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To fully appreciate the process inherent in the evolution of an affordable transportation system in the development of a community, one must first recognize the conditions which prevailed at any given date in that development. Duncan Campbell advises in his History of Prince Edward Island that the population of the total Island in 1798 was 4372, and of that total 85 were resident in the Lot 21 and 22 area.1 Recorded observations of early visitors and inhabi— tants advise that the land was densely forested, consequently access to land for virtually any homesteading function was most easily achieved by water. The consequence of these limiting conditions resulted in the first settlements being established along the rivers and inlets with the first houses being constructed in the proximity of the shoreline. Even what are probably second or third generation homes on riverfront properties reflect the influence of the water on their location. This relationship can be recognized even as late as 1880 in the Meacham Atlas.

There were other very legitimate reasons for building near the rivers as they were a ready source of food represented by both fin fish and shell fish, and also a fresh water supply could be expected to be found relatively close to the ground surface.

Water transport was a necessary and acceptable mode of transport and communication in the early stages of development, however, it was a time consuming and unpredictable means of communication, consequently it was not long before blazed trails sufficiently wide to provide passage for a horse and rider were being opened overland from settlement to settlement. A greater appreciation of the conditions which prevailed in the rural areas of the province in 1778 can be obtained from the following: “Lacking roads, water carriage was the main dependence and travel had perforce to follow the rivers and along the coast. (Note to C) The following extract from the diary of Benj. Campbell, who was leaving New London to settle at Charlottetown, will bring this fact more graphically before the reader: (Note C)...‘Set sail 3rd Oct. 1778. Reached Lawson’s Sunday 4th. Reached St. Peters Monday, the 5th. Reached East Point 6 A.M. blowing at North West. Lay too until 5 AM. ran before wind to gut of Canso reached 10:30 PM. Slept there three nights. Left Canso Friday, 9th, 10 A.M. Reached Pictou Island Saturday night, anchored off Point Prim 10 PM. Sunday night made the Fort and got

ashore in the King’s boat...’ Thus it took him nine days to reach Charlottetown from . Malpeque”.2

As more arable land became available for agricultural purposes, and more and more agricultural products were produced, the need for land based commercial routes to upstream sources of tim—

ber and labour—saving establishments such as sawmills and grist mills for local consumers became greater and greater.

With the establishment of these land based communication and commercial routes, the need for an effective, affordable and dependable means for river crossings became increasingly neces— sary. The Stanley area was served by two ferries. The first such ferry established in the prox— imity of the present Stanley River Bridge was known as “Fife’s Ferry". The second ferry crossed the Trout River with the east end located on the south boundary of June and Vernon Morrison’s farm and the west end located in the proximity of the Dr. Alan MacKay cottage. This ferry, operated by Mr. Donald MacLeod and his son, Robert, was a scow type of vessel with sufficient capacity to carry at least one truck wagon loaded with logs and a team of horses.

1 Campbell, Duncan, History of Prince Eward Island (Charlottetown; Brebner Brothers, 44 Queen St: Publisher, 1875) 207-224

2 MacKinnon, L.L.B., KC, Hon, DA, and Warburton D,C.L., WEhmomwwn; BF. Bowen & C0,: Publisher, Year) 251.

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