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I '• ■ This will enable them to remove the wood trade from the Bonsecours and Basins above, to the wharves below ihe Victoria Pier, and to improve and adapt that space between the Grand Trunk wharf for vessels drawing not over 16 feet at low water. The space lying between the Island Wharf and the Victoria Pier will then in no place have a less depth at low water than 12 feet* while about half of the whole space can be fitted up for vessels of 16 feet, without any excessive expenditure; thus aflfording accommodation for the local trade, for which, from its proximity to the principal market of the city, this part of the harbour has hitherto been, and can most advantageously and conveniently continue to be used ; and for vessels of moderate burthen, trad- ing with the Lower Ports and the West Indies, to provide 20 feet of water would in the opinion of the Commissioners entail a useless expenditure of a largo sum. The spa'je above Island Wharf and below the entrance of the Lachine Canal, is the deepest part of our harbour. The wharves have all been conslructed by piling. The Commissioners have deepened the most of this space about 4 feet, so that now most of it is adapted for vessels drawing 18 feet at low water, but they can- not further deepen it without running the risk of undermining the present structures. Indeed, it will be extremely diflBcult and costly further to dredge it, as the bottom is so hard. Late dredg- ing above the Nelson Pier has cost about $1.60 per cubic yard, while dredging below, seldom exceeds 50 cents. L' further deep- ened, the present pilinj^ would have to be fronted by crib-work, and as that would take up at least fifteen feet all round the pres- ent basins and wharves, and as the water-space of deep water is already too limited for the large steamers which now occupy these berths, the Commissioners deem it impolitic further to deepen this part of the harbour. They are of opinion that when 20- feet berths are required in the resent harbour, the same can be obtained on the unimproved space below the Victoria Pier, as shown on pier marked A ; and when this becomes necessary by the Lake and River below Mont- Ur i. \ ! 12 real being deepened to 20 feet, the wharf now constructing below the Victoria Pier, in a depth of 10 feet water, can ba extended, and the space dredged into deep water. But, although tlie improvements in the harbour must be extended in tho direc- tion of Hochelaga Bay for the local trade of the port, yet there are no con?eniences for the transit and foreigti trade, nor is it possible to erect warehouses close to the margin of the rive'' without their being endangered by the shoving of the ice in winter. Hence the necessity, if Montreal is to be a place where the ocean vessel is to meet that from the interior, that facilities for receiving and delivering grain and other Western produce should be provided. Vessels from the West are now frequently delayed eight or ten days discharging cargo, and elevators and warehouses corresponding to those at Oswego and Buffalo must be constructed if we are to compete successfully with our rivals for the great Western trade. The Commissioners have therefore long been of the opinion that Inland Docks are essential to the full development of the advantages of our position, and, with the view of determining the best site for their construction, a question on which there exists great diversity of opinion, and which had excited much sectional feeling, they last year sought the advice of three eminent Amer- ican engineers, who, acting under the broadest and most liberal instructions, after having investigated the merits of all the sites that had up to that time been suggested, unanimously recom- mended the enclosing of a part of the river between the abut- ment of the Victoria Bridge and the entrance to the Lachine Canal. The Commissioners adopted this recommendation, in which they were sustained by a large majority of a very nume- rously attended meeting of the Board of Trade of this city. In the course of the discussion that ensued, a new site, one not pre- viously surveyed, was proposed, and was intended to have been brought before a public meeting of citizens in the following reso- lution, to be moved by Mr. Ryan and seconded by Mr. Work- man : — " That in the present divided state of public opinion on the " subject of Docks, and in view of the heavy expense and long 18 ** delay which must attend the construction of those projected at " either extremity of the city, it is advisable, before adopting " one project or the other, to carry out the improvement of the " present harbour to the fullest practicable extent, and also to " ascertain without delay whether Docks may not be constructed " close to the present Harbour, beginning at or near the site of " Grey Nunnery, passing across McGill Street to the College " gardens and their vicinity, and thence extending to the La- " chine Canal and towards the railway station near Chaboillez " Square. As this project will afford ample spate for ware- ." houses, and the accommodation for the exchange of Lake and '• Ocean cargoes, as well as for laying up vessels in winter, — as " its location in the heart of the city will not tend to disturb un- " duly the value of property, — as it will secure the formation of " branches through town, and the establishment of a central and " convenient terminus of the Grand Trunk Railway, and as it is " likely to be completed at a lesp oost and more expeditiously ** than any other plan before the public, this meeting recommend *' it to the immediate consideration of the Harbour Commission- " ers, and that a Committee consisting of the Mayor and the " City Members [names not filled in] be deputed to present the " foregoing resolution to the Harbour Commissioners, and to " take such further steps as they may deem necessary in further* " ance of the objects of the foregoing resolution." Conceiving that the site here referred to, appeared to offer advantages which rendered it worthy of a careful examination and comparison with others, and desirous if possible of harmo^ sizing conflicting interests in the city, the Commissioners invited a conference with leading citizens, which resulted in the appoint- ment of the Committee of which Mr. Ryan is Chairman, and the appointment of Mr. McQuestin to survey the ground and to pre- pare data to be submitted to a consulting engineer whom it was proposed to call in. The Commissioners regret to find, that thifi site does not, upon examination, afford the facilities of construc- tion or the extent of accommodation which its original promoters supposed, and they believe they are justified in saying that the Committee tibemselvea have praotically abandoned it, gince the if.; li , M 14 plan prepared under their direction by Mr. McQuestin does not exhibit any projection of Docks on the Grey Nun and College properties. The limited extent and great value of the land there available, togtither with the difficulty of connecting the Docks with the present Harbour, and the inconvenience that would flow from the bridging of so many of the leading thoroughfares between the city and the river and canal, are the considerations which may, it is presumed, have weighed with the Committee, as they have with the Commissioners. The plan now proposed by the Committee, as exhibited in Mr. McQuestin's drawing, viz. tbat which proposes entering by new locks the Lachine Canal, and connecting by means of that Canal the present Hai-bours with Docks to be constructed on 20 acres of Government land lying on the north side of the Canal, a little below the St. Gabriel Lock, would, in the opinion of the Commis- sioners, be exceedingly difficult of execution, besides involving the p'l'obable interruption of the navigation of the Canal for one, if not for two years. Nor are these the only objections. The canal is at present crowded by vessels from the interior, and is not large enough for their accommodation. This will be more so when the Western vessels coming through our canals are increased to 850 tons. The want of land around the Canal for increased ac- commodation for canal vessels, was pointed out to the Govern- ment of Canada by Mr. Young, the Chairman of the Harbour Commissioners, in the year 1852, and in 1863 he purchased for the Province about 20 acres of land on the north bank of the Canal, and about '10 acres on the south side. This land is neces- sary for canal purposes, and will soon be required ; but it ought not to be occupied, and it never was intended to be occupied, by ocean vessels. If Docks could be made on these lands for ocean vessels draw- ing 20 feet of water, the whole Canal from the entrance would have to be reconstructed, its breadth much increased, and the walls of course newly built. However, the Commissioners have no other object in view than to obtain the best possible site for Inland Docks ; but considering the ease with which the Canal could be connected with the river in the space between the Vic- 16 toria Bridge and the foot of the Lachine Canal ; and consideting the great facilities that would arise from having the railway in connection, not only with canal yessels, but with ocean ships, where property such as grain, flour, &c. &c., carried by rail dur< ing winter, could be placed in warehouse ready for the ocean ship, and where goods arriving by the latter could be conveniently placed on the rail, there is no point, in the opinion of the Com- missioners, so well adapted as this for the construction of Docks, But these are not the only advantages possessed by this site : a still greater object for the interests of the city and the Province generally, is to render available at this point the advantages of the vast water-power which can so easily be commanded at this point. The advantages of flouring wheat here for export, not only to Europe, but to the United States, must be self-evident, while the revenues from the water-privileges would go towards defraying the interest on cost of Harbour. Nor should it be forgotten that while all the land at this point already belongs to the Harbour Trust, and that a much larger area is here available than at any other proposed site, the land, be it more or less, that might be required elsewhere, must necea- earily be acquired at a very heavy cost. JOHN YOUNG, Chairman. Harbour Commissioners' Ovtiob, Montreal, 20th July 1858. 'i! t I : v' n ii i! REPORT ON IMPROVING THE PRESENT HARBOR OF MONTREAL! Bt John C. Tbadtwinb, Civil Engineer; Philadelphia, October 16, 1858. iri; To the Hon. John Young^ Chairman of the Board of Harbor Commissioners of Montreal^ And to Thomas Eyan, Esq., Chairman' of Committee of Citizens of Montreal on Harbor Improvements : Gentlbmbm, — Having at your instigation visited the City of Montreal during the months of July and August of this year, with the view of examining the present Harbor, and of proposing a sys- tem for its improvement, I beg leave to lay before you the result of my investigations My duties also required of me a similar coarse with regard to the proposed Docks : and I had hoped to submit to you mj re- ports on both at the same time. Indisposition has prevented me from preparing them at so early a period as I had anticipated ; and that on the Docks being still incomplete, I have judged it advisable to present this on the Harbor by itself; inasmuch as this branch of the scheme demands an earlier attention than the other. The necessity for further accommodation for vessels of deep draft than the present harbor affords is actually pressing at this moment ; and inasmuch as many of the inconveniencies to com- merce resulting therefrom can be more speedily and more ecouo- il I \\ 18 mically obviated in a great measure by even a partiiil realization of the harbor improvementa than by the docks, I regard the for- mer as of more immediate importance than the latter, however inferior it may appear when viewed as a work destined to affect ihe/uture destiny of Montreal. Until the year 1851, only vessels of not more than eleven feet draft could at low stages ascend the River St. Lawrence to Mont- real, owing to the existence of certain shoals in Lake St. Peter and at a few other points below the city. But a system of dredging on a grand scale, and performed by very powerful machines, has gradually been so far perfected througli those obstacles as to afford at this time an uninterrupted channel of not less than 300 foet in width and 18 feet of low-water depth from the Ocean at the Straits of Bellisle to Montreal a dis- tance of not less than 950 miles. It is intended to increase its depth to 20 feet ; and no effort should be spared to accomplish this as speedily as possible, inas- much as it is even now required for the steamships which trade between .dontreal and Great Britain, and which cannot convey full cargoes for the want of it. The estimated cost, based upon the experience acquired on the portion which has already been accomplished, is but $100, 000; a very trifling sum when compnred with the immense advantages which will accrue from its expenditure; and which leaves no room to doubt that the same enlightened policy which dictated its com- mencement, will also ensure its final completion to the depth necessary for the full realization of its object. Among other points at which dredging was necessary in order to secure a low-water depth of 18 feet, was a great portion of the channel along the front of the city itself. Here the inner edge of the 300 feet of dredged channel width is but about from 400 to 600 feet distant from that bank of the river on which the more commercial portion of the city has its front. Consequently the space comprised between said inner edge of the channel, and the city front has generally a less depth than 18 feet it very low stages of water. And it is this space that con- stitutes the present harbor, and within which are constructed the 10 few piers which at this time exist for the accommodation of ship ping. These piers were built with reference only to the depth of water which existed at the time. — With the exception of the Victoria and Russell piers, which are formed of cribwork, they consist of a facing of wooden piles, strengthened by land-ties, and backed with earth. They are but imperfectly adapted by either construction or ex- tent, to meet the requirements which [since the dredging of the channel]have arisen from an increased commerce carried on in sea-going vessels of heavy draft. But as their entire removal, or even an extensive modification of them would be, for a time, at- tended by serious inconvenience to commerce, besides involving a heavy expense. It becomes expedient so to arrange our plans as not to interfere materially with them at this moment. — But after other piers shall be erected at which the vessels may lie, I con- ceive that the present piers should be essentially improved, in part at least so as to adapt them to vessels of heavy draft. In the space between the outlet of the Lachine Canal and the Island Wharf, owing to the hardness of the material which com- prises the river bottom, and which is therefore diflBcult and eqpen- sive to dredge, it is the opinion of many citizens that it would not be advisable to attempt any deepening on this section beyond what will give it a uniform depth of 18 f,iet at low -water, of 17 feet on the mitre-sill of the outlet gates of the Lachine Canal. This can be effected without mu)% expense, inasmuch as the re- quired depth, according to the Harbor Commissioners, already prevails over the greater part of the area referred to. I concur in this opinion only so far as regards the question of the proper time for performing additional work on this part of the harbor ; for I do not imagina that the expense of procuring 20 feet depth of water and of wharfage, will be much, if at all, greater on some portions above Island Wharf than helow it. It is true I have been credibly informed that the cost of dredg- ing above Island Wharf is about three times as great per cubic yard as below it. But the quantity to be dredged below, in orde ^ to secure 20 feet water over a given area, is about three times as - 1 : ■■ ! 'ill I P! \ I I -I «0 great as that above ; so that the dredging will actually cost so nearly the same in both localities that the difference cannot super- cede in importance the consideration of convenience to the com- merce of the city. So soon therefore as the River Channel shall be deepened to 20 feet, I recommend that that same depth be at once given to at least whatever berths may be appropriated to the '' Montreal Ocean Steamships " and to the small area T P M [see my accompany- plan] near Island Wharf^ tinted light blue. And should the time arrive when further 20 feet water shall be required along the upper side of Albert Pier, and around Elgin Basin, there will exist no consideration of undue expense, [so far as we now know] to prevent its accomplishment. It will be borne in mind that the soundings shown in ray plan are those obtained by Mr. Forsyth's ice-survey in 1855-6, reduced to low water. Since then a considerable amount of dredging has be^n done in the harbor above the Island Wharf; but as no more recent survey has been made, I am unable to state the present depths, except on the authority of the Harbor Commissioners, that it has already been pretty generally deepened to 18 feet. I also recommend, instead of excavating the proposed extension at W, near the outlet of the Lachine Canal, for giving greater accommodation to the " Montreal Ocean Steamships," that a new pier A, 300 feet long, and 10 feet wide, be constructed for their use. My estimate of the cost of this pier, placed in 20 feet water, is as follows :— Oribwork, complete, with pier flooring, &c. &o. [stone filling.] 