Second Welland Canal - Book 3, Survey Map 17 - Through Humberstone

Survey map of the Second Welland Canal created by the Welland Canal Company showing the area through Humberstone. Identified structures associated with the Canal include Spoil Banks, Towing Path, Back Ditches and Culvert. Surveyor measurements and notes can be seen in red and black ink and pencil. Local area landmarks include Lyons Creek and Big Elm Tree. Roads running parallel to Canal include the south Road Allowance and the Road to Port Colborne. Roads running perpendicular to Canal include Road Allowance between the 3rd and 4th Concessions, Road Allowance between the 4th and 5th Concessions. Properties are noted as Lot No. 28, 4th Concession, Lot No. 27, 4th Concession and Lot No. 26, 4th Concession."Humberstone"

Second Welland Canal - Book 3, Survey Map 18 - Through Humberstone

Survey map of the Second Welland Canal created by the Welland Canal Company showing the area through Humberstone Township. Identified structures associated with the Canal are the north and south back ditches, Towing Path and spoil banks. Surveyor measurements and notes can be seen in red and black ink and pencil. Local area landmarks include Tram Way to Peat Beds. Roads running parallel to Canal are the Road to Port Colborn and the northern Road Allowance. Roads running parallel to Canal are Road Allowance between the 2nd and 3rd Concession, Road Allowance between the 3rd and 4th Concession. Properties and property owners are noted as follows: J. Thompson, J. Sullivan, J. Leady, John Neff and Peter Neff. Other properties include: Lot No. 27, 3rd Concession, Lot No. 26, 3rd Concession and Lot No. 25, 3rd Concession."Humberstone" - Scale 4 Chs. per Inch

Second Welland Canal - Book 3, Survey Map 19 - Petersburgh and Humberstone

Survey map of the Second Welland Canal created by the Welland Canal Company showing the areas in and around Petersburg and Humberstone. Identified structures associated with the Canal include North and South Back Ditches, Bridge Tender's Building, Towing Path, Old Back Ditch, and Covered Drain. Features of the First Welland Canal are noted in red ink. Surveyor measurements and notes can be seen in red and black ink and pencil. Local area landmarks include bridge, barns, ruins of Stone Mill (burnt), Wesbern (Wabern) Hotel and spoil banks. Roads labelled running parallel to Canal is the south Road Allowance. Roads perpendicular to Canal include Road Allowance between 1st and 2nd Concession, Road to Waterloo Ferry, Road Allowance between 2nd and 3rd Concessions. Properties and property owners/renters are identified as follows: A. Augustine, Captain Duffil, O. Farres, I. Schooley, George Augustine, E. Schooley (Schooly), R. and J. Kilmer (Killmer), J. Urich, J. Thompson (Tompson), M. Reeb, G. Wilson, J. Klee, John Steel, E. Augustine, Furry, J. Jackson, Robert House, R. White, J. Crame, D. Saff, J. Kinnard, J. Schooley, Dickson, C. Erhoff, and G. Rother."Village of Petersburgh" - Scale 2 Chs. per Inch "Humberstone" - Scale 4 Chs. per Inch,

