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The Maritimes, also called the Maritime provinces, is a region of Eastern Canada consisting of three provinces: New Brunswick, Nova Scotia, and Prince Edward Island. The Maritimes had a population of 1,899,324 in 2021, which makes up 5.1% of Canada's population. Together with Canada's easternmost province, Newfoundland and Labrador, the Maritime provinces make up the region of Atlantic Canada.
Located along the Atlantic Ocean coast, various aquatic sub-basins are located in the Maritimes, such as the Gulf of Maine and Gulf of St. Lawrence. The region is located northeast of New England in the United States, south and southeast of Quebec's Gaspé Peninsula, and southwest of the island of Newfoundland. The notion of a Maritime Union has been proposed at various times in Canada's history; the first discussions in 1864 at the Charlottetown Conference contributed to Canadian Confederation. This movement formed the larger Dominion of Canada. The Mi'kmaq, Wolastoqiyik and Passamaquoddy people are indigenous to the Maritimes, while Acadians and British settlements date to the 17th century. The Maritimes are within the Atlantic time zone, putting them one hour ahead of Quebec and the New England region of the United States.
The Middle Period, starting 6,000 years ago, and ending 3,000 years ago, was dominated by rising sea levels from the melting glaciers in polar regions. This is when what is called the Laurentian tradition started among Archaic Indians, the term used for First Nations peoples of the time. Evidence of Archaic Indian burial mounds and other ceremonial sites existing in the Saint John River valley has been uncovered.
The Late Period extended from 3,000 years ago until first contact with European settlers. This period was dominated by the organization of First Nations peoples into the Algonquian-speaking Abenaki Nation, which occupied territory largely in present-day interior Vermont, New Hampshire, and Maine, and the Mi'kmaq Nation, which inhabited all of Nova Scotia, Prince Edward Island, eastern New Brunswick and the southern Gaspé. The primarily agrarian Wolastoqiyik Nation settled throughout the Saint John River and Allagash River valleys of present-day New Brunswick and Maine. The Passamaquoddy Nation inhabited the northwestern coastal regions of the present-day Bay of Fundy. The Mi'kmaq Nation is also believed to have crossed the present-day Cabot Strait at around this time to settle on the south coast of Newfoundland, but they were a minority compared to the Beothuk Nation.
Both John Cabot (John Cabot) and Giovanni da Verrazzano are reported to have sailed in or near Maritime waters during their voyages of discovery for England and France, respectively. Several Portuguese explorers / cartographers have also documented various parts of the Maritimes, namely Diogo Homem. However, it was French explorer Jacques Cartier who made the first detailed reconnaissance of the region for a European power and, in so doing, claimed the region for the King of France. Cartier was followed by nobleman Pierre Dugua, Sieur de Mons, who was accompanied by explorer / cartographer Samuel de Champlain in a 1604 expedition. During this they established the second permanent European settlement in what is now the United States and Canada, following Spain's settlement at St. Augustine in present-day Florida in the American South. Champlain's settlement at Saint Croix Island, later moved to Port Royal (Annapolis Royal), survived. By contrast, the ill-fated English settlement at Roanoke Colony off the southern American coast did not. The French settlement pre-dated the more successful English settlement at Jamestown in present-day Virginia by three years. Champlain was considered the founder of New France's province of Canada, which comprises much of the present-day lower St. Lawrence River valley in the province of Quebec.
The growing English colonies along the American seaboard to the south and various European wars between England and France during the 17th and 18th centuries brought Acadia to the centre of world-scale geopolitical forces. In 1613, Virginian raiders captured Port-Royal, and in 1621 France ceded Acadia to Scotland's Sir William Alexander, who renamed it Nova Scotia.
By 1632, Acadia was returned from Scotland to France under the Treaty of Saint-Germain-en-Laye. The Port Royale settlement was moved to the site of nearby present-day Annapolis Royal. More French immigrant settlers, primarily from the Brittany, Normandy, and Vienne regions of France, continued to populate the colony of Acadia during the latter part of the 17th and early part of the 18th centuries. Important settlements also began in the Beaubassin region of the present-day Isthmus of Chignecto, and in the Saint John River valley, as well as smaller communities on Île-Saint-Jean and Île-Royale.
In 1654, raiders from New England attacked Acadian settlements on the Annapolis Basin. Acadians lived with uncertainty throughout the English constitutional crises under Oliver Cromwell, and it was not until the Treaty of Breda in 1667 that France's claim to the region was reaffirmed. Colonial administration by France throughout the history of Acadia was of low priority. France's priorities were in settling and strengthening its claim on the larger territory of New France and the exploration and settlement of interior North America and the Mississippi River valley.
