We are fortunate to have a very colorful description of earlier life in Prince Edward Island as recorded by Mr. Hedley Ross in 1904 from information obtained first hand from Mr. Dougald Henry (born in 1817) a blacksmith and longtime resident of Stanley Bridge. This narration is presented unabridged from the Hedley Ross writing and the narrator is Mr. Dougald Henry:

{see Overview of Stanley Bridge, Section 1}

In the foregoing narration Mr. Henry has made reference to the abundance of timber in this area and the clearing of roadways to facilitate its transport to the shipyards. To fully appreciate the impact which ship building had on the development of the road system in the Stanley Bridge area and to understand why all roads seem to originate or terminate in the Stanley Bridge area, it is necessary to recognize the size and importance of the shipbuilding industry to Stanley in the early years. To gain some insight into this industry during that period, we turn to a recently completed work by Nicholas J. DeJong and Marven E. Moore.

The following passages from this source describe the early years and the importance of the shipbuilding industry to the New London Bay area and its impact on the evolution of the road

system in that area:

“A total of 244 vessels were constructed between 1787 and 1906 and of these 149 were rigged as schooners, 60 as brigantines and one as a sloop. The remainder was comprised of 25 brigs, seven barques and two ships. Both the barques and the ships were smaller in size than similar vessels built else— where, a concession to the Bay’s restricted access.

Local shipbuilding activity commenced with the construction of two small brigs, HOPEWELL, 149 tons, and SPEEDWELL, 104 tons. They were both built for Charlottetown merchant John Cambridge in 1786 and 1787, respec— tively. Despite this early start, shipbuilding prior to 1813 was limited. Only James Townsend of Park Corner and New London exhibited a regular inter— est, and between 1792 and 1807 he financed eight schooners. Others failed to follow this example and Townsend’s output represented one half of all con—

struction prior to 1813.

As the century unfolded shipbuilding passed through two significant phases, and 1839, reflecting activity levels within the industry generally, proved to be the watershed year. At the close of the Napoleonic wars there was a sharp increase in building activity, and between 1814 and 1822, 25 vessels were launched. Given that only 27 vessels were constructed in the years 1823— 1838, the years 1814-1822 were comparatively active. Much of this construc- tion resulted from local investors building small vessels, some of which they operated in the local coasting trade. The majority, however, 14 of the 25, were transferred within two years of being first registered.

Investors from outside the area also stimulated activity. In 1825, Thomas Billings Sr., Thomas Billings Jr., and William Billings, all of Devon England, collaborated with Thomas Butler of New London to build the ship RESTITU— TION, 317 tons. She was subsequently sent to Plymouth, England. The tim- ing of this activity is significant as it was prompted by a rising demand in the British tonnage market.

Later Thomas Billings immigrated to Prince Edward Island, and built the brigantine AMARYLLIS, 121 tons, in 1828; the brig AMYNTAS, 214 tons,

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