Second Welland Canal - Book 3, Survey Map 20 - Village of Port Colborne

Survey map of the Second Welland Canal created by the Welland Canal Company showing the areas in and around Port Colborne and Grantham Township. Identified structures associated with the Canal include Basin, Guard Lock, Two Lock Tender Houses, Lock House Lot, Collectors Office House, Towing Path, North and South Back Ditches, and land reserved for future improvemnt of basin. Surveyor measurements and notes can be seen in red and black ink as well as pencil. Local area landmarks dentified include Bridge, Rail Road Swing Bridge, Spoil Bank, Water Tank, Frazer Street Railway Station, Buffalo and Lake Huron Rail Road, Welland Rail Road, and land reserved for "Gardens for Lock Tenders". Local businesses identified include A.K Scholfield Store House Lot and Wharf, two stores and a tavern. Roads running parallel to Canal include King St., "present Travel Road", and the Southern Road Allowance. Roads running perpendicular to Canal include Kent St., Charlotte St., Clarence St., Princess St., Elgin St., George St., Frazer St., Alma St., Eastern Road Allowance. Properties and property owners are also identified and include P. White, John Flynn, George McMicking, Charles Carter, William H. Merritt, A.K. Scholfield, F. Gallgher, Ed McCabe, M. Smith, E. Lawder, J. Hanley, J. Harris, P. Gibbons, M. McGoveran, M. Madden, J. Hardison, T. Nihan, D. Gibbons, J. Cross, William Mellanby, Elis Gordon, Jane McCardy, L.G. Carter, T. Greenwood, C. Armstrong, J. McGillivray, T. Schofield, Mrs. Lanue, D. Mc_______, K. Minor, J. Manly and John McRae.

John O. McKellar (ship) certificates, 1952-1983.

The John O. McKellar was a ship that belonged to the Scott Misener fleet. The first ship named after McKellar was launched on Januaray 25, 1929, from Wallsend, England, and was bound for Sault St. Marie, Ontario. This ship became part of the Colonial Steamship Company in 1950, and in 1952 was renamed the J.G. Irwin when construction of a new John O. McKellar was completed. John Oscar McKellar was born on June 28, 1878 in Lobo Township, Middlesex County, west of London, Ont. He worked as a marine engineer, and became acquainted with Robert Scott Misener when the two were shipmates serving with the Algoma central fleet. In 1919, the two men joined forces to run a shipping company. Together, they purchased the wooden steamer "Simon Langell", and worked together on the ship for the next three years. Throughout his career with Misener's company, John McKellar served as Chief Engineer, then Marine Superintendent, and finally Secretary-Treasurer. He died on September 19, 1951.

St. Lawrence Seaway Authority fonds, 1984-1991, n.d.

The St. Lawrence Seaway is a system of locks, canals and channels. Construction of the seaway began in 1954 and it opened on April 25th, 1959. It consists of a 189 mile (306 kilometer) stretch of the seaway between Montreal and Lake Ontario. The Seaway is considered to be an engineering feat with 7 locks in the Montreal – Lake Ontario section which lift vessels to 246 feet (75 meters) above sea level. The 28 mile (44 kilometer) Welland Canal is the fourth version of a link between Lake Ontario and Lake Erie. Today there are 8 Canadian locks which lift ships 326 feet (100 meters) over the Niagara Escarpment. The St. Lawrence Seaway Authority is a Canadian Government Crown Corporation which is financially self-sufficient. It depends on the tolls charged to the users of the Seaway for its revenue and operating expenses.

Sullivan Agent Confesses, [1948]

