The Maritime county of Down, in the Province of Ulster, is bound on the east and south by the Irish Sea (Carlington Bay separating it from m
Louth), on the north by the county of Antrim and Belfast Lough and on the west by the county of Armagh.
When there was an influx of Irish settlers in the township of Rawdon population in Belfast was i
The Maritime county of Down, in the Province of Ulster, is bound on the east and south by the Irish Sea (Carlington Bay separating it from m
Louth), on the north by the county of Antrim and Belfast Lough and on the west by the county of Armagh.
When there was an influx of Irish settlers in the township of Rawdon population in Belfast was in 1821 325,410. In 1831 the population had risen to 352,012. In 1841 towards the end of the arrival of many Irish immigrants in the township of Rawdon the population of Belfast was 361,446.
County Down is divided into the baronies of Ards, Castlereagh,Dufferin, Iveagh, Lower Iveagh, Kinealearty, Lacale, and Morne.
The main towns are Newry, which is also partly in Armagh, Downpatrick, Newton Ards, Hillsborough, Castlewellan, Banbridge, Warrenspoint, Strangford, Bangor, Donaghadee.
The mountains were chiefly confined to the Southern District, where they are magnificent and lesser hills are abundant in all parts. The county is wooded and has many rivers, the ocean being its boundary on three sides and a huge inland sea, Strangford Lough.
Villas, mansions, and ornate cottages surround all sides of the Lough.
People from all the northern and Midland counties of Ireland have made this the place of residence both permanent and seasonal. Consequently neat, clean, and well built cottages have sprung up along the banks of the Lough furnished for let to lodgers.
The village of Warren's point is back by the mountains and faces the Broad Bay. In one direction the house is form a little square, in another they stretch along the edge of the shore.
Is it it was estimated to be esteemed as one of the best and most frequent bathing places in the north of Ireland. In 1827 a small meat church was built there in the town where there is a Presbyterian meeting house and a Roman Catholic chapel. A large windmill stands at the center. There is an extensive rabbit warren whence the place derived its name.
The maritime county of Antrim in the Province of Ulster is bound on the north by the Northern Ocean; on the east and north east by the North Channel; on the south east by Belfast Lough and the river Logan, which separate it from the County of Down; on the south by the County of Down on the south west by Lough Neagh; in the west by the
The maritime county of Antrim in the Province of Ulster is bound on the north by the Northern Ocean; on the east and north east by the North Channel; on the south east by Belfast Lough and the river Logan, which separate it from the County of Down; on the south by the County of Down on the south west by Lough Neagh; in the west by the County of Londonderry, and the River Bann, which issues from Lough Beg, dividing the two counties but leaving the Liberties of the Coleraine as the northwest bounty boundary of Antrim.
The eighteenth century had drawn a close, the nineteenth century for some there seemed to be a promise of better things to come, others foresaw only severe hardships.
The population of London had passed the million mark. People from rural areas were leaving their small towns for the “Big City”. George and Elizabeth were among these new arrivals in London.
Pollution became a concern for many. Crowding in towns and cities created a crisis in the water supply. Poor sanitation practices resulted in contamination and typhoid was rampant. Beer became the beverage of choice and micro-breweries sprang up all over the country.
The invention of the steam engine was altering the workforce. The industrial age was born. Thousands of smokestacks throughout England belched black smoke that settled on nearby roof tops and in peoples’ lungs causing an alarming increase in respiratory ailments as well as other associated health problems.
It was now possible to transport passengers and goods greater distances at greater speeds. Roads were being improved to allow for faster, easier, transport of the manufactured goods to all corners of the island as well as to the seaports. The export trade was greatly enhanced. Stage coaches were also much improved and now carried as many as eight passengers on the new McAdam or hardtop roads with greater speed than had been previously possible.
The turn of the century saw the introduction of a steam locomotive which travelled on rails as well as steam boats that plied the seas without being dependant on fickle winds to carry them along.
Although the ratio was swiftly changing, there were still more people employed in cottage industries than in factories. Records show the years between 1782-1821 to be the period with the worst conditions for the cottage workers.
Those such as lace and stocking weavers worked from their homes. The materials were usually leased from a hosier who supplied the raw material and bought the finished product back. This led to much abuse by the hosier yet the workers had no recourse
The World and its limits was also changing. Science was advancing, with France leading the field. Encouraged by Napoleon, the pursuit of scientific study was rewarded by issuing medals to those who actually published their theories. Despite the ongoing hostilities between England and France, in 1808 a prize for electrochemical studies was awarded to an English citizen, Humphrey Davy. An indication of the importance of this honour is the fact, despite the hostilities, Davy had safe passage to Paris to receive his reward in person.
The term ‘biology’ was coined in 1790 by Jean Baptiste Lamarck who developed a system of classification for the study of biology as well as a theory of adaption.
Pierre Simon Laplace presented his mechanical theory of the universe in 1796.
Joseph Fourier developed the theory of heat and in 1804 Joseph-Louis Gay-Lussac went 23,012’ up in a balloon to measure the effects of altitude on terrestrial gravity.
Great strides were also being made in the study of medicine. Leopold Auenbrugger introduced the use of percussion for diagnosing chest and heart ailments and published a report of his findings in 1760. One of his pupils, Réné Théophile Laennec invented the first, rather primitive, stethoscope about 1806 and later published the results of his studies. His work on the thoracic organs, especially the treatise on pneumonia, remained a classic for the next hundred years.
Philip Pinel who was the medical director of the Richelieu Asylum in France in 1792 , was the first person to practice humane methods of treatment for the insane. Pinel tried various approaches to finding a cure for some of the patients. He reduced the blood letting and drugs that were standard treatment at that time, and added a regime of fresh air and exercise rather than incarceration in chains. He printed a paper on his ideals and methods that soon became a standard in the treatment of the mentally ill. The French institute for the mentally ill in Montreal was named for this man.
Meanwhile “that dreadful little man” as Napoleon was referred to in England, was waging war throughout Europe.
