rendered that area less attractive for shipbuilding. Consequently, some builders in the Wheatley River - New Glasgow area relocated their operations to New London. Archibald MacMillan, originally from Wheatley River, built at New London between 1865 and 1870, and members of the Orr family adopted a similar strategy. Secondly, access to New London Bay was superi- or to that at the harbours of Rustico and St. Peter’s Bay. The capricious sand— bars on the North side appear to have been less detrimental off New London, at least with respect to smaller vessels. As a result the coasting trade flour— ished, and in turn encouraged a modest market for locally built schooners. These factors and the independent attitude of local residents furthered a response to the opportunities provided by the shipbuilding industry that was unique along the North side of the Island.” 5

In order to better understand the total impact which the shipbuilding industry was having on the economy of the New London Bay — Stanley Bridge area, we have to consult the available records. These are available for the Province but are not separated in to specific areas, howev— er, we do know that the Stanley area received its “fair share” of the shipbuilding industry. A

portion of the information available is included to indicate the magnitude of the economic impact.

“VALUE OF TONNAGE TRANSFERRED, AND AS A PERCENTAGE OF

TOTAL EXPORTS Year Exports Other Total Tonnage Total Tonnage as Percentage Than Vessels Transferred Exports of Total 1845 £ 70,204 £ 35,530 £105,734 336% 1850 59,564 59,575 119,269 50.0% 1855 147,114 113,605 260,719 43.6% 1860 201,434 44,025 245,459 17.9% 1865 291,545 181,669 473,214 38.4%

6

The average “Tonnage as percentage of total” between 1845 and 1868 was 38.44%. When the foregoing direct financial infusion is coupled with the indirect and less obvious, but just as important, benefits related to land clearing, improving transportation and communications sys- tems, the real impact of this industry on the local economy can then be fully appreciated. Consider the diversity of employment which the industry offered, quite apart from the obvious timber supply, preparation and application requirements, there would be a demand for black— smiths, harness makers, sleigh and wagon builders, and sail makers. In addition, there would be a need for the appropriate supply of food, clothing and footwear provisions not otherwise readi— ly available to these busily employed tradespersons. In light of the foregoing it is not difficult to understand why Islanders were indifferent to confederation in 1864 and 1867 or why they held the opinion that the Island could afford a railway.

As recorded above, this industrial activity began in the areas in 1786 and 1787 with the con- struction of two ships and continued sporadically until at least 1888. To better determine, in retrospect, the effect this activity had on our transportation routes, it would be helpful to know where the shipyards, which were the centre of all this activity, were located. It should be recog- nized that many of the small yards were established for the construction of one or two small vessels and consequently would not have impacted the transportation route developments Sig- nificantly. To provide some enlightenment in this area of research we turn to the research of

5 [bid 6 lbid

15