In 1968 the arrival of the new carferry John Hamilton Gray the railcar ferry S.S. Prince Edward Island was finally made redundant. Now this had happened before. In 1933 the S.S. Charlottetown was launched and the Prince Edward Island was relegated to stand-by back-up service, taking over when the Charlottetown was sent to its annual refit in drydock or on those rare occasions such as Old Home Week when traffic began to back up. It was on a trip to Saint John for re-fit in 1941 that the Charlottetown sank after hitting a reef on Nova Scotia’s South Shore. The Prince Edward Island was once again lead boat with only the Canso Strait ferries Scotia and Scotia II available to take over for the Prince Edward Island’s own annual trips to re-fit.
With the launch of the Abegweit (the real Abegweit, not the trumped up, banana- shaped, seagoing bus station that replaced it) in 1947, the Prince Edward Island once again became the second boat, spending much of the year forlornly tied up either at the old slip in Tormentine or on the Borden side. Increasing auto, passenger, and rail traffic meant the Prince was more and more frequently called to assist in the summer and shoulder seasons so that for part of the year, at least, there was effectively a two-boat ferry service.
As a child I was always delighted when we caught the Prince Edward Island as it was a much more interesting ship to explore. We, with the abridged parental responsibilities of the period, had the full run of the ship from bow to stern and from lifeboats to engine room. Everything, from engines to winches to the ventilation fans ran on steam and the ship had a peculiar atmosphere of condensing steam, even when the coal boilers were replaced by bunker-C oil tanks. A strange blocked off stairway near the stern spoke of another time aboard as it was labeled “First Class Passengers Only.” I was only later that I learned that this was from the days before the vessel was disfigured to create an auto deck from the handsome passenger lounge.
In the flurry of changes in the later 1960s with new boats and new terminal facilities the Prince Edward Island disappeared from Northumberland Strait. The veteran vessel was moved the Halifax waiting for final disposition and although seen with a slight list its profile with the unusual four funnels was one of the sights of the Halifax waterfront that Islanders remarked on until 1971.
It was at that time that the vessel was acquired by McNamara Marine, a dredging and marine facilities concern with an operation base on Lake Ontario. The company, which was established in 1954 had a shipyard and dry-dock on the east side of Whitby Harbour. In 1972 McNamara was one of a consortium of companies that had successfully bid on a major dredging contract to deepen the waters near the Isle of Orleans, just downstream from the city of Quebec, so that larger ocean-going vessels could access the port.
The companies assembled a fleet of bulk carrying lake boats to carry dredging spoils as well as a number of dredgers. The latter vessels were powered by powerful electric motors to handling the dredging. The Prince Edward Island became a sort of mother ship for the fleet. With her superstructure removed, six diesel generator sets, each producing 1,200 horsepower, provided power for the dredges. The mother ship also served as the receiver for the spoils which were piped to the vessel from the dredges and transferred to the lakers for dumping. With the completion of the Quebec project the vessel continued to be used by McNamara for other projects. One source suggests it was once towed to the Caribbean for use as a mobile generating station. However it ended up at the company dock in Whitby. Sometime before the company was wound up in 1988 the ship (or what remained of it) to was sold to another owner.
The now derelict hulk came with a host of problems. Two transformers still on board contained 500 gallons of cooling chemicals containing polychlorinated biphenyls (PCBs). The transformers were in common use across the country but in the 1970s the chemical was found to be a dangerous source of cancer agents and its use was banned. Aside from the problem of the unsightly hulk, the Town of Whitby was alarmed by the presence of the chemicals on the waterfront and in 1987 began a campaign to have the vessel and its contents removed. The wharf, however, was owned by the federal government and the vessel’s owner had continued to pay dockage so the Town’s efforts were stymied.
In 1990 the Prince Edward Island sank causing additional concern but when it was refloated it was inspected by the Canadian Coast Guard which concluded that the ship was in “relatively good condition” and was safe to continue to be used for storage of the transformers. In the meantime the Town has been successful in its bid to have the wharf property transferred to the municipality and began proceedings to evict the vessel. It was removed by court order in June 1992 and appears to have been moved to Toronto. It is possible that at a later date it was moved to St. Catherine’s but the exact location after 1992 has been hard to determine.
At this writing, more than a century since the launch of the once-proud ship, it has in all likelihood, been long since scrapped. I would be pleased to hear from anyone who can tell me more about the vessels fate. The ship beloved by Islanders was a vital link with Canada for more than half a century and it is a surprise to find that it existed in its much altered form for another 25 or more years. Today aside from memories and photographs little remains of the S.S. Prince Edward Island. Little, that is except for one large artifact.
At some time during the removal of the ship’s superstructure the entire wheelhouse and its equipment was removed. Today it is in the collection of Canada’s Museum of Science and Technology. The wheel, binnacle, telegraph and rudder indicator are the original equipment, installed during the ship’s building in 1914-1915 and are retained as artifacts of the age of steam.
If you found this posting on the S.S. Prince Edward Island of interest you may want to look at other pages concerning the ship. These include a detailed examination of the building and launch of the vessel here, and to story of her conversion to accommodate automobiles which can be seen by clicking here.
I am grateful to researcher Gary Carroll who passed on information with two of the photos of the Prince at Whitby which led to my quest to discover the fate of the vessel.