Croil, James. Steam Navigation: Its Relation to the Commerce of Canada and the United States. Toronto: William Briggs, 1898.

Although dated, it gives a descriptive and detailed sketch of steam travel in Canada in the 19^th century with descriptions of companies and ships as well as general notes on commerce and industry related to shipping and steam

Of particular note is Ch. 7 The St. Lawrence Route
(p.28-29) Describes the horse-boat with an illustration
Also includes discussion of the St. Lawrence canals (prior to 1898)

Department of Transport. The Canals of Canada. Ottawa: Printer to the King’s Most Excellent Majesty, 1946.

This booklet gives an overview of the canals of Canada in 1946, although a fairly technical document, this booklet does contain information pertaining to the history of the canals on the St. Lawrence.
Pg. 9 describes the St. Lawrence canal route.
Pg. 13 chronicles the Cornwall Canal.

1834-1842 – First canal built to provide 9 feet draught
1876-1904 – Canal enlarged to 14 feet draught.

Pg. 14 chronicles the Williamsburg Canals

1844-1847 – First built to provide 9 feet draught
1897-1901 – Canal enlarged to 16 feet draught
This canal enables vessels ascending the river to avoid the Farran Point Rapids. Descending vessels run the rapids with ease.

Pg. 14 chronicles the Rapide Plat Canal

1844-1847 – First canal built to 9 feet draught
1884-1904 – Canal enlarged to 14 feet draught
Ascending vessels use the canal to by-pass the Rapide Plat, while descending vessels run the rapids safely unless the water level is low.

Pg. 15 chronicles the Galop Canal

1844-1846 – First canal in two sections, one at Cardinal and one at Iroquois, build to provide 9 feet draught
1849-1851 – Junction canal built along river bank to connect the two original sections and to increase available draught at Iroquois.
1888-1904 – Canal enlarged to 14 feet draught.
This canal enables vessels to overcome the rapids at Pointe aux Iroquois, Point Cardinal and the Galop.

Attached to the back cover of the booklet is a map of the canals of Canada. An partial image of the map has been scanned.

Gardner, John. The Saint Lawrence Skiff. Clayton, NY: Shipyard Museum, 1977.

Gardner notes that the skiff is the only boat of its size known to sail without a rudder, steering oar, no fin or anything of the like.
In 1885, an American magazine The Century Magazine, covering canoeing on the St. Lawrence mentioned the skiff. Mentions that visitors call the boat a skiff, while natives called it a skift.
Claims that it was likely invented by Xavier Colon of Clayton, NY in 1868, however the author notes that this has been disputed but there is little evidence to support other claims.
Gardner suggests that the skiff was originally built to haul fishing parties out to the often rugged waters of the St. Lawrence during the post-American Civil War Boom.
There was great rivalry between the fishing guides of Gananoque and Clayton, NY.
Pg. 5 gives an 1885 account of how the skiff was steered using a sail and ballast.
Pg. 5 has an image of the stability test of a skiff.
Gardner questions the ability of skiff. He asks preeminent naval architect Dwight B Simpson of Boston whether the skiff is as great as it is made out to be. Simpson contends that, “The true St. Lawrence Skiff is about the best small boat ever developed for more or less open water.

Gillesse, Philip. Small Non-Steam Cargo Vessels on the St. Lawrence River in the 1860`s. Morrisburg: St. Lawrence Parks Commission, 1998.

