DOCSLIB.ORG

Muddy Shore to Modern Port: Redimensioning the Montréal Waterfront Time-Space

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Muddy Shore to Modern Port: Redimensioning the Montréal Waterfront Time-Space Muddy shore to modern port: redimensioning the Montre´al waterfront time-space JASON GILLILAND Department of Geography, The University of Western Ontario, London, Ontario N6A5C2, Canada (e-mail: [email protected]) For Montre´al in the nineteenth century, as for most `AMontre´al au dix-neuvie`me sie`cle, comme dans la port cities, the waterfront served as the primary plupart des villes portuaires, le havre a servi de interface between the city and the markets of the principal interface entre la ville et les marche´s d u world. This paper examines how and why the monde. Cet article examine comment et pourquoi primitive waterfront of Montre´al as of 1830was entre les anne´es 1830et 1914, le havre primitif a e´t e´ repeatedly adapted and transformed into a modern a` plusieurs reprises adapte´ et graduellement port district by 1914. Beyond a detailed examination transforme´ en zone portuaire moderne. Au-dela` d’un of the set of physical changes on the waterfront, this examen de´taille´ de l’ensemble de changements paper draws theoretical insights from geographical physiques affectant le port lui-meˆme, cet article tire interpretations of the rhythm of capital accumulation des conclusions the´oriques de I’interpre´tation to explore the formative and adaptive processes ge´ographique du rythme de l’accumulation du underlying waterfront redevelopment. Global capital dans son rapport aux processus de formation innovations in transport and cargo-handling et d’adaptation qui soutendent l’e´volution du port. technology are recognised as the preconditions for the Des innovations ge´n e´ralise´es dans le transport et la periodic redimensioning of the port of Montre´al, and it technologie de traitement du fret sont d’abord is established that these changes were driven by the identifie´es comme conditions pre´alables pour le re- perennial demands of local investors to accelerate dimensionnement pe´riodique du port de Montre´al. circulation and thus reduce the turnover time of Cet article soutient ensuite que les transformations capital. This paper offers a new perspective on physiques ont e´t e´ induites par la volonte´ sans cesse waterfront development by conceptualising the entire renouvele´e des investisseurs locaux d’acce´l e´rer la port as a comprehensive circulatory system and then vitesse de capitalisation et d’e´courter ainsi le cycle de exploring the redevelopment of various components in la plus-value. Cet article offre une nouvelle relation to others. The findings indicate that massive perspective sur le de´veloppement du port en increases in traffic—the number and size of ships— conceptualisant ce dernier comme syste`m e through the port were correlated with the circulatoire inte´gre´ et en explorant le redimensioning of all of the connected components of rede´veloppement de ses divers composants les uns the circulatory system; that is, the major arteries such par rapport aux autres. Les re´sultats indiquent que as the St Lawrence River ship channel, as well as the les augmentations massives du trafic maritime – smaller capillaries like finger piers. tant en termes de nombre de navires que de tonnage The Canadian Geographer / Le Ge´ographe canadien 48, no 4 (2004) 448–472 ß / Canadian Association of Geographers / L’Association canadienne des ge´ographes Muddy shore to modern port 449 – sont corre´l e´es avec le re-dimensionnement des composants du syste`me circulatoire; telle l’arte`r e principale que constitue le chenal du fleuve Saint- Laurent et les e´l e´ments capillaires plus petits telles les jete´es. Introduction In Montre´al, as in most port cities, the waterfront purpose was to elucidate how and why the has long been the primary interface between the primitive pre-industrial waterfront was repeatedly city and the markets of the world. Over the last adapted and transformed into a ‘modern’ port two centuries or so, since the onset of industrialisa- district. tion, cityports across the globe have been com- A port is a place where land and water-borne pelled, over and over again, to redevelop their transport systems converge, where cargo and pas- waterfronts. The focus in this paper is on the (re)de- senger traffic are exchanged across a waterfront velopment of the port of Montre´al from its formal (Figure 1). The efficiency of a port, and the health beginnings in 1830, through a period of rapid of the urban economy as a whole, is represented by industrialisation up to World War I (1914). The its ability to maximise traffic through this physical Figure 1 The port-city interface, as seen from the Canadian Pacific Railway elevator circa 1890. SOURCE: Notman Collection, McCord Museum The Canadian Geographer / Le Ge´ographe canadien 48, no 4 (2004) 450 Jason Gilliland space at minimum cost and with minimum delay. vations in transport methods were preconditions The waterfront, therefore, is at once both an inter- for the redimensioning of the Montre´al waterfront face and an