The National Seaman’s Association was a labour recruiter hiding behind a union-like name. It was run by H.N. McMaster who collected fees from companies and dues from workers. With McMaster in charge, shipping interests could claim that their seamen had a union, but ship-owners were free to push their vessels and their workers to the breaking point. In 1935, the members on the Great Lakes decided to strike. One year later, they created their own union and amalgamated with a Montreal-based independent body to create the Canadian Seamen’s Union headed by a ship’s cook who became a union leader, John Allan Patrick “Pat” Sullivan. By the late 1940s, almost all sailors on Canadian ships were CSU members. Right from its inception in 1936, Communists were prominent among the leaders of the union. Sullivan had been recruited to the Communist party that year and the union had a close rapport with the party. On June 8, 1940, Pat Sullivan was arrested because of his affiliation with the Communist party. He was incarcerated until March 20, 1942. No charges were laid, no bail was set and there was no trial. After his release, Sullivan was elected second vice-president of the Trades and Labour Congress of Canada. In 1943, Percy Bengough was elected as president and Sullivan was elected as secretary treasurer of the TLC while maintaining his role as president of the CSU. On March 14, 1947 Sullivan made a shocking announcement that he was resigning from the CSU and the Labor-Progressive Party. He claimed that the CSU was under the full control of the Communists. Within a month of this announcement, he emerged as the president of the Canadian Lake Seamen’s Union. Ship-owners never really reconciled themselves to having their industry unionized, and in 1946 there was a seamen’s strike in which the union won the eight-hour day. In 1949, the shipping companies had a plan to get rid of the union and were negotiating behind their back with the Seafarers International Union (SIU). In a brutal confrontation, led by Hal Banks, an American ex-convict, the SIU was able to roust the CSU and take over the bargaining rights of Canadian seamen. On July 15, 1948, Robert Lindsay, who was Sullivan’s Welland business agent said that to the best of his knowledge, Sullivan’s outfit, the CLSU, was under the control of some of the Steamship Companies. Lindsay had heard that there was a movement to get rid of Bengough of the Trades and Labour Congress as well as elements of the CSU. He also had heard that the CLSU wanted to affiliate with the American Federation of Labor. Lindsay’s allegations raised the questions: Were the ship-owners powerful enough to oust Percy Bengough because he supported the seamen? Could the CLSU get an affiliation with the American Federation of Labor? and Would the American Federation of Labor actually affiliate with a union that was siding with employers against a locked-out union?

Wakeman Burritt fonds, 1807-1814

Wakeman Burritt (1785-1847) was a merchant and ship owner who conducted his business in New York, New Orleans, LA, Charleston, SC, and the West Indies. Despite the difficulties that the Embargo Act of 1807 and the War of 1812 posed to trade and commerce, Burritt managed to run a successful business, dealing in commodities such as foodstuffs, cloth, cotton, and soap. He owned three ships, the Brig Cannon, Brig Eunice and Brig Sampson. In 1809, he married Grace Burr (1787-1874). Together they had at least one child, Francis Burritt (1811-1861).

Port Weller Dry Docks collection, 1959-1967

Port Weller Dry Docks Limited was officially established on April 25, 1946, near Lock 1 of the Welland Canal. Charles A. Ansell was the company’s first President and General Manager. Initially, the company focused on repairing ships, but in June, 1951, built their first ship, the Scott Misener. In 1956, the Upper Lakes and St. Lawrence Transportation Co. purchased all of the shares of Port Weller Dry Docks Limited. In the mid-eighties, ULS (Upper Lakes Shipping) International (which owned the Port Weller dry docks), and Canada Steamship Lines, merged their operations. As a result, the Port Weller Dry Docks became a division of this newly formed company, known as Canadian Shipbuilding and Engineering Limited. In 2007, Seaway Marine & Industrial Inc. took over ownership of the Port Weller Dry Docks, but declared bankruptcy in July 2013.

Wakeman Burritt Fonds

Fonds consists of correspondence between Wakeman Burritt and his business associates, as well as receipts and documents concerning the shipping vessels Brig Cannon, Brig Eunice, Brig Sampson, and several other vessels. Reference is made in some documents to the effects of politics on commerce, most notably the Embargo Act of 1807 and the War of 1812. The correspondence consists of 53 letters, 40 of the letters being addressed to Wakeman Burritt, with the remaining 13 letters being retained copies of letters written by Burritt to Samuel Cannon. There are also 17 letters written to Burritt by LeGrand Cannon of Norwalk, CT. The remaining letters to Burritt consist of two letters from his wife Grace Burritt, and other business associates, including Thomas Andrews, Stephen Arnold, Ezra Burr, Talcott Burr, Talmon Burr, Wm. M. Betty & Co., Samuel Cannon, Edward Jessup, Hugh Knox, Jonathan Meigs, Samuel Morehouse, Stephen Morehouse, W & B St. John, Oliver Sherman, Anthony Stow, and Ogden Richards Weldon. The shipping vessel material includes 52 documents concerning Brig Eunice, 27 documents for Brig Sampson, 14 documents for Brig Cannon, and 18 miscellaneous documents for vessels such as the Schooners Maria, Hope, Nassau, and Henry, Sloops Fox and Sally, and the Brig Diana and Emeline. The documents include receipts for piloting into port, for wharfage, and for supplies and repairs, as well as lists of disbursements, freight lists, and payments made to men working on the ships.