This is an internal document produced for Upper Canada Village in an effort to help them recreate a historically accurate vessel for their small canal that borders the village.
The first section of the report covers the development of transportation on the St. Lawrence River.
Pg. 2 – The French Period, 1671 to 1760 – Initially European explorers used birch bark canoes exclusively. In 1671, Corslles, the governor of New France, sent a type of planked vessel called a bateau plat up the St. Lawrence from Montreal possibly to Lake Ontario. These boats were better able to carry heavy cargo and canons which were needed to expand French dominance in North America. Consequently, Ft. Frontenac was established in 1673. By 1687 there were 198 bateau plats stationed at Ft. Frontenac. Bateaus were cheaper and easier to build than canoes and could hold more cargo.
Pg. 3 covers the coming of the Loyalists, 1784. The War of Independence produced to aspects of outcome that are of particular interest: the first was the emergence of Canada as a distinct political entity (with the upper St. Lawrence River forming part of the southern boundary), and the second was the influx of approx 42000 refugees who supported Britain, of which approx 6000 settled in Upper Canada, many along the St. Lawrence. The establishment of settlements and military installations in Upper Canada required that improvements be made to navigation on the St. Lawrence. Between 1779 and 1783, the British built canals at the Cascade and the Coteau rapids to accommodate bateaus.
The bateau was essential in moving Loyalist up the St. Lawrence so that Upper Canada could be settled in an effort to avoid American annexation of Ontario. Each bateau could carry 4 or 5 families. The journey up river was extremely arduous and took up to 19 days.
The reconstruction of the locks at the Cascade and Coteau rapids allowed for bigger boats. The Durham boat came on the scene in 1809 when it was brought up the Mohawk River to the St. Lawrence where it essentially put an end to the bateau`s dominance on the river, although they were still used frequently. This is because the Durham has a carrying capacity that is ten times greater than the bateau. Image of a Durham Boat on the St. Lawrence can be found at the Nation Archives of Canada (ref # C-115051)
The Durham had to be either fully or partially unload depending on the severity of the rapids when ascending the river.
With the emergence of the Rideau Canal, a triangular system of trade developed between Montreal, Kingston and Ottawa. With Durham`s going from Kingston to Montreal, steamers would tow cargo and empty Durham boats up the Ottawa River and then down the Rideau Canal back to Kingston. Good image of a steamer towing three Durham boats in Kingston harbour at the National Archives of Canada (ref # C-510)
Barges became a popular method of transporting goods in the 1850s on the St. Lawrence.
Pg. 36 sailing scows were common for local trade, but are not well documented because of their low status.

Gowans, Alan. Building Canada: An Architectural History of Canadian Life. Toronto: Oxford University Press, 1966.

Being an architectural history of Canada, its scope is rather vast. However, it does discuss to great extent and detail the architecture of British North America – that being the concern of this study as far as riparian architecture is concerned

Part 2: British North America, details the 18^th century classical tradition in Canada with chapters on the American Classical Vernacular that the Loyalists brought with them to Upper Canada and American Classical Revival, as well as British Colonial Classicism which was found in the larger Palladian type homes. Also discusses Victorian architecture and its late 19^th century influence on Upper Canada, but less related to the River than the Vernacular had been in the settlement period. The Vernacular architecture was what typified riparian settlement and is therefore of most importance to the study.
(p.46-54) Describes the American Classical Vernacular which was to become the Vernacular Loyalists as the Loyalists brought this style form North Eastern U.S. and added a subtle British element
Typified by their modest size, heavy stone work, simple fenestration and double gables

Hearn, R.L. Great Lakes St. Lawrence Seaway: Summary of Estimates of Cost of Improvement for Navigation and Power, Lake Ontario to Montreal Harbour submitted during the Period 1921-1954.

This is a pre-Seaway report detailing the cost estimates of various proposals for Seaway expansion submitted between 1921 and 1954. In all, there were 11 cost estimates submitted to one or more of the following bodies: the Canadian government, the US government, the International Joint Commission, the Hydro-electric Power Commission of Ontario.
Cost estimates range from $160,337,380 in 1921 to $642,090,955 in 1953 (for power production only)
The end of the book contains many large pullout maps used to project the extent of the project’s impact on the river, including where dykes and damns would be built, where dredging was needed, where the canals would be located and ultimately where the new river would settle after it was flooded. It is interesting to note that the maps indicate that this is not an exact projection and more onsite evaluation would be needed during the project.

**Henbest, Bruce. The Riverfront of Upper Canada Village. Morrisburg, Ont., Upper Canada Village, 1990.

An extensive document created for a proposed plan of addition to the Upper Canada Village heritage expression, it details mid-nineteenth century riverfront heritage in Upper Canada and is therefore extremely useful in numerous ways to the study of the Upper St. Lawrence. It is, however, an internal document created for Upper Canada Village and therefore must only be accessed and used with permission of the institution. However, permission was granted for a photocopy of the annotated bibliography and is attached to this document’s printed version. Although, because of the nature of the document, use of the information Henbest has gathered and written on may not be permissible, the following examples of his work can be used to direct future researchers to the sources from which he has gathered his information