impediment to exchange; its physical in the industrial era, and these changes were configuration may contribute to the efficiency of adopted in response to the perennial demands of the port or may form costly spatio-temporal bar- local investors to reduce the turnover time of capital. riers. It has been suggested that the flow of goods The turnover time (or time necessary to reconstitute and people through a city, like the circulation of the value)of a given capital is equal to the time blood in the human body, is channelled and con- devoted to production and circulation (exchange)of strained by the physical dimensions of its ‘vascu- commodities. The longer the turnover time of a cap- lar system’, that is, the entire network of streets, ital, the smaller its surplus value; therefore, by accel- canals, channels, harbours, tracks, piers, bridges erating circulation through more efficient and and elevators (Gilliland 1999). In this paper, I effective means of transport, investors are able to argue that for cities to survive and grow, they increase profits. must, again and again, accelerate circulation and The primary data for this study were drawn from expand the capacity of the urban vascular system; the annual reports of the Montreal Harbour Com- in particular, they must periodically redimension mission, the institution responsible for developing the entire waterfront time-space. While previous the waterfront and regulating port traffic during studies have described the historical development the period under study. Available since 1830, of individual physical components of the port of these comprehensive ledgers are the most author- Montre´al, such as the Lachine Canal (Desloges and itative source of information on port activities dur- Gelly 2002), St Lawrence River ship channel ing the industrial era. Furthermore, the Harbour (Corley 1967)and grain elevators (GRHPM 1981), Commission reports are an important source of this paper offers a new perspective on port devel- data on the historical geography of Canada which opment in that it considers the entire port as a has largely been untapped by researchers (Brouillard comprehensive circulatory system and examines 1979). Although this study concentrates on the (re)development of various components in Montre´al, similar stories could be (and have been) relation to others. told for other port cities. Indeed, studies of the Beyond a detailed examination of the physical historical redevelopment of the New York/New transformation, or morphogenesis, of the water- Jersey waterfront reveal processes and patterns front, this paper attempts to elucidate the forma- similar to those in Montre´al, particularly with tive and adaptive processes underlying its respect to the nature and timing (if not scale)of evolution. To understand the processes that con- the redimensioning of major arteries such as the tinually reshape the landscape of the port, we need canals (McIlwraith 1976; Sheriff 1996)and railways to turn our attention to the compelling logic of the (Condit 1980; Doig 2001). In the Canadian context, urban economy—that is, the revolutionary histori- the Toronto waterfront has undoubtedly received cal and geographical dynamics of capitalism. Pre- the most scholarly attention, presumably because vailing studies in transport geography view the the redevelopment process and associated conflicts contemporary redevelopment of cityports across among waterfront land uses have remained the globe as the spatial outcome of processes of extremely contentious public issues to this day economic restructuring, symptoms of the ever- (McIlwraith 1991; Goldrick and Merrens 1996; increasing globalisation of maritime transport Greenberg 1996; Goheen 2000). Although each (Slack 1975, 1995, 1999; Hoyle and Pinder 1981; cityport develops a distinctive set of functions and Hoyle et al. 1988; Kilian and Dodson 1995, 1996; features according to its particular historical, geo- Malone 1996; Meyer 1999; Rodrigue 1999; Slack graphical, economic and political circumstances, et al. 2002). Drawing insights from ‘spatialised’ Hoyle (1988, 4)reminds us that ‘any individual city- interpretations of the rhythm of capital accumula- port nevertheless represents to a greater or lesser tion (Harvey 1985, 1989, 2001; Smith 1990), I for- extent the overall trends that characterise all such mulate a complementary conceptual approach that locations and which reflect global rather than local recognises the circulation of capital as the driving factors’. The findings of this paper, therefore, have force behind the morphogenesis of the Montre´al a much broader relevance beyond Montre´al. waterfront. My central thesis is that periodic inno- Furthermore, it is believed that the conceptual The Canadian Geographer / Le Ge´ographe canadien 48, no 4 (2004) Muddy shore to modern port 451 framework set out in the following section can help haul the goods into the city.1 Evidently, the primi- contribute to our understanding of the redimen- tive harbour and approaches experienced by Allan sioning process in other waterfront spaces, over on his first visit to Montre´al constituted a signifi- different time periods.
