A brief history
of the Port and
Sept-Îles
Since the end of the last ice age, the Bay of Sept Îles has been home to nomadic groups, hardy fisherfolk and bold entrepreneurs. It has seen cottages crop up along its shores that grew into villages, then towns, to become a full-fledged city serving an entire region of Quebec. As new facilities were built to accommodate burgeoning industries, a small village harbour slowly grew to become one of the largest seaports in North America. Enjoy this brief look back at the Port of Sept-Îles.
CIRCA 4,000 BCE
Towards the end of the last Ice Age, nomadic peoples began to roam what is now Quebec’s Moyenne-Côte-Nord region (Middle North Shore), eventually reaching the Bay of Sept-Îles (“Bay of Seven Islands”). These incursions originated from the Upper and Lower North Shore of the St. Lawrence River.
The tribes involved, now recognized as the ancestors of the Innu Nation, only frequented the coast in summer. Dependent on hunting and gathering, they migrated north in the fall, following the herds of sacred caribou they relied on to survive the harsh winters.
In all likelihood, the Innu’s ancestors were not the only ones in the area at the time. Mi’kmaq-related groups are also believed to have explored the Middle North Shore, probably reaching the Bay of Sept-Îles, which they called Chichedek. Known for their remarkable navigational skills, the Mi’kmaq set out from the Gaspé Peninsula in 8-metre-long boats, travelling up to 60 kilometres in a single day. It is quite likely, though, that the Innu’s relations with these adventurers were less than friendly.
The tribes involved, now recognized as the ancestors of the Innu Nation, only frequented the coast in summer. Dependent on hunting and gathering, they migrated north in the fall, following the herds of sacred caribou they relied on to survive the harsh winters.
In all likelihood, the Innu’s ancestors were not the only ones in the area at the time. Mi’kmaq-related groups are also believed to have explored the Middle North Shore, probably reaching the Bay of Sept-Îles, which they called Chichedek. Known for their remarkable navigational skills, the Mi’kmaq set out from the Gaspé Peninsula in 8-metre-long boats, travelling up to 60 kilometres in a single day. It is quite likely, though, that the Innu’s relations with these adventurers were less than friendly.
1520
Basque fishermen (from Spain and France) began visiting the Gulf of St. Lawrence. Each spring, ships of up to 400 tons with crews of 30 to 50 men set sail from the ports of Ciboure, Bayonne, Biarritz and Saint-Jean-de-Luz. By May they would reach the Gulf, where they spent the summertime whaling and cod fishing.
It is unclear whether Basque fishermen visited the Bay of Sept-Îles in the 16th century. Pointe-aux-Basques, located east of the bay, as well as Grande Basque and Petite Basque Islands, actually owe their names to more recent whaling expeditions during the French colonial regime. These expeditions were led by the Daragory brothers, Basque fishermen from Spain who hunted whales in the Sept-Îles Archipelago from 1739 to 1742.
It is unclear whether Basque fishermen visited the Bay of Sept-Îles in the 16th century. Pointe-aux-Basques, located east of the bay, as well as Grande Basque and Petite Basque Islands, actually owe their names to more recent whaling expeditions during the French colonial regime. These expeditions were led by the Daragory brothers, Basque fishermen from Spain who hunted whales in the Sept-Îles Archipelago from 1739 to 1742.
1535
Commissioned by the French king François I to find a passage to Asia, the explorer Jacques Cartier visited the St. Lawrence Estuary for the second time with the intention of heading up river to locate its source. While sailing along the North Shore, Cartier recorded the first written description of the Sept-Îles Archipelago in his journal on August 18. In his account, he used the terms “Yles Rondes” and “Sept Yles” (“Round Islands” and “Seven Islands”).
Although the bay may have been visited by European explorers and fishermen long before Cartier’s arrival, there is no archaeological evidence to prove it. Similarly, there is no proof that the Vikings or 16th century Basque fishermen visited the region. Based on current knowledge, Jacques Cartier was the first European confirmed to have explored the Bay of Sept-Îles.
Although the bay may have been visited by European explorers and fishermen long before Cartier’s arrival, there is no archaeological evidence to prove it. Similarly, there is no proof that the Vikings or 16th century Basque fishermen visited the region. Based on current knowledge, Jacques Cartier was the first European confirmed to have explored the Bay of Sept-Îles.
1651
Jean de Quen, a Jesuit, founded L’Ange-Gardien mission, where he celebrated the first mass in Sept-Îles. This indicates that French settlers had a stable presence in the area by that time.
1652
The Government of New France founded the Domaine du Roy, a vast territory encompassing the Sept-Îles region and dedicated exclusively to the fur trade, with all other activities strictly prohibited.
1661
The Compagnie des Cent Associés granted François Bissot, a Norman, trading rights over various parts of the North Shore region, including Sept-Îles.
1673
Louis Nicolas, a Jesuit missionary, baptized three Innu in Sept-Îles. According to a document from the time, their godparents were “traders at Sept Yles,” evidence that commercial activities were being carried out there at that time.
It is unclear, however, when the Sept-Îles trading post was actually founded. Archaeological excavations in the 1960s revealed that the trading post was located in the Bay of Sept-Îles in a cove near the mouth of the Du Poste River, a sheltered spot providing an ideal harbour for small vessels.
It is unclear, however, when the Sept-Îles trading post was actually founded. Archaeological excavations in the 1960s revealed that the trading post was located in the Bay of Sept-Îles in a cove near the mouth of the Du Poste River, a sheltered spot providing an ideal harbour for small vessels.
1693
The Sept-Îles Archipelago was the site of one of the region’s greatest marine tragedies. A raging fall storm battered the royal ship Le Corossol, laden with furs on its way to France. Amid high winds and crashing waves, the captain sought refuge in the Bay of Sept-Îles. Nevertheless, the vessel ran aground on one of the archipelago's islands. There were only a handful of survivors.
