certain seasons of the year there was a general movement, as they started off on their hunting expeditions; and at other times the warriors alone set out, when only intent upon surprising the hated foe. On these occasions one canoe would silently and swiftly follow in the wake of the other, until the place of debarkation was reached. For a long time the birch canoe was the only mode of traveling, and when the French came with their batteaux, the canoe continued for a long time the principal means of transit. Even so late as the war of 1812, canoes were employed, and many of the gallant ones who fought and conquered the conceited and unscrupulous Yankee invader, found their way to the front by the swift birch bark. Company after company of Red Coats were to be seen plying the trim paddle as the canoe sped on its way. We have it on good authority that Major General Brock, at the reception of the intelligence, that the United States had declared war against Great Britain, set out from Lower Canada in a birch canoe, and with a companion and their boatman, journeyed all the way to York, followed by a regiment of soldiers. Incidents of this passage are yet related by the living. He reached Belleville, or as it was then called Myers’ Creek, late one night, after having been traveling for some time without rest. With his companion, he went ashore and sought a place to sleep. They entered the public house of Captain Mc——, and after examining a room, decided to sleep there the night. But the host, hearing an unusual noise, rushed into the room demanding who was there. The General’s companion, with the quickness, and in language somewhat characteristic of the army of that time, told him he would kick him to h—ll in a minute. Captain Mc—— somewhat disconcerted at the threat and tone of authority walked out, and meeting the boatman, ask him who the parties were. Upon being informed, he rushed away in a state of great alarm, not daring to shew himself again to the General. The house is still standing.
The following notice is from the Kingston Gazette.
“On Sunday evening last arrived in this town from Burlington, in a birch canoe, Lieutenant General Sir George Murray Knight,” &c., &c.
Gourley, speaking of Lachine, says that “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 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 sewed 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 in the fragile planking are made water-tight, by being covered with a species of gum that adheres very firmly, and becomes perfectly hard. No ironwork 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, that 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 dispatched. They proceed up the Grand, or Ottawa River, so far as the south-west branch, by which, and a chain of small lakes, they reach Lake Nippissing; through it, and down the French River into Lake Huron; along its northern coast, up the narrows of St. Mary, into Lake Superior, and then, by its northern side, to the Grand Portage, a distance of about 1,100 miles from the place of departure. The difficulties encountered in this voyage are not easily conceived; the great number of rapids in the rivers, the different portages from lake to lake, which vary from a few yards to three miles or more in length, where the canoes must be unladen, and with their contents carried to the next water, occasion a succession of labors and fatigues of which but a poor estimation can be formed by judging it from the ordinary occupations of other laboring classes. From the Grand Portage, that is nine miles across, a continuation of the same toils takes place in bark canoes of an inferior size, through the chain of lakes and streams that run from the height of land westward to the Lake of the Woods, Lake Winnipeg, and onwards to more distant establishments of the company in the remote regions of the north-west country. The men are robust, hardy, and resolute, capable of enduring great extremes of fatigues and privation for a long time, with a patience almost inexhaustible. In the large lakes they are frequently daring enough to cross the deep bays, often a distance of several leagues, in their canoes, to avoid lengthening the route by coasting them; yet, notwithstanding all the risks and hardships attending their employment, they prefer it to every other, and are very seldom induced to relinquish it in favor of any more settled occupation. The few dollars they receive as the compensation for so many privations and dangers, are in general, dissipated with a most careless indifference to future wants, and when at an end, they very contentedly renew the same series of toils to obtain a fresh supply.”