Load more

Recommended publications
  • 1 ' W ' WADSWORTH, James Bruce, Electrical Lieutenant
    ' W ' WADSWORTH, James Bruce, Electrical Lieutenant - Member - Order of the British Empire (MBE) - RCN - Awarded as per London Gazette of 11 December 1945 (no Canada Gazette). Home: Ste. Hyacinthe, Quebec. WADSWORTH. James Bruce, 0-75310, Lt(El) [1.7.42] RCN MBE~[11.12.45] Lt(L) [1.7.42] HMCS STADACONA(D/S) for Elect/School, (18.1.46-?) RCNB Esquimalt, (15.12.47-?) HMCS ROCKCLIFFE(D/S)(J355) (25.8.49-?) LCdr(L) [1.7.50] RCNB Esquimalt, Elect/Trg/Centre OIC, (15.8.50-?) "For distinguished service during the war in Europe." * * * * * WADSWORTH, Rein Boulton, Lieutenant-Commander - Distinguished Service Cross (DSC) - RCNVR / at Salerno - Awarded as per Canada Gazette of 24 June 1944 and London Gazette of 23 May 1944. Home: Toronto, Ontario. He left for England with the first group of officers from HMCS York (Naval Reserve Division) as a Sub-Lieutenant in 1940. Commanding Officer of LST 319 ("Philadelphia") during WW2 at the landing at Salerno, Italy, for which he received the Distinguished Service Cross. WADSWORTH. Rein Boulton, RCNVR Company Toronto [18.3.28] RCNVR S/Lt [18.3.29] Lt(Temp) [24.7.40] LCdr(Temp) [1.7.43] DSC~[24.6.44] Cdr(Temp) Retired [29.9.44] "For good service in attack on Salerno." * * * * * WAGG, Frank, Chief Petty Officer (A-5386) - Mention in Despatches - RCNR - Awarded as per Canada Gazette of 16 June 1945 and London Gazette of 14 June 1945. Home: Gore Bay, Ontario. WAGG. Frank, A-5386, CPO, MID~[16.6.45] "Chief Petty Officer Wagg set a good example by his cheerfulness during the strenuous period of hours at the wheel.
