Toronto of Old Part 49

In December, 1805, a member of the Kendrick family of York was lost in a vessel wrecked on the New York side of the Lake. "We understand," says the _Gazette_ of Feb. 15th, 1806, "that a boat, sometime in December last, going from Oswego to Sandy Creek, was lost near the mouth of Salmon river, and four persons drowned. One of the bodies, and the articles contained in the boat, were driven ash.o.r.e; the remainder, it is supposed, were buried in the sand. The persons who perished were--John McBride (found), John Kendrick of this place (York), Alexander Miller and Jessamin Montgomery."--In November of this year (1805), Miss Sarah Kendrick was married. It will be observed that her taste, like that of her brothers, of whom more hereafter, lay in a nautical direction.

"Married, on Tuesday, the 12th inst., by licence," records the _Gazette_, "Jesse Goodwin, mariner, to Miss Sarah Kendrick." (This is the Goodwin from whom the small stream which ran into York Bay at its eastern extremity used to be called--Goodwin's Creek.)

In the _Gazette_ of Oct 11th, 1806, it is noted that Governor Gore crossed from York to Niagara in little more than four hours. The vessel is not named. Probably it was the _Toronto Yacht_.

In 1807, Governor Gore crossed from York to Niagara to hold a levee, on the King's birthday. The vessel that conveyed him again is not named.

The following notice appears in the _Gazette_ of May 16th, 1807: "Government House, York, 16th May, 1807. The Lieut.-Governor will hold a levee at the Commanding Officer's Quarters at Niagara, at 2 o'clock on Tuesday, the 4th of June. Wm. Halton, Secretary." Then follows a second notice: "Government House, York, 16th May, 1807. There will be a Ball and Supper at the Council House, Niagara, on his Majesty's Birthday, for such ladies and gentlemen as have been presented to the Lieut.-Governor and Mrs. Gore. Wm. Halton, Secretary."

An accident to the _Toronto Yacht_ is reported in the _Gazette_ of Oct.

17th, 1807. That paper says: "The _Toronto Yacht_, in attempting her pa.s.sage across on Wednesday or Thursday last, met with an accident that obliged her to put back to Niagara, which port, we understand, she reached with difficulty."

The _Gazette_ of October 31st, 1807, speaks of the inconveniences to itself, arising from the irregularity in the communication between York and Niagara. "The communication with Niagara by water," it says, "from being irregular lately, has prevented us receiving our papers this week.

The Indian Express," the _Gazette_ then adds, "having commenced its regular weekly route, our publis.h.i.+ng day will be changed to Wednesday.

We have nothing of moment or interest. Should anything occur we will give an extra sheet." On the 18th of November the _Gazette_ appears printed on blue paper, such as used to be seen on the outside of pamphlets and magazines. An apology is offered. "We have to apologize to our readers for the necessity of publis.h.i.+ng this week on an inferior quality of paper, owing to the non-arrival of our expected supply." The same kind of paper is used in a succession of numbers. It is curious to observe that the effect of time has been to produce less disfigurement in the bright appearance of the pages and print of the blue numbers of the _Gazette_, than in the ordinary white paper numbers, which have now a.s.sumed a very coa.r.s.e, dingy, inferior aspect.

In 1808 the important announcement is made in the _Gazette_ of March 16th, that a lighthouse is about to be immediately established on Gibraltar Point, at the entrance of York Harbour. "It is with pleasure we inform the public," the _Gazette_ says, "that the dangers to vessels navigating Lake Ontario will in a great measure be avoided by the erection of a Lighthouse on Gibraltar Point, which is to be immediately completed, in compliance with an Address of the House of a.s.sembly to the Lieutenant-Governor."