680 feet long ; by 20 wide ; by 29 high,= 14608 cubic yards at $1.60 $23,373 Filling in between the Cribs with material dredged from the Channel, [being only the expense of removing it from the BC0W8.] 280 feet; by 29 ; by 30,=9023 cubic yards at 25cts 2,256 Dredging under the pier ; 300, by TO, by 2,= 1656 cubic yards at$1.60. 2,334 BemoTing Nelson Pier, 8,000 $30,963 Oontingencios 10 per cent 3,096 Total cost of pier in 20 feet water $34,069 The estimate of Messrs. Forsyth and Macquiston for excavating the oxtensiou at W. to 20 feet water, is (without contingencies) $27,748 ; but if we add 10 per cent, for contingencies, it becomes $30,522, or $3,537 less than my estimate for the pier. But to obtain 20 feet water (which must eventually be done) will coht much less at the pier, than if tlie steamships be berthed alongside of the present face- wharf, and in the recess W. For dredging t feet at the pier I estimate as follows : — 60 feet wide on each side of the pier ; and 100 feet wide at the end of the pier ; and thence leading out to the channel ; 4,800 cubic yards at $1,60, or $7,200 total cost. And for the other position, thus : — 60 feet wide alongside the wharf, 3,111 cubic jards, at $1,60 $4,666 And for deepening a space for the vessels to turn as they ap« proach the wharf, — saj as much more 4,666 Wharfing 60C feet lineal (for as the Oommissioners justly re- mark, further deepening will undermine and endanger the old structures) at $48^per foot $24,000 Total $33,381 From which it results that the eventual berthing of the steam- ships in 20 feet water, after the river channel shall be deepened to that depth, will cost — At my proposed pier, $34,059 & $7,200, or Total.. $41,269 Alongside of wharf, $30,522 & $33,332, or Total $63,864 Making a dliference of $22,695 in favor of the pier. It has also been suggested to provide berths for these steamships by removing Nelson pier, so as to place them partly in Queen's* and partly in Sydenham basin. This will be much more economical than to excavate the exten- sion W, and so long as only 18 feet water may be required, will .1 v: 1 ! ! f J I »•! ' 1; ^m^ ■■ I I M be the cheapest method I can think of for nccommodating them. But when 20 feet of water shall become necessary, the additional expenses will be : 660 feet lineal of wharfage, at $48 $31,200 Dredging 7000 cubic yards, at $1.60 10,600 $41 700 Contingencies, 10 per cent 4,170 Total $46,870 Or $4,611 more than the entire cost of the pier, with 20 feet wharfage. Therefore, althounfh this plan will bo vastly cheaper than the pier, as a temporary arrangement, it becomes the more costly work in the end. Moreover, the pier will be more convenient for the Steamship Company, inasmuch as it will not be liable to the interruptions which are now experienced in discharging cargo on a common thoroughfare. Its land end might be furnished with a gate, which would aflFord greater security to their property, and protect their passengers from any annoyances. I consider this a matter of no slight importance in view of the growing passenger business between Montreal and Europe. Every effort should be made to attract to this line passengers from the United States ; and nothing will be more conducive to this end, than to provide them with every facility and convenience. It is possible that I lay too much stress upon these arguments, and upon the subject to which they refer. If so, the plan of the pier may be rejected in favor of the face-wharf in the two basins* at least as a temporary measure. Should, however, one of the proposed plans of docks, which involves an outlet lock at W, be adopted, both the extension W, and the berths at the face-wharf will become inadmissible, as the steamships would, in either case, obsti-uct the entrance to the lock- At the Island Wharf no change has, I believe, been proposed ? but inasmuch as the outer fav.es of that structure are now in a ruined and precarious condition, threatening its destruction unless speedily repaired, I propose that it be immediately protected by an outer cribwork, 20 feet wide, and in 20 feet water, as shown m my plan from S to M, by S m T g. 23 This crib-work will not only effect that object, and thus render secure and more commodions a very important wbarf, but will al- so furnish the most ready means that suijgcsts itself to mo for pro- viding an excellent berth for the new line of *' Canadian Oceao Steamships" expected to go into operation m-xt year. The securing of satisfactory accommodations for this class of vessels at the earliest possible period, appears to me to be the most urgent of all the considerations involved in the question of your harbour improvements, so far as regards the necessitij for prompt action. I am, therefore, pleased to be able to suggest a means of effecting this, in the present instance, by a process imperatively required for another purpose. The twofold imjwrtance of the work, and its consequent economy, induce me to press it upon your notice as deserving of your earliest attention. The extension of this crib-work around tlie other faces of the wharf, and of the Albert pier, and into deeper water than it has at present, may become expedient in time ; but it is not called for at this moment. The two principal faces of the improved wharf, namely m T, and T g, will afford at once 640 feet of wharfage in 20 feet water withont the necessity for losing time in dredging more tbnn the very small area T P M, and for levelling off a narrow strip of a bout 20 foet in width around the old wharf, for the bases of the cribs to rest on. I estimate the cost of the improvment as follows :— Crib work around the head of the old wharf, from S to g, complete, fil- led and floored, 695 by 20 ft. ; by'26 ft. average height ; 13,400 cub, yds. at $1.60 $21,^40 Filling-in with earth behind the cribs ; 5,665 cubic yards, at 40 cents 2,2G6 Dredging to 20 feet, the small space T M P ; 1500 cubic yards, at $1.50 2,250 Levelling narrow strip around old wharf for cribs to rest on ; say 2000 cubic yards, at $1.50 3,000 $28,956 Contingencies, 10 per cent 2,896 Total $31,852 :',!, «4 As already remarked, the dredging of T P M may be deferred until the completion of the channel to 20 feet depth. Much diversity of opinion exists as to the proper disposition of the space between King's basin and the Victoria Pier. The question is one of much importance, since this space is in immediate proximity to an expensive system of warehouses, the value of which is dependent in a great measure upon a judicio'i ^ arrangement of this portion of the harbor. Whatever temporary expedients therefore may be resorted to in any part of it, none should be permitted that will interfere with an eventual ueepening o? at least the area between piers B and E (see plan) to 20 feet at low water. Several years may elapse before the necessity for doing this may be fully realized ; but inasmuch as the portion of the natural harbor lying above Victoria Pier is undoiiiabl) the legitimate centre of the city's foreign commerce, rendered so not only by locality, but by the large sums which have been expended in its vicinity with a view to the accommoda- tion of that commerce, I consider it good policy to strengthen that position by arranging or plans in conformity with it. As the commerce of Montreal increases in after years ,the gra- dual improvement of the natural harbor and of the city front must necessarily extend down the river below Victoria Pier ; but I con- sider it inexpedient (without any commensurate object) to force them down at this time below the fine warehouses, so admirably adapted to that amount of local trade which must prevail for se- ver;il years to come: and for the perfect convenience of which nothing is wanting but additional piers above Victoria Pier. In other words, the new piers should be built with reference to the present warehouses ; and by no means should we necessitate the building of new warehouses with reference to the new piers. I therefore recommend that the gradual deepening to 20 feet be resolved on for the space betwuen piers B and E of my plan ; and that all the new piers be designed so as to accommodate the greatest possible amount of shipping. Fortunately the material over this entire area is easy of removal ; while at the same lime it possesses suflScient consistency to prevent its being acted upon by the river currents. ii 26 I' The arrangement of the four piers B, C, D and E, shown on my plan, is the one which I recommend for adoption. It appears to me (after a trial of many modifications,) to unite as nearly as may be, the maximum of wharfage and convenience, with tlie minimum of expense. It is essentially the same as that suggested by Mr. Tate, C.E., of Montreal ; and after bestowing much consideration upon it, I find myself unable to devise a better. Should any of these piers be constructed where 20 feet of water may not be required at the time, they should, nevertheless, be sunk to that depth, in view of the future necessity for it. I recommend to construct first the pier C in Prince's Basin, and to dredge to 20 feet for 100 feet in width on each side of it, as shown by the blue shaded lines P ss and L aa. By this means we gain 900 feet lineal of 20 feet wharfage, at the following expense : — 950 feet lineal of crib- work, filled and floored complete, 20 feet wide by 29 feei Ligh— 20,408 cubic yards, at $1.60. ." $32,653 Dredging 460 ft. by 275 ft. by 7 ft.— 32,800 cubic yards, at 50 ctg. 13,400 Filling in between tlie cribs vnth dredged material — 16,911 cubic yards, at 20 cents 3,384 Filling up tlie space Y with dredged material — 2,200 cubic yards, at 20 cents 440 $52,87t Contingencies, 10 per cent 5,288 Total $58,165 Adding to this the improvement as the end of Island Wharf, we have 1,440 lineal feet of 20 feet wharfage, at a cost of lOOjOlV or $61, 61-100 per lineal foot. When more 20 feet wharfage than this shall bo required, it will be economically obtained by wliaifing R N T, and by com- pleting the dredging of the space N P Q R (tinted light blue). Aftir that, piers D and E may be built in succession. It wil* be obse: ,od that hero the dredging, even at the rate of 50 cents per cubic yard, is an item of much less expense than the piers. Above Island Wharf, with a width of 100 feet on each side of a pier, it is the eame case. \ J vl i 1 I i 11 'I 26 Instead of filling up Jacques Cartier Basin, I wcaUl leave it with a depth of a least 6 feet, for the accommodauon of small boats. This is shaded dark blue on tbo plan. I object to the Pier LL, which it hp.s bean proposed to extend down stream from the outer end of Victoria Pier, (and intended for the accommodation of steamships and other large sea-going vessels) for the following reasons : — 1st, Its proximity to the new wharves for wood and hay below Victoria Pier would expose valuable vessels to great danger from Sre. 2nd. It is not so convenient to business as Pier C, or any other above Victoria Pier. Srd. It has not, as is generally supposed, even the consideration of economy to recommend it. 4th. It injures the uniformity of appearance of the general sys- tem of improvement which I propose for th<^ present harbor. The first three of those reasons I consider very cogent ones ; the fourth is of but little weight, referring as it does merely to a matter of taste. I estimate the cost of Pior LL, as follows, regarding it only as a simple pier 600 feet long, and iOO feet wide, and without in- cluding the proposed alteration of the end of Victoria Pier, which would increase its cost materially : — Cribwork, filled and floored complete, 12 GO feet long by 20 feet wide, and 29 feet high = 2t,070 cubic yards at $1.60. . . . $43,312 Filling in between the cribs with dredged material, 580 feet loag by 60 wide, by 28 deep = 3G,irO cub. yds, at 20 cts. 7,220 ;'>redging to 20 feet deep between the outer side of the pier and tlie dredged cliannel, 9,800 cubic yards, at 40 cts 3,920 Dredging along the inner side of the pier to a width of 100 feet, and a depth of 20 feet— say 800 feet, by 100 feet, by 8 feet = 24,000 cubic yards, at 40 cts 9,600 Dredging under the pier, 11,560 cubic yards, at 40 cents 4,624 Cribwork K, 100 feet long, by 20 wide, by 29 high, 2,148 cub. yards, at $1.60 3,437 $72,113 Contingencies, 10 per cent 7,211 Total 79,324 —or $66 10-100 per lineal foot of wharfage. 27 Henco it appears that the cost per foot lineal of 20 feet wharf- age at the pier LL, below Victoria Pier, is actually $3 69-100 more than at my proposed locations at pier C, and at Island Wharf: But when we take into consideration that a great portion of the expenditure at Island Wharf will necessarily have to be made without any regard to obtaining increased wharfage, it is evident that the disparity of cost becomes still more in favor of my pro- position. Add to these facts, the freedom from danger by fire, and the greater convenience to ousiness, and I can see no ground for a moment's hesitation between the two propositions. So long as the Bonsecours Market continues to be devoted to its present purpose, it will be useless to incur expenditure for in- creasing the depth of the basin in front of it (namely Bonsecours and Market Basins) to more than 12 feet, which is the depth pro- posed for them by the Harbor Commissioners : inasmuch as that is sufficent for the market boats, and for those river steamboats, to the use of which those basins arc necessarily appropriated. Should the new Bonsecours Pier become over-crowded in time, additional accommodation for these small craft may be economi- cally furnished by building pier F, 400 feet long. Indeed, independently of all contingencies affecting the perma- nence of the market, it appears to me as well, under any circum- stances, to reserve those basins for the numeroub vsssels of light draft which trade to the city : — and to go below Victoria Pier when the necessity shall arise for more deep water wharfage than what 1 have proposed. By this means we shall effect a more equable distribution of the several depths of harbor room along the whole city front ; thus enabling each portion of the population to avail itselfof the facili- ties resulting from all. As to the proper system for adoption below Victoria Pier, I conceive that the best couvse would bo to await the result of time for determining its details; meanwhile merely forbidding the execution of any structure that can ultimately interfere with the carrying out of a uniform series of face-wharves and piers, for the distance of, at least the IJ miles down to the lower boundary of the city. v;t '28 ilii :M: If'" No one can foretell witb any certainty at what time, or to what extent further improvements iu the present harbor will be required. All is mere conjecture. Everything will depend upon the adoption or rejection of a system of docks. But in either event, the neces- sity for at least as much improvement as I have proposed /or im- mediate execution, will probably be conceded by most persons. Even in the probable event of the construction of docks, vessels of heavy draft will arrive with cargoes that will not require to avail themselves of that improvement while unloading; but which can, which much greater advantage, be discharged directly into the present warehouses immediately adjacent to the 20 feet warf- age which I propose ; and proceed afterwards to the docks to receive their return cargo. It therefore, in my opinion, becomes expedient under any possible circumstances, to provide sufficient 20 feet harbor room close to these stores, not to compel all vessels of deep draft to discharge at the docks, and thus incur the expense of cartage back to the warehouses. The cost of the improvements which I suggest for immediate execution, will not exceed about 6 per cent, of that of the cheapest system of docks that I can devise ; or about 3 per cent, of that of others which have been proposed : — and it can be carried into effect, and rendered most essentially useful to the city, in much less time than any of them. The action of the Harbor Commissioners in providing an ex- tensive face-wharf with 10 feet water below, and adjacent to Victoria Pier, for the wood and hay vessels which have hitherto occupied the valuable space above that pier, is in the highest degree judicious, Should their further removal down stream be demanded in time to come, that wharf will not interfere with the building of another in deeper water if necessary, With regard to the method of contruciing the harbor piers as now employed by the Commissioners, (and of which their engineer Mr. Forsyth, presented me a drawing in detail,) I consider it sus- ceptible of no material improvement, in consideration of the tremendous force of the shoving ice at Montreal, so peculiar to that locality. This destructive agent renders the employment of Btone face-wails on top of the cribs above low-water, entirely in- I '1 29 admissible, except at enormous cost. Mr. Foraytli's recent modifi* cations of the old pl»n of building the cribs are very important, as well as very creditable to him. I would, however, suggest that I consider 20 feet a sufficient thickness for the cribs, even in 20 feet water ; and their reduction to that size will materially diminish their cost. I have thus endeavored to state concisely my views respecting the improvement of the present harbor. I have bestowed much attention upon the subject, having sketched and estimated many modifications which suggested themselves, but have found none which fulfils so perfectly all the requirements of the case as that which is here submitted to you. The necessity for a strict economy has been kept prominently in view. I suspect that my estimates will be admitted to be liberal, being based upon prices which have been found to be ample for similar work at Montreal. I have suggested nothing for immediate execution, except what I regard as imperatively required. The remaining portions are susceptible of being carried out by small increments, as the exigen- ceis of the period may deman:l, and at the minimun of expense. All that I have proposed to be done at present (aside from the wood and hay wharves), as sufficient for at leart a short time to come, is as follows : — The pier for the Montreal Ocean Steamships $34,059 Protecting Island Wharf and rendering|,540 feet of it available as 20 feet wharfage 31,862 Building pier C, giving 900 feet of 20 feet wharfage 58,165 Total $124,0*76 The first of these may very properly be delayed untill the com- pletion of the other two. I have not spoken of a branch rr.ilway for connecting the piers with the Grand Trunk, because, although such a branch would greatly add to the facilities of business, still it is not essential to the scheme of harbor improvement at this time. In conclusion, 1 beg leave to express my sense of the courtesy of many citizens of Montreal who freely communicated to me their f ' ^—r ■ — " J B B ^ B 1 1 I,; ;!'