Napoleon’s rampage disrupted England’s trade with Europe. This had direct and severe consequences on the English economy. Bankruptcies and job losses resulted causing desperate poverty among the tradesmen and working classes. To
Meanwhile “that dreadful little man” as Napoleon was referred to in England, was waging war throughout Europe.
Napoleon’s rampage disrupted England’s trade with Europe. This had direct and severe consequences on the English economy. Bankruptcies and job losses resulted causing desperate poverty among the tradesmen and working classes. To combat this loss of trade, markets were expanded to the New World and the shipping industry took hold.
To bolster the morale of the English, patriotism was fanned to a frenzy.
Stories were told, poems were written, and ballads sung about the exploits of England’s finest. He might conquer the Continent, but that “little upstart Corsican” was not going to beat the English down!
England, itself, was destitute, many of its people near starvation, but it still held firm against the invader. When Napoleon instituted a blockade, England found the means of supplying its own food. Industry was geared to local consumption. Trade embargoes, bankruptcies, heavy taxes-- nothing would make England bow down to his threats.
The cornerstone for the Trafalgar Monument, dedicated to Lord Nelson, on Notre Dame Street in Montreal, was laid in 1809. When the Copping family arrived at Montreal this was a relatively recent fixture. It has been recently restored. Nearby was the pillory where criminals were incarcerated. A sign was posted nearby naming the criminal a
The cornerstone for the Trafalgar Monument, dedicated to Lord Nelson, on Notre Dame Street in Montreal, was laid in 1809. When the Copping family arrived at Montreal this was a relatively recent fixture. It has been recently restored. Nearby was the pillory where criminals were incarcerated. A sign was posted nearby naming the criminal and the offence for which he was charged and found guilty. Prisoners convicted of larceny were tied to a cannon, also nearby, and given 39 lashes on their bare back.
The navy, with Nelson (1758-1805) as its leader, captured not only the enemy but the imagination and admiration of the whole nation. Like Bonaparte, he was not a big man but what he lacked in stature he made up for in colour. His naval career started at the young age of 12 years old and by the age of twenty he was captain of his ship. He had already served in the Arctic as well as the East and West Indies.
In 1793 when war broke out between England and France it fell to Nelson to blockade the French forces which he did quit successfully.
There were never enough volunteers to man the navy’s ships so “His Majesty’s Press Gang” was sent out to conscript sailors for Nelson’s ships. Men without means were “pressed into service” as well as vagrants and many others unlucky enough to be picked up.
In different battles Nelson first lost an eye, then an arm, but he continued to lead the Royal Navy to victory against France and their ally, Spain. He was promoted to vice-admiral and then made a viscount for his efforts.
His final victory in 1805 cost him his life, but he was buried with full honours and recognized as a national hero. Today his final victory is still celebrated on Trafalgar Day and monuments to him still stand, notably one in downtown Montreal which has recently been refurbished.
The navy, with Nelson (1758-1805) as its leader, captured not only the enemy but the imagination and admiration of the whole nation. Like Bonaparte, he was not a big man but what he lacked in stature he made up for in colour. His naval career started at the young age of 12 years old and by the age of twenty he was captain of his ship. He had already served in the Arctic as well as the East and West Indies.In 1793 when war broke out between England and France it fell to Nelson to blockade the French forces which he did quit successfully. There were never enough volunteers to man the navy’s ships so “His Majesty’s Press Gang” was sent out to conscript sailors for Nelson’s ships. Men without means were “pressed into service” as well as vagrants and many others unlucky enough to be picked up.
The Treaty of Paris signed in 1763 gave England sovereignty over the St. Lawrence River. England, France, Spain, and Portugal were involved in this pact.
The treaty divided up the colonies in North America between these main European powers. France seated to England all possessions in North America except Louisiana and the islands of Sai
The Treaty of Paris signed in 1763 gave England sovereignty over the St. Lawrence River. England, France, Spain, and Portugal were involved in this pact.
The treaty divided up the colonies in North America between these main European powers. France seated to England all possessions in North America except Louisiana and the islands of Saint Pierre and Miquelon at the mouth of the Saint Laurent River. In the Caribbean islands of Grenadine and Granada went to England and Martinique and Guadalupe to France. In 1808 France sold Louisiana to the United States for $3 million.
To confirm her presence, and guard against an invasion from the newly formed United States England was encouraging settlement in the New World.
In the British Isles mechanization manual labour in the farming community was becoming redundant. Many labourers in the agricultural field were now living in poverty, bordering on famine. With the hope of finding employment in the city many left the country in favour of a more urban area.
Mechanization also affected cottage workers such as those employed in the weaving industry. In this occupation alone the use of power left thousands without a source of income.
To combat this unemployment and poverty, the British House of Commons produced a three volume report studying the problem of so many on relief. The report stated that there was a “superabundant” number of agricultural paupers. The workers whose services are no longer in demand consume more than they produce and consequently add nothing to the national production but tend to diminish the national wealth.The cheapest action beneficial to both the people and the government was deemed to be “voluntary” emigration - get these paupers onto a ship headed for the colonies where they would find work and have the means to buy British goods with their income.
To this end the British government encouraged the promotion of emigration by supposed experienced travellers who printed pamphlets and held town hall meetings to extol the benefits to be found in the newly held territory in the Canadas.
Although a few of these promoters cognizant of life in the new colony, most had never ventured into a new settlement to witness the actual clearing of land, or establishment of a township.
From their passage on the St. Lawrence River from on board ship hopeful immigrants witnessed farms, settled under the French regime, on fertile soil, settled by colonists who had been on their farms for several generations.
They described comfortable homes with all the essentials of life close at hand and were
not averse to colouring the favourable conditions and ignoring the difficulties to be faced by settlers wishing to make a success of the move. Promises such as a house could easily be raised in a day with the help of experienced neighbours and fields that yielded 40 bushels to an acre were part of the usual spiel.
1807 George Heriot, Deputy Postmaster General of British North America published a book
of his observations in the colonies during his twenty years of service. “Travels in the Canadas” not only described the country but gave details on the climate and productions as well as the
people and their habitations. It, as well as many other such publications strongly supported by the government, was meant to stimulate voluntary emigration to the Canadas.