“The batteaux,” says Ex-Sheriff Sherwood, “by which the refugees emigrated, were principally built at Lachine, nine miles from Montreal. They were calculated to carry four or five families, with about two tons weight. Twelve boats constituted a brigade, and each brigade had a conductor, with five men in each boat, one of which steered. The duty of the conductor was to give directions for the safe management of the boats, to keep them together; and when they came to a rapid they left a portion of the boats with one man in charge. The boats ascending were doubly manned, and drawn by a rope fastened at the bow of the boat, leaving four men in the boat with setting poles, thus the men walked along the side of the river, sometimes in the water, or on the edge of the bank, as circumstances occurred. If the tops of trees or brush were in the way they would have to stop and cut them away. Having reached the head of the rapid the boats were left with a man, and the others went back for others,” and so they continued until all the rapids were mounted. Lachine was the starting place, a place of some twenty dwelling houses. Here Mr. Grant had a dry dock for batteaux.
It was by these batteaux, that the refugees, and their families, as well as the soldiers and their families passed from the shores of Lake Champlain, from Sorel, and the St. Lawrence, where they had temporally lived, to the Upper Province. It was also by these, or the Skenectady, or the Durham boat, that the pioneers made their transit from Oswego.
Thus it will be seen that to gain the northern shore of the St. Lawrence and Lake Ontario, was a task of no easy nature, and the steps by which they came were taken literally inch by inch, and were attended with labor hard and venturesome. Records are not wanting of the severe hardships endured by families on their way to their wooded lands. Supplied with limited comforts, perhaps only the actual necessaries of life, they advanced slowly by day along dangerous rapids, and at night rested under the blue sky. But our fathers and mothers were made of stern stuff, and all was borne with a noble heroism.
This toilsome mode of traveling continued for many a year. John Ferguson, writing in 1788, from Fredericksburgh to a friend in Lower Canada, Lachine, says of his journey, “after a most tedious and fatiguing journey I arrived here—nineteen days on the way—horrid roads—sometimes for whole days up to the waist in water or mire.” But the average time required to ascend the rapids with a brigade was from ten to twelve days, and three or four to descend.
One can hardly conceive of the toilsome hours formerly spent in passing from Kingston, or the seventh and eighth townships of the bay to Montreal, and back. Before setting out, the traveler would make elaborate preparations for a journey of several weeks. There was no regular traffic, and only an occasional batteaux, laden with simple articles of merchandise, would start for the head waters of the bay. Individuals would often wait, sometimes a long time, for these opportunities, and then would work their passage, by taking a hand at the oars. Even up to the present century, it was the custom.
The following is a most interesting instance of batteaux traveling which has been placed in our hands by the Rev. Mr. Miles. It gives one an excellent idea of traveling at the beginning of the present century. “I left Kingston on the 6th of April, 1811, but as the traveling then was not as it is now, I did not arrive in Montreal till the 15th. I will just copy verbatim, the journal I kept on my passage. Durham boats were scarce on the Canada side at that time, but it was thought if I could get to the American shore, I would find one on its way to Montreal. Well, I found a man in Kingston, just from Grindstone Island, who had brought up some shingles and tar to sell, and he told me if I could get to Briton’s Point, several miles down the river from Cape Vincent, and to which place he would take me, that he thought I would find a Durham boat there, and the following is my journal on that route.
