of death there; it was a healthy stomach. However, he admitted that from the symptoms death could have been caused by prussic acid.
The inquest concluded on the night of October 20th, and the jury returned at 2 a.m. on the 21st. At 4 a.m. they delivered this verdict: “We find that the said Georgiana Hooper came to her death at Terrebonne station under suspicious circumstances and from causes unknown to the jury.”
Hooper was arrested on a warrant that charged him with the murder of his wife through the administration of prussic acid. He was escorted to Joliette, Quebec, and placed on trial on January 3, 1894. The trail lasted until January 19 and resulted in his acquittal, largely because of the contradictory nature of the medical evidence, on which he was given the benefit of the doubt. However, he was not permitted to go free. He was re-arrested and this time charged with the attempted murder of his wife by drowning. He was tried on this charge at Three Rivers, Quebec, in June 1894, found guilty and sentenced to 25 years. After 10 years of imprisonment he was released on parole and went to live in Winnipeg. Presumably, he never did get together with the comely Alice Stapley.
Since the 1970s Port Hope has become a major tourist centre with historic buildings such as the John David Smith house, 1834 Bluestone House, and St. Mark’s Church, which dates back to 1822. It is a well-known fact that the main street of Port Hope is one of the best-preserved examples of late 19th century Ontario. Many beautiful specialty stores attract shoppers from all parts of the province. This is a long way from the simplicity of a trading post, and yet it is, perhaps, a natural progression from the early vision of Peter Smith. The whispering pines haven’t disappeared, and the call to settle there can still be heard today.
Port Perry
The settlers of Port Perry must have wondered what they could have possibly done to deserve such devastation when two fires in less than a year (1883–1884) almost destroyed their downtown area.
Powerless to rebuild, as there was not a pound of nails to be had, and hammers and saws were in scarce supply, a public meeting was held. There, the townspeople discussed the situation. The end result was the passing of a bylaw that forbade the construction of wooden buildings within the business section. The building regulations also required that the stores be given a uniform line of frontage. The previous buildings had been erected to suit the fancy of the owner, and the resulting street had been very irregular. The new plan did away with this, and now the stores lined up neatly; few towns the size of Port Perry made such a creditable showing in their business section.
Rebuilding was a busy time. Masons and bricklayers came in from all directions, and in less than a year, the business area was re-established. A steam fire-engine was purchased, and the residents breathed a sigh of relief; Port Perry prospered.
The town of Port Perry had originally been the site of a Native village. In 1821, the first recorded settler, Reuben Crandell, arrived. Others followed. Abner Hurd settled here in 1824. In 1833 Elias Williams purchased Lot 19 in Concession 6, and here he built the first home at the actual site of the future village.
Peter Perry arrived in the district shortly thereafter and eventually surveyed and divided the land into lots. His involvement in the organization of the settlement was reason enough to name the place after him. In 1854 a plank road was built to connect Port Whitby and Lake Scugog. It was originally intended to pass through Prince Albert, but Abner Hurd refused to grant a right-of-way through his property and the road was built closer to Port Perry. As a result Port Perry continued to develop and Prince Albert declined.
The settlers of Port Perry were no strangers to the destructive power of fire.
Courtesy of Scugog Shores Museum
New building regulations after the fires forbade the construction of wooden buildings within the business district. The regulations also required that the stores be given a uniform line of frontage.
Courtesy of Scugog Shores Museum
Joseph Bigelow and Thomas Paxton spearheaded a project in 1867 to build a railway from Port Whitby to Port Perry. The railway was completed in 1871, and a train station was constructed by Lake Scugog.
Those were the days when 25 steamboats sailed the waters of Lake Scugog. They transported timber, the likes of which could not be found in these parts today. Some trees were used for telegraph poles, while some for tan bark went to Fran A. Cutting at Boston, and some for paving timber was sent to Godson’s in Toronto. These paving timbers were made of cedar cut into 15.25 centimetre and 20.25 centimetre (six and eight inch) blocks, and set endwise on the surface of the streets of Toronto.
The price of whiskey at that time was 25 cents a gallon, retail, and 10 cents wholesale. If you felt dry while in town, all you had to do was go to the back of the store, where there would be a pail of whiskey and a tin cup. It was estimated that there were 25 hotels between Manilla and Oshawa in those days.
Port Perry certainly was prosperous, and much of that was due to one man, a visionary with a practical bent, Joseph Bigelow. Joseph and his twin brother Joel left Lindsay in 1851to go to Port Perry. There, they opened a general store under the name “J & J Bigelow.” The next year Joseph became the first postmaster of Port Perry. Then he bought a woollen factory and a planing mill. At the mill he also manufactured barrel staves. The factory remained in operation until 1870, when the railway expropriated his land. When the Royal Canadian Bank opened a branch in Port Perry in 1862, Joseph Bigelow became the manager and held the position for six years.
After the building of a three-storey commercial emporium called The Royal Arcade, Bigelow’s next project was to promote the construction of the railway. In 1872 he became reeve, and continued to serve in office until 1874. In 1877 he became a justice of the peace and the new owner of an elaborate Italianate house designed and built by H.R. Barber of Oshawa. Joseph planned to build a number of fireplaces with marbleized slate mantelpieces throughout this home, but his wife put her foot down. She felt that fireplaces dirtied, rather than heated, a home! When Joseph died in 1917, at the age of 89, flags flew at half-mast in tribute to a man whose insight and spirit gave reality to his dreams.
Scugog Island, across the lake from Port Perry, extends 16 kilometres (10 miles) in length and measures four kilometres (2.5 miles) wide. The name Scugog is a Native word pronounced Scu-a-gog, meaning “submerged or flooded land.” Peter Jones, a Native missionary who worked among the Mississauga tribe on the island, called it Whu-yoy-wus-ki-wuh-gog, meaning “shallow muddy lake.”
The island was first surveyed in 1816, by Major S. Wilmot. At the time a number of Mississauga Natives inhabited the island and vicinity. A paper, read before the Canadian Institute on January 12, 1889, by A.F. Chamberlain, on the archaeology of Scugog Island, indicated earlier habitation of the island by the Mohawks. There is a legend told that, at one time, the Mississaugas enticed their Mohawk enemies to Paxton’s Point, where the Mohawks were subsequently killed in battle.
The first white settler on the island is said to have been Joseph Graxton, who came in 1834. On November 3, 1843, the Mississaugas of Lake Scugog purchased 800 acres of the island that subsequently became known as the Scugog Indian Reserve. The government hired William Taylor to build the Natives 12 houses and three barns. It was an attempt to assimilate them into the ways of non-natives. Some farm machinery was also supplied, but these efforts did not, as they say, “grow corn.”
In 1847, according to the missionary’s report, the Native population totalled 64. In 1866 the band numbered 38, and other island residents on the island numbered 800 in total.
It was no easy task to settle this island, as cattle had to be transported by barge from the mainland. The first task was to construct a ferry or scow that required two men to each oar. Many tragic stories have been told of the old ferry. Sometime in the 1840s, John Thompson, with George Gilbert and his 17-year-old son, started out on the ferry from Paxton’s point to the island. The lake was rougher than expected