Le traité de Paris signé en 1763 donne à l'Angleterre la souveraineté sur le fleuve Saint-Laurent. L'Angleterre, la France, l'Espagne et le Portugal sont impliqués dans ce pacte.
Le traité répartit les colonies d'Amérique du Nord entre ces principales puissances européennes. La France cède à l'Angleterre toutes ses possessions en Amérique
Le traité de Paris signé en 1763 donne à l'Angleterre la souveraineté sur le fleuve Saint-Laurent. L'Angleterre, la France, l'Espagne et le Portugal sont impliqués dans ce pacte.
Le traité répartit les colonies d'Amérique du Nord entre ces principales puissances européennes. La France cède à l'Angleterre toutes ses possessions en Amérique du Nord, à l'exception de la Louisiane et des îles Saint-Pierre et Miquelon, à l'embouchure du fleuve Saint-Laurent. Dans les Caraïbes, les îles de Grenadine et de Grenade reviennent à l'Angleterre, tandis que la Martinique et Guadalupe reviennent à la France. En 1808, la France vend la Louisiane aux États-Unis pour 3 millions de dollars.
Pour confirmer sa présence et se prémunir contre une invasion des nouveaux États-Unis, l'Angleterre encourage la colonisation du Nouveau Monde.
Dans les îles britanniques, la mécanisation du travail manuel dans la communauté agricole devenait superflue. De nombreux ouvriers agricoles vivent désormais dans la pauvreté, au bord de la famine. Dans l'espoir de trouver un emploi en ville, nombreux sont ceux qui quittent la campagne pour s'installer dans une zone plus urbaine.
La mécanisation a également touché les travailleurs artisanaux, tels que ceux employés dans l'industrie du tissage. Dans ce seul secteur, l'utilisation de la force motrice a privé des milliers de personnes de toute source de revenu.
Pour lutter contre le chômage et la pauvreté, la Chambre des communes britannique a rédigé un rapport en trois volumes pour étudier le problème de l'abondance des secours. Le rapport fait état d'un nombre « surabondant » d'indigents agricoles. L'action la moins coûteuse, bénéfique à la fois pour le peuple et pour le gouvernement, est l'émigration « volontaire », c'est-à-dire l'embarquement de ces indigents sur un bateau à destination des colonies où ils trouveront du travail et auront les moyens d'acheter des produits britanniques avec leurs revenus.
À cette fin, le gouvernement britannique encourage la promotion de l'émigration par de prétendus voyageurs expérimentés qui impriment des brochures et organisent des réunions publiques pour vanter les avantages des territoires nouvellement détenus au Canada.
Bien que quelques-uns de ces promoteurs connaissent la vie dans la nouvelle colonie, la plupart d'entre eux ne se sont jamais aventurés dans une nouvelle colonie pour assister au défrichement des terres ou à l'établissement d'un canton.
Lors de leur passage sur le fleuve Saint-Laurent, les immigrants pleins d'espoir ont vu des fermes établies sous le régime français, sur un sol fertile, par des colons installés sur leurs fermes depuis plusieurs générations.
Ils décrivent des maisons confortables avec tous les éléments essentiels à la vie à portée de main et n'hésitent pas à colorer les conditions favorables et à ignorer les difficultés auxquelles doivent faire face les colons qui souhaitent réussir leur installation.
Ils décrivent des maisons confortables avec tous les éléments essentiels à la vie à portée de main et n'hésitent pas à colorer les conditions favorables et à ignorer les difficultés auxquelles devront faire face les colons désireux de réussir leur installation. Des promesses telles que la construction d'une maison en un jour avec l'aide de voisins expérimentés et des champs produisant 40 boisseaux à l'acre faisaient partie du baratin habituel.
1807 George Heriot, vice-ministre des Postes de l'Amérique du Nord britannique, publie un livre
de ses observations dans les colonies au cours de ses vingt années de service. « Travels in the Canadas » ne se contente pas de décrire le pays, mais donne des détails sur le climat et les productions, ainsi que sur les gens et leurs habitations.
les gens et leurs habitations. Cet ouvrage, comme beaucoup d'autres publications de ce type fortement soutenues par le gouvernement, était destiné à stimuler l'émigration volontaire vers les Canadas.
For days, weeks, sometimes a month or more, depending on the season and weather conditions, this small vessel would be home to hundreds of passengers, a mere spot in the great Atlantic with only sky and water to be seen. The Ancient Mariner describes the experience:
Alone, alone, all, all, alone.
Alone on a wide, wide, sea.
The ship’s lo
For days, weeks, sometimes a month or more, depending on the season and weather conditions, this small vessel would be home to hundreds of passengers, a mere spot in the great Atlantic with only sky and water to be seen. The Ancient Mariner describes the experience:
Alone, alone, all, all, alone.
Alone on a wide, wide, sea.
The ship’s log was required to enter the name, age, and origin of steerage passengers. This was done faithfully as the government or sponsor of the immigrants only paid the captain for the safe arrival of live passengers.
Passengers were divided into two groups, cabin and steerage. Passengers from steerage were forbidden access to the afterdeck. This rule was strictly enforced by the captain. Penalties such as the stoppage of a day's water ration served as an effective deterrent to remain below. Only those required to use the fire on deck for cooking were allowed up.
Cabin passengers with space of their own, were less crowded and segregated from those below deck. They ate with the captain whose wife prepared the meals thus were not required to bring all their own food. The menu consisted of hard biscuit, ham, corned beef, cabbage, potatoes, tea. Many ships kept a few chickens to supply eggs, a pig for pork, and on larger sailing vessels a cow to furnish milk during the crossing. Towards the end of the crossing fresh meat might added to the menu in the cabin.
Cabin passengers still faced a what was possibly a three month voyage on board a crowded ship with little privacy and totally lacking in facilities as we know them today. They would have had to bring, as well as all the requirements to start a new life, food, medication, everything needed on the crossing as well as that for settling in their new home.
