Port history

Gros-Cacouna, a reality
Official opening, 07 June 1981 at 14 hrs

This is how the announcement read on this occasion of the official opening of the deep-sea harbour, by the Government of Canada (Public works, Canada) who invested $ 21 millions in the facilities.

But, the history of this harbour is a long one and 20 years went by between the establishment of a promotional committee for the project and the beginning of the construction for the first commercial pier. Many steps were necessary to finally get the yard going.  Here is an overview of this saga:

1956- Private interests request studies on the location of Gros-Cacouna.

1957- The Ministry of Mines and technical Research publishes a study on the conditions of the river ice at Cacouna Island.

1958- Federal experts are on location to study the feasibility of building harbour facilities at Gros-Cacouna.

1959- On April 26, formation of a committee for the sea-lanes communication in Rivière du Loup, committee tasked to coordinate efforts to obtain a harbour open year around on the St Lawrence Seaway. On 7 September, the international communication committee manifests in a spectacular way to draw the public and media attention on the Gros-Cacouna harbour project.  Many federal Ministers and the governor of the State of Maine are among the special guests introduced at a banquet during which the government of Canada, through its spokesperson declares itself convinces of the viability of the project.

1960- Public servants at Public Works Canada receive instruction to prepare an estimate on the cost of building a deep-water pier at Gros-Cacouna.

1962- In April, at the time of his entry in federal politic, Mr. Rosaire Gendron, main promoter for the harbour, lay down as a condition for his candidacy the commitment of the opposition leader Lester B. Pearson, to recognize, if elected, the urgent need of a harbour and a commitment to build new port facilities in the frame of a regional development plan for east Quebec.  Mr. Pearson signed this commitment on April 19.  During the same time frame, it was learned that the technical study on the harbour was over, and a study with a scaled model was the next step to confirm the engineer’s findings.  It is to be remembered that on March 12, hundreds of inhabitants from the region had made it to Ottawa to demand real developments in the Gros-Cacouna harbour file. 

1964- In the fall, submissions are asked for the construction of the first phase of the development program of the Gros-Cacouna harbour, in other words, the construction of a road linking the harbour location with the main road and the construction of two breakwaters.

1966- In the fall, the société de recherches économiques et scientifiques (SORES) is mandated by the ARDA for an economic and operational study on Gros-Cacouna harbour.

1967- Early 1967,the study for potential harbour traffic is published.  This study touches the management of the future harbour, the possibility to operate a container terminal, the role of the harbour role in an integrated communication system between the shores, an analysis of the harbour operations, a market study on the possibility on the development of an industrial park.  In June 1967, accounting mistakes prevent the construction of an grain elevator by the Garnac company.

1968- In the footstep of the committee for international communication lanes, an international committee of economic cooperation is formed in the month of May 1968, in order to promote the interest of the Kamouraska-Rivière du Loup-Témiscouata, northern Maine and the Nouveau Brunswick territory.

1969- The year 1969 is marked by a flurry of efforts to convince governments in Ottawa, and Quebec and the socio-economic groups of the region to make a common front so that the construction work continue.  The same situation is in effect for the year 1970.

1971- The event of the year for 1971, in the Gros-Cacouna file is without a doubt the publication, in February of the report on the Lalonde, Valois, Lamarre and Associates study on the transport in eastern Quebec.  This report concludes on the need of a major deep sea harbour (import-export) in the region.

1972- The year 1972 is rich in sensational events.  It is now question for Gros-Cacouna, of a vocation as a super petroleum terminal to feed a pipeline towards Quebec and Montreal.  On April 13, the news has it that the Misener society has presented the Canadian government a proposal for the development of Gros-Cacouna as a deep-sea transit port for bulk merchandise.  This harbour, a project by Ralf Misener, will be unique in North America.  May 23, another good news, the federal government decides to carry on the construction work at the port of Gros-Cacouna who, according to M. Misener, could revolutionize the import-export strategy between Canada and the United States.  During the fall, the name of l'ile-Verte is mentioned for the first time as a possible location for a super harbour.

1973- The year 1973 is full of ups and downs for the project of a regional port with a controversial location.  In May, Gros-Cacouna is considered as a bad choice to receive super tankers.  On the 6th of May, Quebec Prime Minister, M. Robert Bourassa takes a stand in favor of Gros-Cacouna.  Olco promoters visit the location.  Soon after, it is the turn of the Havre Champlain Corporation directors to visit the site at Gros-Cacouna.  At the end of June, Gros-Cacouna and l'ile Verte are put on the back burner.  It is now question of the Grande-ile, by Kamouraska, as the location of a super harbour.  Even the government of Canada watchdog, in October, takes a crack at Gros-Cacouna in his annual report by saying that the $ 8 millions invested to this day is a waste of money.  There are now talks of building the super harbour on the North shore of the St Lawrence River.  At the same time, the studies on the ecological risks of a super port, turns to confrontation.  Apostles for the environment screams murder for the wild geese. Other experts, less radical, talk about preventive measures to be taken as well as recommending the construction of a port.  On their side, the Gros-Cacouna harbour promoter’s refuses to consider ecological risks in the economic windfalls.  A simple tap for a pipeline is not enough, refineries are demanded.

