Monday, October 3, 2016

Remains of shipwrecked Irish famine victims found in Canada

 

The remain of eight humans discovered in Quebec last month are believed to be those of Irish immigrants who died in an 1847 shipwreck off the coast of Canada, Parks Canada revealed.

The bones and skeletons, found in near Cap-des-Rosiers, Quebec, in late July, appear to be those of five adults and three children who were fleeing the Great Hunger in Ireland when their ship got into trouble during a storm.

Although the remains have yet to be analyzed, Parks Canada archaeologist Martin Perron believes the eight bodies could be the remains of some those who died when the Irish ship, The Carricks of Whitehaven, sank during a storm off the Gaspe coast.

If proven to be those of Irish immigrants aboard the 1847 ship, the discovery may be an indicator of a mass grave in the area for the massive fatalities among the 167 passengers. At first discovery, Perron stated that the bones appeared to be very ancient, possibly as old as the 170 years since the ship sank, although further analysis is needed before this is confirmed.

Adding to the evidence that this may be a burial site for The Carricks, the remains of three European children were previously discovered close to this site in 2011. The bones were found on Cap-des-Rosiers beach just a few hundred meters away from July’s grave discovery. The coroner ruled that the three children were the victims of a maritime tragedy and that they had also suffered from malnutrition, a fact that would fall in line with the theory the children were Irish and leaving Ireland because of the famine.

"All these elements point towards a mass grave that is quite ancient, which could be linked to the Carricks shipwreck,'' Perron told CBC Canada.

The Carricks was just one of the Irish ships, often called the “coffin ships,” that transported thousands of Irish people from their suffering island to a new life in the US and Canada. Unfortunately, conditions on many of these ships were deadly and hunger, malnutrition, and disease caused the death of many on the passage and many more when disease spread among immigrants and the local population on landing.

This particular ship is believed to have been traveling to Quebec in 1847, the very worst year of the Great Hunger and often referred to as “Black ‘47.”

Some 100,000 Irish immigrants made the journey to Canada in 1847, descending on the quarantine station in Grose Íle which welcomed the arrival of 14,000 Irish by the summer months alone, despite having just 150 beds. If they escaped the quarantine station, many Irish may have made it to Montreal, where typhus was killing those who survived the journey, while others carried along the river to Toronto.

A fifth of those who traveled that year - 20,000 immigrants - died.

Built in 1812, The Carricks set sail from Sligo, one of the principal points of emigration during the Great Hunger, in March 1847, under the command of Captain R.Thompson, with 167 passengers, most of whom were tenants from the Irish estates of Lord Palmerston. On April 28, she ran into a storm and most of her passengers were lost. It appears that of all those on board, only 48 made it to the shore. Nine had died previously on the voyage while the remaining 119 were lost in the wreckage. All of the crew survived but for one boy.

One Quebec film maker Viveka Melki is currently making a documentary about The Carricks ship and the fate of those poor Irish on board. During the course of her preparation for the documentary, Melki came across an obituary written by a local priest referring to the way in which the shore was strewn with bodies after the shipwreck and that a shallow, hasty mass grave had been dug for the remains along the beach, leading her to believe that this latest discovery must be several of The Carricks victims.

"It's not been easy for us or for the descendants (interviewed) in the film to even suppose that this might be the grave,'' Melki said.

Other documentaries have been made regarding the ship which focuses on the Irish-speaking family, the Kaveneys from Sligo, who five generations later are now the French-speaking Kavanaghs of Gaspé.

The areas around the bodies has now been cordoned off and Park Canada will continue to excavate the site to discover if there are further remains buried nearby.

"There's a way to give a second life to these bodies and make them talk, thanks to the different analyses that can be done,'' Perron said.

A monument already stands to the victims of the shipwreck in Gaspé, which was offered by St. Patrick’s Parish in Montréal in 1900. It is joined by the enshrined ship’s bell, discovered in 1966. The monument’s inscription reads: “Sacred to the memory of 187 Irish Immigrants from Sligo wrecked here on April 28th 1847 (Ship Carricks of Whitehaven 87 are buried here. Pray for their souls.”

 

-courtesy Irish Central

©2016 Linda Sullivan-Simpson
The Past Whispers
All Rights Reserved

Sunday, October 2, 2016

Point-St-Charles gala raises $500,000 for local youth

 

When Kevin Figsby packed his bags to leave Point-St-Charles, he began a journey most children from the working class enclave would never know.