Cabin passengers are difficult to trace as there was no advantage to the ship owner in keeping a record of these passengers.
In 1803 the British Government passed a law to improve conditions for steerage passenger but it was never enforced. The law required a ship to carry a meal allowance for below deck passengers to supplement their own provisions which were often meagre or nonexistent. The provisions cited consisted of 1 pound of meal or bread per adult, half a pound for those under 14, and a third pound for children under seven. These provisions would be issued daily to prevent being consumed too quickly as well as to stave off theft.
The crew was usually a little better provided for with a pound or two of meat and biscuit for their daily allowance. Unless they were on a temperance ship, of which there were a few, they also had a ration of grog or rum. Lime juice to prevent scurvy was also issued to the crew.
On the foredeck was a large wooden case lined with bricks contained a fireplace for the below deck passengers to prepare food. All day small groups would be around the fire cooking whatever stores they were lucky enough to have. Meagre stews (some might have a little bacon or herring to put into a stewpot, particularly in the early part of the voyage) or cakes or griddles were baked on the fire. The cakes, about 2 inches thick, were often encrusted with a thick, black, smoke flavoured, crust still quite raw in the middle. In the evening the fire was doused and all were sent below for the night.
Meals could also be supplemented with fresh fish caught as they sailed. If the fish were in abundance they were cured and kept for later on when there were none to be caught.
Ships were obliged to carry enough water for the duration of the trip. It was strictly measured. Even those afflicted with a fever were not allowed extra allowance.
Often, due to leakage, spillage, or not enough being brought on board, water was scarce. What water was available soon became foul and putrid if not stored in clean barrels.
Below deck, crowded into a small place, the atmosphere was never pleasant - even less so as boredom, seasickness, dysentery, and fevers took hold. The captain’s wife, who often sailed with her husband ministered to the afflicted but had very little to offer - little was available in medication and considering the limitations, nursing care was minimal.
Those who succumbed would be wrapped in sail and with fellow passengers gathered around, a few prayers were said before the body was dropped overboard. Burial at sea. The loss was required to be noted in the log book.
Disputes were bound to appear with so many people crowded into in such a small space. Sickness and restricted supplies resulted in much grumbling among the still healthy passengers. Often times they organized themselves into a group with a representative elected to represent them. This leader was also expected to see that the below deck was kept as clean as possible, the no smoking rule was respected, and quarrels were settled before they escalated into a major brouhaha or physical confrontation.
He was the one who approached the captain with any complaints or requests as a voyage progressed. The captain was not usually sympathetic with the complaints of the passengers. When their leader returned without positive results he became the brunt of the dissatisfaction of his fellow passengers.
Pendant des jours, des semaines, parfois un mois ou plus, en fonction de la saison et des conditions météorologiques, ce petit navire devenait le domicile de centaines de passagers. Petit point dans le grand océan Atlantique, il offrait comme seul paysage le ciel et l’eau. Le Vieux Marin décrit l’expérience :
Seul, seul, je resterai deb
Pendant des jours, des semaines, parfois un mois ou plus, en fonction de la saison et des conditions météorologiques, ce petit navire devenait le domicile de centaines de passagers. Petit point dans le grand océan Atlantique, il offrait comme seul paysage le ciel et l’eau. Le Vieux Marin décrit l’expérience :
Seul, seul, je resterai debout,
Tout seul, tout seul, sur la vaste, la vaste mer.
Parmi ces passagers, plusieurs voyaient la mer, ou même un voilier, pour la première fois. Ils allaient naviguer vers l’océan Atlantique, ignorant qu’ils passeraient au moins quatre semaines à bord du navire. Ils voyageaient aux frais du gouvernement ou d’un propriétaire terrien. Ils ne connaissaient pas grand-chose de leur destination, si ce n’est qu’ils s’en allaient à Québec et qu’il y avait là beaucoup de travail pour eux.
Les passagers du navire étaient divisés en deux groupes : des cabines pour les passagers qui payaient leur traversée et l’entrepont pour ceux qui étaient parrainés. Sous le pont, entassés dans de petites couchettes, l’atmosphère n’était jamais agréable — encore moins lorsque l’ennui, le mal de mer, la dysenterie et les fièvres s’installaient.
Il était interdit aux passagers de l’entrepont d’accéder au pont supérieur. Cette règle était strictement appliquée par le capitaine. Des sanctions telles que la suspension de la ration d’eau quotidienne servaient à dissuader efficacement les intrus.
Bien que les cabines de l’époque étaient moins luxueuses par rapport aux normes d’aujourd’hui, les passagers qui logeaient dans une de ces cabines étaient moins à l’étroit et profitaient d’une traversée beaucoup plus facile que ceux logés en dessous.
Le journal de bord du navire devait mentionner seulement le nom, l’âge et l’origine des passagers de l’entrepont. Cette exigence était fidèlement respectée, car le gouvernement ou le commanditaire des immigrants payait le capitaine pour que ces passagers arrivent à bon port.
Ceux qui succombaient durant la traversée étaient enveloppés dans une voile et, en présence des autres passagers rassemblés, après quelques prières, le corps était jeté par-dessus bord.
La sépulture en mer.
Bien que cette exigence ne fût pas toujours respectée, le décès devait être noté dans le journal de bord.
La loi exigeait aussi qu’un navire transporte une allocation de repas pour les passagers du pont inférieur. Les provisions citées consistaient en une livre de farine ou de pain par adulte, une demi-livre pour les moins de 14 ans et un tiers de livre pour les enfants de moins de sept ans. Cette nourriture était distribuée quotidiennement pour éviter les vols parmi les passagers ou qu’elle soit toute consommée en une seule fois. Souvent, cette allocation n’était pas respectée et les voyageurs futés, s’ils en avaient les moyens, emportaient quelques provisions avec eux.
Les membres de l’équipage étaient généralement un peu mieux nourris : ils recevaient quotidiennement une livre ou deux de viande et des biscuits. À moins d’être sur un navire de tempérance (prohibant les boissons alcoolisées) et il y en avait quelques-uns, ils recevaient également une ration de grog ou de rhum. Du jus de citron vert leur était également distribué pour prévenir le scorbut.
