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Historic photographs of Tadoussac Quebec in the 1800's and 1900's. A rich history of a beautiful place. TidesofTadoussac.com TABLE DES MATIÈRES & DATES importantes en bas de cette page TABLE OF CONTENTS & Key DATES at the bottom of this page DATES TADOUSSAC the oldest photos Maps & Images Hudson's Bay Station Anse à L'Eau Buildings Disappeared Main Street Rue Principale Golf View from High Up Drydock - La Cale Sèche Molson Museum Horses, Buggies and Cars The Dunes Shipwrecks The Old Wooden Wharf Yawls & Small Boats BOATS & SHIPS Bateaux Blancs - Steamers Canoes,Punts,Rowboats Ferries Ma rina Goelettes Dallaire's Boat Rivière SAGUENAY River Geology Moulins du Saguenay Saguenay Mills Cap a Jack Anchorages Lark Reef, La Toupie Endroits Intéressants 1930's 1950's High Tide Club Charlevoix Crater Houses/Maisons à Tadoussac et Québec Benmore, Quebec Rhodes Cottage Spruce Cliff Radford Fletcher Lilybell Rhodes ART Paintings by Tom Evans RHODES FAMILY Rhodes - Family Tree William Rhodes&Ann Smith William Rhodes & Anne Dunn Uncle James Rhodes Armitage Rhodes Godfrey Rhodes William Rhodes Jim Williams Rhodes Grandchildren EVANS FAMILY Francis Evans EVANS Dean Lewis Evans & May & Emily Bethune Betty and Lewis Evans RUSSELL William Russell & Fanny Eliza Pope CONTACT PAGE At the confluence of the St. Lawrence and Saguenay rivers, Tadoussac and its surrounding area were a meeting place and a crossroads for trade between First Nations people that have been here for 8000 years. These two major waterways enabled European explorers and traders to enter into the continent. Natives traded with Basques whalers and Breton cod fishermen as early as the 14th Century. As he was sailing up the St. Lawrence in 1535, Jacques Cartier was taken aback by the sheer beauty of the area and dropped anchor in the bay to visit. Pierre de Chauvin built a fur-trading post in 1600, the first building in New France. In May of 1603, Samuel de Champlain sealed an alliance between the French and the First Nations near Tadoussac. It was a commercial, military and foundational agreement that would lead to the establishment of Québec City five years later. After having lived off the fur trade, fishing and whaling, and then the forest industry, in 1864 the village built its first hotel to accommodate summer vacationers. Since then, tourism has been the pillar of local and regional socioeconomic life. Please email me more DATES to add to this list 1535 Jacques Cartier discovers the Saguenay Fjord 1600 Construction of a house and establishment of a fur trading post by Pierre de Chauvin 1647&1747 Chapel built 1838 Price Sawmill built 1848 Price Sawmill closed 1859 Hudson's Bay Post closed 1860 Brynhyfryd built 1861 Spruce Cliff built 1861 Molson Beattie house built 1862 Tadalac built 1864 Tadoussac Hotel built 1864 Powel/Bailey House built 1864 Cid's built 1865 Price Row built 1867 Protestant Chapel built 1869 A rudimentary road links Les Escoumins to Tadoussac 1870 Hudson's Bay Post Demolished 1873 (Spring) The Governor General of Canada, the Marquis Dufferin, builds his summer residence in Tadoussac. 1874 Establishment of a salmon fish farm by Samuel Wilmot in the former facilities of William Price at Anse-à-l'Eau. 1885-9 Église de la Sainte-Croix built 1899-1901 Tadoussac Hotel expansion 1912? Wharf built 1914 Piddington built Ivanhoe 1923 Bourgouin & Dumont Fire 1927 A ferry between Baie-Sainte-Catherine and Tadoussac is in service year round 1927 CSL St Lawrence Launched 1928 CSL Tadoussac and Quebec launched 1931 Destruction by fire of Radford House 1932 Destruction by fire of Brynhyfryd, rebuilt the same yea 1932 Maison Molson/Beattie or Noel Brisson built (Moulin Baude) 1936 Windward built 1942 New Hotel Tadoussac built 1942 Maison Chauvin reconstruction 1942 Power Station at Moulin Baude built 1946 Destruction by fire of Église de la Sainte-Croix 1948 Turcot House built 1950 Destruction by fire of the CSL Quebec at the wharf 1966 End of CSL boats 1986 Webster house built À la confluence du Saint-Laurent et de la rivière du Saguenay. Tadoussac et ses proches environs constituaient un lieu de rassemblement et un carrefour d’échanges entre Premières Nations, présentes sur le territoire depuis 8 000 ans. Ces cours d’eau majeurs ont permis aux explorateurs et aux commerçants venus d’Europe de pénétrer le continent. Dès le XIVe siècle, les autochtones ont commercé avec les chasseurs basques de baleines et les pêcheurs bretons de morue. En 1535, alors qu’il remonte le Saint-Laurent, Jacques Cartier est saisi par sa beauté du site et jette l'ancre dans la baie pour le visiter. Pierre de Chauvin y construit un poste de traite de fourrures en 1600, le premier bâtiment de la Nouvelle-France. En mai 1603, Samuel de Champlain scelle tout près de Tadoussac une alliance entre les Français et les peuples autochtones. Il s’agit d’une entente commerciale, militaire et d’établissement qui ouvre la voie à la fondation de Québec cinq ans plus tard. Après avoir vécu du commerce des fourrures, de la pêche et de la chasse à la baleine, puis de l’industrie forestière, c’est en 1864 que le village construit le premier hôtel pour accueillir les villégiateurs estivaux. Depuis, le tourisme constitue un pilier de la vie socioéconomique locale et régionale. S'il vous plaît écrivez-moi plus de DATES à ajouter à cette liste 1535 Jacques Cartier découvre le fjord du Saguenay 1600 Construction d'une maison et établissement d'un poste de traite des fourrures par Pierre de Chauvin 1647&1747 Chapelle construite 1838 Scierie Price construite 1848 Prix Scierie fermée 1859 Fermeture du poste de la Baie d'Hudson 1860 Brynhyfryd construit 1861 Spruce Cliff construite 1861 Maison Molson Beattie construite 1862 Tadalac construit 1864 Tadoussac Hôtel construit 1864 Construction de la maison Powel/Bailey 1864 Cid construit 1865 Price Row construit 1867 Chapelle protestante construite 1869 Une route rudimentaire relie Les Escoumins à Tadoussac 1870 Poste de la Baie d'Hudson démoli 1873 (printemps) Le gouverneur général du Canada, le marquis Dufferin, construit sa résidence d'été à Tadoussac. 1874 Établissement d'une pisciculture de saumon par Samuel Wilmot dans les anciennes installations de William Price à Anse-à-l'Eau. 1885-9 Église de la Sainte-Croix construite 1899-1901 Agrandissement de l'hôtel Tadoussac 1912 ? Quai construite 1914 Piddington construit Ivanhoe 1923 Destruction par le feu Bourgouin & Dumont 1927 Un traversier entre Baie-Sainte-Catherine et Tadoussac est en service à l'année 1927 CSL St Lawrence lancé 1928 CSL Tadoussac and Quebec lancé 1931 Destruction par le feu de Radford House 1932 Destruction par le feu de Brynhyfryd, reconstruit la même année 1932 Maison Molson/Beattie ou Noel Brisson built (Moulin Baude) 1936 Windward construit 1942 Nouvel Hôtel Tadoussac construit 1942 Reconstruction de la Maison Chauvin 1942 Construction de la centrale électrique du Moulin Baude 1946 Destruction par le feu de l'église de la Sainte-Croix 1948 Maison Turcot construite 1950 Destruction par le feu du CSL Québec au quai 1966 Fin des bateaux CSL 1986 Construction de la maison Webster DATES 50

From the 1800's until 1966 steamers travelled from Montreal, to Tadoussac and the Saguenay. White Boats Bateaux Blancs From the 1800's until 1966 many steamers travelled with goods and passengers between Lake Ontario, Montreal, Quebec, Tadoussac and the Saguenay River. On the lower St Lawrence it was one of the only means of transportation, and a popular trip for tourists. In the 1800's the steamers docked in Tadoussac at Anse à L'Eau (now the ferry wharf), until the wharf on Pointe d'Islet was built in the early 1900's. below circa 1960 Double Docking in Tadoussac Du XIXe siècle à 1966, de nombreux bateaux à vapeur transportaient marchandises et passagers entre le lac Ontario, Montréal, Québec, Tadoussac et le fleuve Saguenay. Sur le cours inférieur du Saint-Laurent, c'était l'un des seuls moyens de transport et une excursion très prisée des touristes. Au XIXe siècle, les bateaux à vapeur accostaient à Tadoussac à l'Anse à l'Eau (aujourd'hui l'embarcadère des traversiers), jusqu'à la construction du quai de la Pointe d'Islet au début du XXe siècle. Ci-dessous : vers 1960, double amarrage à Tadoussac. 1809 Maybe the first steamer on the St Lawrence Molson "Accommodation" 1809 Peut-être le premier bateau à vapeur sur le Saint-LaurentMolson « Accommodation » Edward Jump (c. 1832–1883) was a prolific illustrator known for his lively and often satirical sketches of 19th-century life in North America. "Murray Bay (now La Malbaie) - View of the Landing" "Murray Bay - Arrival of he Quebec Boat" "Trip to Salt Waters - Changing Steamers at Quebec" circa 1872 Edward Jump (vers 1832-1883) était un illustrateur prolifique, connu pour ses croquis vivants et souvent satiriques de la vie en Amérique du Nord au XIXe siècle. « Murray Bay (aujourd'hui La Malbaie) - Vue du quai » « Murray Bay - Arrivée du bateau de Québec » « Voyage en mer - Changement de vapeur à Québec » Vers 1872 1860'S Tadoussac August 1903 the "Carolina" hit the point at Passe Pierre on the Saguenay River, and was stranded as the tide went out. For the story go to the SHIPWRECKS page of their website. En août 1903, le « Carolina » a frappé la pointe de Passe Pierre sur la rivière Saguenay et s'est échoué à marée basse. Pour en savoir plus, consultez la page ÉPAVES de leur site web. SHIPWRECKS/NAUFRAGES circa 1900 "Meeting the Boat" Isobel Morewood (my Aunt Bill) and Carrie Rhodes (Morewood) my grandmother on the dock at Anse à L'Eau, Tadoussac Vers 1900 « L'arrivée du bateau » Isobel Morewood (ma tante Bill) et Carrie Rhodes (Morewood), ma grand-mère, sur le quai de l'Anse à l'Eau, à Tadoussac. "Saguenay" "Saguenay" at Anse à L'Eau Tadoussac below "Saguenay" at the Capes, 30 miles up the Saguenay River "Saguenay" on Vache Reef 1924 - CSL Saguenay on Vache Reef. When I (Patrick O'Neill) asked my mother (Elizabeth Stevenson O'Neill) how the ship came to be on the beach, she said that it got lost in the fog and made a wrong turn. She said the ship was pulled off the beach at high tide. It would have been a different story if the ship had run up on the rocks. The Saguenay must have been holed below the water line, because (above) clearly it did not float the first time the tide came in, and the water came IN. 1924 - CSL Saguenay Vache Reef. Quand j'ai (Patrick O'Neill) demandé à ma mère (Elizabeth Stevenson O'Neill) comment le navire est venu pour être sur la plage, elle a dit qu'il s'est perdu dans le brouillard et fait un mauvais virage.Elle a déclaré que le navire a été retiré de la plage à marée haute.Il aurait été une autre histoire si le navire avait heurté les rochers.Le Saguenay doit avoir été percé au-dessous de la ligne d'eau, parce que (ci-dessus) clairement il n'a pas flotté à la première marée haute, et l'eau est entrée au bateau! The next photo is beautiful. The collection of vessels tied together in Tadoussac Bay was a mystery, until the following explanation! This is very likely the rescue of the CSL Saguenay from the shipwreck above in 1924! Jean-Pierre Charest: A rescue. On the left, the rescue schooner G.T.D., second of this name. It is next to the tug LORD STRATHCONA, in