We have understood that a lighthouse was begun at the point of York peninsula before the close of the last century; that the _Mohawk_ was employed in bringing over stone for the purpose, from Queenston; and that Mr. John Thompson, still living in 1873, was engaged in the actual erection of the building. It was perhaps then begun. In 1803 an Act was pa.s.sed by the Provincial Legislature for the establishment of lighthouses "on the south-westernmost point of a certain island called Isle Forest, situated about three leagues from the town of Kingston, in the Midland District; another upon Mississaga point, at the entrance of the Niagara river, near to the town of Niagara; and the other upon Gibraltar point." It was probably not practicable to carry the Act fully into effect before 1806. According to the Act a fund for the erection and maintenance of such lighthouses was to be formed by levying three-pence per ton on every vessel, boat, raft, or other craft of ten tons burthen and upwards, doubling the point named, inward bound. That lighthouse duty should be levied at ports where there was no lighthouse, became a grievance; and in 1818 it was enacted that "no vessel, boat, raft or other craft of the burthen of ten tons and upwards shall be liable to pay any Lighthouse Duty at any port where there shall be no lighthouse erected, any law or usage to the contrary notwithstanding."

Mr. Cartwright (Judge Cartwright) built in 1808 two vessels on Mississaga Point at the mouth of the Cataraqui, one for himself, the _Elizabeth_; the other for the North-West Company, the _Governor Simcoe_. The North-West Company had previously a vessel on the lake called the _Simcoe_, which was now worn out.

In June, 1808, Governor Gore departs from York for a tour in the western part of the Province. The _Gazette_ seems mildly to rebuke him for having swerved from his first design in regard to this tour. He had intended to proceed _via_ Lake Huron; that is, by the Yonge Street route, but he had finally preferred to go _via_ Lake Ontario. "His Excellency the Lieut.-Governor left this place, York," the _Gazette_ announces, "on the 15th instant, on a visit to Sandwich, etc. We are sorry," the editor then ventures to observe, "that he did not, as he originally destined, proceed by Lake Huron, according to his amiable intention and view of promoting the first interests of this province."

In the _Gazette_ of October 22nd, in this year, we hear once more of the _Toronto Yacht_.--Governor Gore has returned to York in safety, and has left again for Niagara in the _Toronto_. "On the 17th instant," the above-named _Gazette_ reports, "his Excellency the Lieut.-Governor and Major Halton sailed for Niagara in the _Toronto Yacht_. It was his Excellency's intention to have gone there on Monday last." The _Gazette_ says: "He embarked for the purpose, and received an honorary salute from the Garrison. Excessive gales and a succession of violent head winds delayed his proceeding until Thursday morning." (He returned in the _Toronto_ on Tuesday, the 6th of November.)

On the 14th of December in this year, the editor of the _Gazette_ again announces a change in the day of publication, in consequence of the suspension of water communication between York and Niagara. "The suspension of our water communication with Niagara at the present season obliges us to alter the day of publication, which will now be on Wednesday. John Cameron."

A postal notice issued in the _Gazette_ of Jan. 4th, in the following year, 1809, is interesting now. It reads thus: "For General Information.

The winter mail will be despatched from Quebec for Upper Canada on the following days: Monday, 2nd Jan., 1809: do. 6th Feb.: do. 6th March: do.

3rd April. Each mail may be looked for here (York) from 16 to 18 days after the above periods. The Carrier from Kingston (the Indian Express probably of which we have heard already) is to go on to Niagara without making any stay (unless found necessary) at this place; so that all persons will have time to prepare their letters by the time he returns from Kingston again. W. Allan, Deputy P. M., York, 2nd Jan. 1809." The mail between Montreal and Kingston was carried on the back of one Anderson. Between these two places the postage was nine-pence.

Between 1809 and 1812 we do not light upon many notices of vessels frequenting York Harbour. In 1810, a schooner called the _Lady Gore_ or the _Bella Gore_, commanded by Captain Sanders, and plying to Kingston, was a well known vessel. (It may be noted that in 1811 Governor Gore left York for England, on leave of absence, and was away during the four eventful years that followed.) In 1812, and previously, a sloop commanded by Captain Conn was running between York and Niagara. From some peculiarity in her contour, she was popularly spoken of as "Captain Conn's Coffin." Another sloop, commanded by Captain Grace, was plying between York, Niagara and Kingston about the same time.