Pieces of the wreck still lie at the bottom of the bay, and Corossol Island bears the name of the shipwrecked vessel to this day
Pieces of the wreck still lie at the bottom of the bay, and Corossol Island bears the name of the shipwrecked vessel to this day
1759
The War of Conquest had been raging on North American soil for several years. Now in an advantageous position, the British were about to lay siege to the city of Québec. As General Wolfe's fleet sailed towards the capital of New France, various trading posts were burned down in its wake, including the one in Sept-Îles.
Contemporary documents covering local history make reference to two other acts of destruction preceding Wolfe’s attack. The first supposedly occurred during the First Intercolonial War in 1692, while the second was carried out by British marauders some 30 years later. However, based on an analysis of those documents and the archaeological records, the authenticity of both events cannot be established at this time.
Contemporary documents covering local history make reference to two other acts of destruction preceding Wolfe’s attack. The first supposedly occurred during the First Intercolonial War in 1692, while the second was carried out by British marauders some 30 years later. However, based on an analysis of those documents and the archaeological records, the authenticity of both events cannot be established at this time.
1761-1763
The war ended with the French defeat, and New France fell under British control. Recognizing the strategic importance of Sept-Îles, General Murray had the trading post rebuilt. Fishing and fur trading resumed with vigour in the region.
1786
A colonial government inspector named Edward Harrison visited the Sept-Îles trading post, where he drew up an exhaustive inventory. In his report, he made the very first reference to a wharf in the Bay of Sept-Îles. In a way, this marks the historical beginning of the Port of Sept-Îles. It is not known how long the wharf had been in existence, nor whether any approach or mooring facilities had been built elsewhere around the bay.
In the 1970s, Harrison’s report and the work of archaeologist René Lévesque were used to reconstruct the Sept-Îles trading post as it was in 1786.
In the 1970s, Harrison’s report and the work of archaeologist René Lévesque were used to reconstruct the Sept-Îles trading post as it was in 1786.
1840
Operated intermittently by some 20 managers over a period of nearly 160 years, the Sept-Îles trading post was eventually abandoned due to its advanced state of disrepair. At the time, it was owned by the powerful Hudson’s Bay Company. A new trading post was opened on the main bank of the river east of the bay, near present-day Avenue Arnaud and Rue de la Réserve, where the Oblate Fathers built the region's first church for the Innu in 1848.
~ 1865 - ~1900
The region had previously been exclusively dedicated to the fur trade, but in this period Sept-Îles underwent a significant demographic transformation. Families began settling on the shores of the bay, where they built a village and a small fishing port.
At that time, people built homes wherever they liked, in the places they found most suitable. Their preference was for medium-sized structures with pointed roofs and walls covered in cedar shingles. Barns and kennels were also constructed, along with wells since there was no community water system. Horses were raised, of course, in addition to chickens, pigs and cows. The bay also provided an abundance of hay for livestock feed.
Despite the Roman Catholic clergy’s efforts to promote agriculture, the Sept-Îles economy was based primarily on fishing, as well as on the fur trade, which was still in full swing. Farming was undertaken to feed family members, with no commercial aspirations.
At that time, people built homes wherever they liked, in the places they found most suitable. Their preference was for medium-sized structures with pointed roofs and walls covered in cedar shingles. Barns and kennels were also constructed, along with wells since there was no community water system. Horses were raised, of course, in addition to chickens, pigs and cows. The bay also provided an abundance of hay for livestock feed.
Despite the Roman Catholic clergy’s efforts to promote agriculture, the Sept-Îles economy was based primarily on fishing, as well as on the fur trade, which was still in full swing. Farming was undertaken to feed family members, with no commercial aspirations.
1866-1870
Seeking to evangelize the Indigenous peoples, Father Louis-François Babel, an Oblate missionary from Switzerland, crisscrossed northeastern Quebec and Labrador on foot, braving hunger and the deadly perils of winter.
The avid geographer and geologist meticulously observes the area with a Rochon telescope, draws up nearly a hundred maps, scouts out a number of iron ore deposits and records all his discoveries in a thick journal. Three years later, the incredible amount of data Babel collected is used to compile the first map of the interior of Labrador.
Babel’s journal included this admiring account of the Innu and Naskapi peoples and their lands: “They give us reports on all aspects of the terrain, each twist and turn of the lakes and rivers. They know every tree in the forest.”
The avid geographer and geologist meticulously observes the area with a Rochon telescope, draws up nearly a hundred maps, scouts out a number of iron ore deposits and records all his discoveries in a thick journal. Three years later, the incredible amount of data Babel collected is used to compile the first map of the interior of Labrador.
Babel’s journal included this admiring account of the Innu and Naskapi peoples and their lands: “They give us reports on all aspects of the terrain, each twist and turn of the lakes and rivers. They know every tree in the forest.”
1891
Members of the Montigny family, most of them young children, canoed to Pointe-aux-Basques to pick berries. On their way back, a storm caught them by surprise. The canoe capsized and the passengers were thrown into the rushing waters. Seven-year-old Benjamin Bujold managed to hold on to the overturned vessel. Lying face down on the keel, he grabbed his cousin Clarisse Montigny by the hair and held her head above water to prevent her from drowning. They hung on for a good two hours before help arrived.
Benjamin and Clarisse were the only survivors of the tragedy. The bodies of all the victims were recovered, except for those of Joseph and Célanire Montigny, aged 8 and 11 respectively. Benjamin later said that he saw his two cousins being swept out into the open water by the ruthless force of the waves, holding hands in the face of their demise.
Hailed as a local hero, Bujold would serve his community honourably as a justice of the peace and a city councillor before his death on May 10, 1965.
Benjamin and Clarisse were the only survivors of the tragedy. The bodies of all the victims were recovered, except for those of Joseph and Célanire Montigny, aged 8 and 11 respectively. Benjamin later said that he saw his two cousins being swept out into the open water by the ruthless force of the waves, holding hands in the face of their demise.