    [Show full text]
  • Waterloo County Soldier Information Cards - World War I
    Waterloo County Soldier Information Cards - World War I Last Name First Name Rank Regiment/Battalion Residence or Hometown A Abbott Augustus Private Kitchener [R] Abbott G. Private Abbott George Drummer 118th Battalion Kitchener [R] Abbott James Private Hespeler [R] Abbott W. A. Private Abelson Fenton Silvester Private 111th Battalion Galt [R] Adair Alexander Campbell Lance Corporal Galt [R] Adair Nelson Private 111th Battalion Galt [R] Adair William John Private 111th Battalion Galt [R] Adams Charles Robert Private 34th Battalion England [H] Preston [R] Adams F. J. St. Jacobs [R] Adams George Private Preston [R] Adams Thomas Stanley Private 111th Battalion Bright [R] Adams William F. Private 1st Battalion Preston [R] Adams William J. Private 29th Regiment/34th Battalion Scotland [H] Preston [R] Affholder Frank Joseph Private Chicago [R] Aikens J. Wilson Private Galt [R] Ainslie Robert Sapper 2nd Battalion/9th Battalion Scotland [H] Galt [R] Ainsworth A. E. Private Elmira [R] Ainsworth Fred Private Preston [R] Ainsworth J. Private Elmira [R] Aitkin George James Lieutenant 29th Regiment/111th Battalion Galt [R] Akitt E. J. Private Albiston A. W. Private Albrecht Louis John Private 118th Battalion/116th Battalion Kitchener [R] Albright Solon Captain 108th Regiment/118th Battalion/241st Battalion Kitchener [R] Alcock John William Private 34th Battalion/1st Battalion England [H] Galt [R] Alexander S. L. Elmira [R] Alison Denis J. Corporal 2nd Battalion Galt [R] Alison Thomas Private 111th Battalion/13th Battalion Galt [R] Allan Charles A. Private 111th Battalion Galt [R] Alemang A. Private * = Information file available GSR World War I Soldier Information Cards Page 1 of 101 Nov 2009 Waterloo County Soldier Information Cards - World War I Last Name First Name Rank Regiment/Battalion Residence or Hometown Allemang Harvey Musselman Private 118th Battalion Canfield [R] Allen Alfred C.
    [Show full text]
  • Edward F. Bush the CANADIAN FAST LINE on THE
    480 Edward F. Bush THE CANADIAN FAST LINE ON THE NORTH ATLANTIC,l.851.-1915 Few of us today over the age of forty can have forgo tten the days of keen competition on the North Atlantic among rival steamship lines for the coveted Blue Riband. With the advent of large -scale trans-oceanic air service over rhe course of the past quarter- century, competition among the steamship lines had swindled to negligible significance, until today the passenger line is relegated for the most part to the luxury winter cruise in southern seas. Canada's bid to establish a fast subsidized mail and passenger service on the Liverpool-Quebec route (Halifax or Saint J ohn in winter) in competition with that serving New York, a trade which attracted the fastest ships and most competitive steamship lines, is less well known. First mooted in the House of Assembly, Canada West, in 1851, the long deferred and despaired of Canadian Fast Line service did not materialize until 1907, when the Laurier government realized the goals of its Conservative predecessors; the veteran Allan Line undertook to provide a weekly 17-18 knot service , commencing 1 August 1907. The Allan Line in turn shared its contract with the recently formed Canadian Pacific Railway Atlantic line; the two companies between them operated a bi-weekly service, Liverpool to Quebec, more or less competitive with service on the New York route. In the process, however, the Allan Line, oldest in the Canadian trade, was absorbed by its younger, but better heeled, partner and rival. An edi torial in the Montreal Gazette dated 5 June 1851 supported the motion of recent date introduced by William Hamilto n Merritt in the House of Assembly, Canada West, that a service fas t enough to be competitive with the lines serving New York be establish on the considerably sho rter 1 Quebec-Liverpool route, to be subsidized by the Canadian government.