!■ ■' f '11 several views respecting the requirements of commerce as connect- ed with the harbor improvements. Their opinions have aided me very essentially in preparing my plan. To the Harbor Commissioners, through their Engineer, Mr. Robert Forsyth, I am under especial obligations for most important information, which I could not have derived from any other source. The prices which I have used in my estimates were obtained from Mr. Forsyth as the result of his experience in Montreal. Hoping sincerely that my plan may tend to reconcile the con- flicting opinions hitherto entertained on this important subject, and that any accidental inadvertencies which may be detected in my Report may be freely communicated to mo for rectification, I am. Gentlemen, With high respect, Your most obd't serv't. JOHN C. TRAUTWINE. Philadelphia, October 16th, 1858. i': APPENDIX TO REPORT ON PRESENT HARBOUR. To Hon. John Young j Chairman of the Board of Harbour Com- missioners of Montreal, Thomas Ryan, Esq., Chairman of Committee of Citizens of Montreal on Harbour Improve- ments. Gentlemen, — My Report of October last, on the Improvements of the present Harbour in Montreal, contained estimates for only so much construction as I supposed would be entered upon im- mediately. I now submit estimates for the remainder, as an Ap' pendix to the Report : — ESTIMATE FOR PIER B, AND WHARFING FROM B TO C. Cribs of Pier, complete, filled, and floored. 760 ft. long, 20 wide, 29 high ; 16,370 cub. yds., at $1.60 $26,192 Filling in between the cribs with dredged material. 360 ft. long, by 35 wide, by 28 high ; 13,070 cub. yds., at 20 cts. 2,614 Wharfing from B to 0. 230 lineal ft., at $48 11,040 Dredging from a line above Pier B ; downstream, so as to include the remainder (that is to say, the portion not estimated in the Report) of the Basin between B and 0. 260 ft., by 350, by 9 ; 30,333 cub. yds., at 50 cts 16,16t Filling two small Basins now existing. 3,300 cub. yds., at 20 cts 660 $55,673 Contingencies, 10 per cent 5,667 Total $61,240 Or 940 ft. lineal of Wharfage, at $65 -^^ per foot (in 20 feet water). ESTIMATE FOR PIER D, AND WHARFING FROM C TO D. Cribs of Pier, complete, filled, and floored. 650 ft., by 20, by 29 ; 13,963 cub. yds., at $1.60 $22,341 Filling in the Pier between the Cribs with dredged material. 300 ft., by 35, by 28 ; 10,888 cub. yds., at 20 cts 2,178 t ,1 m M. I i ii' !■ ii'i ill ;. M 82 WhaTfing B, N, T. 640 ft. lineal, at $48 30,720 Dredging remainder of Basin between and D; and down- stream to a line half-way between D and E. 32,000 cub. yds., at 60 cts 16,000 $71,239 Contingencies, 10 per cent 7,124 Total $78,363 Or 1250 feet of Wharflng, at $62 ^% per foot (in 20 ft. water). BBTIMATB FOR PIER E, AND FOR WHARFINO THE OUTER END AND PART OF THE LOWER SIDE OF JACQUES CARTIBR PIER. Cribs of Pier, complete, filled, and floored. 910 ft. long, by 20, by 29; 19,548 cub. yds., at $1.60 $31,277 Filling between Cribs with dredged material. 500 ft., by 35, by 28 ; 18,148 cub. yds., at 20 cts 3,630 Dredging from half-way bejlween D and E, down to 70 ft. below Pier E. 27,800 cub. yds., at 50 cts 13,900 Wharfing 170 lineal ft., at $48 8,160 ■ • ' ' $56,967 Contingencies, 10 per cent 5,697 Total $62,664 Or 1040 ft. of 20 ft. Wharfage, at $60 ■^. The estimate for the Pier for the Montreal Ocean Steamships ; for im- proTing the outer faces of Island Wharf, and for Pier C, was set down in my Report at $124,076. The three estimates contained in this Appendix, amount to $202,267 ; malting a total of $326,343. For this sum of $326,343, we obtain ample Wharfage in 20 feet water, for 36 One Thousand Ton Sailing Ships ; leaving Elgin and Metcalf Basins with their present about 18 feet water; and Kings, Market, and Bonsecours Basins, with their still more moderate depths, for market boats and river steamboats. I am, Gentlemen, With high respect, Tour obdt. serTant,^ JOHN C. TRAUTWINB. . Pmi.ADi!i IN 34 A (bird class regard the Docks as an experiraent, tlie success or failure of which depends upon future dovc-lopments, tlie nature and extent of which they consider, at best, uncertain. These are willing that the experiment should be tritd on a small scale, and on a system susceptible of gradual cxleusiou, should it become necessary ; but they object to the primary expenditure of a large amount of money in at once projecting a grand project, which after all, may fail to realize the anticipations of its advocates. The following are the principle arguments employed by the advocates of Docks : — Among the most important branches of the co amerce of north America is that arising from the exportation of the rich agricul- tural products of the immense region belonging to the United States and to Great Britain tributary to those inland seas known as our " five great lakes." These lakes have their outlet to the Ocean through the magni- ficent River St. Lawrence ; and Montreal is, and must remain the head of deep water navigation on that river, from the fact that at that point commence the formidable rapids of the St. Lawrence, the subjugation of which to the purposes of ship navigation defies human eiibrt. Hence, they say, Montreal is by nature destined to be the point at which the smaller craft adapted to the navigation of the lakes and of the Canada canals, and in which this produce is originally shipped, must transfer their cargoes to the large sea-going vessels by which it is transported to foreign countries, Therefore, they add, give to Montreal an extensive system of Docks, furnished with all the modern appliances of machinery essential to the most rapid and economical transfer of cargo from vessel to vessel, and she will at once attract to herself the great bulk of the export business of Western produce ; and put an end to that monopoly of it now enjoyed by Buffalo and Oswego. The Western grain and flour which reach the Northern Atlan- tic seaboard by way of those two cities, incur the expensive charges of long lines of artificial communications. By way of Buffalo, they encounter 353 miles of the Erie Canal ; — and by 85 tbe , defies point lakes iginally vessels •way of Oswego, 202 miles of the same, besides 28 miles of tlie Welland Canal : whereas by way of Montreal, their entire passage from the extreme wostern termina'.ion of the great lakes to the fo' ign seaport to which they may be consigned, is through that cheapest of all means of transportation a natural watercourse, in- tQrrupted by only 69 miles of artificial navigation through the Welland, and the capacious St. Lawrence Canals. When the Welland Canal locks, now only 26 feet wide, shall be enlarged to the same dimensions as those on the St. Lawrence canals [45 feet wide], vessels of 600 to 700 tons can ply between Chicago and Montreal. Those excellent authorities, Morsars. 'Childe, McAlpine, and Kirkwood estimate that when this is done, the cost of carrying flour from Chicago to Montreal will be $1, 68 per ton [or about 17 cents per barrel], less than from Chicago to New York by way of Oswego, the Erie Canal, and the Iludaon River. And that even in the event of the construction of the Caughnawaga Canal, connecting Lake Champlain with the river St. Lawrence a few miles above Montreal, and of the corresponding enlargement of the Champlain Canal, there will still remain a ditiorence of cost in favor of Montreal of 98 cents a ton, or about 10 cents a barrel. Assuming the cost of transportation to Montreal by way of the enlarged Welland Canal, to be 17 cents a barrel less than to New Yoik, it is believed that a still further reduction of say 3 or 4 cents per barrel may be effected in the present charges at Mon- treal, by the saving of cartage and by the greater economy of transferring cargo by means of stationary elevators, worked by the surplus water of the docks. Incidental to this attraction of the Western produce to Mon- treal, the dock advocates urge that there will p.lso arise a remune- rative revenue to the Province, from tolls on the St. Lawrence Canals. These consist of a series of detached works for surmounting the formidable rapids of that river. Their united lengths amount to 41 miles. Having 10 feet depth of canal, and 9 feet over the mitre-sill, they, together with the Welland, all admit vessels of m^ .: i 1 I I » i' !i SO 8 to 8 J feet draught and all except the Welland, have locks of 46 by 200 clear in the chamber. The construction of the 69 miles of ^both these canals cost the Provincial Government $18,800,000 ; — and they entail upon it ao annual loss of about $1,000,000. Any project therefore which may tend to diminish this yearly drain on the government trea- sury, deserves commendation and support. In connection with docks 'it is contemplated to erect mills for grinding the "Western grain before final shipment abroad ; — and convenient for removing the flour directly from the mills to the vessels without carting. These will be driven by the surplus water from the docks, the rental of which for the purpose will, it is said, become a source of revenue, and thereby conduce to a re- duction of port charges : besides furnishing employment to many of the laboring population of Montreal. Moreover, flour manu- factured at Montreal for foreign shipment does not require inspection, and re-cooperage, like that arriving from the west, and subject to injury in the passage : — thus eft'ecting a further reduc- tion of 2^ cents per barrel. Largo store-houses are also proposed to be erected along the docks, for the storage of such produce as may happen to be de- tained by the absence of sea-going vessels at the time of its arrival at Montreal, or from other causes. Another, and a strong argument in favor of docks is derived from the fact that in winter, Montreal is subject to the action of a peculiar local phenomenon called the " shoving of the ice" ; by which immense fields of floating yx are swept with irresistible force upon the front of the city, r.id occasionally piled up to a height of 46 feet above low watei mark ; covering the elevated river street with its masses to a depth of 25 feet. Consequently no vessels can remain in the port during winter, but all [except a few which obtain shelter in the basins of the Lachine Canal] are forced to leave ; — and those belonging to Mon- treal take refuge until spring in safe bays below ; frequently to the great inconvenience of their owners. The docks will permit these and other vessels to remain ; and if necessary to repair dur- ing winter in safety. They will also afford facilities for ship building. 1 Tho Hon. John Youncf lias shown that the toti.1 exports of loose grain and flour from the Lake region towards tho East, is approx- imately equivalent to a bulk of 12,000,000 [twelve millions] of barrels annually ; — of which Montreal receives about 8 per cent or 1,000,000. Of these she retains about one third part ; and sends two thirds down the St, Lawrence ; a portion of it to Europe, and the remainder for consumption at points along tho river, and in adjacent districts. Tho same authentic source inform us that Montreal is 120 miles nearer to tho five great Lakes than New York is ; — and that Chi- cago is 480 miles nearer to Liverpool, by way of Montreal, than by way of Oswego and New York ; — also, that from Montreal to Liverpool by way of the Straits of Belle Isle is but 2,682 miles ; while from New York to Liverpool is 2,980 miles ; giving a dif- ference of 300 miles in favor of Montreal. The " Montreal Ocean Steamships" average quicker trips than do those which ply between New York and Liverpool : and on this fact is predicated the very rational belief that if sufficient motives ^are affored by Montreal to induce the forwarding of larger amounts of grain to her port, a corresponding increase of steamship intercourse between Europe and Montreal will bo the necessary result, inasmuch as these vessels may bring over many of the European emigrants which now take the route by New York : thus obviating to a limited extent the objections whit'h now exist against vessels coming to Montreal in ballast. Emigrants can be forwarded to their Western destinations more cheaply and more expeditiously from Montreal, than from New York. Finally, the construction of docks will afford an easy means of transferring westward bound freight to the Grand Trunk Railway ; or of receiving from it such as is destined to descend the St. Law- rence. The foregoing are the principal arguments adduced in support of Docks. Now this idea of making Montreal the great transfer point of Western produce from Lake craft to sea-going vessels ; — and the basing of the suggestion upon the firm broad ground of the al- most uninterrupted natural water-course fiom the very head of r r M: ■ t ■m /■ I S8 >' ii ii' our gi'cat Lakes to Europe, are grand and couiprehonsive concep- tions ; — and the plausible minor arguments by which they are austaineil, are calcr.Iated to exciie our admiration, and to enlist ou'" sympathies strongly in the cause. At first sight the position appears to be impregnable ; our judgment is taken by surprise, and we are di^-^posed to acquiesce in the assumption without cavil. But unfortunately there exist very cogent counter-arguments '■vhicli if they do not entirely refute and invalidate the foregoing reasonings, at least tend materially to diminish iheir force, and to suggest doubts respecting"the practical results of their realization. We will briefly allude to some of the more impoitant of these antagonistic views. The most formidable perhaps is the opinion entertained by ma- ny gentlemen of high commercial experience and observation, that even in the event that Western produce should arrive in large quantities at Montreal, it would be impossible to induce sea-going vessels to ascend the St Lawrence to receive it. The exports of purely agricultural countries always greatly exceed their imports in bulk or tonnage ; usually in the proportion of 3 or 4 to 1. Foreign vessels therefore going to Montreal for tliis supposed ac- cumulation of Western produce, must g.> in ballast ; thus losing R3 it were, one half their voyage j — whereas if they go to Now York u/x that same produce, they can carry into that port a cargo which will be pretty sure of meeting a ready sale. This consideration therefore must weigh more heavily with the Western producer, than that of a reduction of a few cents per bar- rel in the charges which he may have to pay to reach the more accessible sea-port ; and must prom[»t him to prefer the other. If this argument be correct, [and it certainly appears to me to be entirely irrefutable] then the export tonnage of Montreal must in a great measure be limited by that of her imports ; and cannot be expected to augment in any greater ratio than they do. But as the population of Canada is rapidly increasing, and the deniand for imported articles becoming proportionally greater, all prece- dent sustains us in the assumption that the exports will at least keep pace with them, although a considerable time may elapse before they will warrant any heavy expenditure for docks. 