1974- January 21, the Havre Champlain corporation ask for a lease on the existing infrastructure at Gros-Cacouna and offers to finish, at their own expense, the installations in order to use them.  Rumour has it that Ottawa cannot take any decisions on Gros-Cacouna before a global federal policy on the seaport is taken.  It is learned at the same time that the Quebec government has not made a decision on the subject of a major new seaport on its territory.  For the remaining of the year, the promotional committee for Gros-Cacouna harbour is very active and go as far as asking for an interview with the Canadian Prime Minister, M. Pierre Trudeau.  At the end of 1974, the city of Rimouski gives its support to the project for a super port, while accusing the Minister, Jean Marchand of prejudice (d'esprit de clocher) by flavouring Quebec City and Interport society to the detriment of Gros-Cacouna.

1975- At the beginning of the year, the fight continues for the recognition, by the government, of the Gros-Cacouna project.  April 8, premier Robert Bourassa announces that the Quebecois government gives its backing to the construction and the development of a deep sea port at Gros-Cacouna, by the Havre Champlain society.  Project promoters aim their pressure on Ottawa and June 10, 1300 citizens from the region, members of the Gros-Cacouna Caravan, stage a peaceful protest on parliament hill.  Actions in the form of a final decision by the central government in this project are demanded.  Before the end of the year, minister Jeanne Sauvé, in Ottawa, and minister Jacques-Yvan Morin, in Quebec City, gives their support to Gros-Cacouna as the location.  Minister Jean Marchand declares being able to reach a decision before the end of the year on the development of a harbour at Gros-Cacouna and minister Otto Lang is pressured to state his opinion.

1976- At the beginning of 1976, minister Lang seems to be inclined to gives the green light to the continuation of the development at Gros-Cacouna.  He thinks that this location is appropriate for grains storage.

1977- During the first months of 1977, the offensive to convince regional leaders is still on in order to convince the federal government to reopen the construction site.  October 23, on the site of Gros-Cacouna, ministers Otto Lang and Jeanne Sauvé makes the official announcement that the Canadian government will invest one and half million dollars for the construction of a regional pier at that location.  The first scoop is taken by Mr. Lang on the location of the future pier for general cargo.

1978- At the beginning of 1978, the Quebec transport minister, M. Lucien Lessard, informed the Scott-Misener company that the Quebec government would not oppose the development project of a harbour at Gros-Cacouna if the society was convinced that there is a real development potential for a transit port at that location.  On 23 April, Public Works minister, the Honorable Judd Buchanan visits the location at Gros-Cacouna and announces the availability of funds for the construction of a commercial pier.  The local and regional promoters undertake the last sprint in order to secure an understanding between Ottawa-Quebec-Misener on the development of the super harbour Gros-Cacouna from the infrastructures being development.  It is announced that Gros-Cacouna could be a possible choice to become a methane terminal in the Great North for the supplying natural gas to eastern Canada.  End November, it is learned that the realization of a $ 3000 millions super port by Havre Champlain, a subsidiary of Misener, is delayed by the indecision and by the lateness of Quebec to compromise on water plot sectors which could restrain its territorial jurisdiction.  The year 1978 ends by a simulated demonstration in laboratory, in Montreal, of the navigational possibilities in the Cacouna region.

1979- In January, it is rumoured that the steelworks project Canada-Stelco is to be done at Gros-Cacouna.  In mid- February, an economic publication talks of chances that the Gros-Cacouna-Ile Verte zone could be the host methane transporter for the liquefied natural gas coming in from the Canadian Artic.  At the end of February, the Canadian   government announces that $ 3 500 000. will be awarded to ensure the construction work of a first commercial pier at Gros-Cacouna.  During the following months, work is in progress at Gros-Cacouna, during which, the negotiations for the conclusion of a three-way deal to give the green light for the construction of a super harbour for bulk products at Gros-Cacouna.  In December, it is learned that the signing of the understanding between Quebec-Ottawa-Havre Champlain will be done in Cacouna on 14 December.  Twelve hours before the signature, the federal government triggers off a general election and the signature is put on hold.

1980- On 26 January, the first ship to moor at the first commercial pier at Gros-Cacouna, the Bella enters the harbour.  On 31 January, in Quebec City, the signature between Quebec-Ottawa-Havre Champlain for the development of a super harbour for bulk products at Gros-Cacouna is done.  This understanding has Ottawa yield its investment of $ 55 millions on the natural harbour, to the Havre Champlain Corporation who will manage the site until 2023.  The Canadian government gives Havre Champlain until 1993 to realize its project valued at $ 330 millions and until 2010 to have exclusive managing rights of it.  The construction of a warehouse for storage starts in June on the first commercial pier.  July 2nd, Havre Champlain president, M. Marcel Piché, declares that his corporation still recruits investors-associate s to conclude the project financing for the construction of the super harbour for bulk products at Gros-Cacouna

The fourth and last phase of the project is the warehouse.  Work starts on June 7, 1980 by the building of the concrete foundations on which the metal structure is erected.  The project is completed 15 January 1981 at a cost of $ 1 010 000.     

In order to get a pond with a superficies of 185 000 square meters, with a depth at low tide of 12 m, it was necessary to remove 2 750 000 cubic meters of material.