    [Show full text]
  • The Canadian Steam Merchant Marine, 1853-19031 Kenneth S
    "They Lost the Smell:" The Canadian Steam Merchant Marine, 1853-19031 Kenneth S. Mackenzie Sir John A. Macdonald's National Policy "extinguished" the smell of the sea in the nostrils of Canadians, contended one member of Parliament during a 1920 debate in the House of Commons.2 Regrettably he did not amplify his reasoning, but nonetheless he came surprisingly close to the mark. Unfortunately, his word carried little weight, in part because he represented the inland constituency of Red Deer, Alberta. What did he know of the smell of the sea, many sceptics must have wondered? Still, what is most remarkable is the prescience of his comment. It may be that he was so accurate because he could examine the subject dispassionately, an argument bolstered by the fact that few Canadians more involved with the subject were as insightful. Indeed, the decline of interest in maritime affairs remains a theme that sorely perplexes many Canadians. In this essay I will show in broad terms how the Canadian steam merchant marine, far from being an undernourished, ill-founded venture, was in fact a vital force, and how it first expanded and then contracted in the half century under discussion. Few people within or without the country are even aware that Canada once possessed such a fleet; it is time for this historical fact to become better known. A word about sources may be useful at the outset. This study is based largely on non-quantifiable sources, since company records have not survived in any significant quantity. In fact, the really valuable sources — such as private letters, diaries and records — simply do not exist.
    [Show full text]
  • Starke's Pocket Almanac and General Register for 1863 [Microform] : The
    ^ IMAGE EVALUATION TEST TARGET (MT-3) i^ma 12.5 1.0 |5g "^^ Hill 12.2 1^ I.I i2£ lU 11.25 1.4 6" •ss y; .J i\ ^\ '> ^> k -> ^^ 4 «^>. Photographic 23 WEST MAIN STREET WEBSTER, N.Y. 14580 Sdences (716) •72-4S03 Corporation CIHM/iCMH CIHIVI/iCIVIH Microfiche Collection de Series. microfiches. Canadian Institute for Historical Microreproductlons / Instltut canadieii de microreproductions historlques Technical and Bibliographic Notes/Notes techniquas at bibliographiquas TiM tot The Institute has attempted to obtain the best L'Institut a microfilm^ le meilleur exemplaire original copy available for filming. Features of this qu'il lui a 6t6 possible de se procurer. Les details copy which may be bibliographically unique, de cet exemplaire qui sont peut-Atre uniques du which may alter any of the images in the point de vue bibliographique, qui peuvent modifier reproduction, or which may significantly change une image reproduite, ou qui peuvent exiger une The the usual method of filming, are checked below. modification dans la methods normale de filmage pos sont indiqufo ci-dessous. oft film Coloured covers/ Coloured pages/ D Couverture de couleur I I Pages de couleur Ori] beg Covers damaged/ I Pages damaged/ the I I I— Couverture endommag6e Pages endommagtes sioi oth Covers restored and/or laminated/ I Pages restored and/orand/oi laminated/ firs I— D Couverture restaurie et/ou pellicul6e Pages restauries et/ou pellicul^es sioi or i Cover title missing/ r~7| Pages discoloured, stained or foxed/foxei I I Le titre de couverture manque Pages d6color6es, tachet^es ou piqu6es Coloured maps/ I Pages detached/ I The Cartes gdographiques en couleur Pages d6tach6es she TIN Coloured ink (i.e.
    [Show full text]
  • Over the Years the Fife Family History Society Journal Has Reviewed Many Published Fife Family Histories
    PUBLISHED FAMILY HISTORIES [Over the years The Fife Family History Society Journal has reviewed many published Fife family histories. We have gathered them all together here, and will add to the file as more become available. Many of the family histories are hard to find, but some are still available on the antiquarian market. Others are available as Print on Demand; while a few can be found as Google books] GUNDAROO (1972) By Errol Lea-Scarlett, tells the story of the settlement of the Township of Gundaroo in the centre of the Yass River Valley of NSW, AUS, and the families who built up the town. One was William Affleck (1836-1923) from West Wemyss, described as "Gundaroo's Man of Destiny." He was the son of Arthur Affleck, grocer at West Wemyss, and Ann Wishart, and encourged by letters from the latter's brother, John (Joseph Wiseman) Wishart, the family emigrated to NSW late in October 1854 in the ship, "Nabob," with their children, William and Mary, sole survivors of a family of 13, landing at Sydney on 15 February 1855. The above John Wishart, alias Joseph Wiseman, the son of a Fife merchant, had been convicted of forgery in 1839 and sentenced to 14 years transportation to NSW. On obtaining his ticket of leave in July 1846, he took the lease of the Old Harrow, in which he established a store - the "Caledonia" - and in 1850 added to it a horse-powered mill at Gundaroo some 18 months later. He was the founder of the family's fortunes, and from the 1860s until about 1900 the Afflecks owned most of the commercial buildings in the town.