Hailed as a local hero, Bujold would serve his community honourably as a justice of the peace and a city councillor before his death on May 10, 1965.
1892-1895
Montreal geologist Albert Peter Low embarks on expeditions to explore Labrador and Ungava, travelling more than 11,000 km. He pours over Babel’s notes and prepares surveys, refines existing maps, compiles detailed inventories and carefully examines the iron ore deposits he discovers. By the time he returns home, Low suspects the region might be hiding millions of tonnes of ore.
1895
The Marine Hay Company, founded by a group of Montréal businessmen, built a facility near the Rivière aux Foins (Hay River) to process eelgrass, which grows in abundance on the north shore of the bay. This very soft yet resistant seagrass was sold to furniture factories seeking upholstery materials. This was the first industrial activity around the Bay of Sept-Îles. Reluctant to modernize, the company went out of business a few years later.
1898
During a reconnaissance trip to the North Shore region in August, the Toronto-based Clarke brothers were looking for a site with nearby woodlands to support a new pulp mill for their publishing business. They ended up discovering the extraordinary potential of the Sainte Marguerite River, where a hydroelectric plant powerful enough to meet all their energy needs would be built.
1901
The Clarke brothers bought hydroelectric rights to the Saint Marguerite River, including 40 hectares of land on the Bay of Sept-Îles and 2,050 square kilometres of timber concessions.
On the night of November 20, a storm caught the postal ship Saint Olaf by surprise, which crashed onto rocks near the island of Grosse Boule. In addition to pieces of the wreckage, a woman’s frozen corpse was found in a snowbank, next to a mail bag. She was wearing a life jacket over her nightgown.
On the night of November 20, a storm caught the postal ship Saint Olaf by surprise, which crashed onto rocks near the island of Grosse Boule. In addition to pieces of the wreckage, a woman’s frozen corpse was found in a snowbank, next to a mail bag. She was wearing a life jacket over her nightgown.
1904
Sept-Îles officially became a municipality. The multifaceted Paul-Édouard Vigneault, a telegraph operator, schoolteacher, postmaster and customs officer, was elected the first mayor. At that time, the village had two streets lined with small houses, whose residents fished for eight months of the year. In summertime, the area came alive as hundreds of Innu returned to the North Shore.
The North Shore Power, Railway & Navigation Company, recently founded by the Clarke brothers, built the area’s first industrial wharf in Pointe-Noire. It eventually became known as the Clarke City Wharf.
The North Shore Power, Railway & Navigation Company, recently founded by the Clarke brothers, built the area’s first industrial wharf in Pointe-Noire. It eventually became known as the Clarke City Wharf.
1905
The Quebec Steam Whaling Company, founded a few years earlier by English businessmen from Montréal, opened a whale oil factory on the Marconi Peninsula. The company built a boat slip in a cove (Anse à la Sybille) where whalers could dock. That year, the hunt began in earnest for whales, which were present in large numbers in the Gulf of St. Lawrence and the waters of the archipelago.
1906
The North Shore Power, Railway & Navigation Company built a nine-mile-long railway connecting the whale oil factory to the industrial wharf.
1908
On January 17, Father Jean-Marie Conan, a Eudist priest from Sept-Îles, crossed the frozen bay by dogsled. When he reached the mouth of the Rivière des Rapides, the ice broke apart and he was engulfed by the frigid waters of the bay. His grieving parishioners searched in vain for his remains, which were never found. Today, a small island north of the bay near the site of the tragedy, bears the name of this priest, who served his parish for four years.
The North Shore Power, Railway & Navigation Company officially founded Clarke City and began construction of the SM1 hydroelectric facility.
Despite its remarkable success, the Quebec Steam Whaling Company did not renew its operating licence and its owners would soon liquidate it.
The North Shore Power, Railway & Navigation Company officially founded Clarke City and began construction of the SM1 hydroelectric facility.
Despite its remarkable success, the Quebec Steam Whaling Company did not renew its operating licence and its owners would soon liquidate it.
v. 1910
The few families that owned salmon fisheries around the bay and on nearby islands began to use a large ice house recently built by Alfred Arcand, a retired lighthouse keeper on Corossol Island. Although he had moved to Montréal, Arcand frequently returned to Sept-Îles to fish for salmon.
The ice house was located near the current site of Monseigneur-Blanche Dock. In spring, it was filled with snow, which was packed down using poles. Containers of salmon were then stored there prior to shipment.
Arcand’s ice house fell into disrepair due mainly to the construction of a refrigerated warehouse in Sept-Îles. It would eventually be demolished, but the nearby dock, used by fishing boats and pleasure craft, known as the Arcand Wharf, still bears witness to his memory.
The ice house was located near the current site of Monseigneur-Blanche Dock. In spring, it was filled with snow, which was packed down using poles. Containers of salmon were then stored there prior to shipment.
Arcand’s ice house fell into disrepair due mainly to the construction of a refrigerated warehouse in Sept-Îles. It would eventually be demolished, but the nearby dock, used by fishing boats and pleasure craft, known as the Arcand Wharf, still bears witness to his memory.
1911
The North Shore Power, Railway & Navigation Company’s first loads of pulp left the Clarke City port, bound for Ontario.
A group of Norwegian investors resumed whaling in Sept-Îles, operating as the Canadian Steam Whaling Company.
To meet the local fishing industry’s growing needs and to finally facilitate the delivery of mail and goods of all kinds, the Sept-Îles municipal council convinced the federal government to build the bay’s first public dock, known as Saint-Joseph de Sept-Îles. It is now known as the Vieux-Quai (Old Dock).
A group of Norwegian investors resumed whaling in Sept-Îles, operating as the Canadian Steam Whaling Company.
To meet the local fishing industry’s growing needs and to finally facilitate the delivery of mail and goods of all kinds, the Sept-Îles municipal council convinced the federal government to build the bay’s first public dock, known as Saint-Joseph de Sept-Îles. It is now known as the Vieux-Quai (Old Dock).
