User:Vidioman/TBHistory

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Prehistory

Evidence of human settlement in the Thunder Bay area dates back to approximately 9,500 years BP. Paleo-Indian artifacts are found in many locations along the shorelines of post-Minong shorelines throughout Thunder Bay. The area around Thunder Bay was originally populated by the Anishinaabeg, who had established trade relations with other indigenous tribes throughout the Great Lakes area before European contact.

Early European settlement

The Forts

European settlement on Thunder Bay began with two French fur trading posts which were subsequently abandoned. In 1679 Daniel Greysolon, Sieur du Lhut, established a trading post near the mouth of the Kaministiquia River. French authorities closed this post in 1696 because of a glut on the fur market. In 1717 a new post, Fort Kaministiquia, was established at the river mouth managed by Zacharie Robutel de La Noue. This post appears on 18th century French maps by Royal hydrographer Jacques-Nicolas Bellin as Fort Caministogoyan. After the British conquest of New France, the French trading post was abandoned in favour of Grand Portage, Minnesota on the Pigeon River.

By 1784 Montreal merchants and their "wintering partners" had formed the North West Company. Following the signing of the Jay Treaty of 1794, the North West Company required a new midway transshipment point between their inland posts and Montreal where the partners could meet and exchange furs and supplies. In 1803 the Nor'Westers were forced to abandon Grand Portage as their centre of operations when that area was ceded to the United States after the American Revolution, and to avoid American taxes the trading post was moved to the Canadian side of the border. The established a new fur trading post near Fort Kaministiquia on the Kaministiquia River on land acquired from the Ojibwe by written agreement 30 July 1798. It became the company's mid-continent entrepôt, and was named Fort William in 1807 after William McGillivray, chief director of the North West Company from 1804-1821.

The fort thrived until 1821 when the North West Company merged with the Hudson's Bay Company. Fort William lost its raison d'être and was reduced to a minor post. It remained open for HBC to keep watch on the increasing numbers of American fur traders south of the border. Although its original site disappeared under CPR railway tracks and coal piles in the 1880s, a replica of Fort William was built further upstream on the Kaministiquia River at Point de Meuron, a former military staging location, and is now known as the Fort William Historical Park.

The Mission and the Robinson Treaty

In 1848 French-speaking Jesuits established the Mission de l'Immaculée-Conception (Mission of the Immaculate Conception) on the Kaministiquia to evangelize the Ojibwe. The Province of Canada negotiated a treaty with the Ojibwe of Lake Superior known as the Robinson Treaty in 1850. As a result, an Indian reservation was set aside south of the Kaministiquia River.

Red River Road

• By the 1850s the Province of Canada began to take an interest in its western extremity, largely because of a demand for mining locations on the Canadian shores of Lake Superior following the discovery of copper in the Keweenaw Peninsula of Michigan.

• With Confederation in 1867, Simon James Dawson was employed by the Canadian Department of Public Works to construct a road and route from Thunder Bay on Lake Superior to the Red River Colony.

• Canadian Department of Public Works depot on the lake, where it landed and stored its supplies, acquired its first name in May 1870 when Colonel Garnet Wolseley named the tiny fire-ravaged settlement Prince Arthur's Landing in honour of Prince Arthur, Duke of Connaught and Strathearn (1850-1942), son of Queen Victoria, who was then serving with his regiment in Montreal.

• The Prince did not "land" in the settlement named after him until May 1890 when he and his entourage briefly stopped in the town.

• In 1871 the Ontario government surveyed the Prince Arthur's Landing Town Plot, thereby officially confirming the name and opening the land for legal possession.

Economic History

Silver mining in Port Arthur

• Silver mining had been the mainstay of the economy for most of the 1870's.

• The silver mining boom of the 1880's came to an end with the passage by the U.S. Congress of the McKinley tariff in October 1890.

• The collapse of silver mining after 1890 further undermined the economy of Port Arthur which entered a period of deep depression while Fort William thrived.

The Railways

• It would take the federal Department of Public Works, and later the Department of Railways and Canals, seven years from 1875 to 1882 to build the Thunder Bay Branch from Fort William to Winnipeg.