The Government vessels with whose names we have become familiar were now either unseaworthy or wrecked. The _Mohawk_, the _Onondaga_, the _Caldwell_, the _Sophia_, the _Buffalo_, are no longer heard of as pa.s.sing in and out of the harbour of York. It had been the fate of the _Toronto Yacht_, while under the command of Capt. Fish, to run on the sands at Gibraltar Point through a mistake as to the position of the light. Her skeleton was long a conspicuous object, visited by ramblers on the Island. This incident occurred just before the outbreak of the war.

Most of the vessels which had been engaged in the ordinary traffic of the Lake were, during the war, employed by the government in the transport service. Captain Murney's vessel, the _Prince Edward_, built, as we have already heard, wholly of red cedar, and still in good order in 1812, was thus employed.

In the fleet on Lake Ontario in 1812-14 new names prevail. Not one of the old t.i.tles is repeated. Some changes made in the nomenclature of vessels during the contest have created confusion in regard to particular s.h.i.+ps. In several instances which we shall specify immediately, in the following list, two names indicate the same vessel at different periods of the war. The _Prince Regent_, the commodore's s.h.i.+p, (Capt. Earl), the _Princess Charlotte_, the _Montreal_, the _Wolfe_, the _Sir Sidney Smith_, the _Niagara_, the _Royal George_, the _Melville_, the _Star_, the _Moira_, the _Cherwell_, the _Gloucester_ (Capt. Gouvereau), the _Magnet_, the _Netley_, the _St. Lawrence_; and the gunboats _Cleopatra_, _Lais_, _Ninon_, _Nelly_, _Regent_, _Thunderer_, _Wellington_, _Retaliation_, _Black Snake_, _Prescott_, _Dreadnought_. In this list the _Wolfe_ and the _Montreal_ are the same vessels; as also are the _Royal George_ and the _Niagara_; the _Melville_ and the _Star_; the _Prince Regent_ and the _Netley_; the _Moira_ and the _Cherwell_; the _Montreal_ and the _Wolfe_; the _Magnet_ and the _Sir Sidney Smith_.

The _Moira_ was lying off the Garrison at York when the _Simcoe_ transport came in sight filled with prisoners taken on Queenston Heights, and bringing the first intelligence of the death of General Brock. We have heard the Rev. Dr. Richardson of Toronto, who at the time was Sailing Master of the _Moira_, under Captain Sampson, describe the scene.--The approaching schooner was recognized at a distance as the _Simcoe_: it was a vessel owned and commanded, at the moment, by Dr.

Richardson's father, Captain James Richardson. Mr. Richardson accordingly speedily put off in a boat from the _Moira_, to learn the news. He was first startled at the crowded appearance of the _Simcoe's_ deck, and at the unwonted guise of his father, who came to the gangway conspicuously girt with a sword. 'A great battle had been fought,' he was told, 'on Queenston Heights. The enemy had been beaten. The _Simcoe_ was full of prisoners of war, to be transferred instanter to the _Moira_ for conveyance to Kingston. General Brock was killed!'--Elated with the first portion of the news, Dr. Richardson spoke of the thrill of dismay which followed the closing announcement as something indescribable and never to be forgotten.

Among the prisoners on board the _Simcoe_ was Winfield Scott, an artillery officer, afterwards the distinguished General Scott. He was not taken to Kingston, but, with others, released on parole.

The year following (1813), York Harbour was visited by the United States fleet, consisting of sixteen vessels. The result other pages will tell.

It has been again and again implied in these papers. The government vessel named the _Prince Regent_ narrowly escaped capture. She had left the port only a few days before the arrival of the enemy. The frames of two s.h.i.+ps on the stocks were destroyed, but not by the Americans. At the command of General Sheaffe, they were fired by the royal troops when beginning the retreat in the direction of Kingston. A schooner, the _Governor Hunter_, belonging to Joseph Kendrick, was caught in the harbour and destroyed; but as we have understood, the American commander paid a sum of money to the owner by way of compensation.--At the taking of York, Captain Sanders, whom we have seen in command of the _Bella Gore_, was killed. He was put in charge of the dockyardmen who were organized as a part of the small force to be opposed to the invaders.