service since 1903. If this event is later than 1915, the rescue duo belongs to Quebec Salvage & Wrecking Ltd, formerly owned by Geo. T. Davie. I note the presence of steam between the tug Lord Strathcona and the ship. There would be at least one rescue boiler running to operate a pump, which could mean damage to the hull and water infiltration. La photo suivante est belle. La collection de navires attachés ensemble dans la baie de Tadoussac était un mystère, jusqu'à l'explication suivante! C'est très probablement le sauvetage du CSL Saguenay du naufrage au dessus en 1924!Jean-Pierre Charest: Un sauvetage. À gauche, la goélette de sauvetage G.T.D., deuxième de ce nom. C'est à côté du remorqueur LORD STRATHCONA, en service depuis 1903. Si cet événement est postérieur à 1915, le duo de sauvetage appartient à Québec Salvage & Wrecking Ltd, anciennement propriété de Geo. T. Davie. Je note la présence de vapeur entre le remorqueur Lord Strathcona et le navire. Il y aurait au moins une chaudière de secours fonctionnant pour faire fonctionner une pompe, ce qui pourrait causer des dommages à la coque et à l'infiltration d'eau. New Era "St Lawrence" "Quebec" "Tadoussac" "Richelieu" Tadoussac 1920-1966 Cérémonie de pose de la quille de la coque numéro 495, le vapeur « St Lawrence » de la Canada Steamship Lines, en juin 1926. Elle mesurerait 329 pieds de long, 67 pieds de large et 20,3 pieds de long, avec un tonnage brut de 6328 tonnes. The St Lawrence on the sandbar!Remember when the CSL St Lawrence ran aground on the beach in Tadoussac?I was on the "Bonne Chance" coming down the Saguenay with Dad (so probably mid-1960s), and the St Lawrence was coming into the wharf. We waited for them (being smaller) so we were coming around behind them as they arrived at the wharf. We could hear the engines as they hit reverse to stop the boat as was the usual procedure, but instead of reverse the water shot out backwards from the props! The CSL boat shot forward and then stopped suddenly as it hit the sand bar. There was a slight pause and then a crash of broken glass as the dishes in the dining room hit the floor. Thanks to Susie & Patrick for the photo! There we are in the Bonne Chance!! This was taken shortly after it happened. The captain has it full reverse, but he's hard aground. The steam/smoke from the ship has created a rainbow! Le Saint-Laurent sur le banc de sable!Rappelez-vous quand la CSL St -Laurent s'est échoué sur la plage de Tadoussac ? J'étais sur la " Bonne Chance " descendre le Saguenay avec papa (probablement milieu des années 1960), et le Saint-Laurent venais dans le quai. Nous avons attendu pour eux (étant plus petit) afin que nous arrivions autour derrière eux comme ils sont arrivés au quai. Nous pouvions entendre les moteurs comme ils ont frappé inverse pour arrêter le bateau était la procédure habituelle, mais au lieu de renverser l'eau éjectés vers l'arrière des hélices! Le bateau de CSL tourné vers l'avant , puis s'arrêta brusquement comme il a frappé la barre de sable . Il y avait une légère pause, puis un accident de verre brisé comme les plats dans la salle à manger touchent le sol. Merci à Susie & Patrick pour la photo ! Nous voilà à la Bonne Chance !! Cela a été pris peu de temps après que le bateau ait échoué à terre. Le capitaine a fait marche arrière à fond, mais il est durement échoué. La vapeur/fumée du navire a créé un arc-en-ciel ! The ferry came over to try to pull her off, but the tide was dropping and there was no hope. Another CSL boat (the Richelieu) arrived later and did a clever backwards docking, so the boats were stern-to-stern, and much partying ensued. We went down to the beach at low tide that evening and tried to carve our initials in the bottom. By morning it was gone, floating off at high tide in the night, no harm done. Les ferries sont venus pour essayer de la retirer, mais la marée est en baisse et il n'y avait pas d'espoir. Un autre bateau de CSL ( Richelieu ) est arrivé plus tard et a fait un accueil intelligent en arrière, de sorte que les bateaux étaient poupe à poupe , et bien faire la fête a suivi. Nous sommes allés à la plage à marée basse, ce soir-là et j'ai essayé de tailler nos initiales dans le fond . Au matin, il avait disparu, flottant au large à marée haute dans la nuit, pas de mal a été fait. The "Richelieu" was the oldest of this group, its appearance was different, with no walkways along the side decks, it looks like cabins had private balconies. It was slower, and used for week-long cruises from Montreal, Trois Rivieres, Quebec, La Malbaie, Tadoussac, Chicoutimi. It would stay in Tadoussac overnight, and had a big bonfire on the back of Pointe d'Islet at night. Le « Richelieu » était le plus vieux de la flotte. Son apparence était différente : sans passerelles latérales, les cabines semblaient avoir des balcons privés. Plus lent, il effectuait des croisières d'une semaine au départ de Montréal, Trois-Rivières, Québec, La Malbaie, Tadoussac et Chicoutimi. Il passait la nuit à Tadoussac et un grand feu de joie était allumé chaque soir à l'arrière de la Pointe d'Islet. Tadoussac 1920-1966 Docking/Amarrage Double/Triple WHY double and triple Docking? sometimes it made sense, the "Richelieu" stayed overnight once a week, and then the next boat arrived for a 15 minute stopover. Probably sometimes it was just for the tourists, a fun photo-op!? These two photos were taken on the same day! Maybe this is 1951, the wharf being rebuilt after the Quebec fire of 1950, that's my guess. The three remaining boats getting together to celebrate the late "Quebec". Note they all have steam up, engines ready, this is not a simple manoeuvre! Pourquoi des accostages doubles et triples ? Parfois, cela se justifiait : le « Richelieu » y passait la nuit une fois par semaine, puis le bateau suivant arrivait pour une escale de 15 minutes. C'était sans doute aussi parfois pour les touristes, une occasion de prendre des photos amusantes ! Ces deux photos ont été prises le même jour ! Il s’agit peut-être de 1951, le quai étant en reconstruction après l’incendie de Québec de 1950 ; c'est mon hypothèse. Les trois autres bateaux se rassemblent pour célébrer la disparition du « Québec ». Remarquez que tous les moteurs sont en marche, la vapeur est allumée : ce n’est pas une manœuvre facile ! Meeting the Boat - Rencontre avec le Bateau Meeting the boat was great fun, welcoming people, watching the cars, people and luggage come up the gangway, and saying good-bye at the end of the summer. My mother Betty Morewood (Evans) is at the right, her father Frank Morewood sitting. Also Jim Alexander, Jean Alexander (Aylan-Parker), Gertrude (Williams) Alexander on board. L'accueil des passagers du bateau était très amusant, tout comme le fait de voir arriver les voitures, les gens et les bagages par la passerelle, et de se dire au revoir à la fin de l'été. 1930's 1930's Bill Morewood, Jack Wallace, Minny (Rhodes) Morewood and her son Frank, my grandfather and great Grandmother. 1930's back row Basil Evans and his brother Lewis Evans (my father) front row not sure x2, then Ann Stevenson (Dewart), Margaret Stevenson (Reilley) Kae Evans and ?? Maggie (Stevenson) Reilley Bishop Lennox Williams Below Nan Wallace (Leggat), Betty Morewood (Evans), Wallace brothers Jack and Michael, Frank Morewood and son Bill Joan (Ballantyne), Sheila (Campbell), Jim and Susan (Webster) Willams 1940's Betty and Lewis Evans (my parents) probably with one of Dad's aunts The Aylan-Parker family Painting by Tom Evans The Capes! Cap Éternité 32 miles from Tadoussac "TADOUSSAC" "QUEBEC" Lewis Evans had a cute schooner called the "Norouâ', and here it is sailing with the northwest wind! If you are wondering why they are cutting in front of the "Quebec", the steamer is going backwards leaving the wharf. 1946 Lewis Evans possédait une charmante goélette nommée « Norouâ », la voici naviguant au gré du vent du nord-ouest ! Si vous vous demandez pourquoi ils coupent la route devant le « Québec », c’est parce que le bateau à vapeur quitte le quai en marche arrière. 1946 August 14, 1950 the "Quebec" burned at the wharf in Tadoussac. Many more photos on the "Shipwrecks" page in this website. Le 14 août 1950, le « Québec » a brûlé au quai de Tadoussac. De nombreuses autres photos sont disponibles sur la page « Épaves » de ce site web. QUEBEC FIRE STEAMER ART These 3 Paintings by Frank Morewood circa 1930 Lewis Evans (my father) with his model of the "Tadoussac" and launched in Tadoussac Bay!! Lewis Evans (mon père) avec sa maquette du « Tadoussac » et mise à l'eau dans la baie de Tadoussac ! On the St Lawrence and Montreal Pointe au Pic, La Malbaie Montreal Excerpt from "Tides of Tadoussac" by Lewis Evans Chapter 1 Down the River "Send me a cab at five o'clock, and be sure the horse has a white star on his forehead." Year after year this was my father's order to the cab rank at St. Catherine and Atwater on a June afternoon, and the whimsy betrayed his excitement at setting off for his holiday combined with a summer chaplaincy on the Lower St. Lawrence. As for me at the age of five or so, excitement was no word for it. The cab was thrilling enough, but after it came the steamers, and after the steamers the long summer, the river, the beaches, the mountains. They let me ride on the box beside the driver, and we would clip-clop down Dorchester Street past the grand houses and the mysterious monastery, until I was lost in unfamiliar territory in Old Montreal, and then the docks with their strange sights and smells, and Victoria Pier, and the familiar, beloved sight of the wedding-cake superstructure and twin funnels of the Quebec boat - the paddle-wheeler "Quebec" or "Montreal". The gangway, the lobby, the row of stiff chairs, each with its polished brass spittoon, the brass-edged stairway with its ornately carved banisters, the carpets with an "R & O" design inherited from Canada Steamships Lines' predecessor the Richelieu and Ontario Navigation Company, the gingerbread woodwork, the narrow cabins, the upper bunk where you could see out the window — no wonder a little boy got little sleep, and came to wait for and love the incidents of the night. The buoys dancing past like little red and black soldiers with their hands on their hips; the stop at Sorel where always men seemed engaged in dropping iron pipes on other iron pipes; the swishing nothingness of Lake St. Peter; and, best of all, passing the upward-bound steamer, which swooped past in a blaze of light and flurry of foam, and always an exchange of shouts from freight deck to freight deck. Even at the age of five and ignorant of French I knew that the remarks were ones that my mother would not like me to understand. Quebec towering in the early morning mist, the mad scamper over to the Saguenay boat, and the real adventure began. We nearly always caught the first boat of the season, and the great question was — which one would it be? My parents hoped for the "Saguenay", then the last word in river steamers. She had been built in Scotland, and had crossed the ocean under her own steam. (How else? I always wondered, but never dared to ask.) She was the only screw-propelled vessel on the lower river line, and she was more punctual than the old paddle-wheelers. (A newly engaged