Il y avait sur le pont avant de grandes caisses en bois doublées de briques avec une grille métallique à l’avant. Il s’agissait de foyers alimentés au charbon que les passagers du pont inférieur utilisaient pour préparer la nourriture. De petits groupes se rassemblaient autour de ces feux pour cuisiner ce qu’ils avaient la chance d’avoir et ce, de tôt le matin jusqu’au soir. Le soir venu, alors que le feu s’éteignait, tout le monde devait redescendre pour la nuit. On cuisait sur le feu de maigres ragoûts (certains pouvaient avoir un peu de lard ou de hareng à mettre dans un faitout, en particulier au début du voyage) ou des gâteaux ou des grilles étaient cuits sur le feu. Les gâteaux, d'une épaisseur d'environ 2 pouces, étaient souvent recouverts d'une croûte épaisse, noire, aromatisée à la fumée et encore assez crue au milieu. Le soir, le feu est éteint et tout le monde descend pour la nuit.
Les repas pouvaient également être complétés par du poisson frais pêché pendant la traversée. Si le poisson était abondant, on le salait et on le gardait pour plus tard, lorsqu'il n'y aurait plus de poisson à pêcher.
Les navires étaient tenus de transporter suffisamment d'eau pour la durée du voyage. La quantité d'eau était strictement mesurée. Même les personnes souffrant de fièvre n'avaient pas droit à un supplément.
Souvent, en raison de fuites, de déversements ou d'une quantité insuffisante d'eau à bord, l'eau était rare. L'eau disponible devient vite fétide et putride si elle n'est pas stockée dans des tonneaux propres.
Sous le pont, entassés dans un espace restreint, l'atmosphère n'est jamais agréable, et encore moins lorsque l'ennui, le mal de mer, la dysenterie et les fièvres s'installent. La femme du capitaine, qui navigue souvent avec son mari, s'occupe des malades, mais n'a pas grand-chose à leur offrir : les médicaments sont rares et, compte tenu des limitations, les soins infirmiers sont minimes.
Ceux qui succombaient étaient enveloppés dans la voile et, avec les autres passagers rassemblés autour, quelques prières étaient prononcées avant que le corps ne soit jeté par-dessus bord. Enterrement en mer. La perte doit être notée dans le journal de bord.
Des conflits ne manquent pas de surgir avec tant de personnes entassées dans un si petit espace. La maladie et le manque de vivres provoquent de nombreux mécontentements parmi les passagers encore en bonne santé. Souvent, ils s'organisent en groupe et élisent un représentant pour les représenter. Ce chef devait également veiller à ce que le pont inférieur soit aussi propre que possible, à ce que la règle de l'interdiction de fumer soit respectée et à ce que les querelles soient réglées avant qu'elles ne dégénèrent en brouhaha majeur ou en affrontement physique.
Traduction : Michel Léonard
The following descriptions of the passage to and up the St. Lawrence River is based on material found in George Heriot’s “Travels in Canada” (1807), Don Snow’s “Victory or Death” as well as various journals and publications written by those who had made the passage in the early years of the 19th century.
Originally the area granted to
The following descriptions of the passage to and up the St. Lawrence River is based on material found in George Heriot’s “Travels in Canada” (1807), Don Snow’s “Victory or Death” as well as various journals and publications written by those who had made the passage in the early years of the 19th century.
Originally the area granted to the British, (now Quebec and Ontario) was referred to as “The Canadas”. Therefore "Quebec" referred to the town, only would not need the designation of “city”.
For several weeks ships battled wind and waves as they sailed across the Atlantic Ocean carrying their passengers ever closer to their new home. Finally, making their way towards the mouth of the mighty St. Lawrence River the weary passengers caught the first sight of land since leaving their homes, friends and families to settle in a land with a lifestyle so very different from what they had left.
A distraction in this area was the sight of ships, some heading home, some going upriver as they were. On approach the ship’s flag was raised to identify its self.
Often times captains would recognize an acquaintance’s flag and the ship would heave to near enough to shout greetings and exchange news.
To people who had been at sea for one or two long months contact with other human beings was a great relief.
The ship continued sailing towards the entrance to the relatively narrow 42 mile passage of Cabot Strait separating Newfoundland and the northern tip of Cape Breton.
At this time Newfoundland and Cape Breton were both sparsely populated. Passengers stood on the deck gazing hungrily at the sight of land. The rocky shores of Newfoundland’s rugged coastline contrasted so greatly with the gentler, greener, images of Cape Breton on the opposite shore.
After making its way slowly through the Cabot Strait the ship proceeded towards Cape Ray and Cape North where the Isle of St. Paul, actually a huge rock rising from the water, divided to form three conical peaks. The water on either side of the island was deep enough for ships to pass through but passage was difficult resulting in many shipwrecks in this area.
Remnants of these disasters, including human bones, was visible to those on board passing ships. Not a very inspiring site.
Continuing towards the mouth of the St Lawrence the monotony of life on board would occasionally be broken by the glimpse of a distant shore or even small ‘islands’ that were in reality huge rocks jutting out of the water. During the summer months the rocks were home to thousands of large white sea birds called gannets. Here they built their nests every spring and spent the summer fishing in the Gulf waters coming back to nest on the rocks at nightfall.
Smaller birds would entertain the passengers following ships crying for bits of food to be thrown away. Incoming ships would be poor pickings compared to those heading out but the birds were ever hopeful as they flew and squawked behind the ship.
Immigrants could not visualize the size of the waterway they were entering. Rivers in the British Isles were merely creeks in comparison to the St. Lawrence River.
In places the gulf reached 42 miles across and it was a 180 mile sail on the river to their destination of Quebec. In ideal conditions the sail up the sail up the river took 8 days, the return trip was 5 days. However conditions were not always ideal.
Many challenges faced the captain if he wished to deliver his passengers safely.
Unavoidable delays due to storms or calms were frequent.