Contains an excellent bibliography with annotations for institutions the author visited while conducting research such as the National and Ontario Archives and various museums along the river, much in the same format as the preliminary research conducted by the authors for TIARA
(p.2) “This examination begins by introducing the physical characteristics of the River, its symbolic impact, and some general impressions of the River offered by observers of the time. Next, the idea of the Saint Lawrence River as a “highway” is discussed, including discussions of river traffic, vessel types and functions, highway building and maintenance, navigational aids, and regulations. Third, there is a shift to the Saint Lawrence River as a source of trade and commerce, including discussions of the types of riverfront businesses and their relation to the River (the River as habitat and as a source of power and fresh water will be considered here). Fourth, the recreational activities associated with the river are considered. Fifth, a comparative focus is taken in order to highlight the diversity among smaller waterfront communities.”
It also includes remarks and recommendations for further research and an annotated list of sources consulted with appendices and files providing further information on certain topics
(p.8) The River as a Symbol and General Impressions is an interesting introduction to the river and a description of early perceptions of the river as a powerful and beautiful symbol of nature romanticized and respected in such mediums as literature by authors such as Dickens and James MacPherson Le Moine
(p.9) It was also a dangerous place, not only for the ravages of nature, but for the unruly characters and shipments that water traffic often brought to the wharves and towns of the River where taverns and inns supported the transients with alcohol and made “water street” an offensive place at night to the discrete citizen (see J.A. Morris, Prescott, 1810 – 1867)
(p.10) River slowly transformed from a place of adventure and dangerous to that where river travel was common place
(p.15-18) The River, for much of its history, was a highway for transporting immigrants to Upper Canada (later Canada West); describes the passage and steamers transporting immigrants including the often awful health conditions with outbreaks of such diseases as cholera – see Blockhouse Island, Brockville. Many towns built immigrant sheds to quarantine the newly arrived i.e.
Gives figures from research of such things as amount of vessels going through locks or the river in a particular year, the type of vessel etc.
(p.23) List of steamers landing at Dickinson’s Landing
Looks at through traffic as well as local traffic
(p.29) Horse-driven ferries, from Tweedsmuir History of Aultsville; includes picture of the first horse ferry
(p.34) Use of ice boats when snow and ice was starting to melt (from Boyd, Story of Garden Island, 27)
File, “Posters” contains references to various advertising posters for tourism i.e. Grand Trunk Railway in partnerships with Canadian Inland Steam Navigation Company advertised a series of joint trips to travellers
(p.37) Archives of Ontario have photographs of early canal construction such as the St. Lawrence canals and Galop, descriptions come from sources such as Arthur Weir, The Beginnings of the St. Lawrence Route
(p.40s) Descriptive discussion of canal building and maintenance; employment, wages, superintendents, lockmasters and labourers, housing, dredging etc.
(p.46-50) Construction of wharves, government documents
(p.50s) From Weir, The Beginnings, p.15, discusses introduction of navigational aids; as early as 1785, buoys and lighting had been proposed for the river. Continues with construction, operation, and location of lighthouses; i.e. use of sperm oil in 19^th century, inventories, operating season for False Duck Island (p.59)
(p.62) Highway Regulation; shipping regulations and restrictions, local restrictions, freight rates
(p.63-73) Describes customs operations; customs houses, sample tables of yearly import/exports, fares, locations, facing off against smugglers
(p.74) Riverfront Trade and Commerce is an excellent and important section within the work that details various commercial activities in towns and cities along the river including sites such as Dickinson’s Landing, Darlingside, and Rockport etc.
(p.74) W. J. Ransom describes Dickinson’s Landing in Tweedsmuir History, p.219
(p.75-77) Very small amount of commercial fishing, suggesting that the construction of canals led to a decline in fishing off shore; most active in the Thousand Islands near Lake Ontario, (taken from Brockville Recorder, Jan. 29, 1865 which refers to a “company of fishermen”)
(p.77) Describes the Ice Cutting/Harvesting – many photographs in National Archives, listed in the Appendix: “Photographs”
(p.79) Describes emergence of tugboats in the canals and tugboat lines (see Calvin, Saga of the St. Lawrence, p.113. 124-128)
(p.83- 93) Describes the wharfingers and fuel dealers, selling cordwood to passing side-wheeler steamers, which appeared at every town along the St. Lawrence. Includes a detailed list of various operations and men who provided these services such as Darlingside at Ivy Lea, Colquhoun at Dickinson’s Landing, Stickler at Lancaster, and government wharves
(p.85) After the 1850s, however, most companies had switched to fuel-efficient propeller steamers and coal-burners from the side-wheelers that used large amounts of cordwood as fuel (from, Johnson, The Picturesque St. Lawrence, p. 209)
(p.86) List of those middle-men (wharfingers) who purchased wood from suppliers and then selling the wood in town or to passing steamers
(p.93) Describing the lumber operations, much information coming from Calvin, Saga of the St. Lawrence, also from Boyd, The Story of Garden Island
(p.99-103) Describes the type of merchandise coming down the River in detail
(p.110-12) Discusses distilleries and breweries on the waterfront with examples of various operations such as Borst and Halliday at Maitland and the large operations at Prescott – Wiser’s
(p.113-114) Tanneries along the waterfront that made use of wood/bark and the water, listing off various operations
(p.115-116) Describes the importance of the potasheries in Upper Canada
(p.119-120) Another type of business on the waterfront, relating to shipping was the cooperage; the cooper being the professional who made barrels for many goods being shipped – Wiser’s employed their own cooperage for the shipment of whiskey
(p.122) Looks at riverfront recration; swimming and bathing was very popular in the river and canals; photos in the national archives of these activities
(p.124) Fishing was popular, and in earlier days, it was often done by spearing by jack-light (from Lindsay, “A History of Sport in Canada, 1807-1867”)
(p. 124) Picnics a popular form of recreation in 19^th century, often included a boat ride or cruise, near the water or on an island. Sometimes a social event, i.e. church picnic
(p.125-128) Describes boating and cruises and their popularity, including racing, most taking from Lindsay, “History of Sport...”
(p.128) Describes various forms of winter recreation such as skating, horse trotting, ice sailing, curling, ice sailing, and hockey
(p.125) Skating became quite popular by the 1860s (from Brockville Recorder and Lindsay, “History of Sport...”, and Tweedsmuir History); mostly done on outdoor rinks on the St. Lawrence and included racing events, most commonly distance racing as well as speed. Also “Fancy” skating, the original figure skating
(p.130) From W.J. Ransom, 207, Describes Horse Trotting at Dickinson’s Landing
(p.131) Ice sailing typically done near or on Lake Ontario (From Lindsay, “History of Sport...”)
(p.131) Curling popular and organized, particularly with Scottish Immigrants, made use of the River as a rink in more sheltered areas
(p.132) From Lindsay, “History of Sport...” hockey games being played in Kingston as early as 1855