couple about this time sailed in one of the older ships to seek the blessing of very Victorian parents at a down-river resort. Delayed by fog, the ship did not stop at their destination, but swept them unchaperoned through the night to the head of the Saguenay and back, to the horror of all concerned.) I hoped for the "Murray Bay", previously named the "Carolina" and later the "Cape Diamond", or the "St. Irenée", once the "Canada" and afterwards the "Cape St. Francis", for the policy was to change names after any accident, trifling or otherwise, or even, it seemed, after a new paint job. These ships were far more fun for a small boy, and there was far more to see, like the walking-beam, up on the top deck abaft the funnel, an enormous black steel diamond rearing up and down like a giant's see-saw against the sky. Then inside, amidships, there was an enclosure with windows bordered with coloured panes, where you could watch the shiny steel pistons from the walking-beam plunging up and down into the vitals of the ship to turn the drive-shaft of the paddle-wheels. And as you toured the deck you found your way blocked by the curved paddle-boxes; there was a glorious thumping and sloshing from within, and at full speed the water squirted at you from leaks between the boards. Freight deck jammed to the overhead beams, already an hour or two behind schedule, the first boat of the season would slide past the lush green hump of the Island of Orleans and head for the looming blue capes of the North Shore. The stops were many in those days — Baie St. Paul, Les Eboulements, St. Irenée, Pointe au Pic — an interminable stay for those bound for the lower river, but a good chance to walk the dog who had been explaining his point of view to the baggageman ever since Quebec — Cap à l'Aigle, St. Simeon. When the older ships made a bad landing and came alongside with a thump you could see the bulkheads of their wooden superstructures give slightly out of true to absorb the shock. At each wharf the furious unloading of freight, most fun for the onlooker but least for the stevedores if the tide was low. One man in front and half a dozen behind, the overloaded truck would take a tottering run across the gangway and at the steep and slippery ramp. Slower and slower as it neared the top, and then with a cheer from ship-side and shore spectators, over the crest onto the level wharf. And a loaded truck coming down, its handler skiing stiff-legged before it trying to brake, and then a mad run lest he be mowed down by his load. Then out on the widening estuary to meet the darkness flowing up from the Gulf, and the long sweep round the Prince Shoal Lightship into the mouth of the Saguenay. The welcoming lights of Tadoussac and its wharf in the little cove called Anse à l'Eau, dis-embarkation, the frenzied dog, the smiling caretaker who had come to meet you, the fourteen pieces of baggage and the seventeen checks, the buckboard ride through the sleeping village, the cottage with that smell of all summer cottages just reopened, the creaking stairs, the cold damp sheets, and the dreams of the steamer's paddles plunk-plunking up the deep Saguenay, if it was foggy her whistle sounding so they could time the echo from the cliffs, headed for Anse St. Jean, Chicoutimi, and her turn-around for Quebec. And all summer in Tadoussac lying ahead. Excerpt from "Tides of Tadoussac" by Lewis Evans Chapter 5 The Steamers For generations the river steamers were a vital part of the Tadous-sac summer, and we were brought up on tales of the ships that plied the river long before our time, their idiosyncracies and their misad-ventures, and the prowess of their captains and pilots. Ancient members of my family told of being aboard the "Carolina when she ran on a low point up the Saguenay one foggy night in 1903, and hawsers were run ashore to keep her from slipping off into deep water. And they in turn had heard of the "Canada", circa 1890, and the "Union" , her two funnels athwartships like a Mississippi stern-wheeler, and, beyond living memory, the little "Mon-tagnais" • • • Quebec Gazette, Oct. 3, 1822: A smail steamer called Le Mon-tagnais, built on a beautiful model, about 30 or 40 tons burthen, was launched from Goudie's shipyard this morning. We understand she is to make a trip to the King's Posts at the mouth of the Saguenay... Oct. 31: The steamboat Montagnais which was advertised to sail for the Saguenay on Thursday last, sailed on that day, and has not yet returned. It is generally thought that her size is not well calculated for such a voyage, several points in her passage offering serious obstacles by the boisterousness of the sea even in moderate winds... Nov. 4: A gentleman who went in the steamboat Montagnais to the Saguenay returned yesterday having left the boat about 45 miles below Quebec with the loss of anchor and other damage. The boat we understand sailed as far as Chicoutimi, a distance of upwards of 30 leagues from the mouth of the Saguenay. To the person with no other view than amusement, the scenery of that river, which presents nature in her most grand and romantic aspects, will afford great satisfaction. • • • In the twenties a new generation of river steamers arose to re-place the still efficient but ageing "Saguenay" and the last of the side-wheelers, the "Cape Diamond". There were some stop-gaps at this time too — notably the "Cape Eternity" , so slow that her name was twisted into many a laboured joke, and it was always said that she was used on the week-long rather than the three-day cruise because she couldn't do it in less. The "new" wharf in Tadoussac Bay was now extended, for the ships were too long to dock at the "old" wharf in Anse à l'Eau, where even the old paddle-wheelers, on a low spring tide, used to nudge their bows gently into the mud of the foreshore. One of these new ships was the "Richelieu", which took on the weekly cruise chore, stopping overnight at Chicoutimi, Tadoussac, Murray Bay, and Quebec, and thousands of Canadians and Americans must remember her with affection. For all her bulk she would wander down the Saguenay on a fine day like a small cruising yacht, poking into bays, playing tag with the odd island, and saluting with a ponderous blast the most insignificant of passing craft. The other three, the latest word in river-craft, handled daily sailings from Montreal to the head of the Saguenay. They were the "St. Lawrence", the "Quebec", and the "Tadoussac", over 300 feet in length, twin-screw, and built in the company's yards at Lauzon, the Canada Steamship Lines black-white-red colours proudly flaming from their twin funnels. With all their modernity, steam hawser winches, gift shops, recreation rooms, and dance bands, these ships soon achieved something of the individual characteristics of their predecessors. A brass-bound English captain of the "Quebec" maintained a running feud in the interests of discipline with light-hearted college students crewing as summer jobs. To them, fair passengers were fair game, and once the phone rang in the wireless cabin. "What are you doing with girls in there Mr. --?" demanded the captain's voice. "Showing them the wireless cabin, sir," replied Sparks. "It takes me only five minutes to show ladies the bridge." "Perhaps there is more to see in the wireless cabin, sir.... The same captain loved the steam siren, a sort of gigantic fire-truck-type banshee wail, and always used it in preference to thenormal whistle. As he was approaching a wharf one quiet day, the valve stuck or a spring broke, and the siren, billowing steam, mounted to an indescribable scream at the top of its range, and held it. Whoever had to climb the funnel to shut it off should have been decorated. The "Tadoussac", I think it was, suffered an embarrassing delay; a small boy took it into his head to see if the various safety items about the deck would float, or at least make a satisfactory splash. By the time he was caught so many life-belts and bits of fire prevention apparatus had gone overboard that the ship dared not proceed because of insurance and safety regulations. Even the "Richelieu" got in on the act, though this was years ago. A faulty gangway dropped some members of her tour between ship and wharf. A middle-aged lady, on being hauled from the salt water, pointed to her tour badge, "From Niagara to the Sea" , and observed, "I made it!" And then there was the glorious day when it actually happened. How many of us on wharves watching those ships gliding alongside have wondered "what would happen if...." and it did. Unaccountably, the "St. Lawrence" went Full Ahead instead of Full Astern, and quietly and efficiently beached herself like a canoe on the sand beyond the wharf, where she sat on an even keel but looking very foolish until a flood tide let her sneak off in the early hours of the morning. When one forgets for a moment their less dignified antics, and thinks of the runs these ships made, without a full day's idleness from mid-June to mid-September, decade after decade, almost always arriving as punctually and precisely as a train coming alongside a platform, (and this over 700 miles on one of the trickiest navigable rivers and estuaries in the world, fraught with strong tides, sudden squalls, and frequent blinding fogs), one is astounded at their long record of efficient service. Leave Montreal in the evening, down the dark, narrow, and crowded channels to Quebec in the soft summer morning, and down the blue and widening estuary, round the reefs and up the Saguenay gorge, arriving at Bagotville late at night and leaving atdawn. Down the Saguenay and up the St. Lawrence o black now against the sunset, into Montreal the next morning - and ready to sail again that night. And between Montreal and Montreal about fourteen comings-alongside wharves in tricky cur-rents, strong winds, and dense fogs. If the land-bound critics who made the caustic comments on bad landings, the occasional crash against the wharf, the broken hawser, the landing missed altogether, had ever imagined themselves in the position of persuading an unwieldy 7000 tons to kiss an immovable adjunct of the Canadian Shield, they might have been less vocal. Surely the long line of captains, French and English, and first officers and permanent pilots who conned these vessels through the years must have been among the most competent ship-handlers in the world. The "Quebec" was the first of the last generation to go. Her captain was faced, one calm, sunny afternoon, with a terrible choice. In mid-St. Lawrence fire broke out; should he stop and try to get his passengers off in boats, fight the fire, and save his ship? Or should he steam hell-bent for the nearest wharf, land his passengers, but fan the flames out of control? He elected the latter, and landed his passengers at Tadoussac, but the ship burned through the night to the waterline. At one eerie moment a valve let go, and the "Quebec's" deep whistle gave a final, long-drawn, fading salute. In 1966 the last three were withdrawn from the river, and many memories come crowding. Montreal would miss those white shapes slipping punctually under the Jacques Cartier Bridge, but Montreal had many other ships and whistles. It was the little villages below Quebec