1914
The North Shore Power, Railway & Navigation Company was renamed the Gulf Pulp & Paper Company.
A violent storm destroyed the Vieux-Quai, and the local community would have no public dock access for two years.
The outbreak of the First World War in Europe forced the Canadian Steam Whaling Company to close temporarily. Its Norwegian owners set sail for Europe in the fall and never returned. What became of them remains a mystery to this day. A German submarine was rumoured to have sunk their ship, although it is more likely they simply abandoned the company since whale oil was regarded as wartime contraband.
A violent storm destroyed the Vieux-Quai, and the local community would have no public dock access for two years.
The outbreak of the First World War in Europe forced the Canadian Steam Whaling Company to close temporarily. Its Norwegian owners set sail for Europe in the fall and never returned. What became of them remains a mystery to this day. A German submarine was rumoured to have sunk their ship, although it is more likely they simply abandoned the company since whale oil was regarded as wartime contraband.
1916
The Vieux-Quai was rebuilt in the same location. The new dock was longer than the old one.
The old whale oil factory and its wharf were dismantled.
The old whale oil factory and its wharf were dismantled.
1929
Two Toronto-based geologists hired by the New Quebec Company, William James and James Gill, discovered the first exploitable iron ore deposit in the Ruth Lake area near Schefferville, although the stock market crash in October brought mining exploration to a halt.
1932
The federal government renovated and extended the Vieux-Quai.
1936
The federal government acquired the Clarke City Wharf from the Gulf Pulp and Paper Company. The Clarke City Wharf and the Vieux-Quai became the Harbour of Seven Islands. This was the first official name of the Port of Sept-Îles.
The Labrador Mining and Exploration Company sends geologist Joseph Arthur Retty to Labrador to lead a prospecting campaign. With the help of Mathieu André, an Innu trapper from Sept-Îles, Retty finds a high-grade deposit at Lac Sawyer, about 100 km from Schefferville—a discovery that sparks the mining industry’s interest in Labrador iron.
The Labrador Mining and Exploration Company sends geologist Joseph Arthur Retty to Labrador to lead a prospecting campaign. With the help of Mathieu André, an Innu trapper from Sept-Îles, Retty finds a high-grade deposit at Lac Sawyer, about 100 km from Schefferville—a discovery that sparks the mining industry’s interest in Labrador iron.
1947
The end of the Second World War and the depletion of iron reserves in the United States spurs exploration in Labrador-Ungava. Retty sets up a base camp at Lac Knob. His hard work pays off exponentially with the discovery of over 400 million tonnes of iron ore.
In July, a group of eight financiers travelled to Labrador to assess the mining exploration underway. Among them was the president of the M.A. Hanna Company, George Humphrey, who was riled by the lack of gold deposits in this part of the country and demanded new discoveries—the more miraculous, the better! On July 27, the group was taken to Ruth Lake, where a huge outcropping of iron ore was visible at the foot of a high cliff. Excited by this unique geological phenomenon, Humphrey exclaimed: “This is the first time in my life I’ve seen a wall of iron ore shooting out of the earth like that. I don’t think we should let all that wealth slip away.”
In July, a group of eight financiers travelled to Labrador to assess the mining exploration underway. Among them was the president of the M.A. Hanna Company, George Humphrey, who was riled by the lack of gold deposits in this part of the country and demanded new discoveries—the more miraculous, the better! On July 27, the group was taken to Ruth Lake, where a huge outcropping of iron ore was visible at the foot of a high cliff. Excited by this unique geological phenomenon, Humphrey exclaimed: “This is the first time in my life I’ve seen a wall of iron ore shooting out of the earth like that. I don’t think we should let all that wealth slip away.”
1949
The Hollinger North Shore Exploration Company, Hanna Coal & Ore Company and six other steel firms merged to form the Iron Ore Company (IOC), which went on to develop the Knob Lake and Labrador iron ore deposits.
The U.S. consortium invested $375 million in various essential projects, including building the town of Schefferville, a railway linking the mining site to the St. Lawrence River, and a transshipment port terminal for maritime shipping. Sept-Îles was selected as the site of the ore-shipping port. This momentous decision sealed the city’s industrial destiny.
The U.S. consortium invested $375 million in various essential projects, including building the town of Schefferville, a railway linking the mining site to the St. Lawrence River, and a transshipment port terminal for maritime shipping. Sept-Îles was selected as the site of the ore-shipping port. This momentous decision sealed the city’s industrial destiny.
1950
The IOC began work on various major projects. They included a town, mining facilities, two hydroelectric stations, a 573-kilometre railway in a wilderness region dotted with lakes, and a port equipped with ore-shipping infrastructure. Camps also had to be built along the railway to house and feed some 6,900 men, along with a massive air bridge that operated 24 hours a day to supply the work sites. The Montréal newspaper La Patrie referred to the “project of the century” in an article published on January 7, 1951.
In Sept-Îles, the Vieux-Quai was overflowing with food supplies, materials, tractors, drillers, graders, diggers, etc. It was a particularly grandiose scene for a village that was still a tiny fishing port.
In Sept-Îles, the Vieux-Quai was overflowing with food supplies, materials, tractors, drillers, graders, diggers, etc. It was a particularly grandiose scene for a village that was still a tiny fishing port.
1952
The IOC finished construction of the first dock, which was exclusively intended for receiving goods. Meanwhile, the federal government opened the third public dock in Sept-Îles, a 206-metre extension to the IOC dock serving the railway. Named Pointe-aux-Basques, it was used for general cargo handling.
1953
The IOC completed construction of the second dock, which would be used to load ore-bearing ships.
1954
The Quebec North Shore and Labrador (QNS&L) Railway is inaugurated in Schefferville on February 13. The energy produced by the new Sainte-Marguerite-2 generating station reaches Sept-Îles on May 1. The first train loaded with ore pulls out of Schefferville on July 15 for a 16-hour journey, with 4 locomotives hauling 135 cars, each carrying 85 tonnes of ore.