Kalman, Harold. A History of Canadian Architecture, V. 1. Toronto: Oxford University Press, 1994.

Provides an in-depth look at Architecture in Canada. Of note is Ch.4 Classicism in Upper and Lower Canada and Ch.5 Building for Communications, Defence, and Commerce

(p.139) The Georgian Classicism (also known as Vernacular) was known for its symmetry and simplicity which reflected calm and order, a British ideal for vernacular architecture
(p.146) Georgian houses arrived in Upper Canada from both the U.S. and Britain where it was already considered old-fashioned i.e. Homewood
(p.160-161) Discusses the log house and shanty
(p.164) Scanned image illustrates the evolution of a log shanty to loyalist home as a family become more situated and permanent
(p.171) Discusses barns
(p.178-183) Examines the architecture of churches in Upper Canada in the nineteenth century
(p.225-226) The Construction of Forts, including that of Fort Henry and Fort Frederick in Kingston
(p.226-229) Examines the construction of blockhouses and the Martello towers
(p.230-240) Discusses the various mills constructed and their designs and use

Keefer, T.C. The Canals of Canada. Ottawa: Transportation Royal Society of Canada, 1893.

This book gives a broad overview of the canals in Canada in 1893, the time period just before the canals on the upper St. Lawrence were expanded from 9 feet draught to 14 feet draught.
Pg 44-45. The effect of the Reciprocity Treaty between Canada and the US resulted in the diversion of Canadian exports destined for Britain to be shipped via New York instead of the St. Lawrence. This started to change in the 1890s.
This book does not go into great depth in its coverage of the Upper St. Lawrence Canals, however it does give a good indication of the debate going on at the time with regards to future canal developments, as well as keeping a careful watch on what the Americans were doing with their canal system.

Keefer, T.C. The Canals of Canada: Their Prospects and Influence. Toronto: Andrew H. Armour and Co., 1850.

Written in 1850, just after the third phase of the canals opened on the St. Lawrence, the book provides insight into the prevailing perceptions of the St. Lawrence Canal system at the time.
Keefer goes into detail how British and American trade laws affected shipping.
Keefer optimistic about the canal`s future. He makes the link that the St. Lawrence was very much involved with the growth of the Canadian economy during this time period, which is just before the railroads made an impact on St. Lawrence shipping.