80 ^IW T7ith this more raederate view of the subject, many commerci- al gentlemen of Montreal object entirely to the construction of docks, as being merely calculated to impede her commerce, by au increase of p^ ft charges ; while others would, perliaps, assent to a trial on a small scale, inasmuch as it would ccrtaiidy be attend- ed by many conveniences, wliich, although entirely secondary to that of making Montreal tiie great point of transfer, would in their opinion justify tlie belief that small docks might become remu- nerative. Thus, the facilities for repairing vessels; — the securing of an easy connection with the Grand Trunk Railway by a very short branch : — the furnishing of winter shelter for vessels, &c.., &c,, are urged in their favor by this class ; but they admit that in the absence of all positive and reliable calculations, their ideas are altogether conjectural. Again it is urged against docks, that there is no special reason why the Lake propellers should noi; pass through the outlet lock of the Lachine Canal at Montreal, and continue their voyage down the St. Lawrence to Quebec, there to meet the sea-going vessels ; instead of requiring the ^atter to ascend the river to Montreal to meet the former. It is true that neat calculations have been made, which seem to show a slight preponderance, on the score of eco- nomy, in favor of one large steam-vessel going up and down ; over two of half her tonnage going down and up. Bui the dit^'erence would ajctually be too trivial to constitute in itself much more than a theoretical argument in favor of docks at Montreal. Moieover, many contend that instead of constructing docks, at an expense of some millions of dollars, into which large sea-going vessels shall ascend to meet the lake craft, it would bo bettor to impi'ove the present harbor, at a cost of some hundreds of thou- (sands, for the accommodation of the latter ; and to let the lake craft descend to them through the present commodious locks of the Lachine C;inal, and transfer their cargoes by means of floating elevators, and the usual appliances. To this course it is objected with truth, that the transfer of cargo could not be effected so rapidly as in the docks. But this argu- ment is met by the rebutting one, that the interest on the cost of the docks, together with the expense of working and repairs, ■RWHiiasniwi 40 , f i! I would far outweigh, not only this difference, but all other consi- derations involved in their supposed superiority over the present harbor. Again the completion of the Victoria Bridge, for carrying the Grand Trunk Railway across the River St. Lawrence at Montreal, will open to that railway an uninterrupted line from Canada West to the seaport of Portland in Maine, and to Quebec. The effect whicli this road has already produced upon the Lake craft driving many of them out of the business of transporting Western pro- duce to Montreal for foreign shipment, gives every reason to sus- pect that when the Victoria Bridge shall relieve the Company from the necessity under which it now labors, of placing their freight in barges, and towing it across the river, a much greater proportion of Western produce will be carried by it past Montreal to Port- land and Quebec ; perhaps so much more as to retain Montreal nearly in her present condition, or at least to prevent Jhr.'j rapid increase in her commerce which matiy predict. Such of it as is put upon the Railway at points westward fiom Montreal, and des- tined for shipment to Europe by way of the St. Lawrence, will certainly not stop in Montreal, when in a few hours it can be car- ried to Quebec, 180 miles farther. There will, of course, be partial exceptions to this rule, in favor of such regular^traders to Montreal as depend essentially upon re- turn cargoes of this character ; but it is the determination of the Railway Company to maintain such low rates from Montreal to Quebec, as will in connection with the advantages of more rapid transport, the saving of lake and river insurance, and cost of tow- age, materially check the assumed monopoly of Montreal in the producebusiness. Another argument against the possibility of securing this mono- poly, is the fact that, the harbors of New York and Portland are open and accessible during the entire year, while that of Montreal is annually closed by ice for five months. Constancy and regu- larity are rapidly becoming more essential features in the transac- tion of heavy commercial operations between distant countries, and neutralize to a great extent the advantages which attach to long water communications subject to so serious a drawback as an en- 41 I i ri tire suspension of btisiness for five months annually. The busi- ness connections which must necessarily concentrate upon New York and Portland the great bulk of Western commerce during nearly one-half of the year, cannot be suspended and renewed pe- riodically in favor of Montreal during the other half. Again, admitting that the enlargement of the Welland Canal should enable Western produce to reach Montreal, and there be shipped at a costof some 20 cent per barrel less than at New York, the question arises whether it cannot be carried from New York to Europe at so much loss expense than from Montreal, as to countervail this advantage. The high rates of insurance incident to the navigation of the River and Gulf of St. Lawrence ; and the expenses of pilotage and towage on the river, combine, with other causes, to raise the charge on the freight of a barrel of flour, to Liverpool, to 26 or 35 cents more from Montreal than from New York : — and so long as the bulk of exports shall exceed that of imports into Canada by 300 or 500 per cent, there is no assigna- ble reason, that I can suggest, why this disparity should cease. Should the foregoing arguments prove insufficient to demon- strate the inexpediency of embarking in an extensive scheme of docks, it may be added that tlje State of New York, sooner than submit to the diversion of this branch of her exports, and permit it to seek Canadian channels, would, doubtless choose the least of two evils, and reduce her canal tolls to such an extent as to para- lize all efforts to that effect. JLn ing thus referred to the most prominent arguments both for, and ) viist docks, we come to the important question "m/? docka ^/'v"' To arrive at some tangible idea on this point, we will, in tiiu I'^^sence of positive data, make certain assumptions. Let us assume, therefoie, that the enlargement of the Welland Canal locks will be effected ; — and that by this means Western flour and loose grain may (as shown by Messrs. Childe, Kirkwood, and McAlpine,) be brought to Montreal at lY cents per barrel of bulk, less than it can to New York by way of Oswego. Also, that of the entire quantity of these articles, now exported to foreign (• . .ntries from our northeastern ports, namely, about one third of all iiat is sent eastward to them or to Montreal, (or say a bulk I ■' il -■.^jBIM -'"" ii'n'iiiinnm a.-MTHttfaM 42 I! I equal to four millions of barrels annually) Montreal shall secure to herself the shipping of two thirds, or a bulk equal to 2,6 '6,606 barrels. Tliis is, at least, 2,000,000 more thau she now sends down the St. Lnwrence. Siie cannot expect to receive much of the non-exported eight millions of barrels, because they are requir- e 1 chiefly for local consumption along their line of transportation » and in districts more accessible from New York than from Mon- treal. And even in case the entire 4,000,000 of barrels cxported- should pass through the latter ciiy, T think we may assign the ex, cess over 2,006 '>06 barrels to the Grand Trunk; — so that the docks could not, ' " , tiy circumstances, be expected to receive a greater proportion i what I have assigned to them; — espe- cially if the Caughnawaga Canal project ever be carried in effect. Next let us assume that the docks will be built by either the City of Montreal, or by a Company ; the revenue in either case to be derived from the export shipment of grain and flour ; and from the shipment of westward bound return cargoes up the canal ; — leaving the mills, stores, graving-docks, &c., to pay the interests on their several respective costs. We have, I believe, no general precedent to authorise the supposition that they will do more. Now, of the various plans of docks, which have b(;e!i submitted, one class will cost no less than $3,000,000 (three millions of dol- lars) ; — and the other about 81,650,000 — omitting in both cases, graving-docks, stores, mills, &c. AVe will begin with a 83,000,000 project. The interest on this sum at per cent, is $180,000 ; and if to this we add for the annual expenses of repairs, laborers, watchmen lock tenders, «ke., say $60,000, wo have in round numbers $240, 000, as the approximate revenue that must be derived from ship- ping the bulk of 2,006,660 barrels, [omitting, for a moment, ihe consideration of westward bound freight] in order that the invest- ment shall pay 6 per cent. To do this, every barrel must pay nine cents ; or, allowing tho westward bound freight to equal 20 per cent of the exports, 7^ cents. But the present average charges on flour aii'l grain received at Montreal, and there shipped, do not exceed 6 co.ds per barrel of 43 bulk ; — and if Co every barrel of bulk we add 1 cent to cover the loss, which flour sometimes sustains, by the present system of carting from the lake craft or stores, to the sea going vessel ; — and for the diminished price at which it sometimes sells in foreign ports, in consequence of the barrels having become soiled by ex- posure and rolling on the wharves, [both of which items will be saved by the docks] we still have but 1 cents charge and loss by the present system, against 7^ charge by the docks. But the ad- vocates of docks assert that they will reduce the present charges to one not exceeding three cents. I do not see how, even admit- ting that they ship 2,666,666 barrels eastwardly ; — and the cost will evidently be greater if the amount shipped fall short of this^ as it infallibly would. I am informed that the flour of which the barrels are injured and soiled, and small portions of their contents lost by carting, sells at 25 cents a barrel less in Liverpool, than that which arrives in perfect condition. But from all that I can learn, not one barre in twenty-five is so injured. If it were, an allowance of one cent per barrel of flour only, would have been sufficient; — whereas I have allowed it on every barrel of bulk of flour and grain. But some years would necessarily elapse before Montreal could expect to secure so perfect a monopoly under any probable cir- cumstances; — and during the earlier part of that interval the har- bor charges would have to be as high as 80 cents per barrel; gradually diminishing with the progress of the monopoly until they should finally be reduced to a minimum a trifie greater than the other charges. If I am correct in these views, it will require iio further reason- ing to show that neither the City nor a Company should embark in an expensive system of docks. Let us now try what would be the eff'ect if the Province were to build docks at a cost of $3,000,000, for the export of 2,666,66(3, barrels of grain and flour. Ilere the $240,000 required to pay Y per cent on the invest- ment might be met by say 5 cents per barrel for dock charges (to make them lower than the present ones) amounting to $133,^335 and by a toll of 4 mills per ton per mile through the 69 miles of mm 44 the Canada Canals, or of 27.6 cents per ton for t1)e entire dis- tance. Now 2,606,666 barrels amount to about 266,066 tons ; so that the tolls would amount to $7.3,600 : — and the combined tolls and charges to 8206,93.3. Again, if the revenue from westward bound freight be assumed at 20 per cent of that as exports, the last sum would be increased to $248,380 ; from which deduct the $50,000 for annual expenses, and there remains $188,320 out of clear profit; or 6.28 per cent on the $?,000,000 cost of the docks. Therefore if the Province has $3,000,000, of spare funds to invest in docks, and can assure herself that it is possible thereby to secure not only the bringing of 2,666,666 barrels of bulk of grain and flour to Montreal annually by way of the Canada Ca- nals, — but a'so the sending of it away under such circumstances as shall reduce the throur/h freights to the New York standard, then she might possibly feel herself warranted in embarking in the project. Let us now proceed to the opposite extreme, and try what would be the result arising from cheaper system of docks, costing say $1,650,000; and shipping eastward annually, a bulk of one million of barrels of flour and grain. This amount I think, there is every reason to believe will actually be shipped from Montreal within a few years. I am informed that nt present she sends a- bout two-thirls of that quantity down the St. Lawrence. In this instance, the interest at 6 per cent on $1,650,000 is $99,000 ;■=— the annua' expenses say $50,000 ; — making the annual revenue re(iuired in order to pay 6 per cent, $149,000. To meet this we have the shipping eastward of 10,000 barrels at five cents (to reduce it below present charges and losses) or $50,000 ; — add 20 per cent for n^venue from Westward-bound freight, and wo have a total revenue of $60,000. So that even in this case, the City or the Company building the docks would sustain an annual loss of $89,000. Lastly, — suppose the Province should build these cheaper docks, would they in that case prove renumerative ? The Province in addition to the foregoing $00,000 of dock charges would receive tolls on her 69 miles of the Welland and St. Lawrence Canals for the ad'litional 332,333 barrels over what now go to Montreal, at 45 the rate of say four mills per ton per mile, — or 27.6 cents per ton, for 33,333 tons throughout. This gives us $9,200 ; — which add- ed to the $00,000 from dock charges makes a total revenue of $69,200 ; leaving an annual deficiency or loss of $79,800. It has been suggested that inasmuch as the Province, will soon be compelled, [without any reference to docks] to extend its canal basin space at Montreal, government might be induced to build the cheap system of docks, which would afford the required canal room, as well as satisfy the wants of the shipping interests. But the cost of the intended Provincial improvements will proba- bly not exceed $100,000 the interest on which being but $6000 would still involve an annual loss of $73,800, supposing the ad- ditional export of 333,333 barrels to take place. From the preceding remarks it appears to me that an attempt to reduce the present charges on produce by the construction of docks on any scale whatever, must be entirely futile ; and if per- sisted in, at this time, will but add one more to the many grand but unremunerative works which have already absorbed such immense sums of money in Canada. Under this conviction, I feel it encumbent on me to caution the citizens of Montreal against embarking in any system of docks, at least at present. Should future developments of commerce bring about a posture of aflfairs different from that which now exists, — and one which shall change the unpropitious aspect which the project now wears, it will then be time enough to take the matter up in earnest. I?"'ing the interval, the present harbor may be made to fulfil every necessary purpose, its improvements may be gradually carried on so as to keep pace, step by step with the increase of commerce ; — and at a very moderate expense when compared even with the cheapest system of docks. My estimate for the entire improvements which I have proposed between Victoria pier and the Lachine Canal, is but $326,343 ; — and for this sum, berths may be obtain- ed for at least 36 sailing ships of IQOOto 1200 tons burden, lying with their broadsides against piers and wharves, having 20 feet water at the very lowest stages; — besides nearly half a mile of wharfages with 18 feet water in Elgin, Metcalfand Sydenham iJ 46 ;l !i basin. In all cases there is room for two ships to lie abreast, so that double the number may be accommodated, and the harbor will not become crowded until it is required to berth more than 80 ships at once. It is barely possible that I have taken an erroneous view of the whole subject ; — but as no positive calculations in dollars and cents have been submitted to me respecting it, I have been com- pelled to institute one for myself. But on the otiier side it must be remembered that Ave sometimes deceive ourselves by generalizing on too grand a scale, without due consideration to the counteracting influence wliich may be exerted by many elements which singly we neglect as unimportant but wliich in the aggregate become truly formidable. So long as our imaginations merely indulge in vague dreams o' an unlimited increase of commerce, we may safely insist that the securing of it will justify an almost unlimittd expense ; — but when we are called upon to invest our money for that purpose, it is safer to reduce our ideas to a more definite shape ; — to compare carefully the several items on both sidt-s of the account ; — and prepare ourselves to answer with more certainty that important question *' will it pay" ? Canada herself is not wanting in illustrations of this position. Which of all the grand schemes that have been realized within her borders, was undertaken without a full conviction that it would pay ? None. Which of them has paid ? None. Let us then take warning by these examples ; — our case is far more encum- bered by doubt-suggesting considerations than were any of those just alluded to. We will now pass on to the question how large should docks bg for shipping, a given amount of produce, — say, for example one million of barrels of bulk. The shipping season at Montreal continues for about 1 months, or say 200 days. This would require at the rate of 5000 barrels to be shipped daily during the season of navigation ; or that the equivalent of a 1000 ton ship [10,000 barrels] should leave every two days. If we suppose, that by means of elevators and cranes such a vessel could be loaded ia 6 days ; or [to allow for discharge 47 lonths, barrels it the every jranes kharge of partial cargo also] say 8 days, tl)cn the clocks would need to be of only sufRcient capacity to contain four such vessels at a time, supposing one vessel to enter as another leaves, every 2 