• In May 1883 the name was unilaterally changed to "Port Arthur" by Canadian Pacific Railway officials in Winnipeg to "Port Arthur" so that it would fit on tickets and timetables.

• The arrival of the Canadian Pacific Railway in 1875 sparked a long battle for supremacy which did not end until the amalgamation of 1970.

• Until the 1880s, Port Arthur was a much larger and dynamic community, but the CPR in collaboration with the Hudson's Bay Company preferred east Fort William, located on the lower Kaministiquia river where the fur trade posts were.

• By 1883-84 it was clear to all but the residents of Port Arthur that the Montreal-based Canadian Pacific Railway syndicate, in collaboration with the Hudson's Bay Company, preferred the low lying lands along the lower Kaministiquia River to the rocky shores of Port Arthur, and the Company subsequently consolidated all its operations there, erecting rail yards, coal handling facilities, grain elevators and a machine shop.

• Further provoked by a prolonged tax dispute with Port Arthur and the seizure of a locomotive in 1889, the CPR relocated all its employees and facilities to Fort William.

• The end of CPR construction along the north shore of Lake Superior and the CPR's decision to centralize its operations along the lower Kaministiquia River brought an end to Port Arthur's prosperity.

• The town was in dire economic straits until 1897-99 when the entrepreneurs William Mackenzie and Donald Mann acquired the Ontario and Rainy River Railway and the Port Arthur, Duluth and Western Railway, and chose Port Arthur as the Lake Superior headquarters for the Canadian Northern Railway.

• Port Arthur thrived as a transshipment and grain handling port for the CNR after the railway line was opened to Winnipeg in December 1901.

• Thunder Bay began a period of extraordinary growth in the era of Sir Wilfrid Laurier as a result of transcontinental railway building and the western wheat boom.

• The CPR double-tracked its Winnipeg–Thunder Bay line.

• The Canadian Northern Railway established facilities at Port Arthur.

• The Grand Trunk Pacific Railway began construction of its facilities at the Fort William Mission in 1905, and the federal government began construction of the National Transcontinental Railway.

• Railway employment was hurt when the federal government took over the National Transcontinental Railway and Lake Superior Division from the Grand Trunk in 1915, and the Canadian Northern Railway in 1918 which were amalgamated with other government-owned railways in 1923 to form the Canadian National Railways.

• The CNR closed many of the Canadian Northern Railway facilities in Port Arthur and opened the Neebing yards in Neebing Township in 1922.

• The absorption of the Canadian Northern Railway into the Canadian National Railway meant the loss of many CNoR facilities, as the Canadian Northern route through Port Arthur was downgraded by the new CNR.

Industries and bonuses

• Grain elevator construction boomed as the volume of grain shipped to Europe increased.

• Attempts in the period 1901-1914 to secure manufacturing industries came to naught.

• Both cities indebted themselves by granting bonuses to manufacturing industries.

• However, increasingly, western Canadian grain companies preferred to build their large new terminal grain elevators on Thunder Bay rather than on Fort William's Kaministiquia River.

Forestry

• The forest products industry has always played an important role in the Thunder Bay economy from the 1870s.

• Logs and lumber were shipped primarily to the United States.

• In 1917 the first pulp and paper mill was established in Port Arthur.

• It was followed by a mill at Fort William in 1920.

• Eventually there were four mills operating.

• However, the forest products industry played a significant role in the town's economic life.

• Lumbering operations in Thunder Bay District were often directed by men resident in the city.

• To sawmills were added the pulp and paper industry in 1917.

Manufacturing

• Manufacturing resumed in 1937 when the Canada Car and Foundry Company plant re-opened to build aircraft for the British.

• Now run by Bombardier Transportation, the plant has remained a mainstay of the post-war economy producing forestry equipment, then transportation equipment for urban transit systems such as the Toronto Transit Commission and GO Transit.

Transportation

• The expansion of highways beginning with the Trans-Canada Highway culminating with the opening of a highway linking Sault Ste Marie to Thunder Bay has significantly diminished railway and shipping activity.

• The St Lawrence Seaway has not therefore lived up to expectations.

Infrastructure

• Both Fort William and Port Arthur were proponents of municipal ownership.