Lafreniere, Normand. Lightkeeping on the St. Lawrence: the End of an Era. Toronto: Dundurn Press, 1996.

Deals almost exclusively with lighthouse on the lower St. Lawrence, however this book does give a good account of what life was like manning a lighthouse.

Lafreniere, Normand. Canal Building on the St. Lawrence River: two centuries of work 1779-1959. Ottawa: Parks Canada, 1983.

Canals on the upper St. Lawrence were later to be built than those in the lower St. Lawrence because Upper Canada was sparsely populated at the turn of the 19^th century. The Imperial Government was also preoccupied with the Rideau canal, which was seen as more secure than a St. Lawrence canal system linking upper and lower Canada, which was a easy target for American forces should they attack.
The popularity of the Durham boat in the northern US and its subsequent emergence on the St. Lawrence made the previous canals built by Twiss between 1779 and 1781 obsolete. The canals were designed for the bateaux, which was a much smaller boat than the Durham.
Pg. 26 Images of timber rafts shooting the rapids. Available through the Public Archives of Canada.
In the 1830’s, the City of Brockville was afraid that the Rideau would siphon of St. Lawrence trade, and therefore asked the province of Upper Canada to build a canal at the Long Sault rapids. Subsequently the province of Upper Canada undertook the project alone to build the Cornwall Canal.
Pg. 28 The province of Lower Canada systematically opposed expansion efforts of Upper Canada to build canals that would connect that province to the sea.
The Americans finished building the Erie Canal in 1825, which threatened the commercial future of the St. Lawrence. Even with the American canal, the St. Lawrence experienced a spurt of growth in the 1830’s. It became evident that the St. Lawrence canal system would have to be improved, however, both Upper and Lower Canada were heavily indebted and were unable to take on additional public works projects until their union in 1841 when their collective market allowed them to borrow more funds. In 1841, planning for the second phase of canals had begun.
Pg. 35 Image of the construction of the Cornwall Canal around 1840. Available at the Public Archives of Canada.
Careful attention and surveillance of the Cornwall Canal during its construction and just after its opening because the canal hugged the north shore of the river, which necessitated the building of a very solid levee between it and the river. This would have been an easy target for attacking American forces.
The economic context had changed a great deal between the time when second phase of the canals were planned and the time they opened in 1848. The Erie Canal, the end of British protectionism and the railroads all contributed to the St. Lawrence Canals not meeting expectations.
Pg. 41 – while the second phase of the canals failed to capture a substantial amount of commercial trade, they did play a secondary role. In 1847, it was decided that the surplus water in the canals should be leased to individuals or manufacturers as a source of water power.
Following Confederation and the push to open the West, the new government saw the St. Lawrence as vital to shipping Canada exports to Europe. In order to achieve this, in 1875 the Canals Commission recommended that the current canals be deepened from 9 ft to 14 ft. The scope of the undertaking meant that it was not completed until 1904.
Pg. 49 – two types of ships primarily used the 3 generation of the canal system: ocean going ships and Great Lakes freighters, the later being much more common.
Pg. 53 – The St. Lawrence Seaway, which opened on June 26, is the fourth generation of canals on the St. Lawrence.
Pg. 55 – details planning and construction of the Seaway. Preliminary discussions began in 1895, when the Canadian and American governments set up and International Commission to study the feasibility. International Joint Commission was created in 1909, which had a more clearly defined mandate.
75% of freight carried on the Seaway is made up of iron ore and grain (late 1970’s figures).

Below is a copy of the book’s bibliography, which may be useful to future researchers.

Bibliography

SPECIALIZED STUDIES

Camu, Pierre

The Traffic on the Upper St. Lawrence, REVUE CANADIENNE DE GEOGRAPHIE, vol 111, No: 1-4 (January-December 1949), Montreal.

This article is particularly useful for its analysis of the third system of canals on the St. Lawrence. The author describes the various canals, traffic movement and freight.

Guillet, E.C.

PIONEER TRAVEL IN UPPER CANADA, University of Toronto Press, Toronto, 1966.

This history of developments in navigation on the St. Lawrence between Montreal and the Great Lakes in an essential complement study of the canals.

Kingsford, W.