“Grindstone Island, April 11th, 1811.—Left Kingston yesterday, April 6th, at 3 p.m., in an open skiff, with R. Watson, a clerk in Dr. Jonas Abbott’s store, and two hands belonging to the skiff—head wind—rowed hard till about eight in the evening, when having blistered both hands, and being very much fatigued, we drew our skiff on shore, and camped on the shore of Long Island, about five miles above Grindstone Island—wind strong from the north—very cold and without victuals or fire—feet wet—slept some, walked some, and by daybreak was somewhat chilled. Strong head wind. Stuck close to our dear lodgings till about eight, when the wind abated, and we stuck to our oars till about eleven o’clock, when we made Grindstone Island, weary, and very hungry—eat a hearty dish of “sapon” and milk—rested about an hour—set off for Briton’s tavern on the American shore, where we arrived about 4 p.m., the water being entirely calm. Had not been on shore ten minutes, as good luck would have it, before we engaged a passage for Cornwall in a Durham boat, and a breeze coming up directly from the south, our American boats immediately hoisted sail and proceeded about thirty miles, when the wind changed, and we put into a bay on Grenadier Island, about nine in the evening—eat some supper at a house owned by Mr. Baxter—spread a sail upon the floor, and seven boatmen and four passengers camped down before the fire. In the morning I felt my bones as though they had been lying on the soft side of a hard rough floor. April 8, head wind still. Wished myself either at Kingston or Montreal. April 9, still a head wind. Must take it as it comes. Reading and writing the order of the day. At 7 p.m., hoisted sail. At one a.m., arrived at a house on the Canada shore, and slept on the floor till daylight. April 10, left for Ogdensburg, where we arrived at 3 p.m. Found an old acquaintance and passed the afternoon quite agreeably. April 11, had a good night’s rest. Still a head wind. Found the printing office and composed types the greater part of the day. April 12, still a head wind. April 13, left Ogdensburg and arrived at Cornwall. April 14, left Cornwall and arrived at M’Gee’s, Lake St. Francis. April 15, left M’Gee’s and arrived at Montreal about 8 p.m. Traveling expenses from Kingston to Montreal $9.75.”
With the later coming refugees was introduced another kind of flat bottomed boat. It was generally small and rigged with an ungainly sail. It was generally built at the Town of Schenectady, and hence the name. Schenectady is a German word, and means pine barren. Families about to come to Canada would build one or more to meet their requirements. There was never a large number of this particular kind of boat. Those that were to be seen, were upon the bay.
With the opening up of trade between Albany and Upper Canada, was introduced still another kind of vessel, which was adapted to the use of merchants, engaged in the carrying trade. One of the earliest traffickers from the Mohawk River to the lakes by the Durham boats was Duncan, of Augusta, who was, as will be seen, one of the first Legislative Councillors of Upper Canada. He finally removed to Schenectady. It is said that he introduced the trade between the Mohawk and Buffalo which led to the construction of the Erie Canal.
A writer, speaking of the boats used by the Canadians, says, the largest boats used by the Canadian boatmen is called the Durham boat, “used here and in the rapids of the Mohawk. It is long, shallow, and nearly flat bottomed. The chief instrument of steerage is a pole ten feet long, shod with iron, and crossed at short intervals with small bars of wood like the feet of a ladder; the men place themselves at the bow, two on each side, thrust their poles into the channel, and grasping successively the wooden bars, work their way toward the stern, thus pushing on the vessel in that direction.” (Murray).
Mr. Finkle remarks that “the first mode of conveyance for travelers from Montreal to Kingston, after the settlement of Upper Canada, was by Canadian batteaux laden with merchandize (at this time there was no separate conveyance).” The return cargo consisted of barrels of flour, peas, potash, north-west packs of furs, &c.; the men and conductors employed in this business were Lower Canadians. This mode of conveyance continued without interruption until 1809, when the Durham boats came from the Mohawk River and embarked in the carrying trade only between Montreal and Kingston. Being of commodious size, far above the batteaux, they materially interfered with them and lessened the trade by the batteaux. The men who managed the Durham boats came with them from the Mohawk River, these boats were entirely manned by men from that country.
The flat bottomed boat continued in use until some time after the war of 1812. Until the canal along the St. Lawrence was constructed it was the only way by which merchandize could be transported to the Upper Province through the rapids of the St. Lawrence. After the establishment of York as the capital of Upper Canada, there sprung up naturally, a trade between Kingston and the “muddy” capital, and regular batteaux communication was, after a little, established. Once a week the solitary boat left Kingston, and slowly made its way by oars, up the bay to the Carrying Place over which it was hauled by Asa Weller, a tavern keeper, upon low wheels or trucks drawn by oxen, and then continued its way along the shore of Ontario, to its destination. These boats carried not only merchandize but passengers. Beside the regular batteaux there were occasionally others, owned by small merchants and pedlars. It was by the flat bottomed boat and canoe that many of the troops ascended to the head of the lake in 1812, and by which many of the 1000 prisoners taken at Detroit were conveyed to Quebec. The rate of speed of the batteaux or Durham boat, as well as the Skenectady boat, can be approximated from the statement of “A traveller,” writing in 1835. He says, “the line of boats which start from Albany to Skenectady, on their way to Upper Canada, go two-and-a-half miles an hour, taking in stoppages—charging one-and-a-half cents per mile, including board.” This mode of traveling is preferred by large families and prudent settlers.