On July 31, the first ship was loaded at the IOC’s port facilities. A crowd gathered in Sept-Îles for the official inauguration. During the ceremony, Premiers Duplessis and Smallwood took part in the symbolic loading of the ore. The SS Hawaiian then left the Port of Sept-Îles bound for Philadelphia with 20,500 tons of iron ore on board.
To reduce congestion at the Vieux-Quai, the federal government built the fourth public dock not far from Pointe-aux-Basques. This dock was 244 metres long and 8.5 metres deep at low tide. It was dubbed the Monseigneur-Blanche dock in honour of a bishop who lived in Sept-Îles from 1906 to 1916.
The village of Sept-Îles, now a city boasted its own water system and a new electricity grid.
On July 31, the first ship was loaded at the IOC’s port facilities. A crowd gathered in Sept-Îles for the official inauguration. During the ceremony, Premiers Duplessis and Smallwood took part in the symbolic loading of the ore. The SS Hawaiian then left the Port of Sept-Îles bound for Philadelphia with 20,500 tons of iron ore on board.
To reduce congestion at the Vieux-Quai, the federal government built the fourth public dock not far from Pointe-aux-Basques. This dock was 244 metres long and 8.5 metres deep at low tide. It was dubbed the Monseigneur-Blanche dock in honour of a bishop who lived in Sept-Îles from 1906 to 1916.
The village of Sept-Îles, now a city boasted its own water system and a new electricity grid.
1958
The IOC began developing the Carol Lake mines in Labrador. This project led to the founding of Labrador City in 1961.
1959
Over 10,000 people lived in Sept-Îles, leading to the granting of its official city status. Although Sept-Îles had more cars per capita than any other Canadian city, Highway 138 was not yet connected to the rest of the provincial road network.
On June 19, the Royal Yacht Britannia arrives at the IOC dock and departs the next day carrying Queen Elizabeth II and Prince Philip, bound for home after spending a few days in Sept-Îles and Schefferville. The royal couple headed to Montréal for the opening of the St. Lawrence Seaway on June 26.
On June 19, the Royal Yacht Britannia arrives at the IOC dock and departs the next day carrying Queen Elizabeth II and Prince Philip, bound for home after spending a few days in Sept-Îles and Schefferville. The royal couple headed to Montréal for the opening of the St. Lawrence Seaway on June 26.
1960
Route 138 now connects Sept-Îles to the provincial road network. The portion between Tadoussac and Sept-Îles was constructed over a period of nearly 35 years.
1961
The Harbour of Seven Islands officially became the Port of Sept-Îles on June 9 by Proclamation of Canada’s Privy Council. Close to 15,000 people now lived in the nearby city.
Imperial Oil, the bay’s main supplier of gasoline and fuel oil, built a dock between the Pointe-aux-Basques and Monseigneur Blanche docks for unloading petroleum products.
A second business consortium formed the Wabush Mines company and began to develop iron ore deposits in Labrador.
Imperial Oil, the bay’s main supplier of gasoline and fuel oil, built a dock between the Pointe-aux-Basques and Monseigneur Blanche docks for unloading petroleum products.
A second business consortium formed the Wabush Mines company and began to develop iron ore deposits in Labrador.
1962
Wabush Mines builds the first major port terminal in the Pointe-Noire Sector near the Clarke City Dock.
1965
Wabush Mines inaugurated its Pointe-Noire facilities, which included an impressive 488-metre port terminal, a pellet plant, marshalling yards, maintenance workshops, storage silos and the 38-kilometre Arnaud Railway, which linked Pointe-Noire to the QNS&L Railway.
1967
On July 18, in the wake of a workers’ strike that brought operations to a standstill for months, the Gulf Pulp and Paper Company announces its closure. Growing competition from more modern companies and dwindling wood reserves around the paper mill required massive investments that were too significant to ensure the company’s profitability.
The Clarke City Wharf fell into disrepair after the closure of the paper mill, its main user. Over the years, the bay would swallow up the dock’s wooden frame, and today only a piece of the rock foundation is still visible.
The Clarke City Wharf fell into disrepair after the closure of the paper mill, its main user. Over the years, the bay would swallow up the dock’s wooden frame, and today only a piece of the rock foundation is still visible.
1973
Based on the recommendations of a local Chamber of Commerce committee, Transport Canada transferred management of the Port of Sept-Îles and its facilities to the National Harbours Board, a federal government agency founded in 1936.
1973-1983
Under the authority of the National Harbours Board, the Port of Sept-Îles invested over $1.5 million in studies and infrastructure acquisition, thus laying the groundwork for the city’s future economic development.
1974
The National Harbours Board acquires land on Rue Arnaud to build the Port of Sept-Îles’s head office.
1977
Sept-Îles is showing signs of an economic slump. U.S. companies that buy ore pellets from the Iron Ore Company of Canada and Wabush Mines have started closing plants and reducing their consumption. Realizing that economic diversification will be the key to recovery, the Port of Sept-Îles knows it must develop its services and facilities to encourage new industries to set up in Sept-Îles.
On August 1, the National Harbours Board acquires the Imperial Oil Dock and renames it the Pétroliers Dock.
On December 6, after three years of negotiations with Wabush Mines, the National Harbours Board acquired several hundred hectares of industrial land in the Pointe-Noire district. A few years later, some of this land would be used to build the largest aluminum smelter in the Americas.
On August 1, the National Harbours Board acquires the Imperial Oil Dock and renames it the Pétroliers Dock.
On December 6, after three years of negotiations with Wabush Mines, the National Harbours Board acquired several hundred hectares of industrial land in the Pointe-Noire district. A few years later, some of this land would be used to build the largest aluminum smelter in the Americas.