that would not be the same. No more the three long, deep blasts saying "Here I come" and the buggies racing to the wharf to pick up the tourists. No more the great swells of her wake breaking on the beaches to the delight of the children and the terror of the dogs. No more the moving fantasy of lights gliding up the dark Saguenay, while the trout fisherman in some silent cove slapped at the black-flies and waited for the swells to rock his boat to sleep. No more the sirens screeching at Capes Trinity and Eternity, and the sevenfold echoesrolling in the hills. No more the farewells, when the final whistle went, the mooring warps splashed into the water, and the distance widened between the summer lovers... Extrait de « Marées de Tadoussac » de Lewis Evans Chapitre 1 : Sur le fleuve « Envoyez-moi un taxi à cinq heures, et assurez-vous que le cheval porte une étoile blanche sur le front.» Année après année, tel était l’ordre que mon père donnait à la station de calèches de Sainte-Catherine et d’Atwater, un après-midi de juin. Cette fantaisie trahissait son enthousiasme à l’idée de partir en vacances, combinée à son ministère d’aumônier d’été sur le Bas-Saint-Laurent. Quant à moi, vers l'âge de cinq ans, le mot « enthousiasme » était bien faible. Le fiacre était déjà palpitant, mais après venaient les bateaux à vapeur, et après les bateaux à vapeur, le long été, le fleuve, les plages, les montagnes. Ils m'ont laissé monter dans la cabine à côté du conducteur, et on descendait la rue Dorchester au rythme des sabots, passant devant les belles maisons et le mystérieux monastère, jusqu'à ce que je me perde dans les méandres inconnus du Vieux-Montréal, puis les quais avec leurs images et leurs odeurs étranges, la jetée Victoria, et la vue familière et chère de la superstructure en forme de pièce montée et des deux cheminées du bateau « Québec » – le bateau à aubes « Québec » ou « Montréal ». La passerelle, le hall, la rangée de chaises rigides, chacune avec son crachoir en laiton poli, l'escalier aux bordures de laiton et à la rampe finement sculptée, les tapis à motif « R & O » hérités de la Richelieu and Ontario Navigation Company, prédécesseur de la Canada Steamships Lines, les boiseries ouvragées, les cabines étroites, la couchette du haut d'où l'on pouvait voir par la fenêtre – pas étonnant qu'un petit garçon dorme peu et s'attache aux événements de la nuit. Les bouées qui défilaient comme de petits soldats rouges et noirs, les mains sur les hanches ; L'escale à Sorel, où des hommes semblaient toujours s'affairer à emboîter des tuyaux de fer les uns sur les autres ; le néant bruissant du lac Saint-Pierre ; et, surtout, le passage du vapeur remontant le courant, qui filait dans un éclat de lumière et un tourbillon d’écume, accompagné invariablement de cris échangés d’un pont de marchandises à l’autre. Même à cinq ans, ignorant tout du français, je savais que ma mère ne voulait pas que je comprenne ces remarques. Le Québec se dressant dans la brume matinale, la course folle vers le bateau du Saguenay, et la véritable aventure commençait. On prenait presque toujours le premier bateau de la saison, et la grande question était : lequel ? Mes parents espéraient le « Saguenay », alors le summum des bateaux à vapeur fluviaux. Construit en Écosse, il avait traversé l'océan par ses propres moyens. (Comment autrement ? Je me le suis toujours demandé, sans jamais oser le demander.) C'était le seul bateau à hélice sur la ligne du bas fleuve, et il était plus ponctuel que les vieux bateaux à aubes. (À cette époque, un couple de jeunes fiancés embarqua sur l'un des plus vieux navires pour aller chercher la bénédiction de leurs parents, très victoriens, dans une station balnéaire en aval. Retardé par le brouillard, le bateau ne s'arrêta pas à destination, mais les emmena sans accompagnateur toute la nuit jusqu'à la source du Saguenay, puis retour, à la grande horreur de tous.) J'espérais qu'il s'agisse du « Murray Bay », anciennement appelé « Carolina » puis « Cape Diamond », ou du « St. Irenée », autrefois « Canada » puis « Cape St. Francis », car la politique était de changer de nom après le moindre accident, même mineur, ou même, semblait-il, après une nouvelle peinture. Ces navires étaient bien plus amusants pour un petit garçon, et il y avait bien plus à voir, comme la poutre de marche, sur le pont supérieur, derrière la cheminée : un énorme losange d'acier noir qui se dressait et s'abaissait comme la balançoire d'un géant face au ciel. À l'intérieur, au milieu du navire, se trouvait une enceinte vitrée aux vitres colorées, d'où l'on pouvait observer les pistons d'acier brillant de la poutre de marche s'actionner dans les organes vitaux du navire pour faire tourner l'arbre de transmission des roues à aubes. En traversant le pont, on se retrouvait parfois bloqué par les caissons incurvés des roues à aubes ; un glorieux clapotis s'en dégageait, et à pleine vitesse, l'eau jaillissait des fuites entre les planches. Le pont de marchandises, bondé jusqu'aux poutres supérieures, déjà en retard d'une heure ou deux, le premier bateau de la saison allait longer la luxuriante péninsule verdoyante de l'île d'Orléans et se diriger vers les imposants caps bleus de la Côte-Nord. Les escales étaient nombreuses à l'époque : Baie Saint-Paul, Les Éboulements, Sainte-Irénée, Pointe au Pic – un séjour interminable pour ceux qui descendaient le fleuve, mais une bonne occasion de promener le chien qui, depuis Québec, n'avait cessé d'expliquer son point de vue au bagagiste – Cap à l'Aigle, Saint-Siméon. Lorsque les vieux navires rataient leur accostage et s'échouaient avec fracas, on pouvait voir les cloisons de leurs superstructures en bois se déformer légèrement pour absorber le choc. À chaque quai, le déchargement frénétique des marchandises offrait un spectacle des plus divertissants pour les spectateurs, mais beaucoup moins pour les débardeurs à marée basse. Un homme en avant et une demi-douzaine derrière, le camion surchargé s'élançait en titubant sur la passerelle et la rampe abrupte et glissante. De plus en plus lentement à mesure qu'il s'approchait du sommet, il franchissait ensuite la crête sous les acclamations des spectateurs, aussi bien à bord que sur la rive, pour atteindre le quai plat. Puis, un camion chargé descendait, son chauffeur, les jambes raides, essayant de freiner, puis courant à toute vitesse pour ne pas être écrasé par son chargement. Suivant alors l'estuaire qui s'élargissait, on rejoignait l'obscurité remontant du Golfe, et le long détour autour du bateau-phare de Prince Shoal pour entrer dans l'embouchure du Saguenay. Les lumières accueillantes de Tadoussac et son quai dans la petite anse d'Anse à l'Eau, le débarquement, le chien frénétique, le gardien souriant venu à votre rencontre, les quatorze bagages et les dix-sept formalités d'enregistrement, la traversée du village endormi en chariot, le chalet à l'odeur caractéristique des chalets d'été qui viennent de rouvrir, les escaliers qui grincent, les draps froids et humides, et le rêve des pales du vapeur fendant les eaux profondes du Saguenay, son sifflement retentissant si fort qu'on pouvait en mesurer l'écho sur les falaises, cap sur Anse Saint-Jean, Chicoutimi, et son retour vers Québec. Et tout l'été à Tadoussac nous attend. Extrait de « Marées de Tadoussac » de Lewis Evans Chapitre 5 : Les bateaux à vapeur Pendant des générations, les bateaux à vapeur fluviaux ont été un élément essentiel de l’été à Tadoussac. Nous avons grandi bercés par les récits de ces navires qui sillonnaient le fleuve bien avant notre époque, leurs particularités, leurs mésaventures et le talent de leurs capitaines et pilotes. Des membres âgés de ma famille ont raconté avoir été à bord du « Carolina » lorsqu'il s'est retrouvé coincé dans une zone de faible tirant d'eau sur le Saguenay, par une nuit de brouillard en 1903. Des amarres ont été jetées à terre pour l'empêcher de sombrer en eaux profondes. Ils avaient aussi entendu parler du « Canada », vers 1890, et de l'« Union », avec ses deux cheminées transversales comme un bateau à aubes du Mississippi, et, depuis des temps immémoriaux, du petit « Montagnais ». • • • Gazette de Québec, 3 octobre 1822 : Un petit vapeur nommé Le Montagnais, construit sur un modèle élégant, d'environ 30 ou 40 tonnes, a été lancé ce matin du chantier naval de Goudie. Il semblerait qu'il doive se rendre aux Postes du Roi, à l'embouchure du Saguenay… 31 octobre : Le vapeur Montagnais, dont le départ pour le Saguenay avait été annoncé jeudi dernier, a appareillé ce jour-là et n'est pas revenu depuis. Elle est quand même revenue. On pense généralement que ses dimensions ne sont pas bien adaptées à un tel voyage, plusieurs points de son parcours présentant de sérieux obstacles en raison de la mer agitée, même par vents modérés… 4 novembre : Un monsieur parti à bord du bateau à vapeur Montagnais pour le Saguenay est revenu hier, ayant laissé le bateau à environ 45 milles en aval de Québec, suite à la perte de son ancre et à d'autres avaries. Le bateau, semble-t-il, a navigué jusqu'à Chicoutimi, à plus de 30 lieues de l'embouchure du Saguenay. Pour celui qui ne recherche que le divertissement, le paysage de ce fleuve, qui présente la nature sous ses aspects les plus grandioses et romantiques, est une source de grande satisfaction. • • • Dans les années 1920, une nouvelle génération de bateaux à vapeur fluviaux a vu le jour pour remplacer le « Saguenay », encore efficace mais vieillissant, et le dernier des bateaux à roues à aubes, le « Cape Diamond ». Il y a eu aussi quelques solutions de fortune à cette époque, notamment le « Cape Eternity », si lent que son nom a donné lieu à de nombreuses blagues laborieuses, et il a toujours été… Elle expliqua qu'elle était utilisée pour la croisière d'une semaine plutôt que de trois jours, car elle ne pouvait pas l'effectuer en moins de temps. Le « nouveau » quai de la baie de Tadoussac avait été agrandi, car les navires étaient devenus trop longs pour accoster à l'« ancien » quai d'Anse à l'Eau, où même les vieux bateaux à aubes, à marée basse de vives-eaux, effleuraient la vase du rivage. Un de ces nouveaux navires était le « Richelieu », qui assurait la croisière hebdomadaire, avec des escales d'une nuit à Chicoutimi, Tadoussac, Murray Bay et Québec. Des milliers de Canadiens et d'Américains se souviennent certainement d'elle avec affection. Malgré son gabarit imposant, elle descendait le Saguenay par beau temps comme un petit yacht de croisière, s'aventurant dans les baies, flirtant avec les îles et saluant d'un puissant coup de canon le plus insignifiant des navires de passage. Les trois autres, fleurons de la navigation fluviale, faisaient des traversées quotidiennes de Montréal jusqu'à l'embouchure du Saguenay. St. Le « Lawrence », le « Québec » et le « Tadoussac », longs de plus de 90 mètres, à deux hélices et construits dans les chantiers navals de la compagnie à Lauzon, arboraient fièrement les couleurs noir, blanc et rouge de la Canada Steamship Lines, qui flottaient au-dessus de leurs deux cheminées. Avec toute leur modernité – treuils à vapeur pour les amarres, boutiques de souvenirs, salles de loisirs et orchestres de danse –, ces navires acquirent rapidement un caractère propre, rappelant celui de