The conveniences of traveling then, as well as the time required, are so widely different from what we are accustomed to in this day, that we have to pause and wonder at the change which even fifty and sixty years have wrought. Even after Upper Canada had become somewhat settled, it was a momentous matter for a family to set out from the Hudson for Cataraqui, or the Bay Quinté, as they generally called the settlement in those days. For instance, Mr. Lambert, of Sophiasburgh, who came in 1802, was six weeks on the way between Albany and the bay, coming by the Mohawk and Oswego Rivers, and crossing from “Gravelly Point” to “Isle Tanti.” We will give another instance:—Nicholas L., came from New Jersey with seven sons and two daughters. It took a month to come. Having reached Schenectady they waited to build a batteaux. This completed, they stored away provisions to last them until Cataraqui was reached. They also brought with them iron kettles, with which to make maple sugar, and “a churn full of honey.” Mr. L., being a fanning mill maker, he brought also a quantity of wire gauze. At Oswego, the fort there being still held by the British, they were strictly questioned as to the use intended to be made of the kettles and gauze. Satisfaction being given on this point, the family continued their tedious journey along the shore toward Kingston. Barely escaping being wrecked off Stony Island, they at last reached the north shore. Three days more of weary rowing up the bay, and Hay Bay was reached, where they settled.
The loyalists not alone came in summer, by batteaux or the Schenectady boat; but likewise in winter. They generally followed, as near as possible, some one of the routes taken in summer. To undertake to traverse a wilderness with no road, and guided only by rivers and creeks, or blazed trees, was no common thing. Several families would sometimes join together to form a train of sleighs. They would carry with them their bedding, clothes, and the necessary provisions. We have received interesting accounts of winter journeyings from Albany along the Hudson, across to the Black River country, and to the St. Lawrence. Sometimes the train would follow the “military road” along by Champlain, St. George, and as far as Plattsburgh, and then turn north to the St. Lawrence, by what was then called the Willsbury wilderness, and “Chataguee” woods. At the beginning of the present century there was but one tavern through all that vast forest, and this of the poorest character. Indeed it is said that while provision might be procured for the horses, none could be had for man. Those who thus entered Canada in winter found it necessary to stay at Cornwall until spring. Two or more of the men would walk along the St. Lawrence to the bay Quinté, and, at the opening of navigation, having borrowed a batteaux descend to Cornwall for the women, children, and articles brought with them. Often, indeed generally unacquainted with the use of the boat, the passage up and down the river was tedious and toilsome. While the families and sleighs were transported in the batteaux the horses were taken along the shore by the larger boys, if such there were among them. The “French train” was occasionally employed in their winter travels. It consisted of a long rude sleigh with several horses driven tandem style, this allowed the passage among the trees to be made more easily.
Many very interesting reminiscences are known of traveling along the bay by the pioneers. A few are adduced.
Travelers from Montreal to the west would come by a batteaux, or Durham boat, to Kingston. Those who had business further west, says Finkle, “were conveyed to Henry Finkle’s in Ernest town, where they commonly stopped a few days. Thence they made their journey on horse back. A white man conducted them to the River Trent, where resided Colonel Bleecker who was at the head, and had control of all the Mississauga Indians, and commanded the entire country from the Trent to Toronto. At this place the traveler was furnished with a fresh horse and an Indian guide to conduct him through an unsettled country, the road being little better than a common Indian path, with all its windings. The road continued in this state until about the year 1798. Sometimes the traveler continued his way around the head of the lake on horse back to Queenston, where resided Judge Hamilton.