1980-1985
Amid plummeting iron prices, the city was hit hard by an economic crisis. Customers of IOC and Wabush Mines shut down their plants and drastically reduced consumption. The entire U.S. steel industry was running at only 40% capacity. What’s more, the manufacturing sector was coming up with iron substitutes, including fibreglass and aluminum.
The iron market’s collapse led to the closure of the Sept-Îles ore concentration and pellet plants, and some 500 IOC employees lost their jobs. This ushered in a period of serious demographic decline over the following years. Total employment at the Port of Sept-Îles and local mining companies went from 4,000 people in 1976 to 2,500 in 1985. Disgruntled workers moved away, the residential vacancy rate rose to 25%, and real estate values plummeted by 30%. Radio-Québec’s regional office, Radio-Canada’s TV production facilities, and the Moisie military base all closed down.
The iron market’s collapse led to the closure of the Sept-Îles ore concentration and pellet plants, and some 500 IOC employees lost their jobs. This ushered in a period of serious demographic decline over the following years. Total employment at the Port of Sept-Îles and local mining companies went from 4,000 people in 1976 to 2,500 in 1985. Disgruntled workers moved away, the residential vacancy rate rose to 25%, and real estate values plummeted by 30%. Radio-Québec’s regional office, Radio-Canada’s TV production facilities, and the Moisie military base all closed down.
1982
The Vieux-Quai is expanded and upgraded and a 2-km boardwalk is later added.
1983
The National Harbours Board was dissolved on February 24. Management of the Port of Sept-Îles was transferred to the Canada Ports Corporation, a new federal agency also known as Ports Canada.
On September 23, Ports Canada began work on a new facility at Brochu Cove in the Pointe-Noire district, across from land acquired from Wabush Mines by the National Harbours Board six years previously. An eight-km stretch of road was built with a water main running alongside, and plans were drawn up for a new dock.
On September 23, Ports Canada began work on a new facility at Brochu Cove in the Pointe-Noire district, across from land acquired from Wabush Mines by the National Harbours Board six years previously. An eight-km stretch of road was built with a water main running alongside, and plans were drawn up for a new dock.
1984
The Club nautique de Sept-Îles builds a marina outfitted with 120 berths not far from the Vieux-Quai. A heliport is also built on the breakwater.
Ports Canada awards a $10 million contract to build the new dock at Pointe-Noire.
Ports Canada awards a $10 million contract to build the new dock at Pointe-Noire.
1986
On August 21, Prime Minister Brian Mulroney inaugurated the new Pointe-Noire Wharf, a 260-metre structure that required a $56 million investment and created hundreds of jobs. Hopes for an economic revival boosted the community’s spirits. This promising new piece of infrastructure was named La Relance Wharf.
1989
An international consortium of aluminum companies, joined by the Quebec government, chose the Pointe-Noire district as the site for a new $1.3 billion aluminum smelter. Competitive factors that tipped the decision in Sept-Îles’ favour included access to the year-round deep-water port, La Relance Wharf, major power grids, and the skilled local workforce.
On September 1, the Aluminerie Alouette consortium held the groundbreaking ceremony for its new facilities, with Premier Robert Bourassa in attendance. The company went on to become the main user of La Relance Wharf, and its first ton of aluminum was produced in 1992.
To better support the local fishing industry, a harbour was built between the marina and the Monseigneur-Blanche Dock.
On October 7, the Canadian Forces' 22nd Naval Reserve Division, HMCS Jolliet, was inaugurated in temporary facilities.
On September 1, the Aluminerie Alouette consortium held the groundbreaking ceremony for its new facilities, with Premier Robert Bourassa in attendance. The company went on to become the main user of La Relance Wharf, and its first ton of aluminum was produced in 1992.
To better support the local fishing industry, a harbour was built between the marina and the Monseigneur-Blanche Dock.
On October 7, the Canadian Forces' 22nd Naval Reserve Division, HMCS Jolliet, was inaugurated in temporary facilities.
1990
A large winter storage yard was constructed behind the Port’s headquarters, along with a dock equipped with a 125-ton lift for launching fishing boats and pleasure craft. The latter is known as Arcand Wharf, in memory of Alfred Arcand, a former lighthouse keeper on Corossol Island who built an ice house for salmon nearby.
1993
To connect the Port of Sept-Îles to the North American rail network, a facility was built east of La Relance Wharf to accommodate railcar ferries (ships designed to transport railway vehicles). Known simply as the Quai du Traversier-Rail (Railcar Ferry Dock), this facility provided a rail link between Sept-Îles and Matane. For many years, however, it was barely used, primarily because it was not connected to the Arnaud and QNS&L Railways.
1994
On April 30, HMCS Jolliet inaugurated the permanent Naval Reserve Division buildings in Sept-Îles.
1998
Ports Canada continued to develop public infrastructure at the Port of Sept-Îles by acquiring the Wabush Mines wharf, now known as the Pointe-Noire Terminal.
The new Canada Marine Act was enacted, dissolving the Canada Ports Corporation (Ports Canada) and replacing it with 15 autonomous Canada Port Authorities. Operating at arm’s length from the federal government, these new non-profit organizations took over management of ports deemed essential to Canada’s economy.
The new Canada Marine Act was enacted, dissolving the Canada Ports Corporation (Ports Canada) and replacing it with 15 autonomous Canada Port Authorities. Operating at arm’s length from the federal government, these new non-profit organizations took over management of ports deemed essential to Canada’s economy.
1999
Under the Canada Marine Act enacted the previous year, the federal government established an autonomous Canadian Port Authority in Sept-Îles and entrusted it with management of the port. The Sept-Îles Port Authority (SIPA) thus came into being.
The federal government transferred responsibility for the bay’s federal port infrastructure, with the exception of the fishing harbour and the Vieux-Quai, to SIPA (also known as the Port of Sept-Îles). The new administration was tasked with making the assets profitable, remaining financially self-sufficient and ensuring global competitiveness, as if it were a private company. The people of Sept-Îles were now in charge of their port, in keeping with a uniquely local vision.