leurs prédécesseurs. Un capitaine anglais autoritaire du « Québec » entretenait une querelle permanente, au nom de la discipline, avec des étudiants insouciants embauchés comme employés d'été. À leurs yeux, les passagers étaient des proies faciles, et un jour, le téléphone a sonné dans la cabine de radio. « Qu'est-ce que vous faites avec des filles là-dedans, monsieur… ? » a demandé la voix du capitaine. « Je leur fais visiter la cabine de radio, monsieur », répondit Sparks. « Ça me prend seulement cinq minutes pour faire visiter la passerelle aux dames. « Peut-être y a-t-il plus à voir dans la cabine de radio, monsieur… » Ce même capitaine adorait la sirène à vapeur, une sorte de gigantesque… Il utilisait toujours la sirène stridente, semblable à celle d'un camion de pompiers, de préférence au sifflet normal. Un jour, alors qu'il approchait d'un quai, la vanne se bloqua ou un ressort cassa, et la sirène, crachant de la vapeur, poussa un hurlement indescriptible à pleine puissance, et le maintint. Celui qui a dû grimper dans la cheminée pour l'éteindre aurait mérité une médaille. Le « Tadoussac », je crois, a connu un retard embarrassant ; un p'tit gars a eu l'idée de vérifier si les différents équipements de sécurité sur le pont flotteraient, ou du moins feraient un beau plongeon. Lorsqu'il fut rattrapé, tant de gilets de sauvetage et de pièces d'équipement anti-incendie étaient tombés à la mer que le navire n'osa pas repartir, par crainte des assurances et des règles de sécurité. Même le « Richelieu » s'y est mis, il y a des années. Une passerelle défectueuse a fait tomber certains membres de son excursion entre le navire et le quai. Une dame d'âge mûr, une fois sortie de l'eau salée, a montré son badge d'excursion, « De Niagara à la mer », et s'est exclamée : « J'y suis arrivée ! » Et puis, il y a eu ce jour mémorable où c'est arrivé. Combien d'entre nous, sur les quais, à regarder ces navires glisser le long du quai, on s'est demandé « et si… » et que ça se produisait. Inexplicablement, le « St. Lawrence » a mis le cap à toute vitesse au lieu de faire marche arrière, et s'est échoué silencieusement et efficacement comme un canot sur le sable au-delà du quai, où il est resté à l'horizontale, l'air bien ridicule, jusqu'à ce qu'une marée montante le laisse repartir au petit matin. Quand on oublie un instant leurs frasques moins glorieuses et qu'on pense aux traversées que ces navires effectuaient sans relâche, de la mi-juin à la mi-septembre, décennie après décennie, arrivant presque toujours avec la ponctualité et la précision d'un train à quai (et ce, sur plus de 1 100 kilomètres, sur l'un des fleuves et estuaires les plus difficiles à naviguer au monde, balayé par de forts courants, des grains soudains et des brouillards fréquents et aveuglants), on est stupéfait par leur long et efficace bilan. Quitter Montréal le soir, descendre les chenaux sombres, étroits et encombrés jusqu'à Québec par la douce matinée d'été, puis descendre l'estuaire bleu qui s'élargit, contourner les récifs et remonter les gorges du Saguenay, arriver à Bagotville tard dans la nuit et repartir à l'aube. Descendre le Saguenay et remonter le Saint-Laurent, maintenant noir au coucher du soleil, jusqu'à Montréal le lendemain matin – et prêts à repartir le soir même. Entre Montréal et Montréal, il a fallu une quinzaine d'accostages, dans des courants capricieux, des vents violents et un épais brouillard. Si les critiques terrestres, acerbes face aux mauvais accostages, aux chocs occasionnels contre le quai, aux amarres rompues et aux accostages manqués, s'étaient seulement imaginés à la tête d'un imposant navire de 7 000 tonnes, contraint d'accoster sur un majestueux Bouclier canadien, ils auraient sans doute été moins virulents. Il ne fait aucun doute que la longue lignée de capitaines, français et anglais, de seconds et de pilotes permanents qui ont manœuvré ces navires au fil des ans étaient parmi les plus compétents au monde. Le « Québec » fut le premier de la dernière génération à disparaître. Un après-midi calme et ensoleillé, son capitaine s'est retrouvé confronté à un choix terrible. Au beau milieu du Saint-Laurent, un incendie s'est déclaré : devait-il s'arrêter, tenter de faire débarquer ses passagers en canots, combattre le feu et sauver son navire ? Ou devait-il foncer à toute allure vers le quai le plus proche, débarquer ses passagers, quitte à attiser les flammes jusqu'à ce qu'elles deviennent incontrôlables ? Il a choisi la deuxième option et a débarqué ses passagers à Tadoussac, mais le navire a brûlé toute la nuit jusqu'à la ligne de flottaison. À un moment étrange, une soupape céda et le sifflement profond du « Québec » laissa échapper un dernier long et lointain salut. En 1966, les trois derniers navires ont été retirés du fleuve, et de nombreux souvenirs ont refait surface. Montréal regretterait ces silhouettes blanches glissant ponctuellement sous le pont Jacques-Cartier, mais Montréal avait bien d'autres navires et sifflets. Ce sont les petits villages en aval de Québec qui ne seraient plus jamais les mêmes. Plus jamais les trois longs et profonds sifflets annonçant leur arrivée, ni les voiturettes se précipitant vers le quai pour embarquer les touristes. Plus jamais les vagues déferlant sur les plages, pour le plus grand plaisir des enfants et la terreur des chiens. Finie la fantaisie émouvante des lumières glissant sur le sombre Saguenay, tandis que le pêcheur de truite dans une crique silencieuse giflait les mouches noires et attendait que la houle berce son bateau pour dormir. Plus de sirènes hurlant aux caps Trinity et Eternity, et les échos septuples roulant dans les collines. Finis les adieux, au coup de sifflet final, les funes s'écrasaient à l'eau, et la distance se creusait entre les amoureux de l'été... Robert Lewis Evans spent seventy-seven summers in Tadoussac. Through all those years, he loved it; he loved its people and its surroundings. His career as an English teacher at Bishop's College School in Lennoxville, Quebec, afforded him long summer vacations during which he explored every nook and cranny of Tadoussac on foot, and every bay and cove of the Saguenay by sailboat. He spent many hours researching anecdotes of days gone by through reading books and listening to his neighbours. His own training as an English teacher coupled with his interest in history and his flair as a social satirist made Lewis Evans unusually qualified to present the history of the golden years of this St. Lawrence resort. Tadoussac dates back even before Cartier and Champlain; the Evans connection, though not quite as ancient, also goes back a long way. Lewis's wife, Betty, was a great grand-daughter of Colonel William Rhodes, one of the first summer cottagers. Their love of this beautiful place, and of the people who live there, has now been passed on to the next generation, and so to the generations to come. Robert Lewis Evans a passé soixante-dix-sept étés à Tadoussac. Pendant toutes ces années, il a adoré cet endroit ; il aimait ses habitants et ses environs. Sa carrière d'enseignant d'anglais à l'école Bishop's College de Lennoxville, au Québec, lui offrait de longues vacances d'été durant lesquelles il explorait à pied chaque recoin de Tadoussac et en voilier chaque baie et anse du Saguenay. Il a passé de nombreuses heures à chercher des anecdotes d'antan en lisant des livres et en écoutant ses voisins. Sa formation d'enseignant d'anglais, combinée à son intérêt pour l'histoire et à son talent de satiriste social, a fait de Lewis Evans une personne exceptionnellement bien placée pour présenter l'histoire de l'âge d'or de cette station balnéaire du Saint-Laurent.Tadoussac remonte même à une époque antérieure à Cartier et Champlain ; le lien avec les Evans, bien que moins ancien, est aussi très ancien. La femme de Lewis, Betty, était l'arrière-petite-fille du colonel William Rhodes, l'un des premiers vacanciers. Leur amour pour ce lieu magnifique et pour les gens qui y vivent a été transmis à la génération suivante, et ainsi de suite aux générations futures. 150

Two brothers whose lives were far too short Price, Frederick Courtnay & Llewellyn Two brothers whose lives were far too short Back to ALL Bios Frederick Courtnay Price 1877 – 1898 and Llewellyn Price 1878 - 1899 Frederick and Llewellyn were the youngest sons of Henry Ferrier Price and Florence Rogerson Price. They were both born in Chile while the family was living there; Frederick in 1877 and Llewellyn in 1878. Their older siblings were Sir William, Henry Edward, Teresa Jane, Arthur John and Florence Mary (Bradshaw). After the family returned to Canada in 1884 they lived in Toronto and both Frederick and Llewellyn attended Ridley College in St. Catherine’s, Ontario. Sadly, both brothers died at age 21. Frederick died in Toronto in 1898 of tuberculosis and is buried in Mt. Pleasant Cemetery. Llewellyn died in 1899 of diphtheria and is buried in the family plot at Mount Hermon Cemetery, Sillery, Quebec. Back to ALL Bios

First generation summer residents of Tadoussac and builders of the first summer cottage Rhodes, Col. William and Anne Catherine (Dunn) First generation summer residents of Tadoussac and builders of the first summer cottage Back to ALL Bios Lieutenant Colonel the Honourable William Rhodes 1821-1892 & Anne Catherine (Dunn) 1823-1911 William Rhodes was born in 1821, at Bramhope Hall near Leeds, in England. His father, also named William Rhodes, was a wealthy farmer and a soldier who fought for the British in the War of 1812 in Canada. The older William was a Captain in the 19th Lancers, the former 19th Light Dragoons, and married Ann Smith. Young William was educated in France, and as a second son, he knew that he would not inherit, so his father bought him a commission in the army. He entered the British Army in May 1838 as an ensign in the 68th Foot (Durham Light Infantry). It was in August of 1841 that twenty-year-old William Rhodes came to Quebec from England as part of a military posting and served in Quebec from October 1842 to May 1844. He fell in love with the land, the river, the people, and eventually with a young lady from Trois Rivieres named Anne Dunn whom he planned to marry. The older William did not want his son to marry a colonial and pulled strings in the military to have him recalled but William returned and married Anne Dunn in the Anglican Cathedral of the Holy Trinity, Quebec City, in 1847, and left the army with the rank of captain. Anne Dunn’s grandfather, Thomas Dunn had come to Quebec in 1760, a year after General James Wolfe’s invasion. He administered Lower Canada from 1805 to 1807, and in 1811. Anne’s parents were Robert Dunn, who was an assistant to the Office of Civil Secretary, and Margaret Bell. Her maternal grandfather was Matthew Bell. In 1848, Captain Rhodes and Anne Dunn purchased the estate of Benmore on Chemin St. Louis in Sillery, where they settled and engaged in horticulture. The house remained in the Rhodes family for a hundred years and still stands, although today it is part of a condo development. William Rhodes was known for his experimental agriculture, learning what crops and cattle would best tolerate the Quebec environment. During the 1860s he got into business where he associated with