Thorold Tunnel opening ceremony photographs, September 18,1968.

Construction on the Thorold tunnel began in 1965 and was completed in 1967. It was designed by H. G. Acres & Company Ltd. and built by Pitts-Atlas, a joint venture of C.A. Pitts, General Contractor Ltd., and Atlas Construction Company Ltd. The tunnel replaced two lift bridges (Bridge 9 at Ontario Paper Co. and Bridge 7) that carried traffic over the Welland Canal. The majority of the construction occurred during the winter months, when the canal was closed to shipping. The water was drained and concrete sections shaped liked tubes were poured, creating the tunnel. During the summer months, the end sections of the tunnel were constructed so that shipping could continue uninterrupted. The 24 million dollar project was financed jointly by the Department of Highways and the St. Lawrence Seaway Authority. The tunnel was officially opened on September 18, 1968.

Letter - E.C. Schmon to Arthur A. Schmon, 24 November 1919

The letter begins with a retelling of the days activities (washing, cleaning etc.). The second part of the letter mentions the Normans (Canadians). He is connected to a steamship company that travels the St. Lawrence shipping timber. The Normans know of Colonel McCormick and are familiar with Shelter Bay. The letter is labelled number 54.

Letter written by Napoleon Buonaparte (Bonaparte) to Guillaume Thomas Francois Raynal, June 24, 1790

Translation: Sir, It will probably be difficult for you to remember among the many strangers who annoy you with their admiration of a person to whom you kindly made civilities last year1 during a pleasant conversation about Corsica. I would be grateful if you could take a look at this sketch of his history.2 I present here the first of two letters. If you agree to them, I will send you the end. My brother, whom I recommend not to forget his deputies' commission to escort Paoli to his country,3 and to come and receive a lesson in virtue and humanity, will give them to you. I respectfully your most humble and obedient servant.4 Buonaparte, artillery officer Ajaccio, [Corsica] June 24 the first year of freedom [1790]5 1 Relations between Napoleon and Raynal have begun in 1789, which seems to confirm a confidence to Las Cases ( Memorial of St. Helena , La Pléiade , vol. I, p. 83) . 2 Latest version of history project of Corsica : Letters on Corsica to Abbe Raynal . 3 Joseph is part of a delegation sent by the city of Ajaccio to host Paoli 's return from exile in London . In doing so he has to go through Marseille where Raynal resides. 4 Shipping autograph, National Archives , 400 AP Biography 1. In the first years of Napoleon Bonaparte (1840) , Coston gives a rough version of this letter that it dates from 1786 , which is impossible because Raynal did not return to France that ' in 1787. Published for the first time in the Memories of Lord Holland (1851) , shipping is now kept in the national Archives Napoleons funds . 5 The letter is dated "June 24, the first year of freedom" (the word "freedom" is underlined twice). Given the dates of stay in Corsica Napoleon, it seems that is present in Ajaccio the month of June in 1790.

Bill of Lading from Oporto, Portugal, 1906

A bill of lading for the UK shipping company Ellerman Lines. The cargo on board is "Four Quarter Casks Red Port Wine" in Oporto, Portugal and bound for Liverpool, England. The document is dated 1 August 1906.

Dominion Marine Association records, 1972-1986

Established in 1903, the Dominion Marine Association was formed as an association of Canadian shipping companies. The Association had two main objectives. The first was to protect and advance the interests of Canadian shipowners, as well as Canadian consumers and exporters, to the extent that these interests are affected by government legislation and regulations. The second objective was to promote navigational safety through use of the latest technology, and through the continuous progress of vessel design. In 1988, the Association changed its name to the Canadian Shipowners Association.