c?oys] be. side the lake craft which must be alongside of them to discharge. But such extreme regularity of entering and leaving the docks cannot be depended upon, — nor even an approximation to it, especially in tLo case of sailing vessels, no matter how perfectly the business may be systematized in theory. Moreover the arrival of the grain and flour is not equally distributed over the entire shipping season ; but a large amount is generjxlly crowded into market at the opening of navigation ; requiring an increased numbe^ of vessels to be ready for its reception at that time, to avoid the necessity for storing it. Should the docks be large enough to contain 20 vessels of 1,000 tons, they would in all probability be amply sufficient for the export of one million of barrels ; but those which I shall suggest will be capable of accommodating 38 one thousand ton sailing vessels, together with the lake craft, and a sufficient space for two large ships to pass ea(;h other. Beside this, they will admit of extension at a comparatively moderate expense to 3 miles of v/harfage, with a capacity of 100 ships of 1000 tons with their complement of lake craft, &c. Indeed should H ever become necessary, they may be extended to 6 miles of wharfage, at less cost than any other plan. The Point St. Charles project will (when fully carried out) berth 114 sailing ships of 1000 tons burden ; — and the Vigor Square project, the same; — in all cases supposing the ships to be in single row, broadside on the piers. It now remains only to examine the various plans which have been submitted for the docks. They are four in number, namely Ist. The Point St. Charles project; — 2nd. The Viger Square, Of Hochelaga project ; — 3rd. The Central ; — and 4th, that presented by myself. The first, third and fourth are shown on the plan prepared to accompany this Report ; and which is herewith submitted. For the second, I refer you to the plan prepared by Charles Maitland Tate, Esq., Civil Engineer of Montreal, and which also is herewith submitted. si- ■'* 48 III THE POINT ST. CHARLES PROJECT. This truly maguificont project contemplates the enclosing of a portion of the liiver St. Lawrence in front of the upper portion of the City, and extending down stream from the embanked approach of the Victoria bridge for a distance of about 8800 feet (or nearly Iths of a mile) to opposite Windmill Point: — and with a width of 1250 feet; measuring in both cases to the outer edges of the enclosing embankment. The area thus covered is 109 acres. The enclosing embankment will have a width of 150 feet on top ; by an average of 200 feet at the base. Its top (on which it is proposed to erect warehouses, mills, &c.,) will be 25 feet above low water of the river. On the river side the embankment will have a slope of IJ to 1 ; — and will be protected by a facing, 10 feet thick, of rough stones carefully deposited. On the inside it will be upheld and protected by cribwork averaging 19 feet high, by about 22 wide, and filled with broken stone. This cribwork will support a wall of masonry, 8 feet high, by 5 feet average thickness, — and strengthened by buttresses. [See Section No. 2, on the plan.] Behind these cribs and wall, will be a thickness of 20 feet of puddle; — which in my opinion should be carried down to a depth of at least 6 feet below the river bottom, to prevent leaks. From the lower end of these enclosed 109 acres, the lock pro- jects into the stream about 500 feet more ; having a chamber of 400 feet by 50 feet in the clear; — with a single lift of 20 feet above low water of 17 feet on the mitre-still of the outlet gate of the Lachine Canal. The river bottom will form also the bottom of the dock basin. It varies but little from level — and will require some blasting of rock only in the southwest corner, to secure the minimum depth of 20 feet in the basin. The space between the inner mound of the enclosing embank- ment and the shore will partly be occupied by the graving docks, S' S", and by the secondary basin T', which gives access to them from the main basin ; as well as to the lock K" of 5 feet lift, by which the docks communicate with the Lachine Canal. The remainder of the space, or 0' 0", will be rilled up with earth, for 40 basin. liiig of depth hiibank- ' docks, to them lift, by The Irth, for the formation of streets to unite tlie docks with the city. It it contemplated to confine the tail-race of the present mills between two rough stone walls rising to the level of said streets. A reference to the plan of the docks, and to the section of the enclosing embankment, will supercede the necessity for further description. As represented on the drawing, the Point St. Charles dock would accommodate eightj'-six 1000 ton sailing vessels lying broadside against the wharves and piers; but by increasing the number of piers it could be made to contain 114, besides lake craft. An ocean steamship of 19 feet to 20 feet draft will occupy about twice the wharfage of a 1000 ton sailing vessel. This project is better adapted than any of the oth-^rs to an economical application of its suri)lus water to milling purposes, inasmuch as the tail-water would discharge directly into the river, thus avoiding tlie expense of a long tail-race. The following is my estimate of its cost, provided only with the eleven piers shown in my drawing : — Lock, complete, as per estimate given in detail for my own project, which see. (Tliis lift being only 20 feet, while mine is 25, the walla will not be so high, but should be made thicker, in consequence of its great exposure to floating ice) $583,441 Outer guard-wall of lock, 200 feet long, by 27 high by 15 thick, = 3000 cubic yards, at $13 30,000 Cofferdam for lock, pumping, removing boulders, &c., say. . . 75,000 4 draw-bridges at $25,000 (the same as in the other estimate) 100,000 Enclosing embankment on three sides and at the lock, say 9000 feet long, by 140 wide by 27 high, = 1,260^000 cubic yards, at 40 cents 504,000 Additional embankment against mound of Victoria Bridge, and at the rounded south-east angle of the basin, — say 1200 feet by 140 by 27, = 168,000 cubic yards, at 40 cents 67,200 Protection of broken stone for outer slope of embankment and lock, 4,500 feet by 44 by 10, = 73,333 cubic yards, at $2.50, including blasting it from the dock bottom (mostly under water), and afterwards depositing it carefully on the outer slope 183,333 Main crib entirely around basin filled with broken stone, 8,200 feet by 19 (average height) by 21 J average width, = 109,637 cubic yards, at $1.40 (the same as in my project) 153,492 D T; m iilv ■ ;l : sm 60 Pier cribs (11 in number), 7,935 feet by 15 feet by 19 feet, 83,758 cubic yards, at §1.40 117,201 Puddliug, all round tlio basin, beliind tlic cribs, 8,300 fietby 20 liy 27, = 100,000 cubic yiirds, ut 20 cents a yard, inde- pendently of tlic Btuif, wiiicli was included in tlio ciubanlc- mont 33,200 Stone Willi around bnsin on top of main cribs, 8,200 feet by 8 by C, including buttresses, 14,578 cubic yards, at $10 145,780 Stone walls nrnund sides and ends of jders, on top of ]>ier cribs, 8,100 feet l)y 8 by 3 J, = 8,400 cubic yards, at $10 84,000 Filling up with broken stone behind wall on top of miiin cribs, 8,200 feet by 13 by 8, = 31,585 cubic yards, at 50 cents. . . 15,792 Filling up with broken stone on top of 11 pier cribs, 3,407 feet by 8 by 94, = 90,503 cubic yards, at 50 cents 48,281 Lock K", uniting docks with Lachine Cnnal — masonry 1000 feet by 15 by 7, = 3,889 cubic yards, at $13 50,557 Gates for lock, breast-wall, floors, machinery, &c., say 30,000 Two graving docks, as in other estimates 200,000 Culvert behind mills for tail-water, say two walls, together 4,000 feet by 25 by 8, = 29,630 cubic yards rough walling, at $5 148,150 4-inch ilooring over cribs, and for a width of 50 feet around the basin 255,000 cubic feet, at 20 cts laid 51,000 Sills for do, 00,000 cubic feet, at 15 cents laid 9,000 Filling with earth at 0', 1,300 feet by 325 by 24 average height, 375,555 cubic yards, at 40 cents 150,222 Filling with earth at U", 1200 feet by 100 by 21 average height, 14,333 cubic yards, at 40 cents 59 733 Cribwork at W W W" W", 1500 feet by 19 by 15, filled with stone, 15,833 cubic yards, at $1.40 22,166 Stone walls on top of ditto, 1,500 feet by 8 by 3J, = 1,555 cubic yards, at $10 15,550 Work at both ends of lock K", to allow vessels to enter, say. . 15,000 Puddle-trench excavation under outsr side and two ends of enclosing embankment, 5,380 feet by 27 by 6 deep (chiefly rock), 31,G80 cubic yards, at $3 95,040 Puddling ditto, 31,080 cubic yards, at $1 31,680 $3,087,878 Add for contingencies of very hazardous' construction, 25 per cent 771,969 Total $3,869,847 51 61,000 9,000 150,222 59 733 22,166 15,550 15,000 95,040 31,680 1,087,878 771,969 ,869,847 By omitting for tlio present all the piors and the graving-docks, as well as most of the earth filling 0' 0", and of the covered tail- race, the 2yri mar 1/ expenditure iniijht be reduced to $3,000,000. liut if the introduction of the tailrace of the water works, or of a now feeder into the docks, bo insisted on, t!ien an addition must be made for that item. Neither of tliese is necessary, for by widen- ing the few narrow spots on the Lachine Canal, a sufficiency of water may be admitted into it to supply docks also. From what I have before said, it follows that I must consider the cost of this noble project (even with the suijgested reductions) ns an insuperable objection to it. It is unnecessary to recnpitidate reasons already given. The objection would not apply with so full force as it does, were the plan susceptible of being carried into execution by degrees. ]}ut it is evident that at least the entire enclosure, — the locks — and some other essential accessories must be completed before it can be appliod to its intended purpose, even on the most limited scale ; and these constitute the great bulk of its cost of §3,000,000. Another objection of no light weight, is its difficulty of access from the city. The main approach to it must necessarily be near its northwest corner, across the present drawbridge over the Lachine Canal, — aided perhaps by one or more new ones close to it. The crowded condition of the Canal renders tliis resort to bridges over it a serious drawback to the project. Again, in the opinion of many citizens of Montreal, the structure would be in danger from the shoving and piling up of the ice, which it is well known acts in front of that city with a peculiarly destructive energy. Commissioners Street (running along the front of city) is 21 feet above low water, and although sometimes overflowed a few inches in winter, is generally regarded as high water mark. Yet the ice has been piled to a height of 25 feet upon it; reaching to 46 feet above low water, and nearly to the cornices of the warehouses with which the street is lined, — and actually crushing in parts of the heavy revetment wall of solid masonry, which acts as a retaining wall to the eastern side of the street. Now the top of the embankment which is to enclose the Point St. Charles Docks is but 25 feet above low water,— or but 4 feet ,.^=s«l 52 above Commissioners Street, — or 21 feet below thehoigbt to which the ice piles up on paid street. The construction of tlie Victoria Bridge will dimini„-i the virtual width of the St. Lawrence at that point, about \ part ; and I am apprehensive that the increased velocity of the river, produced not only by this contraction but by that caused by tl"; docks themselves, will at time«* serve to augment the height of the inun- dations caused by the packing of the ice at St. Helen's Island ; — and that this fact, aided by the facility which the outer sloped face of the dock enclosu^i affords to the ascent of the ice, may expose the structure to imminent danger, not only during its con- structipn, but even after its completion. I do not hesitate to assert that I consider the construction of the work to be attended with great hazard, unless proceeded with in a much more secure and expensive method than is at present intended : — and even if it should be complete'l, it is not difficult to conceive that the falling in of the overtopping ice should at times cause great damage to vessels win^'ering in the docks. Whether these apprehensions be well founded or not, they are at least entertained by residents of Montreal, as well as by myself; and a projected harbor diould be " above suspicion." It may be remarked of an?/ one of all the proposed pla^s of docks for Montreal, that if it should cause the improvement of the present harbor not to be proceeded with, — and should all vessels of heavy draft be compelled thereby to go into the docks, there to discharge at a no less cost than they could do in the harbor, and thus incur the expense of increased cartage, I conceive that a direct injury would be inflicted upon the local commerce. A very few persons owning unimproved property near the docks would be benefitted ; but the very many who have already invested their money in the erection of costly warehouses along the present harbor would sustain severe losses. If the Point St. Charles project ware constructed in such a manner as to preclude all possible danger from ice — and completed with all its piers, — having the space between the docks and the shore filled up, and properly improved with streets, it would form one of the finest works of the kind in existence ; but I am confident i' 63 I such a ipleled id the Id form ifident that this could not be effected for a less sum than about $5,000,- 000. THE VIGBR SQUARE, OR HOCHELAGA PROJECT. See accompanying plan prepared by Mr. Tate. This project proposes to carry a coniinuous line of 3^ miles of narrow docks and canal directly through the length of the city, — and nearly parallel to the river front ; the distance Jietween said line and the river ranging generally from l-5th to ^ mile. Commencing with two locks, each of about 13 feet lift, which unite them with the River St. Lawrence at Hochelaga Bay, 2^ miles below the outlet lock of the Lachine Canal, the reposed docks are carried with a width of 200 feet, and a depth of 20 feet, for a distance of 1| miles to Viger S piare. Hot-e luoy expand into a bnsin 400 feet long, and 550 feet wide. At the upper end of this basin, the docks proper terminate ; and the extension upward from that point consists of a Canal IJ miles long (with 100 feut of surface width; and 10 feet depth of water) which finally opens into the Lachine Canal, and on a level with it, at Seminary Basin. Th's Canal prolongation of the docks proper is intended to serve the double purpose of a feeder for the docks, from the Lachine Canal ; and of an avenue through which the lake craft can pass from said Canal to the sea-going vessels lying in the docks proper, at and below Viger Square. In order to furnisii snffioent room for large lake craft to jjass each other with facility, the sides of the Canal are proposed to be nearly vertical, — and to be protected by planking sustained by double rows of piles connected by land- ties. A similar course is also proposed for the docks proper. At Haymarket Square the Canal expands into a small basin ..bout 300 feet square : and an enlargement of the Seminary Basin is proposed where the Doi-k Canal enters the Lachine Canal. I consider 200 feet rather too narrow a width for a long line of dock, as it would not permit two steamships to p;iss each other between two similar vessels lying on opposite sides of the dock, and having large lake craft along -ide transferring cargo : and such a contingem^y would frequently occur in docks doing a heavy business. ■M 54 The number of drawbridges, with their annual expense of attendance is an unfavorable feature in this scheme ; as is also the fact that the lower portion of it is too distant from the centre of business. The communication with the Grand Trunk Railway would require a much longer branch than any of the other projects. This project, however, is characterized by one highly important feature which is possessed by none of the others : and that is, that it avoids the rapid current St. Mary, — and with it the cost of towing, and the vexatious delays to small sailing craft, by which ibis attended. A most unfortunate error was committed in the original selection of the site of Montreal, by placing it just above, Instead of belotv this rapid ; and this error has been confirmed by the subsequent one of not placing the outlet of the Lachine Canal (as could readily have been done at the time) below the same rapid. The only feasible remedy that now remains for the partial rec- tification of these oversights, is the construction of the Viger Square scheme of docks and canal. But I fear that the expense attending its execution, — and the absence (in my opinion) of all pecuniary inducement for undertaking it will constitute insur- mountable impediments to its realisation. The great value which (since the completion of the Lachine Canal) has been attained by the property through which the project would pass ; together with the large amount of space required, appears to me to preclude all hope of a successful issue. The estimate of Messrs Tate and Trudeau, Civil Engineers for the cost of the docks and canal alone, — without any allowance for graving-docks, ground, and destruction of buildings, is SljYoOjOOO. But the water-area alone of the docks and canals is about 65 acres, — without making any allowance for tow-paths, streets, and railway tracks along the docks ; space for warehouses, and all the other