Wild, stormy, weather, with little or no warning swamped ships, sometimes blowing the ships back towards the gulf.
Where the river was particularly treacherous special pilots had to be taken aboard to guide the ships through these channels. If a pilot was not available the ship lay at anchor awaiting his arrival. (In rough weather pilots on ships sailing back to Europe were sometimes obliged to stay on board until the ship docked in Europe where they boarded the first ship going back to Quebec.)
The Gulf of St. Lawrence, 90 miles (approx. 145 km.) across at the entrance, was almost like being on the ocean again, nothing but water in view. Despite this seemingly open space, guiding the ship safely through the waves was a precise and frequently challenging operation.
Sailing through this seemingly unending expanse of water to gain entrance to the St. Lawrence River was almost beyond the scope of the imagination of the ships passengers, yet there was still much more to come. The Gulf of St. Lawrence, the largest estuary in the world, 2000 miles (3,218 km) to its source in Minnesota, is the greatest tidal water river in the world.
The seamen on these Atlantic crossings, many having made several trips, were well versed on the sights along the river. They were known to be very enthusiastic tour guides pointing out the landmarks as their vessel proceeded towards Quebec City.
Les eaux froides de l'Atlantique rencontrant les eaux plus chaudes des Grands Bancs de Terre-Neuve ont tendance à créer un brouillard dense. La rotation des vents déterminait l'endroit et l'épaisseur du brouillard à affronter.
Parfois, le brouillard était si dense que les navires devaient lever l'ancre et attendre. Il pouvait s'écouler
Les eaux froides de l'Atlantique rencontrant les eaux plus chaudes des Grands Bancs de Terre-Neuve ont tendance à créer un brouillard dense. La rotation des vents déterminait l'endroit et l'épaisseur du brouillard à affronter.
Parfois, le brouillard était si dense que les navires devaient lever l'ancre et attendre. Il pouvait s'écouler des jours avant que le brouillard ne se lève et que les navires puissent poursuivre leur route. Après avoir traversé l'Atlantique et retrouvé la terre ferme, les passagers fatigués étaient souvent très frustrés par ce retard.
Peser l'ancre n'est pas seulement jeter une ancre à la mer. En tout, il fallait parfois six heures pour lever ou remonter l'ancre, en fonction du vent et de la longueur du câble nécessaire.
La procédure était longue et laborieuse, elle prenait quatre heures ou plus et impliquait plusieurs marins qui s'occupaient des cordes et des poulies pour faire descendre l'ancre.
La remontée de l'ancre se fait de la même manière, en sens inverse.
Si le vent est favorable, le capitaine déplace le navire jusqu'à ce qu'il soit à la verticale de l'ancre. Une fois l'ancre sortie de l'eau, il fallait la manipuler avec beaucoup de précautions pour ne pas l'abîmer lorsqu'elle était arrimée au gaillard d'avant. L'énorme câble était stocké sur le pont, sous la ligne de flottaison.
Le câble était fait d'une corde de manille souple. Une fois sec, il constituait un excellent matelas et les officiers supérieurs s'en servaient pour se lo
Dans cette zone, la vue des navires, certains rentrant chez eux, d'autres remontant le fleuve, constituait une distraction. À l'approche, le navire hissait son pavillon pour s'identifier.
Souvent, les capitaines reconnaissaient le pavillon d'une connaissance et le navire s'approchait suffisamment pour crier des salutations et échanger des nouvelles.
Pour les personnes qui ont passé un ou deux longs mois en mer, le contact avec d'autres êtres humains est un grand soulagement.
Le navire continua à naviguer vers l'entrée du détroit de Cabot, un passage relativement étroit de 42 milles qui sépare Terre-Neuve de la pointe nord du Cap-Breton.
À cette époque, Terre-Neuve et le Cap-Breton sont tous deux peu peuplés. Les passagers se tenaient sur le pont, regardant avec appétit la vue de la terre. Les rivages rocheux de la côte accidentée de Terre-Neuve contrastent fortement avec les images plus douces et plus vertes du Cap-Breton, sur la rive opposée.
Après avoir traversé lentement le détroit de Cabot, le navire s'est dirigé vers le cap Ray et le cap Nord, où l'île de Saint-Paul, un énorme rocher émergeant de l'eau, s'est divisée pour former trois pics coniques. L'eau de chaque côté de l'île était suffisamment profonde pour permettre aux navires de passer, mais le passage était difficile, ce qui a entraîné de nombreux naufrages dans cette zone.
Les vestiges de ces catastrophes, y compris des ossements humains, étaient visibles par les passagers des navires de passage. Ce n'est pas un site très inspirant.
En continuant vers l'embouchure du Saint-Laurent, la monotonie de la vie à bord était parfois interrompue par l'aperçu d'un rivage lointain ou même de petites « îles » qui étaient en réalité d'énormes rochers émergeant de l'eau. Pendant les mois d'été, ces rochers abritent des milliers de grands oiseaux de mer blancs appelés fous de Bassan. Ils y construisent leur nid chaque printemps et passent l'été à pêcher dans les eaux du golfe, revenant nicher sur les rochers à la tombée de la nuit.
Des oiseaux plus petits divertissaient les passagers des navires qui criaient pour obtenir des morceaux de nourriture à jeter. Les navires qui arrivaient étaient plus pauvres que ceux qui partaient, mais les oiseaux gardaient l'espoir en volant et en criant derrière le navire.
Les immigrants ne pouvaient pas se rendre compte de la taille de la voie d'eau dans laquelle ils s'engageaient. Les rivières des îles britanniques n'étaient que des ruisseaux comparés au fleuve Saint-Laurent.
Par endroits, le golfe atteint 42 miles de large et il faut 180 miles de navigation sur le fleuve pour atteindre leur destination, le Québec. Dans des conditions idéales, la remontée du fleuve prenait 8 jours, le retour 5 jours. Mais les conditions ne sont pas toujours idéales.
Le capitaine doit faire face à de nombreux défis s'il veut amener ses passagers à bon port.
Les retards inévitables dus aux tempêtes ou aux calmes sont fréquents.
