From Communal to Independent Manhood in Liverpool, Nova Scotia, ca. 1760-1820

This article discusses understandings of manhood in Liverpool, Nova Scotia, during the late eighteenth and early nineteenth centuries. By means of the voluminous diary kept by Simeon Perkins, a man of local prominence, it explores the social responses within this rural seafaring community to how men chose strategies for gaining social status, exercising public power, and juggling private interest and public service. Across northeastern North America, capitalist ideals of independent manhood were gradually replacing moral ideals of communal manhood, which ultimately strained networks of reciprocity both within and outside the family. Yet by placing Perkins alongside Benajah Collins, another prominent Liverpudlian, this article also reveals that those who drifted too far from morally grounded communal ideals of manhood continued to find themselves ostracized within their immediate communities.Comment la masculinité était-elle comprise à Liverpool, en Nouvelle-Écosse, à la fin du XVIIIe siècle et au début du XIXe siècle? Par l’entremise du volumineux journal intime tenu par Simeon Perkins, un personnage local, le présent article examine les réactions sociales au sein de cette collectivité rurale de marins à la manière dont les hommes choisissaient des stratégies pour obtenir un statut social, exercer le pouvoir public et concilier intérêt privé et service public. Dans tout le nord-est de l’Amérique du Nord, l’idéal capitaliste d’indépendance masculine a progressivement remplacé l’idéal moral de masculinité communautaire, ce qui a fini par mettre à rude épreuve les réseaux de réciprocité tant à l’intérieur qu’à l’extérieur de la famille. Pourtant, en traçant un parallèle entre Perkins et Benajah Collins, un autre éminent Liverpuldien, cet article révèle aussi que ceux qui se sont trop éloignés de l’idéal communautaire de masculinité basé sur la morale ont continué à se retrouver ostracisés au sein même de leur milieu immédiat

Panel #4: The Madawaska Territory and the Aftermath of Statehood

Presentations in this session include: Free Trade Before Free Trade: John Emmerson, Petit Sault Merchant, His Suppliers and Customers in the Mid-Nineteenth Century, Béatrice Craig Madawaska and the Convergence of Empire, Nation, and State, Elizabeth Mancke The Effect of 9/11 on a Borderlands Community: Fort Kent, Maine and Clair, New Brunswick, Lisa Lavoi

The Hudson’s Bay Company and the management of long-distance trade, 1670-1730

This thesis examines the Hudson's Bay Company from 1670 to 1730 focussing on its management of long-distance trade, the way it maximized opportunities and minimized risk and uncertainty. The company's involvement in the London fur market, its procurement of trade goods, the barter trade in North America, and their interrelationship are analysed almost entirely from the perspective of the Committee in London which managed the company. The organization of these commercial details in the context of the seventeenth-and eighteenth-century economic world explain how the company coordinated the disparate spheres of its operation and how it survived the drop in fur prices which occurred shortly after its advent. Historiographically the paper relies heavily on a growing body of literature dealing with long-distance trade and the expansion of Europe. In this respect the work brings a new perspective to fur trade historiography.Arts, Faculty ofHistory, Department ofGraduat

Intercolonial Cooperation and the Building of St. Paul Island and Scatarie Island Lighthouses, 1826-1840

A dramatic increase in transatlantic commerce and immigration during the 1820s resulted in numerous shipwrecks in British North America, with the lack of coastal lighthouses in remote locations a particular problem. Negotiations began in 1826 between the Maritime colonies plus Lower Canada and the imperial government on ways to light remote coasts, and in 1835 the Colonial Office agreed to fund lighthouses on St. Paul and Scatarie islands on the route into the Gulf of St. Lawrence if the colonies funded their maintenance. The resulting three lighthouses and two humane stations redefined navigational safety as a shared responsibility of the imperial and colonial states worldwide.Dans les années 1820, l’essor remarquable du commerce et de l’immigration transatlantiques donna lieu à de nombreux naufrages en Amérique du Nord britannique, où l’absence de phares côtiers dans les régions isolées posait un problème particulier. Des négociations débutèrent en 1826 entre les colonies maritimes, auxquelles s’ajouta le Bas-Canada, et le gouvernement impérial sur les moyens d’éclairer les côtes isolées, et le ministère des Colonies accepta en 1835 de financer la construction de phares sur les îles St. Paul et Scatarie, à l’entrée du golfe du Saint-Laurent, si les colonies finançaient leur entretien. Les trois phares et deux stations de sauvetage qui en résultèrent redéfinirent la sécurité de la navigation comme étant une responsabilité partagée entre les États impériaux et coloniaux dans le monde entier