The federal government transferred responsibility for the bay’s federal port infrastructure, with the exception of the fishing harbour and the Vieux-Quai, to SIPA (also known as the Port of Sept-Îles). The new administration was tasked with making the assets profitable, remaining financially self-sufficient and ensuring global competitiveness, as if it were a private company. The people of Sept-Îles were now in charge of their port, in keeping with a uniquely local vision.
2004
The newly autonomous Port of Sept-Îles connected the Arnaud and QNS&L Railways to the Quai du Traversier-Rail, which had been built in the Pointe-Noire district some 10 years previously.
2007
Destination Sept-Îles Nakauinanu was founded with a mandate to promote the city as a port of call for cruise ships.
2010
Cliffs Natural Resources became the sole owner of Wabush Mines, Arnaud Railway and the Pointe-Noire industrial facilities, with the exception of the dock owned by the Port of Sept-Îles.
On October 4, the Port of Sept-Îles, the City of Sept-Îles and the Innu Takuaikan Uashat mak Mani-Utenam (ITUM) band council inaugurate the Cruise Ship Dock and it welcomes its first ship, the Norwegian Spirit. The facility, 315 metres long and 11 metres deep, is located at Monseigneur-Blanche Terminal. By the end of 2019, nearly 50,000 cruise ship passengers and crew members had come ashore at Sept-Îles.
On October 4, the Port of Sept-Îles, the City of Sept-Îles and the Innu Takuaikan Uashat mak Mani-Utenam (ITUM) band council inaugurate the Cruise Ship Dock and it welcomes its first ship, the Norwegian Spirit. The facility, 315 metres long and 11 metres deep, is located at Monseigneur-Blanche Terminal. By the end of 2019, nearly 50,000 cruise ship passengers and crew members had come ashore at Sept-Îles.
2011
Cliffs Natural Resources paid a hefty price for Consolidated Thompson and its valuable Bloom Lake mine near Fermont.
2012
To meet the needs of new mining companies hoping to extract natural resources in northern Quebec and Labrador, the Port of Sept-Îles began construction of a huge 400-metre dock. Quickly dubbed the multiuser dock, it is designed to serve any companies that need it. This $220-million infrastructure project, 50% funded by mining companies, was Canada’s largest-ever shipyard project.
The iron market collapsed again, due in part to a Chinese market slowdown and strong competition from Brazil and Australia.
The iron market collapsed again, due in part to a Chinese market slowdown and strong competition from Brazil and Australia.
2013
Cliffs Natural Resources suspends operations at its Sept-Îles pellet plant due to high operating costs.
When Cliffs Natural Resources refuses to let other companies have access to the railway leading to the Multi-user Dock, the Port of Sept-Îles insists the stretch in question should be subject to the Canada Transportation Act like the rest of the Arnaud Railway, kicking off a 2-year legal battle.
The City of Sept-Îles, the Port of Sept-Îles and their partners establish the Environmental Observatory for the Bay of Sept-Îles, an innovative approach to characterizing the bay’s ecosystem. The large-scale study, locally commissioned by the Northern Institute for Research in Environment and Occupational Health and Safety (INREST), aims to provide a broad understanding of the bay and a better grasp of the impact of human activity on its shores.
The Bay of Sept-Îles faced an unprecedented environmental disaster. On the morning of September 1, a valve was left open after a fuel transfer to Cliffs Natural Resources. The resulting tank overflow led to several hundred thousand litres of heavy fuel oil being spilled. Because of a sealing problem in the holding pond, some of the toxic hydrocarbons seeped into the bay. In addition to spending nearly $25 million to clean up the site, Cliffs acknowledged its negligence and paid an $821,000 fine.
When Cliffs Natural Resources refuses to let other companies have access to the railway leading to the Multi-user Dock, the Port of Sept-Îles insists the stretch in question should be subject to the Canada Transportation Act like the rest of the Arnaud Railway, kicking off a 2-year legal battle.
The City of Sept-Îles, the Port of Sept-Îles and their partners establish the Environmental Observatory for the Bay of Sept-Îles, an innovative approach to characterizing the bay’s ecosystem. The large-scale study, locally commissioned by the Northern Institute for Research in Environment and Occupational Health and Safety (INREST), aims to provide a broad understanding of the bay and a better grasp of the impact of human activity on its shores.
The Bay of Sept-Îles faced an unprecedented environmental disaster. On the morning of September 1, a valve was left open after a fuel transfer to Cliffs Natural Resources. The resulting tank overflow led to several hundred thousand litres of heavy fuel oil being spilled. Because of a sealing problem in the holding pond, some of the toxic hydrocarbons seeped into the bay. In addition to spending nearly $25 million to clean up the site, Cliffs acknowledged its negligence and paid an $821,000 fine.
2014
In November, Cliffs Natural Resources begins shutting down the Lac Bloom mine near Fermont and the final loads are shipped in mid-December.
2015
Construction was completed on the multiuser dock, an imposing structure that extends 500 metres into the bay between Pointe-Noire and the ruins of Clarke City Wharf. The new marine terminal has the largest loading capacity in North America, at 8,000 tonnes per hour. And with a depth of 22 m, it can accommodate some of the largest mineral ore vessels in the world. Sharing this mega-infrastructure will allow the partner mining companies to save on transport costs and become more competitive on the international iron market.
However, two major obstacles delayed the dock’s commissioning by several years. They included the bad state of the iron market and various obstacles imposed by Cliffs Natural Resources, which owned the railway infrastructure serving the multiuser dock.
After 2 years of litigation with the Port of Sept-Îles, Cliffs Natural Resources gives up the fight and cedes access to its Pointe-Noire rail facilities, marking a huge milestone in the commissioning of the Multi-user Dock.
On May 20, Cliffs filed for bankruptcy and, as part of the legal liquidation process, the provincial government, via Investissement Québec, acquired the company’s industrial and railway facilities at Pointe-Noire.