We can imagine a confused state of things at York in 1813. Nevertheless the law a.s.serts its supremacy. The magistrates in sessions fine a pilot 2 15s. for refusing to fulfil his engagement with Mr. McIntosh. "On the 19th October, 1813, a complaint was made by Angus McIntosh, Esq., late of Sandwich, now of York, merchant, against Jonathan Jordan, formerly of the city of Montreal, a steersman in one of Angus McIntosh's boats, for refusing to proceed with the said boat, and thereby endangering the safety of the said boat. He is fined 2 15s. currency, to be deducted from wages due by Angus McIntosh."

It was in May the following year (1814), that Mr. Richardson, while Acting Master on board the _Montreal_ (previously the _Wolfe_), lost his left arm in Sir James Yeo's expedition against Oswego.--The place was carried by storm. After describing the mode of attack and the gallantry of the men, Sir James Yeo in his official despatch thus speaks in particular of the _Montreal_: "Captain Popham, of the _Montreal_," he says, "anch.o.r.ed his s.h.i.+p in a most gallant style; sustaining the whole fire until we gained the sh.o.r.e. She was set on fire three times by red-hot shot, and much cut up in her hull, masts and rigging. Captain Popham," he then proceeds to say, "received a severe wound in his right hand; and speaks in high terms of Mr. Richardson, the Master, who from a severe wound in the left arm, was obliged to undergo amputation at the shoulder joint."

The grievous mutilation thus suffered did not cause Mr. Richardson to retire from active service. Immediately on his recovery he was, at his own desire, appointed to a post of professional duty in the fleet. In October, when the great hundred-gun s.h.i.+p, the _St. Lawrence_, was launched at Kingston, he was taken by Sir James Yeo on board that vessel, his familiarity with the coasts of the Lake rendering his services in the capacity of Acting Pilot of great value.

In the record of disburs.e.m.e.nts made by the Loyal and Patriotic Society of Upper Canada in 1815, we have the sum of One Hundred Pounds allotted on the 22nd of April to "Mr. James Richardson, of the Midland District,"

with the following note appended: "This gentleman was first in the Provincial Navy, and behaved well: he then became Princ.i.p.al Pilot of the Royal Fleet, and by his modesty and uncommon good conduct gained the esteem of all of the officers of the Navy. He lost his arm at the taking of Oswego, and as he was not a commissioned officer, there was no allowance for his wounds. The Society, informed of this and in consideration of his services, requested his acceptance of 100."

By a curious transition, instances of which are now and then afforded in the history of individuals in every profession, Mr. Richardson became in after years an eminent minister in the Methodist Society; and at the age of 82 was known and honoured far and wide throughout Upper Canada as the indefatigable bishop or chief superintendent of that section of the Methodist body which is distinguished by the prefix Episcopal.

In 1814 it would appear that Commodore Chauncey and his fleet were no longer dominating the north sh.o.r.e. The _Netley_, formerly the _Prince Regent_, is mentioned as being again in the harbour of York. On the 24th of July she took over Lieut.-General and President Drummond, when on his way to support General Rial at Lundy's Lane. "I embarked," General Drummond says in his despatch to Sir George Prevost describing the engagement at Lundy's Lane; "I embarked on board His Majesty's schooner _Netley_, at York, on Sunday evening, the 24th instant (July), and reached Niagara at daybreak the following morning." He then pushed on from Niagara to Lundy's Lane with 800 rank and file, and was the undoubted means of preventing a hard-contested fight from ending in a defeat.

On the 24th of December in this year the Treaty of Ghent was signed, by which, to adopt its own language, "a firm and universal peace was re-established between His Britannic Majesty and the United States, and between their respective countries, territories, cities, towns and people of every degree, without exception of persons or places."

[Ill.u.s.tration]

x.x.xI.

THE HARBOUR: ITS MARINE, 1815-1827.

Soon after the close of the war with the United States in 1814, the era of steam navigation on Lake Ontario opens. The first steamer, the _Frontenac_, was launched at Ernesttown, on the Bay of Quinte, in 1816.

Her trips began in 1817. The length of her deck was 170 feet; the breadth, 32 feet; her burden, 700 tons; her cost, 15,000; her commander, Capt. James McKenzie, a retired officer of the Royal Navy.