    [Show full text]
  • CBC Times 490925.PDF
    Miss Verna E. Weber. BERGE:I, Alta. PRAIRIE REGION SCHEDULE Sept. 25· Oct. 1, 1949 Issued Each Week by the Canadian Broadcasting Corporation VOLUME 11 No. 39 ISSUED AT WINNIPEG SEPTEMBER 16 5c PER COPY $1.00 PER YEAR This Week: Sir Thomas Beecham Stage 50 (Page 2) CBC Wednesday* Night- Toronto Symphony Vatican Organist (Page 5) * Winnipeg Drama (Page 6) * Junior Clubs (Page 8) * Drllmatis Personae » ERHAPS TIUS L'35t of players in the CBe's P Stage 50 drama series may be laughing at a joke 2,000 yeats old. Rehearsals have begun for the first program of the '50 series-a radio adapta­ tion by Lister Sinclair of The Birds, an Athenian {.'omedy by Aristophancs. Other programs in the famous series are discussed in an article on this page by Andrew Allan, CBC Supervisor of Drama. *** Stage 50 CBC's lamous drama series resumes with ancient Greek comedy (BII ANDREW ALLAN, CBe Supervisor of Drama) \Vhen Stage 50 begins on Sunday September 25, the broadcast will not only mark the opening of the seventh season of our Sunday night Stages, hut will also mark the first time we have attempted anything su daring as an ancient Greek <..'omedy, The comedy is The Birds, written in 414 B.C. by Aristophancs, and now newly adapted for us by Stage 50 Cast Lister Sinclair, Although Mr. Sinclair has been successful in his adaptations of two Greek tragedies, Oedipus l'he King and Antigone, even his expert­ tunes in. Mr. Sinclair has, quite properly, trans­ The lyrics which 1\1r.
    [Show full text]
  • Founding Members
    1 APPENDIX C The Seventeen Charter Members or Guarantors who, along with Drummond, Strathcona and Angus, made up the Founding Members Sir Montague Allan (1860-1951 knighted in 1904, was the son of Sir Hugh Allan, an eminent figure in shipping and financial circles in Canada. In 1901 Allan entered the firm of H. & A. Allan, steamship agents, which evolved into the Allan Line prominent in passenger and freight service between Great Britain and Canada. Sir Allan was president of the Merchant’s Bank of Canada, the Acadia Coal Company, the Railways Securities Company and vice-president of the Canada Paper Company and Canadian Vickers Limited. He was also a director of several companies including The Royal Trust Company, Ogilvie Flour Mills, the Canadian Transfer Company, The Ritz Carlton Hotel and the Mutual Life Association Company of Canada. His benevolent and charitable works were also far-reaching, becoming a director of the Sailor’s Institute, the Society for the Prevention of Cruelty to Animals and vice-president of the Montreal General Hospital. In 1919 he donated $5,000. to the Charles Alexander Memorial Fund and donated the Allan Cup as a perpetual trophy for competition between amateur hockey clubs. He was well-known in club circles belong to at least thirty private clubs in 1 Montreal, Toronto, New York and London. 1 Atherton, 660-662; Henry James Morgan, Canadian Men and Women of the Time: A Handbook of Canadian Biography1898 (Toronto: William Briggs, 1898), 15; Mackay, 145-146. 2 Hugh Andrew Allan (1857-1938), a cousin of Sir Montague Allan, was a member of several other private clubs and lived near the Mount Royal Club on Stanley Street.