Le temps sauvage, orageux, avec peu ou pas d'avertissement, submergeait les navires, les repoussant parfois vers le golfe.
Lorsque le fleuve était particulièrement dangereux, des pilotes spéciaux devaient être embarqués pour guider les navires dans ces chenaux. Si aucun pilote n'était disponible, le navire restait à l'ancre en attendant son arrivée. (Par gros temps, les pilotes des navires retournant en Europe
étaient parfois obligés de rester à bord jusqu'à ce que le navire accoste en Europe où ils embarquaient sur le premier navire qui rentrait au Québec).
Le golfe du Saint-Laurent, d'une largeur de 90 milles (environ 145 km) à l'entrée, donne l'impression d'être à nouveau sur l'océan, avec l'eau pour seul horizon. Malgré cet espace apparemment ouvert, guider le navire en toute sécurité à travers les vagues était une opération précise et souvent difficile.
Naviguer à travers cette étendue d'eau apparemment sans fin pour entrer dans le fleuve Saint-Laurent dépassait presque l'imagination des passagers du navire, mais il y avait encore beaucoup plus à venir. Le golfe du Saint-Laurent, le plus grand estuaire du monde, qui s'étend sur 3 218 km jusqu'à sa source dans le Minnesota, est le plus grand fleuve à marée du monde.
Les marins qui effectuaient les traversées de l'Atlantique, dont beaucoup avaient fait plusieurs voyages, connaissaient bien les curiosités du fleuve. Ils étaient connus pour être des guides touristiques très enthousiastes qui indiquaient les points de repère à mesure que leur navire avançait vers la ville de Québec.
Miramachi, on the shore of what became New Brunswick on a clear day was visible from the deck of a passing boat.
The Mi’kmaq nation had long been in the area previous to the arrival of the French.
Although this might seem a very primitive settlement, when the earliest settlers were coming to the Rawdon Township, the Miramichi had alre
Miramachi, on the shore of what became New Brunswick on a clear day was visible from the deck of a passing boat.
The Mi’kmaq nation had long been in the area previous to the arrival of the French.
Although this might seem a very primitive settlement, when the earliest settlers were coming to the Rawdon Township, the Miramichi had already been settled by Europeans for 163 years.
From 1765 to 1800 many Scottish immigrants settled in Miramichi. Irish immigrants began arriving in 1815.
Ship building and the export of lumber dated back to 1765. This industry suffered greatly when steel hulled ships replaced wooden hulls, as well, over cutting of the white pine greatly depleted the forests. The great bush fire of 1825 was another blow to this production of lumber in the area.
The Magdalen Islands on the port side were much more visible to passing ships. Although there was no farming done on this isolated cluster of small islands the dwellings of a few fishermen and their families were visible from the decks of the many vessels sailing through the Gulf of the St. Lawrence.
Occasionally the passengers would be able to catch a glimpse of a distant shore or even small ‘islands’ that were in reality huge rocks jutting out of the water. In early July these rocks would be home to literally thousands of large white sea birds called gannets. They built their nests here every spring and spent the summer fishing in the Gulf waters coming back to nest on the rocks at nightfall.
Occasionally the passengers would be able to catch a glimpse of a distant shore or even small ‘islands’ that were in reality huge rocks jutting out of the water. In early July these rocks would be home to literally thousands of large white sea birds called gannets. They built their nests here every spring and spent the summer fishing in the Gulf waters coming back to nest on the rocks at nightfall.
La nation Mi'kmaq était présente depuis longtemps dans la région avant l'arrivée des Français.
Bien que cet établissement puisse sembler très primitif, lorsque les premiers colons sont arrivés dans le canton de Rawdon, la Miramichi était déjà habitée par des Européens depuis 163 ans.
De 1765 à 1800, de nombreux immigrants écossais se sont
La nation Mi'kmaq était présente depuis longtemps dans la région avant l'arrivée des Français.
Bien que cet établissement puisse sembler très primitif, lorsque les premiers colons sont arrivés dans le canton de Rawdon, la Miramichi était déjà habitée par des Européens depuis 163 ans.
De 1765 à 1800, de nombreux immigrants écossais se sont installés à Miramichi. Les immigrants irlandais ont commencé à arriver en 1815.
La construction navale et l'exportation de bois remontent à 1765. Cette industrie a beaucoup souffert lorsque les navires à coque d'acier ont remplacé les coques en bois. De plus, la coupe abusive du pin blanc a considérablement épuisé les forêts. Le grand feu de brousse de 1825 a également porté un coup à la production de bois dans la région.
Les îles de la Madeleine, à bâbord, étaient beaucoup plus visibles pour les navires de passage. Bien qu'il n'y ait pas d'agriculture sur ce groupe isolé de petites îles, les habitations de quelques pêcheurs et de leurs familles étaient visibles depuis les ponts des nombreux navires qui naviguaient dans le golfe du Saint-Laurent.
laborieuse, elle prenait quatre heures ou plus et impliquait plusieurs marins qui s'occupaient des cordes et des poulies pour faire descendre l'ancre.
La remontée de l'ancre se fait de la même manière, en sens inverse.
Si le vent est favorable, le capitaine déplace le navire jusqu'à ce qu'il soit à la verticale de l'ancre. Une fois l'ancre sortie de l'eau, il fallait la manipuler avec beaucoup de précautions pour ne pas l'abîmer lorsqu'elle était arrimée au gaillard d'avant. L'énorme câble était stocké sur le pont, sous la ligne de flottaison.
jeter. Les navires qui arrivaient étaient plus pauvres que ceux qui partaient, mais les oiseaux gardaient l'espoir en volant et en criant derrière le navire.
Les immigrants ne pouvaient pas se rendre compte de la taille de la voie d'eau dans laquelle ils s'engageaient. Les rivières des îles britanniques n'étaient que des ruisseaux comparés au fleuve Saint-Laurent.
Par endroits, le golfe atteint 42 miles de large et il faut 180 miles de navigation sur le fleuve pour atteindre leur destination, le Québec. Dans des conditions idéales, la remontée du fleuve prenait 8 jours, le retour 5 jours. Mais les conditions ne sont pas toujours idéales.