During the time the surveyors were laying out the townships of the bay, batteaux occasionally passed up and down, supplying the staff with their requirements, or perhaps with some one looking for a good tract of land.
In 1790 a batteaux was owned by Mr. Lambert, of the eighth township, and Mr. Ferguson, writing from Kingston to Mr. Bell, wished him to borrow it, to come to Kingston.
Among the first to use batteaux as a mode of traffic, was Captain Myers. He sailed one up and down the bay to carry, not only his own freight, but for the accommodation of others. He frequently went to Kingston, and now and then to Montreal, the mode pursued, was to charge for freight down, and then give the passenger a free passage back. This was followed for many years, with great profit. The Captain was accustomed to make the journey as pleasant as possible to the passengers. He always kept his grog in his “caboose,” and would deal it out to all. There was no doubt much of jollity and pleasant yarn-spinning, during the long passages upon the tranquil waters of the bay. Captain Myers subsequently owned a schooner.”
A letter written 11th November, 1790, by John Ferguson, to Wm. Bell, of Sidney, says, “As I suppose Mr. Lounsbury’s boat is idle, I would be glad that you would endeavour to borrow or hire it and Sherrard’s son and come down to the third township.”
When persons had gone down the bay, and were expected to return upon a certain night, there would often be a fire kindled on the shore to guide them homeward. In dark nights this was really necessary. Many were the expedients resorted to make short cuts. The feat of swimming horses over the bay was now and then resorted to by the Wallbridges after they settled in Ameliasburgh. Wishing to go to Kingston, they would go down to the point where the bay is narrow, and swim the horses across to Ox Point, and then ride to Kingston by a bridle path. It would now and then happen at a late period, that a traveler passing to his place of settlement would have a lumber waggon. This would be ferried across the bay by placing it across two log canoes. Referring to swimming the bay by a horse, a colored man, yet living within the neighbourhood of Belleville, remembers when a boy, to have been put upon a horse, and then to have obeyed orders to swim him across the bay. This occurred near Belleville.
Long after steamboats were started on the bay, the batteaux continued to ply between Belleville and Montreal. The last to sail these was Fanning and John Covert. In 1830, Fanning arrived at Montreal from Belleville so early as to present his bills of laden upon the first of April. The following business notice cannot fail to be interesting:
“The subscribers having established a line of Durham Boats from this place, propose forwarding from the different ports of the lake to that of Montreal, on the following terms, viz.:
“From York, Niagara, Queenston, and the head of the lake, for each barrel of Flour delivered at the Port of Montreal, 5s. and 6d.
“From Kingston, to the Port of Montreal, for each barrel of Flour, 4s. and 6d.
“From York, Niagara, Queenston, and the head of the lake, for each barrel of Potash delivered at the Port of Montreal, 12s. and 6d.
“From Kingston to the Port of Montreal, for each barrel of Potash, 10s.
“From York, Niagara, Queenston, and the head of the lake, for each barrel of Pork delivered at the Port of Montreal, 8s. and 3d.
“From Kingston to the Port of Montreal, for each barrel of Pork, 6s. and 9d.
“Merchandize will be transported by the same means from Lachine to Kingston, at the rate of 5s. per cwt.
“An elegant Passage Boat will also leave Kingston every tenth day for Montreal, which will be fitted up in the most commodious manner and prevent any delay to passengers leaving the upper part of the lake in the Steam Boat Frontenac, it having been built for the purpose of leaving this place immediately after her arrival.
“These arrangements will take effect at the opening of the navigation, and be continued during the season.
“Kingston, February, 1819.”
Respecting the Canadian Batteaux, the following is from the Boston Weekly Magazine of an old date.
“Lines written while at anchor in Kingston Harbour, Lake Ontario, on hearing from several Canadian boats entering from the St. Lawrence—their usual songs.