    [Show full text]
  • Under the Sycamore Tree
    The University of Calgary BANFF SCHOOL OF FINE ARTS PRESENTS Under the Sycamore Tree by SAMUEL SPEWACK Directed by Sean Mulcahy In Association with The Cultural Development Branch of the Government of Alberta The Division of Continuing Education, University of Calgary Thursday, August 6th and Friday, August 7th, Eric Harvie Theatre, Banff Monday, August 10th, Jubilee Auditorium, Edmonton Tuesday, August 11th, Jubilee Auditorium, Calgary m o Under the Sycamore Tree by SAMUEL SPEWACK Directed by SEAN MULCAHY SET DESIGN BY LASZLO L. FUNTEK COSTUME DESIGN BY LILIANE JOHNSON LIGHTING DESIGN BY ROGER A. READ CAST in order of appearance The Queen ......................................Tina McKenna, Sacramento, California The Chief Statistician ....................Christopher Pratt, Abbotsford, B.C. The Scientist ..................................Michael Ross, Edmonton, Alberta The General ....................................Steve LoVerso, Sacramento, California The Boy ............................................Jon Bjorgum, Edmonton, Alberta The Girl ............................................Barbara Gale, Toronto, Ontario The Brown Ant ................................Lawrence Mittler, Toronto, Ontario Worker Ants ....................................Rachelle Glait, Montreal, Quebec Jane Rubin, White Plains, New York Martin Smee, Edmonton, Alberta David Sutherland, Vancouver, B.C. Philip Wilhelmsen, Vancouver, B.C. Assistant to Mr. Mulcahy - Bryna Wasserman, Montreal, Quebec The Director wishes to especially thank Mr. Roger A. Read of The Citadel Theatre and The Banff School of Fine Arts. SETTING The entire action of the play takes place in The Throne Room of an ant colony under a sycamore tree. Time: The present. ACT ONE Scene One .................The Throne Room of the Queen Scene Two .................Some Time Later INTERMISSION ACT TWO Scene One .................Some Time Later Scene Two .................Some Time Later Scene Three ............. Some Time Later INTERMISSION ACT THREE Scene One ................
    [Show full text]
  • Canadian Navy List
    DEPARTMENT OF NATIONAL DEFENCE THE CANADIAN NAVY LIST CORRECTED TO 30th SEPTEMBER, 1949 r -'\\!:.-, \. • .J 'J! .," -. J OTTAWA EDMOND CLOUTIER, C.M.G., B.A., L.Ph, PRINTER TO THE KING'S MOST EXCELLENT MAiESTY CONTROLLER OF STATIONERY 1949 Pria Twenty-five ants 200-6-10-49 Bee. 675-275 N.8.183HO NOTE Officers who may notice errors or omissions in the Lists are Invited to communicate direct with THE EDITOR OF THE NAVY LIST, Department of National Defence Ottawa. The CANADIAN NAVY LIST is compiled and published annually by ordf!r of the Minister for the convenience of the Naval Service, but. as erro" may occasionlJlly occur, the rioht is reserved to determine the status of any Officer accordino to the actual circumstances of the case, independently of any· entry in the Navy List. 3 CONTENTS The names oj Officers on the ActiveList oj the Royal N QVy, and Royal Naval Reserves whoQre lent for serVtce under the Canadian Government are -included tn the Alphabetical List 01 Corresponding Officers of the Royal Canadian Naval Service on pages 11 to 63. Alphabetical Index of Officers............................................... 11 Alphabetical List of Civilian Officers _. 95 Alphabetical List of U.N.T.D. Cadets...................................... 65 CANAVHED Ottawa, Officers Serving at............. 9 Officers of the Naval Board, Ottawa.................................... 9 List of Retired Officers- Royal Canadian Navy. ................................................. 96 Royal Canadian Navy (Reserve) ................ .. .......... .•. ... .. ... 104 Women's Royal Canadian Naval Service................................ 198 Prizes, List of, for which R.C.N. Officers eligible.................. 205 Relative Rank of Officers of Navy, Army and Air Force..................... 208 Sea Cadet Corps Affiliated with the R.C.N.