THE HISTORY OF CANADA, Vol VII (1779-1807), Rouswell & Hutchison, Toronto, 1894.

The second chapter of this book provides a wealth of detail on the first system of canals on the St. Lawrence. The work is one of the only ones to discuss the traffic and revenues recorded for the period.

Lasserre, Jean-Claude

LE SAINT-LAURENT, GRANDE PORTE D'AMtRIQUE, Hurtubise, HMH, Montreal, 1980.

In this voluminous analysis concerning the St. Lawrence River, the author discusses the never-ceasing metamorphosis of the waterway from the earliest days of its use to the present.

Rheaume, Cordelia E.

Origin of the Cornwall and Williamsburg Canals, WOMEN'S CANADIAN HISTORICAL SOCIETY OF CANADA, Transactions, Vol 2-3, Ottawa, 1908. This article focusses on navigation at the Williamsburg and Cornwall canals between 1843 and 1903.

Villeneuve, P.

LE FORT DE COTEAU-DU-LAC OU LES VICISSITUDES D'UN SITE, thesis fora Licence, Laval University, Quebec City, 1967.

This thesis studies the first system of canals on the St. Lawrence.

Ondaatje, Kim & Mackenzie, Lois. Old Ontario Houses. Toronto: Gage Publishing, 1977.

This book covers old Ontario houses that typify some aspect of a particular era or styles. There are a few houses in this book that are related to the St. Lawrence.
Pg. W19 – White Clapboard House, 11 Church St. Gananoque. The author describes how lot division was impacted as the population grew in towns along the St. Lawrence and Lake Ontario.
Pg. W36 – Stick Style House, King Street & Ann Street, Brockville. Typical of the 1870 and 1880s.
Pg. W42 – Blue Chapel, Maitland. Gives a brief history and description of the Blue Chapel.
Pg. S8 – Typical Roadside Inn, Gananoque. Difficult to determine the date, but there are several characteristics described in the write-up that are unique to the time and area.
Pg. S12 – Rubble Stone House, near Brockville. Stone Houses became popular after the completion of the Rideau Canal when a large number of stone masons were out of work. Even still, stone house were rare because of their high tax rate. They were also inordinately plain due to the intractability of Ontario stone, and possibly because of the thrifty nature of Scottish masons.
Pg. S27 – Row Housing, George Street, Prescott. Originally built to house the canal workers in the 1840s.
Pg. S28 – Britton House, 389 King St., Gananoque. Typical of the large mansion built by business proprietors in Gan in the 1850s, this house like many others shunned river lots in favour of those on the thoroughfare through the city.

Ross, Alexander M. William Henry Bartlett: Artist, Author, and Traveller. Toronto: University of Toronto Press, 1973.

Well-known for his romantic artwork of the Canadian landscape, he described in his journal and painted a number of scenes of the St. Lawrence which will be valuable for examples of early artwork and literature in cultural expression and romanticism of the River

(p.38) Although the sample doesn’t appear in this book, it makes mention of his sketch of the Long Sault Rapids (copy on display in Crysler Hall, UCV) in Canadian Scenery while travelling up the St. Lawrence in the 1830s

Sergeant, Barbara A. Forwarding and the St. Lawrence before 1850. Essay in: By River, Road, Rail: Transportation in Nineteenth Century Ontario. Toronto: Ontario Museum Association, 1984.

This essay examines several pictorial depictions of the St. Lawrence produced before 1850. The author attempts explain certain aspects of each painting/sketch in an effort to explain a certain degree of romanticization and boosterism. She also explains the events occurring in each picture and how they are relevant to life on the St. Lawrence.
Images 5.6 & 5.7 are pictures of the Long Sault rapids and of Prescott, from Ogdensburg respectively.
Images 5.8 & 5.9 are pictures of the steamboat Great Britain in Prescott and Brockville respectively.
Images 5.10 & 5.11 are pictures of Gananoque and a steamer pull barges through Kingston harbour respectively.

Wilkinson, Bonnie Jean. The Development of the Wooden Boatbuilding Industry on the St. Lawrence River in Jefferson County, N.Y. Cornell University M.A. Thesis, 1985.

Foucsing on the towns of Cape Vincent, Clayton and Alexandria Bay, the author examines boat building and their builders on the St. Lawrence. Provides a unique American perspective and may prove useful if and when mention of American operations are brought in as a base of comparison to their Canadian counterparts and their various boat works and shipbuilding operations