Le capitaine doit faire face à de nombreux défis s'il veut amener ses passagers à bon port.
Les retards inévitables dus aux tempêtes ou aux calmes sont fréquents.
Le temps sauvage, orageux, avec peu ou pas d'avertissement, submergeait les navires, les repoussant parfois vers le golfe.
Lorsque le fleuve était particulièrement dangereux, des pilotes spéciaux devaient être embarqués pour guider les navires dans ces chenaux. Si aucun pilote n'était disponible, le navire restait à l'ancre en attendant son arrivée. (Par gros temps, les pilotes des navires retournant en Europe
étaient parfois obligés de rester à bord jusqu'à ce que le navire accoste en Europe où ils étaient parfois obligés de rester à bord jusqu'à ce que le navire accoste en Europe où ils embarquaient sur le premier navire qui rentrait au Québec)
The British colony was divided into two distinct sectors by the Constitutional Act of 1791. Upper and Lower Canada, divided by the Ottawa River. Each sector had a Governor, an Executive Council, Legislative Council and a House of Assembly. These bodies were appointed by the King, Governor and Executive Council's term being indefinite;
The British colony was divided into two distinct sectors by the Constitutional Act of 1791. Upper and Lower Canada, divided by the Ottawa River. Each sector had a Governor, an Executive Council, Legislative Council and a House of Assembly. These bodies were appointed by the King, Governor and Executive Council's term being indefinite; the Legislative Council was appointed for life. This latter council served as legal advisers to the legislature.
Settlement in the Canada's was strongly encouraged by the British government. One reason being British settlers annually used $40 worth of British imports to the colonies, 2/3 more than the average British subject required if he remained at home. This fact was very interesting to a country on the brink of bankruptcy due to a prolonged war with France as well as the consequences of the ongoing Industrial Revolution.
Another strong influence was the fear of invasion by the newly formed United States. There was a well grounded fear that these newly independent colonies had an eye on their neighbour to the north. It was essential for Britain to have a ready population if an invasion arrived.
The main towns of Lower Canada were Quebec City with a population of 15,000, Montreal with approximately 11,000, Trois Rivières with a little over 1000, population and William Henry (Sorel) with less than 2000 people.
In the Rawdon Township several land grants were given to military personnel (or their widows) stationed at William Henry possibly in the hope these people would be interested in settling on their granted land. None of these grantees settled in Rawdon. The land was sold to others wishing to settle in the area.
La colonie britannique a été divisée en deux secteurs distincts par l'Acte constitutionnel de 1791. Le Haut et le Bas-Canada, divisés par la rivière des Outaouais. Chaque secteur est doté d'un gouverneur, d'un conseil exécutif, d'un conseil législatif et d'une chambre d'assemblée. Ces organes sont nommés par le roi, le mandat du gouverne
La colonie britannique a été divisée en deux secteurs distincts par l'Acte constitutionnel de 1791. Le Haut et le Bas-Canada, divisés par la rivière des Outaouais. Chaque secteur est doté d'un gouverneur, d'un conseil exécutif, d'un conseil législatif et d'une chambre d'assemblée. Ces organes sont nommés par le roi, le mandat du gouverneur et du Conseil exécutif étant indéfini ; le Conseil législatif est nommé à vie. Ce dernier conseil servait de conseiller juridique à la législature.
La colonisation du Canada est fortement encouragée par le gouvernement britannique. L'une des raisons en est que les colons britanniques utilisent chaque année 40 dollars d'importations britanniques dans les colonies, soit 2/3 de plus que ce dont le sujet britannique moyen a besoin s'il reste chez lui. Ce fait était très intéressant pour un pays au bord de la faillite en raison d'une guerre prolongée avec la France et des conséquences de la révolution industrielle en cours.
La crainte d'une invasion par les États-Unis nouvellement créés a également exercé une forte influence. La crainte que ces nouvelles colonies indépendantes aient un œil sur leur voisin du nord était bien fondée. Il était essentiel pour la Grande-Bretagne de disposer d'une population prête à intervenir en cas d'invasion.
Les principales villes du Bas-Canada sont Québec (15 000 habitants), Montréal (environ 11 000 habitants), Trois-Rivières (un peu plus de 1 000 habitants) et William Henry (Sorel) (moins de 2 000 habitants).
Dans le canton de Rawdon, plusieurs concessions de terres ont été accordées à des militaires (ou à leurs veuves) stationnés à William Henry, peut-être dans l'espoir que ces personnes seraient intéressées à s'établir sur les terres qui leur avaient été concédées. Aucun de ces concessionnaires ne s'est installé à Rawdon. Les terres ont été vendues à d'autres personnes souhaitant s'installer dans la région.
For seven weeks or more these small sailboats battled wind and waves as they made their way across the Atlantic carrying their passengers ever closer to their new home.
Finally, the weary passengers caught the first sight of land since leaving England so far behind.
From here on to Quebec City progress was rather slower than it might have been on the open water of the sea.
Ships were subject to the whims of the wind. The wind was fickle and could abate suddenly calming the waters all the way up the river and halting all movement of all the vessels.
These calms might be for a couple days or up to 3 weeks before the wind returned to push them on their way again.
Understandably passengers imprisoned on a vessel that was going nowhere while water and food dwindled to almost nothing caused much frustration for both passengers and crew.
As the ship sailed around the southern tip of Newfoundland and into the relatively narrow passage of Cabot Strait that separates Newfoundland and the northern tip of Cape Breton the sight of land and fishing boats must have been very welcome.
At this time both islands were still rather sparsely settled. Passengers stood on deck hungrily gazing at the rocky shores of Newfoundland and noticing how this rugged coastline contrasted so greatly with the gentler, greener images of Cape Breton.
The sailboats made through way through the Cabot Strait and entered the Gulf of the St. Lawrence. Once again there was no land in sight. The joy felt at the first sight of land after being at sea for several weeks was soon lost as here land was no longer visible.
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