In 1719, to further protect strategic interests in the Gulf of St. Lawrence and St. Lawrence River, France began the 20-year construction of a large fortress at Louisbourg on Île-Royale. Massachusetts was increasingly concerned over reports of the capabilities of this fortress, and of staging out of its harbour to raid New England fishermen on the Grand Banks. In the fourth war, King George's War (the North American theatre of the War of the Austrian Succession), the British engaged successfully in the Siege of Louisbourg. The British returned control of Île-Royale to France with the fortress virtually intact three years later under the Treaty of Aix-la-Chapelle and the French reestablished their forces there.
In 1749, to counter the rising threat of Louisbourg, Halifax was founded and the Royal Navy established a major naval base and citadel. The founding of Halifax sparked Father Le Loutre's War.
During the sixth and final colonial war, the French and Indian War (the North American theatre of the Seven Years' War), the military conflicts in Nova Scotia continued. The British Conquest of Acadia happened in 1710. Over the next forty-five years, the Acadians refused to sign an unconditional oath of allegiance to Britain. During this time period Acadians participated in various militia operations against the British and maintained vital supply lines to the French Fortress of Louisbourg and Fort Beausejour.John Grenier, Far Reaches of Empire: War in Nova Scotia 1710–1760. Oklahoma Press. 2008 The British sought to neutralize any military threat Acadians posed and to interrupt the vital supply lines Acadians provided to Louisbourg by deporting Acadians from Acadia.
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The British began the Expulsion of the Acadians with the Bay of Fundy campaign in 1755. Over the next nine years over 12,000 Acadians of 15,000 were removed from Nova Scotia.Ronnie-Gilles LeBlanc (2005). Du Grand Dérangement à la Déportation : Nouvelles Perspectives Historiques, Moncton: Université de Moncton, 465 pages (book in French and English). The Acadians were scattered across the Atlantic, in the Thirteen Colonies, Louisiana, Quebec, Britain and France. (See Jean-François Mouhot (2009) Les Réfugiés acadiens en France (1758–1785) : L'Impossible Réintégration?, Quebec, Septentrion, 456 p. ; Ernest Martin (1936) Les Exilés Acadiens en France et leur établissement dans le Poitou, Paris, Hachette, 1936). Very few eventually returned to Nova Scotia (See John Mack Faragher (2005). A Great and Noble Scheme: The Tragic Story of the Expulsion of the French Acadians from their American Homeland, New York: W.W. Norton, 562 pages online excerpt).
In 1758, the fortress of Louisbourg was laid siege for a second time within 15 years, this time by more than 27,000 British soldiers and sailors with over 150 warships. After the French surrender, Louisbourg was thoroughly destroyed by British engineers to ensure it would never be reclaimed. With the fall of Louisbourg, French and Mi'kmaw resistance in the region crumbled. British forces seized remaining French control over Acadia in the coming months, with Île-Saint-Jean falling in 1759 to British forces on their way to Quebec City for the first siege of Quebec and the ensuing Battle of the Plains of Abraham.
The war ended and Britain had gained control over the entire Maritime region and the Indigenous people signed the Halifax Treaties.
Both the colonies of Nova Scotia (present-day Nova Scotia and New Brunswick) and St. John's Island (Prince Edward Island) were affected by the American Revolutionary War, largely by privateering against American shipping, but several coastal communities were also the targets of American raiders. Charlottetown, the capital of the new colony of St. John's Island, was ransacked in 1775 with the provincial secretary kidnapped and the Great Seal stolen. The largest military action in the Maritimes during the revolutionary war was the attack on Fort Cumberland (the renamed Fort Beauséjour) in 1776 by a force of American sympathizers led by Jonathan Eddy. The fort was partially overrun after a month-long siege, but the attackers were ultimately repelled after the arrival of British reinforcements from Halifax.
The most significant impact from this war was the settling of large numbers of Loyalist refugees in the region (34,000 to the 17,000 settlers already there), especially in Shelburne and Parrtown (Saint John). Following the Treaty of Paris in 1783, Loyalist settlers in what would become New Brunswick persuaded British administrators to split the Colony of Nova Scotia to create the new colony of New Brunswick in 1784. At the same time, another part of the Colony of Nova Scotia, Cape Breton Island, was split off to become the Colony of Cape Breton Island. The Colony of St. John's Island was renamed Prince Edward Island on November 29, 1798.
The War of 1812 had some effect on the shipping industry in the Maritime colonies of New Brunswick, Nova Scotia, Prince Edward Island, and Cape Breton Island; however, the significant Royal Navy presence in Halifax and other ports in the region prevented any serious attempts by American raiders. Maritime and American targeted unprotected shipping of both the United States and Britain respectively, further reducing trade. New Brunswick's section of the Canada–US border did not have any significant action during this conflict, although British forces did occupy a portion of coastal Maine at one point. The most significant incident from this war which occurred in the Maritimes was the British capture and detention of USS Chesapeake, an American frigate in Halifax.