Evan John Price and others and engaged with them in mining in the counties of Wolfe and Mégantic. He was one of the founders of the Union Bank of Lower Canada and of the Grand Trunk Railway, President of Company Warehouse Quebec and the Quebec Bridge Company which eventually built the first Quebec Bridge. He led a delegation on April 12th, 1888, to meet Sir John A. Macdonald and Sir Charles Tupper to lobby for funds to build the bridge. He helped to establish the Quebec and Richmond Railway and the North Shore Line, which later merged with the CPR. In politics, Rhodes was the MP for Megantic from 1854 to 1857. Later, he joined the Mercier cabinet as Minister of Agriculture and Colonization and was elected Liberal MP for Mégantic in the Legislative Assembly in a by-election in 1888. During this time, William and Anne produced five sons and four daughters over a twenty-year period and they were very eager that all of their children be educated and guided into a successful future. Rhodes was an avid hunter and outdoorsman, and the boys were taken on lengthy camping trips in the winter with friends, often returning to Quebec City with sleds loaded with enough game to provision the household for two months. The daughters in the family were not neglected in their education. In one of his many letters to the family in England, he wrote: “… the little girls have now music, dancing, and French masters, to say nothing of sewing machines, pudding making, and English writing. In fact, tuition and all its branches are the order of the day.” It was through his friendship with the lumber merchant Price family that William Rhodes first discovered Tadoussac. A businessman and politician at heart, it wasn't long before he was taking leadership here too. He built the anglophone community's first summer cottage in 1860, and his friends in the Russell family, also of Quebec City, built an exact copy right next door which is still in the Russell family-Spruce Cliff owned by Susie (Scott) Bruemmer. William Rhodes's cottage would have looked exactly like that at first, but then he extended it to accommodate his growing family and it burned down in 1932. Brynhyfryd is the second cottage, built in the same location. Robert Hale Powel was another friend who decided to build a summer cottage in Tadoussac. He bought the next lot, currently the Baileys. It is said the three friends, Rhodes, Russell, and Powel often played whist together. Perhaps it was during such a game that the opportunity was either offered or asked for that William’s sons, Armitage and Godfrey, move to Philadelphia to work in one of Powel’s rolling mills. The boys got experience like any other worker on the machine shop floors where the manual labour was hot and hard. They gradually moved up the ranks learning every aspect of the trade until they became executives in their own right, as leaders in the rail business. William Rhodes and Mr. Russell were part of a group that built the original Hotel Tadoussac in 1864, and it was in a meeting in that new hotel that they committed themselves to building the Protestant Chapel in 1866. His son Godfrey kept a diary that records camping trips when they would row locally built nor'shore canoes up to Baie St. Etienne to camp and fish. But for all the forays out into the wilds, William remained devoted to his first and only love. He wrote of Anne: “… I find her a valuable assistant, in interpreting to me the characters of the young men I have to deal with. (…) Few women have performed all their duties to their children so well and so unceasingly as my wife”. For all his work in business and politics, William Rhodes was a devoted father and, judging by photographs that have survived, he and Anne were lovers of their time with family in Tadoussac. One summer he wrote to a family member: “My family is all down at the seaside at Tadoussac. We are all together which is a great comfort, far preferable to having sons away in India or floating about the ocean on His Majesty’s ships.” Lt Colonel William Rhodes died at Benmore on February 17th, 1892, at the age of seventy. His death was quite unexpected. He had been well but took sick with La Grippe. After the funeral, celebrated in the Anglican Church of St. Michael, he was buried in Mount Hermon Cemetery. The Rhodeses had nine children and twenty grandchildren, all of whom spent significant time in Tadoussac, so it is worthwhile recording some of the descendants here. William’s wife Anne (Dunn) Rhodes outlived the Colonel by twenty years, and it is said that she was a sweet lady; however, with so many grandchildren she became a bit vague as to which child was which. Just imagine the struggle she would have in keeping her descendants straight today! The oldest son was Armitage, and his daughter Dorothy (Dorsh) married Trevor Evans. Their children are Phoebe, Ainslie, Trevor, and Tim, producing nine more Evans, Skutezkys, and Stevens. Next was Godfrey, who bought the estate Cataraqui in Quebec. He had two daughters: Gertrude who died in infancy; and Catherine, who married Percival Tudor-Hart and lived at the estate until her death in 1972. Godfrey built the Tudor-Hart Cottage in Languedoc Park here in Tadoussac. There are no descendants. The third son was William. His daughter Carrie would marry her first cousin, Frank. William and Godfrey had been sent to the United States to work in the railway business, so they lived in the US and William travelled around the world building railways. The fourth son, Francis, married a Quebec girl, Totie Le Moine, from Spencer Grange, another old house that’s still standing in Quebec – currently the official residence of the Lieutenant-Governor. Their two surviving daughters (of four) were Lily Bell and Frances, whom many of us remember fondly. Neither married nor had children. The fifth son was Robert Dunn Rhodes who settled in the United States and had eight children who led to Rhodes, Johnson, and Robes descendants who settled in the Boston area. The sixth child, and first girl, was Minnie Rhodes. She married Harry Morewood, an American, and they had five children including Frank Morewood who married his first cousin, William’s daughter, Carrie. It was Frank and Carrie who built Windward Cottage in 1936 and the Evans and Belton families are descendants. William’s other children were Isobel, known as Billy, John, and Nancy as well as Bobby who had two sons, Frank and Harry Morewood. Seventh, there was Nan who married Lennox Williams. Their children were: James, who was killed in World War I; Mary, the matriarch of the Wallace and Leggat families; Gertrude, who led to the Alexander and Aylan-Parker families; and Sydney, whose descendants include the Williams, Ballantynes, Websters, and Campbells. The eighth and ninth children were Fanny who died in infancy and Gertrude, who married, but died childless at twenty-six years old.   Photos above Anne Dunn and William Rhodes William Rhodes reading to grandsons John and Frank Morewood WR tying his snowshoes from a painting by Kreighoff Photos below The original Brynhyfryd in the 1860's painting by Friend The lawn at Brynhyfryd, WR and his wife are on the right, she seems to have a baby carriage Back to ALL Bios

A Montreal businessman who used to bring his family to Bayview Cottage in the summers Ransom, Howard Henry A Montreal businessman who used to bring his family to Bayview Cottage in the summers Back to ALL Bios Howard Henry Ransom - 1867 – 1925 Howard Henry Ransom was born on 2 April 1867, in Montreal, Quebec, Canada, when his father, Howard Ransom, was twenty-nine and his mother, Maria Benallack, was twenty-one. He is listed as having been a merchant in Montreal and in 1890 married Jane Parslow. They lived at 19 Melbourne Avenue in Westmount. Jane died childless, and on 14 April 1896, Howard married Isabella Linley who had been born on 9 December 1866, the daughter of Charles Linley and Isabella Jones. They had two children, Howard Charles Linley Ransom (1903 – 1976), and Audrey Isabel Gertrude (Scadding) Ransom (1904 – 1992). When in Tadoussac the Ransom family stayed at Bayview Cottage but it is not known whether Howard bought it from the Price family or rented it. Howard served on the Westmount City Board of Assessors for seventeen years and became its chairman. He was a member St. Mathias Church, was greatly interested in the Anglican Church, and for many years was lay secretary of the Synod of Montreal, taking an active part in deliberations. The family lived in Hochelaga, Quebec from 1901 for about twenty years and Howard became ill and died on May 10th, 1925 at the age of fifty-eight. It is presumed that they had moved to Montreal by that time because he is buried in Montreal. Isabella died on October 19th, 1945 in Westmount, and is also buried in Montreal. Source – Ancestors.FamilySearch.org The Ransom Family owned (or rented?) Bayview Cottage for many years in the 19teens through 1930's. Below Isabel (Linley) Ransom in dark glasses Back to ALL Bios

An incurable lover of boats, Robin became the second president of Canadian Heritage of Quebec Molson, Charles Robin Carington An incurable lover of boats, Robin became the second president of Canadian Heritage of Quebec Back to ALL Bios Charles ROBIN Carington Molson In the first summer of Robin’s life, he was taken to Tadoussac by his parents. His father, Jack, had suggested they bring their baby to Metis but his mother, Doris Carington (Smith), wanted to continue her family’s tradition. Doris won. As a young boy, Robin was drawn to the St. Lawrence and the Saguenay. He would sail with his friend Jimmy Williams in Tadoussac Bay in his “Empress of Tadoussac”, one fateful summer nearly drowning them both. After this misfortune, he developed a healthy respect for river currents, tides, and moods. His nickname became “Boat”, and for the remainder of his life he was known as “Boat Molson” by his Tadoussac friends. Robin’s life was a full one. His interests were widespread, his enthusiasms broad. From the time he was a schoolboy at Selwyn House in Montreal and through Bishop’s College School in Lennoxville he made friends easily, many of these friendships enduring until the end of his life. While a student at BCS, he was given special permission from his Housemaster Lewis Evans to have unlimited use of the workshop, where he built his dinghy. It helped enormously to have had Lewis as his next-door neighbor in Tadoussac! Other youthful adventures included bicycling in France, motorcycling in Norway, skiing in the Swiss Alps and even climbing the Matterhorn. Following his studies at McGill and the University of Oslo, Robin joined the Federal Department of Fisheries and was posted to St. John’s, Newfoundland, where he had his beloved sailboat “Sea Fever” built. He married Carolyn Strong in 1959, and five years later he was transferred to Ottawa, a little closer to Tadoussac. Now he was able to continue his family tradition by spending his summer holidays here with his young family. Retiring in the late 1980s due to the declining health of his father, Robin assumed the responsibility of the Canadian Heritage of Quebec, a charitable organization founded by his father and James Beattie in 1960. He spent the rest of his life devoted to its operations and principles. He put his father’s dreams into action, opening various sites as museums, galleries, and for summer rental. The Musee Maritime in Tadoussac (in which many of his own boat models are displayed) and the picnic site at Bon Desir (where he loved picking cranberries) were among his most favorite. New acquisitions were made with wisdom and discernment. During Robin’s seventeen years as President, he earned the esteem of his colleagues, the admiration of his partners in the field, and deep affection of the organization’s employees, volunteers, supporters and friends. He remained president until his death in 2005. Robin’s many lifelong interests included sailing, building model boats, photography, and astronomy. His numerous friends could always count on him to come through with every commitment he made. He was an attentive and faithful companion to many dogs, and in his family life, he was a loving and devoted husband, father and grandfather. Above all, he was a man of compassion, patience, humility, and good humour. Tadoussac had a profound influence in Robin’s life. His happiness upon arriving here was heartfelt; his saddest days were those when he had to leave. Back to ALL Bios