In 1818 we observe an enactment of the Provincial Legislature, having reference to steam navigation. It is decreed that the usual s.p.a.ce occupied by the engine and machinery in a steam vessel, with the requisite stowage of wood, should be taken to occupy one-third of such vessel, and that such vessel should only pay Lighthouse or Tonnage Duty on two-thirds of her admeasurement.

In successive numbers of the Kingston _Chronicle_, the advertis.e.m.e.nt of the _Frontenac_, occupying the width of two columns, conspicuously appears, with a large rude woodcut of a steamer with two smoke-pipes at the top. For the sake of the fares and other particulars, we copy this doc.u.ment (from the _Chronicle_ of April 30, 1819). "The Steamboat _Frontenac_, James McKenzie, Master, will in future leave the different ports on the following days: viz., Kingston for York, on the 1st, 11th and 21st days of each month. York for Queenston, 3rd, 13th and 23rd days of each month. Niagara for Kingston, 5th, 15th and 25th days of each month. Rates of Pa.s.sages: From Kingston to York and Niagara, 3. From York to Niagara, 1. Children under three years of age, half-price; above three, and under ten, two-thirds. A Book will be kept for entering the names of pa.s.sengers, and the berths which they may choose at which time the pa.s.sage money must be paid. Pa.s.sengers are allowed sixty pounds weight of baggage; surplus baggage to be paid for at the usual rate.

Gentlemen's servants cannot sleep or eat in the Cabin. Deck pa.s.sengers will pay fifteen s.h.i.+llings, and may either bring their own provisions, or be furnished by the Steward. For each dog brought on board, five s.h.i.+llings. All applications for pa.s.sage to be made to Capt. McKenzie, on board. Freight will be transported to and from the above places at the rate of four s.h.i.+llings per barrel bulk, and Flour at the customary rate delivered to the different consignees. A list of their names will be put in a conspicuous place on board, which must be deemed a sufficient notice; and the Goods, when taken from the Steamboat will be considered at the risk of the owners. For each small parcel, 2s. 6d., which must be paid on delivery. Kingston, April 28th, 1819." Capt. McKenzie has acquired confidence in himself and his vessel in 1819. An earlier notice in the _Chronicle_, relating to the _Frontenac_, was the following. Its terms show the great caution and very salutary fear which governed the action of sea captains, hitherto without experience in such matters, when about to encounter by the aid of steam the perils of a boisterous Lake. "Steamboat _Frontenac_ will sail from Kingston for Niagara, calling at York, on the 1st and 15th days of each month, with as much punctuality as the nature of the Lake navigation will admit of."

The ordinary sailing craft of the Lake of course still continued to ply.

We hear of a pa.s.senger-boat between York and Niagara in 1815, called the _Dove_; also of the _Reindeer_, commanded for a time by Captain Myers.

In 1819-20 Stillwell Wilson, with whom we are already acquainted, is in command of a slip-keel schooner, carrying pa.s.sengers and freight between York and Niagara. The _Wood Duck_ was another vessel on this route. (In 1828 the _Wood Duck_ is offered for sale, with her rigging and sails complete, for Four Hundred Dollars cash. "Apply to William Gibbons, owner, York." She is afterwards the property of Mr. William Arthurs.) The _Red Rover_, Captain Thew, and the _Comet_, Captain Ives, were others. The _Britannia_, Captain Miller, was a visitant of York harbour about the same period; a top-sail schooner of about 120 tons, remarkable for her specially fine model. She was built by Roberts, near the site of what is now Wellington Square, and was the property of Mr. Matthew Crooks, of Niagara.

Captain Thew, above named, afterwards commanded the _John Watkins_, a schooner plying to York. Captain Thew encountered a little difficulty once at Kingston, through a violation, unconsciously on his part, of naval etiquette. A set of colours had been presented to the _John Watkins_, by Mr. Harris of York, in honour of his old friend and a co-partner whose name she perpetuated. It happened, however, through inadvertency, that these colours were made of the particular pattern which vessels in the Royal Service are alone ent.i.tled to carry; and while the _John Watkins_ was lying moored in the harbour at Kingston, gaily decorated with her new colours, Captain Thew was amazed to find his vessel suddenly boarded by a strong body of men-of-war's men, from a neighbouring royal s.h.i.+p, who insisted on hauling down and taking possession of the flags flying from her masts, as being the exclusive insignia of the Royal Navy. It was necessary to comply with the demand, but the bunting was afterwards restored to Captain Thew on making the proper representations.