The Point” had always been a hardscrabble place but by the late 1970s — after massive layoffs at the Northern Electric factory and Redpath sugar refinery — it had become one of the poorest neighbourhoods in Canada. The Irish neighbourhood was notorious for its association with the West End Gang, known more for producing brawlers, boxers and tough-as-nails rail workers than scholars.

So it was a rare thing for someone like Figsby, in 1979, to leave town and attend Bishop’s University in Lennoxville. But when that did happen, the community rallied around Figsby and another young man from The Point.

“The parish priest, Father Willard, gave us both $150 and he said: ‘Here, here’s something to help you on that road,’ ” said Figsby, now the director of Hockey Program Delivery at Hockey Canada. “I said to him: ‘How can I repay that?’ And he said: ‘If you ever get the chance to help another kid, do it.’ ”

After helping raise more than $500,000 in scholarships and programs for children Point-St-Charles youth, it’d be fair to say Figsby held up his end of the bargain.

On Saturday, Figsby joined about 500 people at the Point-St-Charles YMCA for the 13th annual Hall of Recognition ceremony, which honours notable locals and awards scholarships to about 20 youth who live in the area.

The ceremony began, almost by chance, when Figsby heard about plans to close The Point’s YMCA in 2003. After meeting with the YMCA’s director, Figsby devised a way to help save the social programs it promoted while honouring the people who organized youth sports when he was a boy in the south Montreal neighbourhood. More…

 

©2016 Linda Sullivan-Simpson
The Past Whispers
All Rights Reserved

 

 

 

Friday, September 30, 2016

Five Roses Flour Refinery

 

1_Five-Roses940
Five Roses Flour Refinery, graphite and
coloured pencil on Mylar, 2011 by G. Scott MacLeod.

 

Though not original, the illuminated sign on this building is a landmark well known to locals and visitors. Seen by travellers entering and leaving Montreal by train, boat and automobile, these 15-foot high familiar red letters flash 'Farine Five Roses' in 22 second cycles.

According to the Farine Five Roses Project, it was in 1946 that Ogilvie Flour Mills Co. Ltd. opened the New Royal Mill but their original sign, installed in 1948, flashed 'Farine Ogilvie Flour'. In 1954, Ogilvie purchased Lake of the Wood Milling and changed the sign to read 'Farine Five Roses Flour'. In response to the new signage laws in Quebec, in 1977 the word 'flour' was removed from the sign.

Archer Daniels Midland Company (ADM) bought the company in 1993-1994. When ADM sold the Farine Five Roses brand to Smuckers in 2006, Smuckers promptly shut off the sign. Due to a public outcry against Smuckers for pulling the plug on this much-loved sight, the sign was later turned back on and still flashes today.

 

©2016 Linda Sullivan-Simpson
The Past Whispers
All Rights Reserved

Wednesday, September 28, 2016

Lachine Canal

 

Lachine-Canal-Enlargement

In 1819, the project to build the Erie Canal in New York State was a source of worries for the Montreal’s merchants: they feared that the Great Lakes trade would be diverted from the Montreal port and would be drawn towards the port of New York. In order that Montreal attracts commercial traffic, the navigation needed to be improved. Therefore, the Montreal’s merchants planned to build a canal that would allow to navigate without passing through the rapids of Lachine. To this end, they created the Company of the Proprietors of the Lachine Canal.


However, this company went bankrupt, and the government of Lower Canada took over the project. The construction of the Lachine Canal began in 1821, under the direction of engineer Thomas Burnett, and it was completed in 1825. 7 locks were built that allowed to pass through a 14.3 km-denivellation over a distance of 13.5 km between the port of Montreal and the Lake Saint-Louis. At that time, the Lachine Canal enabled the passage of small boats only.


Between 1825 and 1840, the number of boats using the canal increased sevenfold, and the boats were bigger and bigger. Thus, there was a need to enlarge the canal. The work was carried out in the 1840s, after the Act of Union reunited the Upper Canada and the Lower Canada into one entity, the United Province of Canada. In this new context, the British authorities decided to extend the canal system and to connect Montreal and the Lake Erie in order to foster the Canadian economy. Major canalization works were undertaken in 1843 and were carried out until 1848.

The Lachine Canal was widened, as well as the Welland Canal, which runs from Lake Ontario to Lake Erie, and the number of locks on the Lachine Canal was reduced to five. In addition, three new canals were built, in Beauharnois, Cornwall and Williamsburg.
The reconstruction of the Lachine Canal increased its flow in such way that it was now possible to use it to produce hydraulic power. Thus, several factories were established on the shores of the canal, beside the locks, where they benefited from this source of energy. The industries were mainly set up close to the Saint-Gabriel and Côte-Saint-Paul locks, where the denivellation is significant and allows for a good amount of hydraulic power.