Early summer residents about whom little is known Watt, Frances McIntosh Early summer residents about whom little is known Back to ALL Bios Frances MacIntosh Watt – d. 1876 and David Watt d. 1918 There is a window at the back of the church dedicated to the memory of Frances MacIntosh Watt but we have been able to find out very little about her. We know she died on July 1st, 1876 and that she was buried in Outremont, Montreal, Quebec at the Mont-Royal Cemetery. The tombstone is inscribed: FRS. MACINTOSH wife of DAVID A. WATT DIED 1ST JULY 1876 NEIL MACINTOSH, BROTHER ISABELLA McLEAN, cousin Her husband was originally named David Allan Poe and apparently changed his name to Watt. He went by Poe in the 1861 census and when he was married to Frances in 1857. However, he signed as D. A. P. Watt on the original chapel subscriber's list of 1866. David and Frances had four children, three girls, and a boy, but even in David’s obituary below the girls are not identified by name. He seems to have died in 1918. Mr. David Allan Watt Passed Away in 88th Year (Obituary) The death of Mr. David Allan Watt took place last Thursday at his residence, 285 Stanley Street. He was born in Ayrshire, Scotland, in 1830, and was thus eighty-eight years of age. He was educated at the Grammar School, Greenock, came to Canada in 1846, and was one of the organizers of the Corn Exchange, the Citizen’s League, and the Montreal Art Association. He was the editor of the Canadian Naturalist. In 1857 he married Miss Frances Macintosh, his wife predeceasing him in 1876. He is survived by his four children, Mrs. F. H. Whitmore and the Misses Watt, of Montreal, and Mr. Allan Watt, of Rocky Mount, N. C. Back to ALL Bios

Henry Price's oldest son, Gilmour was tragically killed in an industrial accident at the age of 30 Price, William Gilmour Henry Price's oldest son, Gilmour was tragically killed in an industrial accident at the age of 30 Back to ALL Bios William Gilmour (Gilly) Price 1910 - 1940 William Gilmour (Gilly) Price was the fifth child and the eldest son out of ten children of Henry Edward Price and Helen Muriel Gilmour. Muriel was the granddaughter of John Gilmour who was a contemporary of the original William Price and an equally renowned lumber merchant in Quebec City at that time. The Harry Prices lived at 2 and then 16 St. Denis Ave, near the Citadelle. At the time they were comfortably off during Gilly’s childhood, as his sister Helen talked of trips to Europe in 1913, 1921 and 1928. Gilmour attended Trinity College School, Port Hope from 1924 to 1928. After leaving TCS, he lived with his parents, and according to his family, he loved children and had a wonderful rapport with them. Later, during the depression, the family lost their money with the bankruptcy of Price Brothers. William Gilmour worked for Price Brothers and in 1940 was working in a maintenance position in the paper mill at Riverbend. Gilly was very much of the family tradition of the Price family of working your way up the ladder from the lower ranks. He married Maimie Ida Elizabeth Fletcher from Lachute in 1938 or 1939. He had been courting her for many years but was not allowed to marry earlier due to the company policy at the time. His nieces Joan and Susan Williams were flower girls at their wedding, and remember the reception at 16 St. Denis Avenue. Gilmour died in an industrial accident while maintaining a paper machine at the Riverbend Mill on July 9, 1940, at the age of thirty. This was two months before his son, also named William Gilmour (and usually known as Gil), was born. Ida was living in Kenogami at the time of the accident. In those days industrial plants did not use lock-out techniques (known in French as cadenessage) to ensure that equipment could not accidentally be put into motion while workers were in vulnerable situations, such as when they were repairing a machine. Since that time when workers needed to maintain a piece of equipment such as a paper machine, the maintenance worker physically locks the control panel and keeps the key with him to ensure that nobody can accidentally start it up. A beautiful stained glass window in remembrance of Gilly was commissioned and initially located in the Anglican chapel in Riverbend. Later it was moved to the Sir William Price Museum in Kenogami where it is found today at one end of the chapel facing the stained glass window made in memory of Sir William Price at the other end. Ida worked as a teacher to support herself and Gil and was Vice-Principal at the High School of Quebec for many years. She spent the summers running a shop in Metis Beach and sent Gil to Sedburgh School near Montebello. After retirement, she went into real estate in Montreal. She died in 1990. Gil married Gayle Lennon and had two sons, Andrew Gilmour in 1970 and Peter Llewellyn in 1972. Gil later moved to Constable, N.Y. near Cornwall, Ont., and was remarried to a woman named Lady. He died in 2019 after picking up a disease in the Philippines. As a postlude to the tragedy of Gilmour’s death, Ida and her grandsons Andrew and Peter were part of the Saguenay tour prior to the 1992 Price Family reunion in Tadoussac. While in Kenogami, Ida had an emotional meeting with the woman, a former employee of Price Brothers, who had brought her the news of Gilmour’s death over fifty years before. Greville Price Back to ALL Bios

A true gentleman and avid golfer, Jim and Sheila built Taighmor Campbell, James (Jim) Kenneth A true gentleman and avid golfer, Jim and Sheila built Taighmor Back to ALL Bios James Kenneth Campbell - October 13, 1933 – August 12, 2018 Jim was born in Montreal, Quebec to James Kenneth (Ken) Campbell and Doris Victoria Campbell (nee Ayerst). His first 11 years were spent living in Montreal where he attended Strathcona Academy in Outremont. In 1944, following the death of his father, Jim, his brother Bob (4 years old at the time) and their mother moved to Lachute, Quebec to be closer to the Campbell family. They lived on Main Street and Jim attended Lachute Academy. Hockey played a significant role in the Campbell family. Jim followed in the footsteps of his father and uncle by actively embracing the game. Any free time he had he could be found on the outdoor rink behind the school. His skills on the ice earned him the opportunity to play for the McGill Hockey Team – although he was unfortunately sidelined due to a circulatory issue and a subsequent open-heart operation. Jim also studied business at Babson College in Boston, Massachusetts. Jim went on to work at Price Wilson, a paper company in Lachute, as a manager in the purchasing and distribution division. It was during this time that he met Sheila Enid Williams. Sheila was working as a receptionist at Fraser Paper in Montreal and with Jim as a regular customer it wasn’t too long before their courtship began. Jim and Sheila married on November 2, 1963. They had three children, Doris Enid (died 1965), Kenneth David, and Victoria Joan. Jim’s first visit to Tadoussac was in 1963 where he braved the Saguenay in a canoe with his future father-in-law, Canon Sydney Williams, only to have a Minke whale breach in front of the canoe. It would seem the event did not deter him. Jim made annual visits to Tad staying at The Barn and for many years at the Pink House. In 2003, Jim and Sheila built their own house in Tad, Taighmor. Since that time, they have spent every summer with occasional winter visits including a memorable Christmas in 2016. Jim was a fan of many sports other than hockey, including curling, skiing and the odd game of tennis. Above all he was an avid golfer who played at every opportunity (he made 2 holes-in-one!). Most mornings in Tad were spent on the golf course with various cottagers. Jim had the capacity and the interest to engage in conversation with anyone he met – young or old. He was a quiet and thoughtful man who enjoyed a good laugh, the love of his friends and most especially his family. Jim was the true definition of a gentleman. Back to ALL Bios

Lex and Mary owned Bayview Cottage in the 1960s where they entertained many people Smith, Lex & Mary Isabelle (Atkinson) 1911 - 1984 Lex and Mary owned Bayview Cottage in the 1960s where they entertained many people Back to ALL Bios Alexander Harcourt Carington Smith 1895-1975 & Mary Isabelle (Atkinson) 1911 - 1984 Lex, as he was known, was born in Quebec City in 1895 and was the eldest son of Robert Harcourt Smith and Mary Valliere (Gunn). He had two younger brothers, Gordon and Guy. He was educated at Bishop’s College School in Lennoxville, Quebec. In 1931 he married Mary Isabelle Atkinson in Levis, Quebec and they lived for many years on Pine Avenue in Quebec. He and Mary had one daughter, Susan, born in 1942. During World War II, Lex and Mary cared for two refugee children from England, Richard, and Elizabeth. They returned to their family in London after the war but the two families remained in touch for many years. Mary was a talented knitter and a superb home chef as well as a community volunteer, especially with the Women’s Auxiliary, and during the war, she even learned auto mechanics! Lex was an importer and manufacturer’s agent of fishing and camping supplies and a long-time member of the Garrison Club in Quebec City. He was a keen outdoorsman and fisherman who tied his own flies. He was never happier than fishing at the Sainte Marguerite River with Uncle Art and his two brothers. Lex and Mary purchased Bayview Cottage (now owned by the Stairs family) and it became known to the family as the fun place to be in Tadoussac. Mary was the most gracious hostess. Serving dinner to ten or fifteen family and friends was not unusual. They were great friends with Micheline Caron and George Kenilworth Craig who often stayed with Lex and Mary in the summer. Lex died in 1975 in Quebec City. The last years of Mary’s life were spent living with her daughter Susan and her husband Keith Robbins in and around Guelph, Ontario. Lex and Mary are buried in Mount Hermon Cemetery in Quebec City. Eve Wickwire Back to ALL Bios