British settlement of the Maritimes, as the colonies of Nova Scotia, New Brunswick and Prince Edward Island came to be known, accelerated throughout the late 18th century and into the 19th century with significant immigration to the region as a result of Scottish migrants displaced by the Highland Clearances and Irish diaspora escaping the Great Irish Famine (1845–1849). As a result, significant portions of the three provinces are influenced by Celts heritages, with Scottish Gaelic (and to a lesser degree, Irish language) having been widely spoken, particularly in Cape Breton, although it is less prevalent today.
During the American Civil War, a significant number of Maritimers volunteered to fight for the armies of the Union Army, while a small handful joined the Confederate Army. However, the majority of the conflict's impact was felt in the shipping industry. Maritime shipping boomed during the war due to large-scale Northern imports of war supplies which were often carried by Maritime ships as Union ships were vulnerable to Confederate naval raiders. Diplomatic tensions between Britain and the Unionist North had deteriorated after some interests in Britain expressed support for the secessionist Confederate South. The Union Navy, although much smaller than the British Royal Navy and no threat to the Maritimes, did posture off Maritime coasts at times chasing Confederate naval ships which sought repairs and reprovisioning in Maritime ports, especially Halifax.
The immense size of the Union Army (the largest on the planet toward the end of the Civil War), however, was viewed with increasing concern by Maritimers throughout the early 1860s. Another concern was the rising threat of Fenian raids on border communities in New Brunswick by the Fenian Brotherhood seeking to end British rule in Ireland. This combination of events, coupled with an ongoing decline in British military and economic support to the region as the Home Office favoured newer colonial endeavours in Africa and elsewhere, led to a call among Maritime politicians for a conference on Maritime Union, to be held in early September 1864 in Charlottetown – chosen in part because of Prince Edward Island's reluctance to give up its jurisdictional sovereignty in favour of uniting with New Brunswick and Nova Scotia into a single colony. New Brunswick and Nova Scotia felt that if the union conference were held in Charlottetown, they might be able to convince Island politicians to support the proposal.
The Charlottetown Conference, as it came to be called, was also attended by a slew of visiting delegates from the neighbouring Crown colony, the Province of Canada, who had largely arrived at their own invitation with their own agenda. This agenda saw the conference dominated by discussions of creating an even larger union of the entire territory of British North America into a united colony. The Charlottetown Conference ended with an agreement to meet the following month in Quebec City, where more formal discussions ensued, culminating with meetings in London and the signing of the British North America Act, 1867 (BNA Act). Of the Maritime provinces, only Nova Scotia and New Brunswick were initially party to the BNA Act: Prince Edward Island's reluctance, combined with a booming agricultural and fishing export economy having led to that colony opting not to sign on.
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There are Black Canadians who are mostly descendants of or black refugees from the War of 1812. This Maritime population is mainly among Black Nova Scotians.
There are Mi'kmaw nations in all Atlantic regions. There are also Wolastoqey nations along the Saint John River, also along parts of the Saint Lawrence River, and in Quebec toward Montreal. There are also Passamaquoddy nations along the Fundy Bay, along the edge of the US border, and across the border into Maine. Together these nations form the Wabanaki Confederacy.
The exact date that the Maritimes began to fall behind the rest of Canada is difficult to determine. Historian Kris Inwood places the date very early, at least in Nova Scotia, finding clear signs that the Maritimes "Golden Age" of the mid-19th century was over by 1870, before Confederation or the National Policy could have had any significant impact. Richard Caves places the date closer to 1885. T.W. Acheson takes a similar view and provides considerable evidence that the early 1880s were in fact a booming period in Nova Scotia and this growth was only undermined towards the end of that decade. David Alexander argues that any earlier declines were simply part of the global Long Depression, and that the Maritimes first fell behind the rest of Canada when the great boom period of the early 20th century had little effect on the region. E.R. Forbes, however, emphasizes that the precipitous decline did not occur until after the First World War during the 1920s when new railway policies were implemented. Forbes also contends that significant Canadian defence spending during the Second World War favoured powerful political interests in Central Canada such as C. D. Howe, when major Maritime shipyards and factories, as well as Canada's largest steel mill, located in Cape Breton Island, fared poorly.
One of the most important changes, and one that almost certainly had an effect, was the revolution in transportation that occurred at this time. The Maritimes were connected to central Canada by the Intercolonial Railway in the 1870s, removing a longstanding barrier to trade. For the first time this placed the Maritime manufacturers in direct competition with those of Central Canada. Maritime trading patterns shifted considerably from mainly trading with New England, Britain, and the Caribbean, to being focused on commerce with the Canadian interior, enforced by the federal government's tariff policies.