    [Show full text]
  • The Church of St. Andrew and St. Paul
    The Church ofSt. Andrew and St. Paul: Architecture and Patronage he Church of St. Andrew and St. Paul, on the corner of Sherbrooke and Redpath T:streets in Montreal, illustrates many of the particular characteristics of ecclesiastical patronage. The church represents the joining of two powerful, historic, and wealthy Pres­ byterian congregations in 1918. Both began as individual churches early in the nineteenth cen­ tury, with each enjoying a long history of prominent ministers and influential patrons, the latter including several of canada's preeminent businessmen. A study of the role of patronage in this church reveals not only the outward context of a religious institution as it evolved through several building projects in Montreal, but also the struc­ ture of the social forces which were instrumental in producing the final architectural designs. Al­ most two centuries have transpired since the ftrSt church was built for this congregation. The number and stature of architects employed for their buildings is impressive. Moreover, an inves­ Figure 1. St. Andrew's Church, 1807. (Vale Resurgam tigation of the relationship between these patrons and their architects can be illuminating. (privately printed, 1932}, Archives of the Church of St. The design and construction of a church building is subject to the approval and con­ Andrew and St. Paul {hereafter Archives, SSAP]) trol, in varying degree, of several groups of people. First of all, the building represents the aspirations of the institution in question-in this example, the Presbyterian Church in canada. Its goals are foremost: the church building must meet the needs of a specific Protes­ tant liturgy, it must satisfy the moral sensibilities of the institution, and it must express its religious function through its design.
    [Show full text]
  • The Architecture of Villégiature on Lake Memphremagog, 1860–1890 Jody Robinson, Archivist, Eastern Townships Resource Centre, Bishop’S University
    Jody Robinson 55 THE ARCHITECTURE OF VILLÉGIATURE ON LAKE MEMPHREMAGOG, 1860–1890 Jody Robinson, Archivist, Eastern Townships Resource Centre, Bishop’s University Abstract This article examines growing trend towards villégiature in nineteenth- century Quebec as it looks at the country estates of Montreal villégiateurs on Lake Memphremagog, in the Eastern Townships of Quebec. In particular, the architectural styles of the estates of Sir Hugh Allan, Alexander Molson, Judge Charles Dewey Day and John Murray are at the centre of this analysis. The article concludes that the architecture and landscaping of these estates demonstrates the occupants’ notions of nature, leisure and social status as well as indicating the contemporary influences of romanticism and antimodernism. Résumé Cet article illustre la tendance croissante vers la villégiature au Québec au XIXe siècle par l’étude des maisons de campagne des villégiateurs montréalais au lac Memphrémagog, dans la région des Cantons-de-l’Est au Québec. En particulier, les styles architecturaux des maisons de campagne de sir Hugh Allan, d’Alexander Molson, du juge Charles Dewey Day et de John Murray sont au cœur de cette analyse. L’article conclut que l’architecture et l’aménagement paysager de ces maisons de campagne démontrent ce que représentaient la nature, les loisirs et le statut social pour ces résidents et offrent un indicateur des influences contemporaines du romantisme et de l’anti-modernisme. eginning in the mid-nineteenth century, a growing number of B wealthy Montrealers were choosing to escape the city during the summer months, preferring locations with more ‘congenial’ scenery and fresher air. Among the popular summer destinations were the shores of Lake Memphremagog, with its picturesque landscapes and perceived rejuvenating qualities.1 From 1860 to the early twentieth- century, a selection of upper-class Montreal families made Lake Memphremagog, in Quebec’s Eastern Townships region, their summer 56 JOURNAL OF EASTERN TOWNSHIPS STUDIES home.
    [Show full text]