Teddy had a very successful career in the military that took him and Mary around the world Price, Colonel H. Edward (Teddy) C. & Mary Winifred (Hampson) Teddy had a very successful career in the military that took him and Mary around the world Back to ALL Bios H. Edward C. Price 1916 - 1995 & Mary Winifred (Hampson) 1917 - 1977 Henry Edward Clifford (Teddy) Price was born in Quebec City in 1916, the eighth child and third son of Harry Price and Muriel Gilmour. He grew up in Quebec among his family at 2 and 18 rue Saint-Denis in old Quebec near the Citadel. He spent his summers in Tadoussac where he had many friends including Jim and Jean Alexander and met his wife Mary Hampson in the mid-1930s. From 1929 to 1931 he attended Trinity College School in Port Hope but was withdrawn when he became homesick. When he wanted to go back later, the family could no longer afford it having lost money in the depression. He graduated in 1935 from the High School of Quebec, and attended the Royal Military College in Kingston, just as many of his relatives did before him. Mary Winifred Hampson was born in Montreal in 1917, to Edward Greville Hampson and Helen Winifred Stanway. She grew up in Montreal with her younger sister Barbara Isabel and brother John Greville. They lived initially on Bishop Street and later moved to 1501 MacGregor Street at the corner of Simpson. (MacGregor Street had its name changed to Avenue Docteur Penfield long after the Hampsons sold their house.) As well as their house in Montreal, the Hampsons acquired a farm near Ste. Therese where they spent their weekends. Mary attended the Study School in Montreal and was a boarder at Elmwood School in Ottawa from which she graduated in 1935. She later attended finishing schools in Germany and England. She was not allowed to attend university by her father who did not believe girls should attend university. Instead, she used to audit the courses for her friends at McGill so they would be marked as present at their lectures when they were absent. For the rest of her life, she always enjoyed reading books to make up for her lack of a university career but made sure her daughters were properly educated. The Hampsons spent many summers in Murray Bay and Cap a l’Aigle. Sometime in the mid-1930s the Hampsons came to Tadoussac by boat and stayed at the Hotel Tadoussac. There Mary encountered many friends, including her future husband Ted Price, as well as Jim Alexander who would marry her sister Barbara. At the start of World War II in 1939, Ted joined the Canadian Army and was commissioned as a Lieutenant in the Permanent Force and went overseas with the Royal Canadian Regiment. Prior to his departure he and Mary were married on a week’s notice on November 18, 1939, at St. George’s Church in Montreal. Mary followed Ted overseas to Surrey, England where they set up house in Yew Tree Cottage in Lower Kingswood near Reigate, Surrey and their four children were born: Greville in February 1941, twins Tim and Ginny in January 1943, and Sally in September 1944. In 1942 Ted was transferred to the headquarters of the 1st Canadian Infantry Division in England and served in the Allied invasion of Sicily and Italy. After attending the British Army Staff College in 1944 he was posted to the 2nd Canadian Infantry Division in the United Kingdom and North-West Europe until the end of the war. In August 1945, the family returned to Canada where they received a tremendous welcome coming off the boat in Tadoussac meeting parents, siblings, cousins, and friends they had not seen in many years. Ted remained in the Army after the war serving in a variety of military positions. His many postings included Kingston, Ottawa, Vancouver, and England. Then he was back to Canada in Petawawa before going to Germany, then Victoria, Newfoundland, and even Tanzania before his final posting in Washington. He retired from the Canadian army in 1970 with the rank of Colonel. The family went with Ted on all these moves, which came regularly every two to three years. It was up to Mary to find a home (if a PMQ was not allotted by the army), find schools for the children, make new friends or find out if they knew some of the military families from previous postings, and get to know some friends in the new location. In 1946 they purchased a house at 118 Lisgar Road, Rockcliffe as a pied de terre, whenever they were in Ottawa, and as a place to retire, which they did in 1970. Mary took advantage of the frequent moves to take the family with or without Ted on trips around British Columbia, England or Europe. When the family were older, they would bring their spouses and later grandchildren to the postings in Tanzania for the game parks, and Washington. The trips were always well-planned. He remained active in many charitable activities, particularly the Order of St. Lazarus as its Secretary General for several years. He was active as a golfer at the Royal Ottawa Golf Club and was a member of the Rideau Club where he served a term as Secretary. He also enjoyed tennis, squash and skiing. He was a keen fisherman belonging to several fishing clubs, particularly the Magnassippi Angling Club near Deux Rivieres, Ontario. In 1956, Mary bought Ted’s family’s summer house, the Harry Price House, in Tadoussac from her brother-in-law Jimmy, so she was able to spend most summers in Tadoussac. She was able to get to Tad from most places in North America, except the West coast, and for every summer after Ted retired. While in Tadoussac she enjoyed the picnics, played bridge with many friends, read books, swam in the lake and entertained friends and relatives. She introduced her many friends they had met during the army days to the Saguenay and their Tadoussac friends. During his retirement leave at the start of 1970, Ted and Mary embarked on a long-planned round-the-world tour to see their many friends in many places. After retirement, Mary and Ted lived in their house in Ottawa and watched their four children all get married between 1966 and 1972 and eventually grandchildren arrived. They enjoyed visiting Ginny and Randy in Newfoundland, Sally and Ross in Somerset, England, Tim and Frances in Montreal and Antigua, and Greville and Kerry who remained in Ottawa. Mary got sick in the fall of 1976 and died of pancreatic cancer in April 1977, three months before her 60th birthday. Ted remained strongly committed to the Price family corresponding with many relatives in various parts of the world in the 1970s and 1980s, building up voluminous files. He developed the initial family tree in 1974. He supported the start of the reunions in 1987 and gave the address to the 1992 Tadoussac reunion at the Tadoussac Protestant Chapel. In 1971, Ted joined the Standards Council of Canada on its formation, serving as its Director of Administration and Secretary General until his second retirement in July 1981. After Mary died, Ted married Martha “Marty” Eberts, who was also recently widowed. She had been the wife of Chris Eberts, the brother of Bea Eberts who was married to Ted’s cousin Charlie Price. They lived in Ottawa and were very supportive of their families. Marty developed dementia and in 1990 had to be admitted to a home, which was stressful for Ted. He developed prostate cancer and died on November 16, 1995, in Ottawa with his funeral being held two days later on the date of his original wedding anniversary. At his memorial service a few days later, the eulogy was given by his godson Tony Price. Greville Price Photo Below Jim, Michael, and Bar (Hampson) Alexander, and Mary (Hampson), Ted and Greville Price Back to ALL Bios

Factor of the Hudson's Bay Post in the 1840s Barnston, George Factor of the Hudson's Bay Post in the 1840s Back to ALL Bios George Barnston 1800-1883 George Barnston was a hard-working and very intelligent man who worked for the Hudson’s Bay Company. It was that work that brought him to Tadoussac late in his career. His strong interest and study in botany and insects were recognized by professionals in those fields. George Barnston was born in Edinburgh, Scotland, and educated as a surveyor and an army engineer. He joined the North West Company in 1820 (at twenty years old) which united with the Hudson’s Bay Company a year later. Barnston started his career as a clerk at York Factory in Manitoba, then transferred to the Columbia District in 1826, where he assisted Amilius Simpson in surveying the Pacific Coast and later helped James McMillan establish Fort Langley (near present-day Langley, B.C.) before serving in two other forts in Washington State. In 1829 he married Ellen Matthews, a half-native daughter of an American Fur Company employee, and he fathered eleven children. The oldest of these was James who, in 1847, went to Edinburgh for a medical degree. After a year’s furlough in England, Barnston was appointed to Tadoussac in 1844. This was a move that he said made possible “having my children better educated, an object ever near to my heart.” It is likely that education took place in Montreal, as Tadoussac would have been a very isolated and undeveloped community at that time. In fact, Barnston described our beloved village as “an extended, troublesome, and complicated” charge, (as Simpson had warned him it would be); one beset by free traders, smugglers, and encroaching settlement. But it was an opportunity for him to prove his abilities and justify Simpson’s confidence in him, and in March 1847 he was promoted to Chief Factor. He served in Tadoussac for seven years, then later took posts in Manitoba and Ontario before retiring to Montreal in 1863. Retirement freed Barnston to pursue scientific research, primarily in botany and the study of insects - areas in which he had already done a great deal of work in the field and as a writer. Barnston first studied insects at Martin’s Falls and kept a journal of the area's temperature, permafrost, flora, and fauna for the Royal Geographical Society of London. He visited several scientific societies on furlough in England in 1843–44. “Finding that I was kindly received at the British Museum,” he wrote to George Simpson, “I handed over without reservation all my collection of insects to that institution, at which the gentlemen there expressed high gratification.” Over half of his specimens were new to the museum. He later gathered an extensive herbarium at Tadoussac, which he described in his correspondence with Hargrave, and in 1849–50 sent a collection of plants to Scotland. He also supplied specimens to the Smithsonian Institution (Washington, D.C.) and to McGill College. After 1857 he frequently published articles, mainly in the Canadian Naturalist and Geologist. An active member of the Natural History Society of Montreal, he served as its president in 1872–73 and later became a fellow of the Royal Society of Canada in 1882. It would appear that in his retirement, George Barnston lived in Montreal but spent summers in Tadoussac studying the natural world. George Barnston died in Montreal in 1883, and the funeral was held at Christ Church Cathedral. The Royal Society of Canada paid tribute to Barnston as both a “diligent naturalist” and “a man of kind and amiable character, loved and respected by all who knew him.”   Alan Evans Back to ALL Bios