In 1820, Capt. Sinclair was in command of the _Lady Sarah Maitland_. We gather from an _Observer_ of December in that year, that Lake Ontario, according to its wont, had been occasioning alarms to travellers. An address of the pa.s.sengers on board of Capt. Sinclair's vessel, after a perilous pa.s.sage from Prescott to York, is recorded in the columns of the paper just named. It reads as follows: "The subscribers, pa.s.sengers in the _Lady Maitland_ schooner, beg to tender their best thanks to Capt. Sinclair for the kind attention paid to them during the pa.s.sage from Prescott to this port; and at the same time with much pleasure to bear testimony to his propriety of conduct in using every exertion to promote the interest of those concerned in the vessel and cargo, in the severe gale of the morning of the 4th instant (Dec. 1820). The manly fort.i.tude and unceasing exertions of Capt. Sinclair, when the situation of the vessel, in consequence of loss of sails, had become extremely dangerous, were so highly conspicuous as to induce the subscribers to make it known to the public, that he may meet with that support which he so richly deserves. The exertions of the crew were likewise observed, and are deserving of praise.--D. McDougal, James Alason, G. N. Ridley, Peter McDougal."

This was probably the occasion of a doleful rejoinder of Mr. Peter McDougal's, which became locally a kind of proverbial expression: "No more breakfast in this world for Pete McDoug." The story was that Mr.

McDougal, when suffering severely from the effects of a storm on the Lake, replied in these terms to the cook, who came to announce breakfast. The phrase seemed to take the popular fancy, and was employed now and then to express a mild despair of surrounding circ.u.mstances.

In 1820 a Traveller, whose journal is quoted by Willis, in Bartlett's _Canadian Scenery_ (ii. 48), was six days in accomplis.h.i.+ng the journey from Prescott to York by water. "On the 3rd of September," he says, "we embarked for York at Prescott, on board a small schooner called the _Caledonia_. We performed this voyage, which is a distance of 250 miles, in six days." In 1818, Mr. M. F. Whitehead, of Port Hope, was two days and a-half in crossing from Niagara to York. "My first visit to York,"

Mr. Whitehead says in a communication to the writer, "was in September, 1818, crossing the Lake from Niagara with Dr. Baldwin--a two and a-half days' pa.s.sage. The Doctor had thoughtfully provided a leg of lamb, a loaf of bread, and a bottle of porter: all our fare," adds Mr.

Whitehead, "for two days and a-half." We have ourselves more than once, in former days, experienced the horrors of the middle pa.s.sage between Niagara and York, having crossed and re-crossed, in very rough weather, in the Kingston Packet, or _Brothers_, and having been detained on the Lake for a whole night and a good portion of a day in the process. The schooners for Niagara and elsewhere used to announce the time of their departure from the wharf at York in primitive style, by repeated blasts from a long tin horn, so called, sounded at intervals previous to their casting loose, and at the moment of the start. Fast and large steamers have, of course, now reduced to a minimum the miseries of a voyage between the North and South sh.o.r.es; but these miseries are still not slight at the stormy seasons, when Lake Ontario often displays a mood by no means amiable--

"Outrageous as a sea, dark, wasteful, wild, Up from the bottom turned by furious winds And surging waves."

It is some consolation to reflect, that with all the skill and appliances at the command of English engineers and s.h.i.+pbuilders, it has been found hitherto impossible to render the pa.s.sage from Dover to Calais a luxury; nor possibly will that result be secured even by the enormous ferry-steamers which are projected. In 1791, twenty-four hours were occasionally occupied in the pa.s.sage from Dover to Calais. "I am half-dead," writes the learned traveller Dr. E. D. Clarke, at Calais, to his mother; "I am half-dead with sea-sickness: twenty-four hours'

pa.s.sage from Dover."