collaterals of the scheme. I am informed, however, that of these Co acres, it is probable that 17 would be contributed gratuitously ; thus leaving but 48 to be purchased. These last could probably not be obtained at a less average rate than $15,000 an acre; or a total of $720,000 ; thus 55 probable ,ut 48 to at a less ; thus swelling tho cost of docks, canal, and the space actually occupied by their water surface to $2,4'70,000. To this must be added tlie cost of buildings destroyed, as well as of those injured, — the pur- cliase oi" whole lots which would be rendered valueless to their present owners, when a large part should be taken away from them ; interference with the present gas, water-pipe, and drainage system of the city, &c., &c. Although I do not suppose that $250,000 would cover these items, still, as perfect accuracy is neither essential, nor attainable at this moment, we will assume, that sum to be sufficient. This gives us 82,720,000, as the very smallest expenditure that would serve to construct the docks and canal, wi'hout tow-path, wharf-room, or any of the collateral requirements of the scheme ; and supposing the first item of the estimate to be correct. It will be seen that Messrs. Tate and Trudeau have marked on their ^)Ian, a space of 200 feet wide along each side of the docks as requisite for warehouses, streets, wharf-room, &c, : and I concur with t'iem that a lo^s width should not be secured for those pur- poses. This would require 86 acres more. But we should a Id at least 50 feet on each side of the canal for tow-paths, — narrow wharf space, — and for the branch railway from the Grand Trunk. These require still 20 acres in addition, making in all - acres more; and if we assume an average of but $16,000 per a^ire as sufficient to cover both ground and buildings, we have 81,690,000 as their total cost. Tiiis swells the estimate to 84,416,000. Finally we should take into consideration that the wharfing proposed for these docks, and for their canal-feeder, is very tem- porary in its character when compared with that proposed by M . Forsyth for tho Point St. Charles, or k)y myself tor tho central, and for ray own project. To bring the estimates of the three projects, tlieretbic, to terms of equality, for enabling us to judge fairly of their comparative merits, I find that wo must add «/ least 8700,000 for this item alone, — making the estimate 85.116,000. I have not seen the details of the estimate for this project ; but I observe that the total for the two locks at Ilochelagn l^ay is set down at 8272,000 ; whereas mine for two of the same dimensions for the central project, is 8678,000 ; or two and a-half times as great. mmmm ofm I I 1 'i 86 I have omitted the cost of the excavation, grading, &c., ne- cessary for preparing the ground for the purposes of streets, rail- way tracks, warehouses, cko. ; and indeed I might Vefer to other incidental sources of expense, such as graving docks, &c., were it not tliat tlic sum already reached, — or one half of it, — is sufficient basis for my i>l)jectini; t) this otherwise admirable scheme. So thoroughly convinced am I of the entire inadvisability of in- vesting money in any of the proposed dock projects, — and so incontrovertible do the calculations of revenue into vfhich I have already entered appear to me, that I should consider it a mere waste of time to prolong the discussion of this point. The intrinsic merits of the Viger Square scheme had strongly prepossessed me in its favor ; but a close investigation of all the points involved, compel me unwillingly to class it along with the others, as being notliing more than a capacious abyss, into which much money may be recklessly thrown away. Previous to making any calculations on the subject, I had sup- posed with many others, that in case the Provincial Government should not see proper to undertake its execution, it might at any rate be ensured by the organization of a Company, who should purchase all the required property, depending on its rapid increase in value, after the completion of the docks, for reimbursing them- selves ; it being at that time taken for granted that the docks and canal would at least return an interest on their own immediate cost. But as our calculations show that the latter supposition is untenable, the former, wliich was based upon it, must necessarily be abandoned also. The paramount object of docks is to diminish the present port c barges ; — but inasimieh as we have seen that even tlic cheapest system of tlm'ks mu-^t increase them, the entii-e subject assumes a ditlerent phase. The Viger Square scheme wt)uldinvolvethenecessity of aseries of draw -bridges through the entire length of tlie city. A very limited amount of water-power might be rendered avaihibio near its outlet into the St. Lawrence. I attach no great force to the suggestion that the general drainage of the city would be benefited by the proiect, inasmuch as the Canal surface would in certain parts be higher than the 1 1 1 i, 1 :r 1 J ' ■ 1 i ; !l i' mm. TV 51 city levels ; and there are various other considerations connected with the peculiar topography of Montreal, which involve the ques- tion of its drainage in some difficulty. My attention, however, was not directed to that subject, nor did I devote any time to its investigation. Deeming it unnecessary to discuss the many minor arguments in favor of, or in opposition to, the Viger Square project, I will now pass on to THE CENTRAL PROJKCT. This scheme, like the Point St. Charles, does not involve the necessity for purchasing the ground which it occupies, inasmuch as its location will be on a piece of property belonging to the Provincial Government, and purchased for the express purpose of being appropriated to canal basins. The intention of the Govern- ment will of course be fulfilled to a greater extent than was anti- cipated at the time of the purchase ; for lake craft could not only lie in the docks, as was intended, but could unload directly into the sea-going vessel. The locality, as well as the disposition which I should suggest to make of it, is shown on my plan. It comprises between 28 and 29 acres, with a front of about 1500 feet on the North side of the Lachine Canal. It will not require the destruction of any buildings, or interfere with any important thi)roughfare. The average depth of excavation required for 20 feet of water is 16 feet (as the general surface of the property is 5 feet below that of the canal), with an embankment around the sides of 10 feet in height. The material is earth, very favorable for the purpose. It will be seen that I propose to wharf the sides of the basins and of the deepened canal, as well as the piers, in a permanent and substantial manner, m shown at Section No. 1 on the plan. This section is the same that T propose for my own scheme of doi'ks. ' The four piers have an average length of 655 feet each, and a uniform width of 100 feet. They and the face-wharves afford IJ miles of wharfing, and will accommodate 40 ships of 1000 tons burden lying singly, broadside on, — beside the lake craft. m ■.■aw ....ffi«*.AJWiWJIW !i ;1 * ' ' •I i. 68 The space of 300 feet is left between the outer ends of the piers, and the South side of the Lachine Canal, to facilitate the turning of steamships and other large vessolH. All the wharves and piers are perfectly accessible from the city, without thb intervention of draw-bridges. A draw-bridge, however, would be required over lock B". The docks thus described will communicate with the River St. Lawrence through that portion of the Lachine Canal which is lettered A" B" G" H" J" and colored green :— and which would be deepened to 20 feet for tlie purpose. The two locks A" and B", each of 12^ feet lift, — and of 400 feet by 50 feet clear in the chamber, would also be necessary. The most serious objection to this scheme, is the inconvenience which would result from the interruption of the Lachine Canal for perhaps 2 years, by the proposed deepening, and by the con- struction of the locks, and of new face-wharves in basins No. 1 and No. 2. Perhaps of no less weiiih' is the objection that the Canal basins are already crowded ; and the ,>ei essity for passing large sea-going vessels through them after the c >mpletion of the docks, would greatly increase the inconvenience now experienced. Being upon firm ground, the construction would be unattended by any hazard. Should graving-docks be required, they may be placed at R' R', which is the site I propose for my own. These central docks are disadvantageously situated for the application of their surplus water to milling purposes, in consequence of the great length of expensive tailrace which they would involve. This, however, might be obviated by introducting water for mills from above the St. Gabriel Lock, and letting it discharge into the docks after having performed its work. It appears to me th.it the best mode of etlecting a communica- tion with the Grand Trunk Railway, would be by berthing the communicating vessels along the South side of the Canal, opposite to the docks. The following ia my Estimate of the cost of the Central Project : Excavation of 2 lock-pits, 78,000 cubic yards, at 40 cents. ... $ 31,200 2 locks, 43,000 cubic yards, masonry, at $13 559,000 69 Floors of chamberg, and aprons between ■wings 28,000 6 pairs of gates, and fixtures complete, at $8,000 48,000 Crabs, chains, collars, anchors, rollers, segments, &c., 6 sets at $2,000 12,000 Total for 2 locks $ 678,200 Deepening 100 feet in width of Basin No. 1 to 20 feet (now 16 feet) 6GG6 cubic yards, at 50 cents 3,333 Deepening 125 feet in width of Basin No. 2 (from F" to G") to 20 feet (now 9 feet), 46,000 cubic yards, at 50 cents 23,000 Deepening Lachine Canal for 125 feet in width from G" to $ (3540 feet) to 20 feet, (now 9 feet,) 180,000 cubic yards, at 50 cents 90,000 Excavating Basin, and forming part of the stuff into embank- ment around the basin, 1500 feet by 820 by 5, = 683,333 cubic yards, at 25 cents ^ 170,833 Rough cribwork, 4 feet high, 5 feet wide, and 400 feet long, in Basin No. 1 (to uphold side of excavated channel), filled with stone, say 300 cubic yards at $1.40 420 Rough cribwork in Basin No. 2, along the line F" G" H" for the same purpose, 2000 feet long by 11 high by 8 wide, 6518 cubic yards at $1.40 9,125 Wharfing the North side of Basins No. 1 and 2, and of the Canal as far as the docks, as per Section No. 1 on my plan, say 3000 lineal feet at $31 70 95,100 Similar wharfing around 3 sides of the dock-basin, and around each of the 4 piers in the basin, 8620 lineal feet at $31 70. . 273,254 Similar wharfing on the South side of the Canal from H" to S, 2400 lineal feet at $31 70-100th 76,080 Drawbridge accross lock B" 25,000 Filling in of the 4 piers in the docks, with earth excavated from the basin, 166,000 cubic yards at 12J cents 20,750 Add contingencies 15 per cent. $1,465,095 . 219,763 Total $1,684,858 Exclusive of graving-docks. By omitting all the piers, as suErgested for the Point St. Charles project, the primary outlay would be reduced about $180,000. making the cost only $1,504,858. The docks would then accommodate 20 one thousand ton sailing ships lying singly alongside the whaives, — with abundant space for lake craft. I ■■■>., mm ■I \' I 60 Having regard to all tlio acliuililies of the case, I consider the Central project as an infinitely more advisable one than either of the preceding. Finally, we will examine the scheme for docks proposed by myself. The site for this is a strip of ground M' M' M" M" about 445 feet wide, — lying between, and nearly parrallel to Wellington Street, on the west, — and Canal Basins Nos. 1 and 2, on tlie east ; and extending southwardy 3,000 feet from Grey Nun Street, which form its noithern limit. In addition to this, it embraces the elbow W, and the space occupied by the lock C". All of these are colored darker blue than the remainder of the plan. This site is perfectly accessible from the city, — and far more convenient to business than any other that presents itself. lu order to prevent any interruption to transit along Common Street, two d:awbndges are proposed across the lock 0" which even in the busiest times, would not be used more than 4 or 6 times in 24 hours. An avenue from 70 to 90 feet wide, and floored with 4-inch plank, will surround the docks, — as shown by the yellow line. The depth of excavation for giving the docks a depth of 20 feet will average 15 feet ; and in order to give the surrounding avenues a height of 5 foot above the surface of the water, a portion of the excavated material will be made into embankments 10 feet high a'.ound the docks. The dock basin itself will be 275 feet wide. lis short extension to the south of the Lachine Canal is for the accommodation of the Grand Trunk Railway. Mills wiih short tail-races may be advantageously placed around the north end of the dock basin. Gi'Hving docks, if required, may be constructed, as shown at R'R'. This, like the central prrject, is free from all danger from in- terruptions from the river during its construction, and may be carried on in perfect security. Neither will warehouses or mills along its sides be liable even to suspicion of injury from the same eource. I 01 It avoids all that serious interruption to the Lachino Canal which characterizes the central project, and it is in the very midst of the flour and grain business. The portion colored dark blue, and enclosed by the letters M' M' M' M" M", will furnish 5,800 lineal feet (or 1 1-lOth mile) of available wharfage, and will with ease accommodate 38 one thou- sand ton sailing ships lying singly alongside of the wharves, together with their complement of lake craft — a number amply sufficient for the export of 2,500,000 barrels of bulk annually, without the necessity for storage. I have before remarked that such steamships as ply between Montreal and Europe require about as much wharfage front as two 100 ton sailers. Estimate of Cost of Docks proposed hy Soma. C. Tractwink: Excavation of lock-pit, 66 000 cubic yards, at 40 cents $ 26,400 Maaonry of side walls of lock chamber, 800 feet long by 54 high (allowing 7 feet depth of foundations) by 20 feet ave- rage thickness, = 31,000 cubic yards, at $13, including a short cofferdam at outlet 416,000 Two upper wings, 200 feet by 28 feet high (allowing 6 feet depth of foundations) by 9 feet average thickness, 1,867 cubic yards, at $13 24,271 Two lower wings, each 100 feet long, or 200 feet feet in all, with a mean area of 575 square feet, 4,260 cubic yards, at $13 55,380 Breast-wall, 50 feet by 32 by 14, = 830 cubic yards, at $13 10,790 Floor of lock, and apron below the lock, 78,000 cubic feet of timber, at 20 cents a foot in place 15,600 Two pair of gates, at $10,000 a pair 20,000 One pair of upper gates 9,000 Crabs, chains, collars, anchors, roller segments &c. 3 sets, at $2000 6,000 Total for lock $ 583,441 7000 lineal feet of wharfing around the dock basin, as per sec- tion No. 1 of accompanying plan, at $31 70 221,900 Excavation of basin M' M' M" M", 3100 feet by 315 feet (includ- ' ing thickness of wharfing), by 15 average depth, 542,500 cubic yards at 25 cents 135,625 Excavation of basin W, 500 by 300 by 11,61,000 cubic yards at 60 cents 30,500 ':!