Le développement du port de Montréal au début du 20 siècle

Linteau, Paul-André

doi:10.7202/030748ar

Cited by 4 publications

(3 citation statements)

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“…One of the most important ‘homegrown’ technological innovations the Harbour Commissioners instituted (in 1857) to speed up circulation, the ‘floating elevator’, essentially reduced the need for piers altogether. When wharf space was unavailable, the steam‐operated floating elevator could be piloted out into the middle of the harbour to draw grain from the holds of lake vessels and deposit it simultaneously into ocean‐bound freighters without ever touching a pier (Montreal Harbour Commissioners, Annual Reports, 1830–1914; Trautwine 1859; Bell et al 1878; Linteau 1972; GRHPM 1982; Hanna 1998).…”

Section: Port Morphogenesis: Redimensioning the Urban Vascular Systemmentioning

confidence: 99%

Muddy shore to modern port: redimensioning the Montréal waterfront time‐space

Gilliland¹

2004

Canadian Geographies / Géographies canadiennes

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For Montréal in the nineteenth century, as for most port cities, the waterfront served as the primary interface between the city and the markets of the world. This paper examines how and why the primitive waterfront of Montréal as of 1830 was repeatedly adapted and transformed into a modern port district by 1914. Beyond a detailed examination of the set of physical changes on the waterfront, this paper draws theoretical insights from geographical interpretations of the rhythm of capital accumulation to explore the formative and adaptive processes underlying waterfront redevelopment. Global innovations in transport and cargo‐handling technology are recognised as the preconditions for the periodic redimensioning of the port of Montréal, and it is established that these changes were driven by the perennial demands of local investors to accelerate circulation and thus reduce the turnover time of capital. This paper offers a new perspective on waterfront development by conceptualising the entire port as a comprehensive circulatory system and then exploring the redevelopment of various components in relation to others. The findings indicate that massive increases in traffic—the number and size of ships—through the port were correlated with the redimensioning of all of the connected components of the circulatory system; that is, the major arteries such as the St Lawrence River ship channel, as well as the smaller capillaries like finger piers.

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Section: Port Morphogenesis: Redimensioning the Urban Vascular Systemmentioning

confidence: 99%

Muddy shore to modern port: redimensioning the Montréal waterfront time‐space

Gilliland¹

2004

Canadian Geographies / Géographies canadiennes

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“…Paul-André Linteau l'a perçu dans les débats sur l'avenir du port de Montréal qui posent le problème du développement de l'est de la ville, assise économique et politique de cette nouvelle bourgeoisie. 61 Michael Gauvin l'a mis en lumière en étudiant la lutte entre les réformistes et la machine. 62 Nous en avons vu d'autres manifestations dans l'histoire de cette période.…”

Section: Les Rapports De Pouvoirunclassified

Montréal au 19^e siècle : bilan d’une recherche

Linteau¹,

Robert²

1985

Urban History Review

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Ce texte présente un bilan des travaux réalisés depuis 1972 par le Groupe de recherche sur la société montréalaise au 19e siècle. Les résultats sont présentés sous quatre thèmes principaux : l’industrialisation, la formation et la mobilité de la population, les classes et les ethnies, l’organisation spatiale. Les auteurs situent les enquêtes du groupe dans leur contexte historiographique et livrent quelques réflexions méthodologiques.

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“…To illustrate his text on les cathédrales de béton, 'American' grain elevators in Vers une architecture [4], Le Corbusier used a selectively-masked version of an original image which is in fact John S. Metcalf Co's 1912 élévateur à grain n o 2, rue de la Commune, Montréal. While Le Corbusier's figure suppresses the fact that the enormous 2.6 million bushel capacity grain elevator was sited directly in front of William Footner's 1844 Marché Bonsecours, arguably Canada's most prominent neoclassical public monument and until then the city's centrepiece on the St Lawrence River frontage [5], the elevator's construction is arguably more remarkable as an urban intervention than as an engineering feat or architectural object ( fig. 2).…”

Section: Introductionmentioning

confidence: 99%

Accessing industrial landscapes: the arctic projects of Elin and Carmen Corneil

Milojevic¹

2008

WIT Transactions on Ecology and the Environment

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From the mid 1950s, a conceptually and aesthetically more inclusive and conditional sensibility than that of the First Generation Modernists, regarding industrial architecture, came to the fore in the avant-garde 'brutalist' and 'warehouse' way of thinking. In the mid to late 1960s when British and American manufacturing belt cities and landscapes were the subject of research by Cedric Price, Reyner Banham and others, Elin and Carmen Corneil, practicing and teaching in Toronto, both appreciated the heritage but noted the disastrous urban conditions resulting from the physical separation of places or work from the public realm of those cities. In their 1972 urban regeneration project for the largely abandoned industrial Toronto waterfront they extended the city's block and street structure into the port lands. They approached the repair and enhancement of the volcanically-damaged fishing port of Vestmannaeyjar (Iceland) similarly, though responding to the smaller scale of the site, on a more varied and detailed level. In harbour competitions for Nuuk, Nordkapp, Stockholm, Copenhagen, Trondheim, and Oslo in the 1980s they sought to repair the ruptured urban fabric involving cultural heritage. Since the 1990s their Arctic work has involved the re-presentation of industrial landscapes in what are now generally depopulated and abandoned heavy industrial environments of the nationalized, fishing, mining and steel industries. This paper focuses on the Corneils' projects for the exceptional Arctic port-scapes of Melbu, Narvik and Mo-i-Rana, in which they argue for the retention of the coherence of the industrial landscape and the value of robust and direct interventions to effect physical connections and access, establish visual links revealing site histories and accepting the abrupt and symbiotic adjacencies which are the special character of these urban places.

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Le développement du port de Montréal au début du 20 siècle

Cited by 4 publications

References 0 publications

Muddy shore to modern port: redimensioning the Montréal waterfront time‐space

Muddy shore to modern port: redimensioning the Montréal waterfront time‐space

Montréal au 19^e siècle : bilan d’une recherche

Accessing industrial landscapes: the arctic projects of Elin and Carmen Corneil

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Le développement du port de Montréal au début du 20 siècle

Cited by 4 publications

References 0 publications

Muddy shore to modern port: redimensioning the Montréal waterfront time‐space

Muddy shore to modern port: redimensioning the Montréal waterfront time‐space

Montréal au 19e siècle : bilan d’une recherche

Accessing industrial landscapes: the arctic projects of Elin and Carmen Corneil

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Resources

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Montréal au 19^e siècle : bilan d’une recherche