However, two major obstacles delayed the dock’s commissioning by several years. They included the bad state of the iron market and various obstacles imposed by Cliffs Natural Resources, which owned the railway infrastructure serving the multiuser dock.
After 2 years of litigation with the Port of Sept-Îles, Cliffs Natural Resources gives up the fight and cedes access to its Pointe-Noire rail facilities, marking a huge milestone in the commissioning of the Multi-user Dock.
On May 20, Cliffs filed for bankruptcy and, as part of the legal liquidation process, the provincial government, via Investissement Québec, acquired the company’s industrial and railway facilities at Pointe-Noire.
2016
The Société ferroviaire et portuaire de Pointe-Noire (SFP Pointe-Noire) was created as a limited partnership between the Government of Quebec and a consortium of private companies extracting natural resources in northern Quebec and Labrador. As the primary manager of Cliffs’ former facilities, SFP Pointe-Noire oversaw the economic revival of Pointe-Noire, working closely with the Port of Sept-Îles and mining companies in the region.
One of SFP Pointe-Noire’s main goals was to promote the economic diversification of Sept-Îles and the region, with all profits being reinvested in the company and the local community. The company’s shareholders do not receive dividends.
Tata Steel loads its first shipment of iron ore at the Pointe-Noire Terminal in October. The Cielo Europa leaves Baie des Sept Îles laden with 100,000 tonnes of ore.
The Port of Sept-Îles acquired Block Z, which encompassed some 400 hectares of vacant land stretching for 5 km along the Aluminerie Alouette access road.
One of SFP Pointe-Noire’s main goals was to promote the economic diversification of Sept-Îles and the region, with all profits being reinvested in the company and the local community. The company’s shareholders do not receive dividends.
Tata Steel loads its first shipment of iron ore at the Pointe-Noire Terminal in October. The Cielo Europa leaves Baie des Sept Îles laden with 100,000 tonnes of ore.
The Port of Sept-Îles acquired Block Z, which encompassed some 400 hectares of vacant land stretching for 5 km along the Aluminerie Alouette access road.
2017
Société du Plan Nord acquires all of Investissement Québec’s shares in SFP Pointe-Noire.
SFP Pointe-Noire signed a long-term service contract with Quebec Iron Ore, which relaunched the Bloom Lake mine near Fermont. That year, almost 1 million tons of ore passed through SFP Pointe-Noire’s facilities.
SFP Pointe-Noire signed a long-term service contract with Quebec Iron Ore, which relaunched the Bloom Lake mine near Fermont. That year, almost 1 million tons of ore passed through SFP Pointe-Noire’s facilities.
2018
The Pointe-aux-Basques Dock was in such a state of disrepair that the Port of Sept-Îles decided to close it down, over 50 years after it was inaugurated.
SFP Pointe-Noire completes the construction of a conveyor system linking the Multi-user Dock to the rest of the Pointe-Noire industrial facilities and signs a long-term service agreement with Tacora Resources.
The commissioning is inaugurated on March 26 and the Multi-user Dock welcomes its first ship, the M/V Magnus Oldendorff. The bulk carrier leaves the Port of Sept-Îles for Qingdao, China, carrying nearly 200,000 tonnes of ore mined at Fermont by Quebec Iron Ore.
On December 3, after 4 years of research by a multidisciplinary team of more than 40 environmental experts, the Environmental Observatory for the Bay of Sept-Îles releases its final report. The findings will allow the Port to better understand the impact of its activities and adapt its practices accordingly.
SFP Pointe-Noire completes the construction of a conveyor system linking the Multi-user Dock to the rest of the Pointe-Noire industrial facilities and signs a long-term service agreement with Tacora Resources.
The commissioning is inaugurated on March 26 and the Multi-user Dock welcomes its first ship, the M/V Magnus Oldendorff. The bulk carrier leaves the Port of Sept-Îles for Qingdao, China, carrying nearly 200,000 tonnes of ore mined at Fermont by Quebec Iron Ore.
On December 3, after 4 years of research by a multidisciplinary team of more than 40 environmental experts, the Environmental Observatory for the Bay of Sept-Îles releases its final report. The findings will allow the Port to better understand the impact of its activities and adapt its practices accordingly.
2019
A celebration was organized at Monseigneur-Blanche Dock to mark the Port of Sept-Îles’ 20th anniversary as a self-governing organization. The Port welcomed the community to Monseigneur-Blanche Dock for XXL Day.
To mark its 20 years of autonomy, the Port also teams up with Microbrasserie La Compagnie to craft a commemorative beer, Pointe aux Basques. For every Pointe aux Basques beer sold, the microbrewery and the Port donate to a local community organization.
To mark its 20 years of autonomy, the Port also teams up with Microbrasserie La Compagnie to craft a commemorative beer, Pointe aux Basques. For every Pointe aux Basques beer sold, the microbrewery and the Port donate to a local community organization.
2020
SFP Pointe-Noire and Englobe Corp. partner to establish the Pointe-Noire Soil Treatment Centre. The Pointe Noire–based joint venture marks a first milestone in the industrial diversification of this strategic sector of Baie des Sept Îles.
The Port of Sept-Îles began repair work at the Pointe-aux-Basques Dock in preparation for its reopening.
The Port of Sept-Îles began repair work at the Pointe-aux-Basques Dock in preparation for its reopening.
2021
Thanks to a $20 million investment, the Port of Sept-Îles completed the Pointe-aux-Basques expansion and modernization and reopened the terminal after three years of inactivity.
Three mining companies operating in Schefferville, Fermont, and Labrador use the services of SFP Pointe-Noire, which employs some 250 people and handles over 10 million tons of merchandise each year.
Three mining companies operating in Schefferville, Fermont, and Labrador use the services of SFP Pointe-Noire, which employs some 250 people and handles over 10 million tons of merchandise each year.
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