- H i ilV 92 €rib3 filled with stone across the Lachinc Canal at the two places at which it intersects the dock basins, (for upholding the steps made in the bottom by deepening from 9 to 20 feet), 550 feet long by 11 high by 8 thick, ITOS cubic yards at $1.40 2,510 4 draw-bridges, at $25,000 each 100,000 $l,0t3,976 Contingencies 10 per cent 107,397 $1,181,373 Add for ground and buildings, as per estimate of Messrs. W. Spier & Son, of Montreal 485,000 Total $1,066,373 No deduction is made for the value of luaterials in the build- ings. Hence it appears tliat my project will cost but $18,485 less than the central, and will accommodate 8 ships le?8 than it. An excellent feature in my project, and otie which dislinguishes it from all the others, is the moderate outlay at which it admits of almost indefinite extension. Should an enlargement be required at any future day, I should recommend the removal of Tate's dock, and the construction of three parallel basin, instead of the one shown on my plan on the property of the Provincial Government lying on the south of the Lachine Canal. By this means far more extended facilities for mills would be obtained, beside securing an additional wharfage of 10,008 lineal feet (or nearly 2 miles), capable of accommodating 66 additional one thousand ton ships ; and all at the following very moderate cost : — 1000 lineal feet of wharfage like Section 1, at $31.70 $317,000 1,130,000 cubic yards of excavation, at 25 cents 282,500 $599,500 Contingencies 10 per cent 59,950 Total $659,450 This, added to be preceding estimate for my project, makes 12,325,823, for which we get 3 miles of wharfage, or a third of a 63 11 mile 7Hore than is shown by the plan of the Point St. Charles, even with its eleven piers, and at an expense of full $1,000,000 less than it woxild cost. The extension shown on the property of the Grand Trunk Rail- way Company would give 1 \ miles more of wharfage ; and finallly the docks of the central project (omitting its locks, «fec.,) might be brought in with an additional IJ miles, giving in all 6 miles of wharfage, against the 3 6-10th8 miles of the Point St. Charles project, luhen filled ivith piers to its utmost capacity ; and at a total expense not exceeding that of the Point St. Charles, when it shall be completed, as shown on my plan ; but omitting the grav- ing docks. It appears to'me utterly impossible to hesitate between the two. With this I conclude. I have investigated the general question of improving the Port of Montreal to the best of my ability ; and in doing so, I have laid before you my reasons and my figures, in order that any errors may be detected and rectified. I again recommend to the citizens of Montreal to confine their attention to the improvement of their present harbor, and to lay aside all dock projects for years to come. liut if, after reading my arguments, they still insist upon a sys- tem of docks, I should advise them to adopt the one proposed by myself, as combining the elements of economy, capacitj', conve- nience and safety to a greater extent than any of the others. In conclusion, gfutlemen, permit me, through you, to convey to the many citizens of Montreal Avith whom I came in contact during my visit to your city, my deep sense of the kindness and courtesy so universally manifested towards me by them ; and allow me to subscribe myself, with high respect. Your very obedient servant, JOHN C. TRAUTWINE. ■i \ r- Philadelphia, Nov. 3, 1858. !:• t \ nil MAL mm TO m ooem FROM THE WEST ; AND DOCKS AT MONTREAL. CONSIDERED IN A LETTER TO THE HARBOUR COMMISSIONERS. BY THE HON. JOHN YOUNG. ■■mmt ■) 1 ! ■< if ;' Ml 'i t ; : i i i I- LI 1 Vi i :' iH i: .1 TO THE HiRBOVR MnOB OF HONTRE&L i GENTLEMEN, The Report lately laid before the Harbour Commissioners of Montreal and a Committee of Citizens on Harbour Improvements, by Mr. Trautwine, embodies opinions in reference to the Public Works of Canada and the route of the St. Lawrence from the interior, as to their power of competition with the Canals of the State of New York for the vast and rapidly increasing trade between the Atlantic and the Western States of the Union, as well as of Western Canada, so utterly at variance with all previously ex- pressed views on the same subjects, that I deem it my duty to point out what seem to me Mr. Trautwine's erroneous conclusions. I shall at the same time examine his Report in reference to the construction of Docks at Montreal. On this subject, it is well known that I have always connected the subject of Docks at Montreal with the improvement of the St. Lawrence navigation from the Upper Lakes^ and with the construction of a Canal to connect the waters of the St. Lawrence and Lake Champlain ; and it is on this broad ground that I still urge the necessity of Docks, believing as I do that the whole subject must soon receive that attention from the Executive of CanaJa which its importance demands. I shall confine my attention to Mr. Trautwine's Second Report on Docks, as there is nothing in his first Report on the improve- ment of the present Harbour which calls for particular notice. The improvement of the Island Wharf has been under considera- tion by the Harbour Commissioners for some time and had been M ii' if 68 If resolved on, and the mode of construction pointed out by Mr. Forsyth previous to Mr. T.'s arrival in Montreal. TJie plan sug- gested by Mr. Trautwine for the accommodation of the Ocean Steamers will not, in my opinion, upon examination, be found so desirable as that suggested by Mr. Forsyth ; nor do I think it will be prudent to build any of the wharves on the slanting principle suggested by Mr. Tate, and approved by Mr. Trautwine. To the people of Canada, there can be no object of so much importance as that of securing the great and growing carrying" trade of the interior, which was the chief reason for the con- struction of those expensive works which connect Lakes Erie and Ontario, and which line the St. Lawrence from Kingston to Montreal. It was not for the carrying-trade of Canada alone that these works were constructed. If they fail to secure their object — which, up to this time, is the fact — the result will be dis- astrous to the Province in a double point of view ; for it will not only lose a great and flourishing trade, which in my opinion it is in the power of Canada to secure, but it will be burdened with costly and unproductive works, which, instead of being a source of revenue, are even now, as will be shewn, an annual drain upon the coffers of the Province. Mr, Trautwine says : — " The high rates of insurance incident to the navigation of the River and Gulf of St. Lawrence, and the expenses of pilotage and towage on the river, combine, with other causes, to raise the charge on the freight of a barrel of flour, to Liverpool, to 25 or 35 cents more from Montreal than from New York ; — and so long as the bullc of exports shall exceed that of imports into Canada by 300 or 400 per cent., there is no assign- able reason, that I can suggest, why this disparity should cease. " Should the foregoing arguments prove insufficient to demonstrate the inexpediency of embarking in an extensive scheme of docks, it may be added that the State of New York, sooner than submit to the diversion of this branch of her exports, ond permit it to seek Canadian channels^ would, doubtless, choose the least of two evils, and reduce her canal- tolls to such an extent as to paralyse all efforts to that effect. According to this view, the efforts of Canada to make the St. Lawrence the great highway from the West have been blunders ; even if she were successful in securing a diversion of Western il&il^ ; by Mr. plan sug- le Ocean found so ak it will principle so much carrying" the coa- ,kes Erie ngston to ida alone !ure their 'ill be dis- it will not (inion it is ened with r a source Irain upon the River towage on the freight m Montreal lall exceed no assign- ase. emonstrate :ks, it may le diversion channels, her canal- t. ke the St. blunders ; )f Western trade into Canadian channels, the State of New York would paralyse all our eflForts to maintain ti.. .j trade by reducing her canal-tolls. For these and other reasons, which I shall refer to here- after, Mr. Trautwine advises the citizens of Montreal " to confihe " their attention to the improvement of their present harbour, and " to lay aside all dock projects for years to come ;" and that any " attempt to reduce the present charges on produce by the con- " struction of docks on any scale whatever, must be entirely futile; " and if persisted in, at this time, will but add one more to the " many grand but unremunerative works which have already " absorbed such immense sums of money in Canada. Under this " conviction, I feel it incumbent on me to caution the citizens of " Montreal against embarking in any system of docks, at least at "present. Should future developments of commerce bring about " a posture of affairs different from that which now exists, and *' one which shall change the unpropitious aspect which the pro- " jeot now wears, it will then be time enough to take the matter " up in earnest." The opinions thus expressed by Mr. Trautwine go to shew that the route from the West through the State of New York to the ocean, must continue to have a decided superiority over the route through Lower Canada; — that the merchants and the great majority of the citizens of Montreal are not fit judges of what is requisite to obtain a share of that trade ; — that it is useless to make further efforts at present for such an object, but should " future developments of commerce " " providentially" bring]about a dilVerent posture of affairs, it will then be time enough to move in the matter. In such a policy I, as a Canadian, and especially as a Lower Canadian merchant, cannot coincide ; and although it is a labour I would at present rather avoid, still, the matter is of so much public importance, I deem it ray duty to give my reasons for differing with the views thus expressed by Mr. Traut- wine. The question presented for discussion by the foregoing ex- tracts, is not whether Docks should be constructed at Hochelaga, or at Point St. Charles, or on the lands of the Grand Trunk Company, but whether the prospects of trade by the St. Lawrence ■ 'i IM WBWllWMR^mmnMHlliai II i ■ A ! II .1 I" I « ■8 li 1 1 ■ I route warrant the construction of any Docks at all. As I before said, this is a subject of the greatest possible inoportance to every resident of Canada, but particularly to the residents of Lower Canada, for if the great and growing trade between the Atlantic, Western Canada, and the Western States, is to continue, as it does now, to centre in New York, to diverge from the St. Lawrence in its transit, and not to come nearer Montreal than Oswego or Lake Ontario, 250 miles above this city, then it is true that Docks will neither be required at Montreal or Quebec, and the construction of our canals as well as our railways must be considered blunders, and prove an annual drain upon the Canadian people. Let me first point out, as briefly as possible, the cost of our public works on the St. Lawrence route, and the amount for which the people of this country are now annually taxed to pay the interest on these works. By the Public Accounts of 1857, it will be found that the cost of the Welland and St. Lawrence Canals, up to 31st Dec. of that year, was £3,514,322. Deductions from revenue for repairs, collections, &c., &c.— "Welland Canal £29,027 St. Lawrence Canal 21,775 Expense of general repairs, as per Table No. 13' in Public Accounts, as per special appro- priation 33,529 Interest on £3,514,322, at 6 per cent., 210,859 £295,190 Deduct total receipts from Welland Canal 59,828 " " " » St. Lawrence Canal... 17,867 77,695 Loss for 1857 in operating Welland and St. Law- rence Canals £217,495 In the next place, the advance to the Grand Trunk Railway Company by the Province, and the interest paid on the Deben- tures, amount to about £4,500,000, the interest on which is £270,000, so that the annual loss on our canals and the Grand Trunk Railway amounts to £487,495. If we add to this the loss arising from other unproductive canals and railways, we have an amount exceeding the sum of $2,400,000 per annum, which the people of Canada are now compelled to pay by duties on imports. mmmBm 71 These figures, which cannot, I believe, be contradicted, shew how great an interest the people of Canada have in the solution of the grand question whether the natural route for the great trade of the Western States and of Western Canada is to be through the St. Lawrence river to the Eastern States and the ocean, or whether that trade must continue to flow, as at present, through the more artificial canals of the State of New York, 250 miles above Lower Canada. The question thus at issue between Canada and the State of New York is, therefore, as to which of tbesa two great water lines can best supply the link wanted to connect the North- -west with the ocean. This subject has been so ably argued by Messrs. Childe, Kirkwood and McAlpine, in their Report dated March, 1858, and addressed to the Harbour Commissioners of Montreal, that it is unnecessary for me to allude to the course of that trade, or to their statements in proof of its magnitude. The works erected on these two routes to facilitate the trans- port of freight may be briefly described as follows : At the outlet of Lake Superior, the first obstruction to navi- gation is overcome, on the United States side, by a Canal one mile in length, with two locks, which will pass vessels of 1200 tons. This work was constructed by the United States Com- pany. The Welland Canal, on the Canadian side, connects Lakes Erie and Ontario, and is 28 miles long. The St. Law- rence Canals are made to overcome the various rapids of that river. And the Channel of the St. Lawrence between Quebec and Montreal has been deepened so that sea-going vessels draw- ing 18 feet at the lowest stage of water come up the river as far as Montreal, and operations are now being carried on to secure a channel of 20 feet. The State of New York has built a Canal from Buff"alo on Lake Erie, and from Oswego on Lake Ontario, to Albany on the Hudson River, a combined length of 669 miles, which now ad- mit boats of about 100 tons, but will soon be completed for the passage of boats of 250 tons. The New York Canals were opened in 1826. The enlarged St. Lawrence Canals were opened in 1848. Both routes have been in use since the com- II' i . ! V i •■-lipp" mmemmn. s^ 'ii 72 I i ; 1 I.' i U \' <, I; '\ .a it pletion of the works : but it is matter which admits of no doubt, that the St. Lawrence route has hitherto completely failed to attract any considerable portion of the Western States trade ; and that since the passing of the United States Bonding Act, in 1849, the great bulk of the exports from Western Canada, have been carried across Lake Ontario to Oswego and other Lake Ports, for shipment to Atlantic Ports, and for Sale in the Eastern States. This will be manifest from from the following state- ment : — The receipts of wheat and other grain, and of flour reduced to grain at the rate of 4^ bushels to the barrel, at the Ports of Buffalo, Oswego, Dunkirk, Suspension Bridge, Rochester, Cape Vincent and Ogdensburgh, in 1856 were 48,391,055 bushels. 1858 " about 52,000,000 «' In Montreal the receipts in 1856 were 4,509,243 bushels. 1857 " 4,392,453 " 1858 " 6,215,194 " It thus appears that the receipts through our Canals at Mon- treal in 1856, were about ten per cent, of receipij at American Lake Ports, while in this year the receipts are also ten per cent* Again, the Exports //•o»i Ports in Western Canada to the United States, per Trade and Navigation returns, were : — Wheat. Total. Other Grain. Flour reduced to Grain. 1856— 4,362,3Y9 735,341 1,107,990 6,005,710 bushels. 1857—2,340,372 462,580 1,690,016 4,492,968 " These figures shew that the exports from Western Canada to the United States Lake Ports, exceed the whole of the receipts at Montreal, which include receipts both by railway and canal and all that comes from the United States and from Canada West. In a letter written to the Hon. Mr. Lemieux, Chief Com- missioner of Public Works, in 1855. I pointed out the tendency of this course of trade in the following words : — :' h 73 m "Let it be remembered that previous to 1849, before the United States bonding bill came into operation, there was no exportation of cereals from Canada into the United States, or next to none. But what has been the amount of wheat and flour so exported since that date ? Reducing wheat into flour, the amount will be found to be as follows ;— In 1849 24,936 barrels. " 1852 " 466,912 " " 1854 762,575 " " These figures establish but too clearly the course which the trade has been taking; and the results of the trade of this season, when ofiScially known, will prove that a larger proportion than ever of Western Gana, da cereals has found a passage into the United States. In other words, that the carrying trade of Upper Canada products, by the St. Lawrence and the Canadian canals, is rapidly decreasing, and that of the State of New York rapidly increasing. A single fact will conclusively establish this disagreeable truth. During the four weeks ending on the 31st of October, the quantity of Canadian wheat received at the Port of Oswego alone, was 627,000 bushels, whilst the total receipts of Canadian wheat by canal and river at Montreal, from the opening of navigation to the same date, was only 104,677 bushels." ' th a r: '^nted out the remedy for this state of things, as I had f; . iV^ntly ,. ne before, but the Government was too busy about .»