During the first phase of industrial development, factories were mainly grouped around the Lachine Canal’s locks, but as the industrial development continued, factories gradually occupied all of the canal’s banks to the east of the Côte-Saint-Paul Lock.
In 1959, the St. Lawrence Seaway opened, allowing boats to navigate from the Greats Lakes to the St. Lawrence River and from there to the Atlantic Ocean. Boats were able to avoid the rapids without having to pass through the Lachine Canal. As a result, the canal was lesser and lesser used, and it closed to maritime traffic in 1970.


In 1978, the Lachine Canal passed under the responsibility of Parks Canada. The canal reopened to boating in 2002.


Sources: ‘’Lachine Canal National Historic Site’’, Parks Canada

©2016 Linda Sullivan-Simpson
The Past Whispers
All Rights Reserved

Monday, September 26, 2016

Tobogganing on Mount Royal Park Montreal, QC, 1885

 

This photo shows the members of the Club de la Tuque Bleue practicing their favourite winter sport on the slopes of Mount Royal.

v1582
-courtesy McCord Museum

Opened in 1876, Mount Royal Park was then considered by the English-speaking elite of the "Golden Square Mile" to be the "natural" extension of their neighbourhood, and they had difficulty conceiving that the park should be accessible to everyone. As a result, an imaginary boundary divided Mount Royal into two parts in the 1880s. For winter sports enthusiasts, this division meant that "proper people" tobogganed in the western part, while the youth of the working-class districts went down the slopes on the east side.

However, tobogganing, that "new craze," did not appeal to everyone. In 1885, the bishop of Montreal, Bishop Fabre (1827-1896), warned Catholics against the opportunities for sin associated with this activity, which was practiced by both men and women.

     

    ©2016 Linda Sullivan-Simpson
    The Past Whispers
    All Rights Reserved

    Saturday, September 24, 2016

    The Grand Trunk’s Industrial Complex

     

    In 1856, the Grand Trunk Railway opened a big complex of shops in Montreal to build and repair trains and locomotives. It was located in Point St. Charles, not far from the Victoria Bridge's construction site. An area of this industrial complex was intended to the work on the cars and coaches (metal and wood), while another area was intended to the work on locomotives (metal only).

    Engineering-Department-staff-GTR
    Engineering Dept. Staff - 1896

    By 1961, the Grand Trunk was the main employer in Montreal in regards to manufacturing jobs. In order to provide accommodation to all these workers, a series of houses, called "Sebastopol Row", were built in 1857.

    There were a lot of different buildings at the Grand Trunk's industrial complex: foundries, factories, shops for construction and maintenance, a warehouse, etc. There was also a station for the train passengers. At the beginning of the 20th century, the company's headquarters moved to Downtown Montreal, but the shops remained in Point St. Charles.

    In 1912, the Grand Trunk's President, Charles Hays, died in the sinking of the Titanic. It was a big loss for the company, which encountered financial problems and went bankrupt in 1919. The decision was made to merge with their rival, the Canadian Northern Railway, which was also in bankruptcy, and a new Crown corporation was founded in 1919, he Canadian National.

    The CN managed the industrial complex over the 20th century, and then rented it to ALSTOM in the 1990s. The site served again for construction and maintenance of locomotives and other vehicles. Today, the site is still owned by the CN but is not in use anymore.

    Source: http://www.memorablemontreal.com/print/batiments_menu.php?quartier=14&batiment=267 http://www.mccord-museum.qc.ca/en/collection/artifacts/M990X.371.1.2

     

    ©2016 Linda Sullivan-Simpson
    The Past Whispers
    All Rights Reserved

    Thursday, September 22, 2016

    The Borden Company, Ltd. 1857 - 1976

     

    borden-milkmen
    Borden Milkmen

    Borden Dairy Montreal was a very complex organization so that it has operated under several names. In 1932, Borden marched purchaser of the dairy " Joubert " but the two dairies continued to operate with their respective names until 1976. That year, the "Coopérative agricole de Granby" ( Agropur ) bought the entire organization "Borden - Joubert."

    mtl-lovell1-1959

     

    borden-add1937

     

    st-charles2_box

     

    borden1857-1957

     

    ©2016    Linda Sullivan-Simpson
    The Past Whispers
    All Rights Reserved