• By 1914 the twin cities had modern infrastructures (sewers, safe water supply, street lighting, electric light, etc.).

• In 1892 Port Arthur built Canada's first municipally-owned electric street railway, and both cities spurned Bell Telephone Company of Canada to establish their own municipally-owned telephone systems in 1902.

World War One

• The boom came to an end in 1913–14 aggravated by the First World War, but a war time economy emerged with the making of munitions and shipbuilding.

• The cities raised men for the 52nd, 94th and 141st Battalions of the Canadian Expeditionary Force.

• By 1929 the population of the two cities had recovered to pre-war levels.

After World War Two

• Grain shipping has declined substantially in favour of Pacific Coast ports.

• As a result many grain elevators have been closed and demolished, and the Kaministiquia River has been abandoned by industry and shipping.

• Lakehead University was established on a site within the former city of Port Arthur.

• And Port Arthur's intercity area increasingly became a focus of industrial and commercial activity in the post-war period.

Post-amalgamation

• Thunder Bay has become the regional services centre for Northwestern Ontario with most provincial departments represented.

• Lakehead University, established through the lobbying of local businessmen and professionals, has proved to be a major asset, reinforced by Confederation College.

• The same businessmen and professionals were the driving force behind the amalgamation of Fort William and Port Arthur in 1970.

Political history

• Two townships (Neebing and Paipoonge) and the Fort William Town Plot were surveyed in 1859-60 by the Province of Canada's Department of Crown Lands and opened to settlement.

• A large section of land adjacent to the Hudson's Bay Company post remained in dispute until 1875 when it was surveyed as Neebing Additional Township.

• Most land was acquired by absentee landowners, particularly after Confederation when the new Dominion of Canada decided that a railway to the Pacific should begin somewhere along the north shore of Lake Superior.

• Once the Fort William Town Plot (later known as West Fort) was selected as the eastern terminus for the Canadian Pacific Railway, and construction of the railway began in June 1875, Fort William began to grow, but very slowly.

• The inhabitants of Prince Arthur's Landing were the driving force behind the creation of Thunder Bay District's first municipality, the Municipality of Shuniah in March 1873, an early form of regional government which stretched from Sibley Peninsula to the American border.

• Landingites dominated Shuniah to the furor of the few residents of Fort William, Ontario until the inhabitants of Neebing and Neebing Additional petitioned the Ontario Legislature successfully to separate the southern townships from Shuniah and to create the Municipality of Neebing in March 1881.

• Prospering from the CPR railway construction boom of 1882-1885, Port Arthur was incorporated as a town in March 1884, one year after acquiring its new name.

• In April 1892 Neebing Additional Township and parts of Neebing Township were incorporated as the Town of Fort William.

• Fort William was incorporated as a city in April 1907.

• Port Arthur became a city in April 1907.

• The City of Fort William ceased to exist at the end of December 1969.

• The City of Port Arthur ceased to exist at the end of December 1969.

• Fort Williams's Latin motto was A posse ad essere.

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• From 1871 onwards Prince Arthur's Landing, then Port Arthur, was the administrative centre for Thunder Bay District (created 1871 by the Ontario government).

• A provincial stipendiary magistrate dispensed justice until 1884 when a judicial district was created and a federally appointed judge took over.

• The province erected a jail and courthouse in 1876, and located a Crown Lands Agent, a Crown Timber Agent, and an Inspector of Colonization Roads in the town.

• The federal Indian agent was also usually located in the town.

• A large new courthouse was erected by the province in 1924.

References

• Tronrud, Thorold J; Epp, Ernest A.; and others. (1995). Thunder Bay: From Rivalry to Unity. Thunder Bay Historical Museum Society ISBN 0-920119-22-0.

ADDITIONAL

Thunder Bay's name

Thunder Bay's name is the result of a referendum held on June 23, 1969. Officials debated over the names to be put on the ballot, taking suggestions from residents including "Lakehead" and "The Lakehead". Predictably, the vote split between the two, and "Thunder Bay" was the victor. The final tally was "Thunder Bay" with 15,870, "Lakehead" with 15,302, and "The Lakehead" with 8,377.