Coincident with the construction of railways in the region, the age of the wooden sailing ship began to come to an end, being replaced by larger and faster steel . The Maritimes had long been a centre for shipbuilding, and this industry was hurt by the change. The larger ships were also less likely to call on the smaller population centres such as Saint John and Halifax, preferring to travel to cities like New York and Montreal. Even the Cunard Line, founded by Maritime-born Samuel Cunard, stopped making more than a single ceremonial voyage to Halifax each year.
More controversial than the role of technology is the argument over the role of politics in the origins of the region's decline. Confederation and the tariff and railway freight policies that followed have often been blamed for having a deleterious effect on the Maritime economies. Arguments have been made that the Maritimes' poverty was caused by control over policy by Central Canada which used the national structures for its own enrichment. This was the central view of the Maritime Rights Movement of the 1920s, which advocated greater local control over the region's finances. T.W. Acheson is one of the main proponents of this theory. He notes the growth that was occurring during the early years of the National Policy in Nova Scotia demonstrates how the effects of railway fares and the tariff structure helped undermine this growth. Capitalists from Central Canada purchased the factories and industries of the Maritimes from their bankrupt local owners and proceeded to close down many of them, consolidating the industry in Central Canada.
The policies in the early years of Confederation were designed by Central Canadian interests, and they reflected the needs of that region. The unified Canadian market and the introduction of railroads created a relative weakness in the Maritime economies. Central to this concept, according to Acheson, was the lack of metropolises in the Maritimes.
Montreal and Toronto were well-suited to benefit from the development of large-scale manufacturing and extensive railway systems in Quebec and Ontario, these being the goals of the Macdonald and Laurier governments. In the Maritimes the situation was very different. Today New Brunswick has several mid-sized centres in Saint John, Moncton, and Fredericton but no significant population centre. Nova Scotia has a growing metropolitan area surrounding Halifax, but a contracting population in industrial Cape Breton County, and several smaller centres in Bridgewater, Kentville, Yarmouth, and Pictou County. Prince Edward Island's only significant population centres are in Charlottetown and Summerside. During the late 19th and early 20th centuries, just the opposite was the case with little to no population concentration in major industrial centres as the predominantly rural resource-dependent Maritime economy continued on the same path as it had since European settlement on the region's shores.
Despite the region's absence of economic growth on the same scale as other parts of the nation, the Maritimes has changed markedly throughout the 20th century, partly as a result of global and national economic trends, and partly as a result of government intervention. Each sub-region within the Maritimes has developed over time to exploit different resources and expertise. Saint John became a centre of the timber trade and shipbuilding and is currently a centre for oil refining and some manufacturing. The northern New Brunswick communities of Edmundston, Campbellton, Dalhousie, Bathurst, and Miramichi are focused on the pulp and paper industry and some mining activity. Moncton was a centre for railways and has changed its focus to becoming a multi-modal transportation centre with associated manufacturing and retail interests. The Halifax metropolitan area has come to dominate peninsular Nova Scotia as a retail and service centre, but that province's industries were spread out from the coal and steel industries of industrial Cape Breton and Pictou County counties, the mixed farming of the North Shore and Annapolis Valley, and the fishing industry was primarily focused on the South Shore and Eastern Shore. Prince Edward Island is largely dominated by farming, fishing, and tourism.
Given the geographic diversity of the various sub-regions within the Maritimes, policies to centralize the population and economy were not initially successful, thus Maritime factories closed while those in Ontario and Quebec prospered.
The traditional staples thesis, advocated by scholars such as S.A. Saunders, looks at the resource endowments of the Maritimes and argues that it was the decline of the traditional industries of shipbuilding and fishing that led to Maritime poverty, since these processes were rooted in geography, and thus all but inevitable. Kris Inwood has revived the staples approach and looks at a number of geographic weaknesses relative to Central Canada. He repeats Acheson's argument that the region lacks major urban centres, but adds that the Maritimes were also lacking the great rivers that led to the cheap and abundant Hydroelectricity, key to Quebec and Ontario's urban and manufacturing development, that the extraction costs of Maritime resources were higher (particularly in the case of Cape Breton coal), and that the soils of the region were poorer and thus the agricultural sector weaker.
The Maritimes are the only provinces in Canada which entered Confederation in the 19th century and have kept their original colonial boundaries. All three provinces have the smallest land base in the country and have been forced to make do with resources within. By comparison, the former colony of the Province of Canada (divided into the District of Canada East, and the District of Canada West) and the western provinces were dozens of times larger and in some cases were expanded to take in territory formerly held in British Crown grants to companies such as the Hudson's Bay Company; in particular the November 19, 1869 sale of Rupert's Land to the Government of Canada under the Rupert's Land Act 1868 was facilitated in part by Maritime taxpayers. The economic riches of energy and natural resources held within this larger land base were only realized by other provinces during the 20th century.
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