!' r r. ,mI' to give any attention to such a paltry subject as tiirto . ' ■ trade of the country, or to take any measures to stop the enormous annual loss which the inhabitants of this country have now to fear, from the unproductiveness of their Canals and Railways. Now what is the reason that the trade from the Western States and from Western Canada, flows through the Erie Canal, and how is it that almost the whole imports into the Western States and a very large amount of the imports into Western Canada do not come through the St. Lawrence, but are obtained from New York through the Erie Canal and over the New York Railways? It is said with truth, that our Canals are finer, better, and larger than the Erie Canal, which is sometimes contemptuously desig- nated as a "mere ditch." Our tolls on a barrel of Flour from Lake Erie to Montreal are only 6 cents; on the Erie Canal, the toll is 15 cents. Moreover we give back two thirds of the ¥ ■pr^sm^smmBmm ■A I ■ii \l 74 toll to any vessel which comes through both the Welland and '.he St. Lawrence Canals, — we have built Tug-boats for the Lower St. Lawrence, to serve the double purpose of towing, and render- ing aid to vessels in distress. Besides these advantages of the St. Lawrence, we cau bring a vessel from any Port in the Upper Lakes, direct to Montreal, without breaking bulk, while by the Erie Canal to New York, there are two transhipments. Wheat has been carried this year from Chicago to Montreal, a distance of 1278 miles, at 11 cents per bushel, while the rate to New York has not been less than 17 cents; we have also the Grand Trunk Railway in full operation, with a full stafif of employees, ready and willing to do business, yet, at the end of 1858, the great Canals of Canada and the great Grand Trunk Railway together, have failed to do more than attract ten per cent of the trade of the Western States and of Western Canada." As stated by Mr. Blackwell in his Report to the London Directors of the Grand Trunk Company, *' disappointment has followed disappointment as regards the revenue of the Company, comparing the hopes with the actual results." Now out of the 60,000,000 bushels of Grain and Flour reduced to Grain, received in 1856 at Dunkirk, Buffalo, Suspension Bridge, Rochester, Oswego, Cape Vincent and Ogdensburgh, 40,000,000 bushels were received at Oswego and Buffalo. At both of these places there is very great capacity for flouring wheat, and there are elevators capable of storing four million of bushels. So that wheat is rapidly transferred from Lake crafts to Canal boats, at a cost of one-fourth of a cent per bushel, and is stored, for a period not exceeding one month, at^a cost of half a cent per bushel. In Montreal it costs 3 cents per bushel to cart, store for one month, and ship grain on board of ocean vessel. Again, the great bulk of the 50,000,000 bus. arriving at Lake Ports is not shipped from the United States, but is mostly consumed in the non-pro- ducing States of New England ; in the same way, although the receipts of breadstuffs at Montreal in this year are equal to 5,215,394 bushels, yet the exports by sea from Montreal are only equal to 1,790,866 bushels (including wheat and other grain, as 75 wa well as flour reduced to grain). These consuming markets of New England are open, under the Reciprocity Act, alike to Wes- tern Canada as they are to the Western States. Oswego has divided the Western Trade with Buffalo for the reason that, although an 800 ton vessel can go to the latter port from any of the Upper Lake Ports to a greater advantage up to that point, than the Oswego vessel of 350 tons (the utmost capacity of the Welland Canal), yet the advantage gained by Oswego, of continuing the voyage in the same bottom for lYl miles by the Welland Canal and Lake, against 150 miles of par- allel canal navigation, nearly balances the advantage gained by Buffalo from being able to employ the large vessel up to tha^ point. Hence the trade of the Western States and of Canada West, may be said to be divided between the Lake Ports of Oswego and Buffalo, and this not only for exports but for imports, and it seems to me impossible, under our present means of transport below Oswego, tfiat either the bulk of the products of Canada West, or of the Western States can pass below Oswego, for the reason that if they did, there are no means of transport from Lower Canada to compete in cheapness with those from Oswego to Albany. The Welland Canal may be enlarged, as I hope it will be, but the advantage of that work will be almost solely for the benefit of Oswego, for with that work completed, it would be impossible to reach the New England Markets by the way of the St. Lawrence Canals so cheap as could be done by the way of Oswego, unless other works than now exist were first constructed. This position is, I think, easy of demonstration. The only means of any con- siderable quantities of freight reaching New York, Boston, Port- • land or the interior of any of the Eastern States below Prescott, or in Lower Canada, is first by the Canada and New York Rail- way from Caughnawaga, next by the Victoria Bridge, which con- nects with the Railroad to Portland, and also with Rouse's Point, where connections exist to New York and Boston. The only inter-communication for such freight with Lake Champlain is by passing down the St. Lawrence to Sorel, thence up the Richelieu River to Chambly, a distance of 90 miles, and thence to St. Johns on Lake Champlain by canal, a distance of twelve miles more. hi : : 1 i H'l 1:1 •I ^ mmm 76 I- ri The actual cost of moving a barrel of Flour from Oswepo to Troy, 202 miles, at 10 mills per ton is, say, 20 eta. Toll, 3 mills per 1000 lbs., 12 <« The distance from the St, Lawrence at Caughnawaga, or from the Victoria Bridge to Albany by rail, may be said to be 260 miles, which, at 12} cents per ton per mile, and with nine and a half barrels to the ton, the cost by rail Avould be per barrel, 40 " By the Chambly Canal, even with 100 miles of extra navigation, it could be taken through Lake Ohamplain] and through the Ghamplaia Canal at 40 " These are the only routes now existing for taking any conside- rable freigljt either on to Lake Cbainplain, or to Albany for New York from Montreal. And by the above figures it is clear, that property of all kinds, destined for a market in the Eastern States, can be shipped by the way of Albany /ri^ Oswego cheaper than if shipped from Montreal by any means (, ransport there, or at any point below Oswego. This fact is well known to all business men, and it is also well known that, to bring Western Canadian produce or Western States produce, destined for New York, Albany or Boston, down the St. Lawrence below Oswego, would be to add to the cost of transport from the St. Lawrence to New York, Albany or Boston, the cost of transport from Oswego to Montreal ; in other words, if a barrel of Flour can be sent from Oswego to New York at 40 cents, it would cost at least 60 cents at present by the way of Montreal. I have not included the cost of freight from Toronto or other Canadian ports, as the cost of the forry or bridge at Montreal will be fully equivalent thereto. With this difference in favor of the Oswego route, it is utterly impossible that our commerce in Lower Canada can increase as rapidly as it might do. Our splendid canals on the St. Lawrence do not avail us ; the Ottawa navigation miglit be completed, and when finished would be as deserted as are our St. Lawrence canals, without some cheaper connection with the Hudson and Eastern States than we now have. The Georgian Bay Canal might also be constructed, without Lower Canada or the St. Lawrence Canals being able to attract any more business than it now does. This view of the subject may also be supported by the following facts, .■ »; 77 shewing the amoupt of "Wheat and other Grain and Flour redu- ced to Grain at the rate of 4 J bushels per barrel exported by sea from the Port of Montreal in the last 14 years : — Wheat and Flour Meal, Total. other Qraia. in bushels. 1845- - 600,713 1,051,632 1,652,345 184G- - fi'.'S,887" 1,133,640 1,832,527 184Y- - 821,329 1,273,501 2,094,830 1848- - 218,191 725,473 943,663 1849- - 171,980 937,640 1,109,420 1850- - 281,107 696,496 977,603 1861- - 188,335 1,256,227 1,444,562 1852- - 414,348 971,660 1,386,008 1853- - 799,156 1,102,500 1,901,656 1854- - 237,008 442,104 679,112 1855- - 117,794 241,720 359,514 1856- -1,142,057 887,783 2,029,840 1857- -1,053,211 1,069,985 2,123,196 1858- -1,111,717 649,509 1,761,226 The above facts prove how small has been the progress of our exports by Sea from this Port of interior products, notwithstand- ing all our expensive Canals. The inferiority of our power with only our present facilities, to compete with Oswego and Buffalo, through the Erie Canal, will be still more marked when the en- larged Erie Canal is completed. But it is stated by the Managers and Directors of the Grand Trunk Railway, and has been believed by many in Canada, espe- cially by the gentlemen of the learned Professions, who compose so large a part of the Parliament and of the Government of the country, that so soon as the Grand Trunk road was connected with the Western lines, it would inevitably command the trade of the West and bring it to Montreal. I shall show that although the road has been open for several years and fully completed west, it has failed to do so, and I shall further shew that it is impossible for a railway to compete successfully in the carrying of heavy freight with a navigation such as on our Lakes and Rivers, and how utterly fallacious is Mr. Blackwell's project of making Portland and Quebec the great emporiums for export and import 1^' ;li )i l] i ;J ! i! .11 I I •■ ill !: i 78 to and from Western Canada, and the Western States, by means of a railway. Railways on this Continent are not, as in Britain, the principal and almost the only means by which freight is moved from one point to another, but are rather auxiliaries and assistants to the great water lines. They do not carry any large amount of heavy freight, but where the water linos are successful, they are then fully employed in the carrying of pass^gers, light and valu- able goods, live stock, &o. At Buffalo, for example, the receipts of wheat by Lake, in 1 866, were 8,465,071 bushels, and by the Buffalo and Erie and Buffalo and Lake Iludson Railways, only 4040 bushels were receiveda In 1857, the receipts by Lake Erie were 8,334,179 bushels, and by the above roads 14,430 bushels. The receipts of flour in 1856 at Buffalo,— barrels. Bj Lake 1,126,048 Bj Railroads 86,141 1857. By Lake 846,953 By Bailroada 46,301 Receipts at Montreal in 1858, — Wheat and Flour and other Grain. Oatmeal. By Canals and Railway 2,194,906 670,918 By Railroad from Ist Jany. to 31st Oct.. . 143,544 249,519 The lines of railway between Buffalo and Albany have been aided in their competition with the Canals, by an exemption from any of the State Tolls charged on property passing through the Canals, and hence rolling and other freight easily handled, had been carried to a considerable extent still, in small proportion to the quantity moved by Canal, for instance of Vegetable food there was moved in 1853 1864 1856 1866. New York Erie and ) New York Central > 80,868 255,497 360,697 431,969 Railway. ) N.Y. State Canals... 1,071,300 903,735 993,175 1,163,894 79 If' Again, it is a fact well ascertained, and acknowledged by those acquainted with the management of railways in the United States and in Canada, that the actual cost of moving heavy freight by rail, is not less than one and a half (1)) cents per ton per mile, and that where freight is carried at a less rate than this a positive loss is the result. The distance from Chicago to Montreal by railway is 886 miles, and the cost of freight for the whole distance, at 1^ cents per ton, is $13*29, which for a ton of wheat (33} bushels) would be 89} cents per bushel, or for a ton of flour of 10 barrels, would be $1.32 per barrel. During the present season wheat has been carried by water from Chicago to Montreal at 11 cents per bushel, and flour at 50 cents per barrel, but even if we add 60 per cent, to the rates of this season, we have rates less than half of those which it would be necessary for the railway to have in order to pay. From Toronto, 333 miles to Montreal, the railway rate at 1} cents per ton per mile, would require to be 60 cents, and for wheat 16 cents per bushel ; we all know that 6 cents per bushel is deemed a fair rate by vessel, and 25 cents per barrel on flour are deemed fair rates by vessels. From Kingston 180 miles, the railway rate should be 8 cents per bushel, and 27 cents per barrel for flour. Vessels bring wheat for 3} cents per bushel and flour for 10 cents. From these comparative statements, it is I think evident, that the rail- way cannot possibly compete with large sailing vessels in the transport of heavy and bulky freight, and that any attempt to do so, must result in a ruinous loss. I have shewn, that with our present means of transportation, we cannot move produce from Lake Ontario, down the St. Lawrence for the supply of Albany, New York, or Boston, via Lake Champlain, so cheap as it can now be moved via Oswego, to the same points, for the reason that as the freight from Montreal to any of the points named, is as high as from Oswego, there will be a diflFerence equal to the cost of transport from Oswego to Montreal. These observations seem to me to shew that the railway cannot possibly bring produce to Montreal from the interior so cheap as it can be done by water. Having said this much, on our ability to compete for carrying \\ Ifl ■.ill 8ijHB(j«»»wiij,niwjiii'»uaui.LmiLui»,icpw!aH»iMBi i i' I ■■ 11 ! U' !! f u ii! 80 Canadian or Western produce to the great consuming markets of New England, I shall now as briefly as possible advert to the • causes wliicb make the Atlantic Ports of the United States, par- ticularly New York, so successful in attracting through the Erie Canal so large a proportion of this produce for exportation. I Lave shewn elsewhere that the exports by sea from Montreal of wheat and other grain, and flour reduced to grain for this Season, is 1,761,226 bushels. The ejport of wh;3at and other grain and flour as above, from New York alone, in 1857, was equal to 21,000,000 bushels. Now, in my opinion, this superiority of New York over the St. Lawrence arises principally from the Eric Canal via Buffalo and Oswego, being the cheapest route for the transport of the great bulk of Western and Canadian products intended for consump- tion in the Eastern States. The Western Merchant in starting his property on this route, puts it, as it were, into a groove, by which he hns a chance of seUing it so as to meet either the home or the export demand. Tf he f -ds it to Montreal, the home demand is small and easily supplied , he has no means of shipping it to the Eastern States, and must cither ship to England on his owa account or sell for shipping. If freigtifc is too high, or if it is not desirable to ship, there exists no moans of sending it to New York, Albany, or Boston, except at the loss of all the freight from Oswego or Lake Ontario to Montreal. The property must therefore be sold for ':hipment, and of course its value has fo de. pend on the valao in i^^ngland, less freight and charges. Freight at Montreal to Liverpool up to 1854 has generally averaged 100 per cent, over the rates at New York, so that although the cost of fieigitt from the interior to Montreal is less than to N«nv York, yet the gain on ocean freights from New York oringa the choice of routes for cxporf ri/^nrly to an equality, both varying from time to time according to circumstances. The position^ then, in which I think Montreal can be placed, in exactly that which Oswego and I UifTalo now hold in being the best outlets from the St. Lawrence route, on Lakes Erie and Ontario to New York and New England. I believe if a ship canal wore oj^>ened from ihe St. Law rence to Lake Champlain, so that the vos- ill 'Ii f^^m^^mmmmmmssmmimi'mMB 8t sel from the interior, whether from the Western States or from Canada West, could deliver her cargo on Lake Champlain without breaking bulk, a new route would bo made available, by which a superiority in time and cost over the Oswego or Buffalo routes will be secured, and the great stream of trade in its pas- saofe from the West to the East removed 250 miles lower down than where its exit from the St. Lawrence is at present. This I have long held, and every one who has examined the subject thoroughly and in all its bearings coincides in the boilef that such awork would inevitably result in securinij, through Lower Canada, the quickest and cheapest means of transport to the Eastern United Spates. Engineers who have examined the subject, and whose opinions I might quote at length, all ap-ee, without dissent, that the build- ing of a Siiip Canal, to connect the St. Lawrence with Lake Cham- plain, would secure for Canada, through the Welland and St. Lawrence Canals, without the possibility of change, the quickest and cheapest water route, to any part of the Eastern States, for freight from the interior. Among these Engineers who thus con- cur, I may mention the names of J. B. Mills, Hon. H. H. Killaiy^ Messrs. Samuel and 'I'hos. Keefer, Walter Shanley, Edward H. Tracey, John B. Jarvis, Colonel Swift, John Page, T. C. Clarke, J. W. Gamble, Captain John Childe, Jas. Kirkwood, and W. J. McAlpine. Every Cliief Commissioner of Public Works, since the work was projected in 1840, has reported in favor of its con- struction. The Hon. W. B. Robinson, Merritt, Chabot and Le- mieux, lave written strongly in reference to the change which it would produce in the means of transit and on revenues from our rublic Works. The Legislature of Canada, in 1852, by a vote of 37 to 6, passud Ilia ftil lowing Resolutions in its favor : It s 1st. llesolved, — " That from the proximity of Lnko Champlain to th« River Hudson and St. Lawrence, the trifling elevation of the summitB which divide them, and the natural advantages the great chain of lal:e3 »nd riverc leading into the interior possess, the construction of a canal to connect the St. Lawrence with th^ River Riclielieu or Lake Cham- plain, of sufficient dimensions to admit the largest class of steamers from Lake Ontario to Whitehall, would materially cheapen the rates of t^fmBmmmmm it i ) If. > 'Mi ;if '1! 92 transportation Ibetween Lake Erie and New York, regain the trade oi the West through its natural channel, and increase the revenue from tolls on all our leading Public "Works." . •, * 2nd. Resolved, — " That an humble address be presented to his Excel- lency the Gorernor General, to communicate the preceding Resolution, »ed to recommend the subject thereof to the attentive consideration of his Excellence." But on a resoi'iJ;ion being moved to place the work on the es- timates, it was ilecided by a majority not to do so. This result was owing to the Ottawa members suddenly changing their pre- vious vote by the promise of the Government to build the Chats Canal, and to the influence of the Grand Trunk Engineers, who were loud in their statements that Canals could not compete with Railways. The greatest opposition to the work of connecting the St. Law- rence with Lake Champlain has proceeded from citizens of Mon* treal, to which locality, in my opinion, it would be of more benefit to than any other. This opposition has aris 'n from the decision of the Department of Public Works and of the Engineers, that the proper place for its location on the St. Lawrence is above the La- chine Rapids, at Caughnawaga, it being argued that if so located ii would injure Montreal, by carrying the trade past it. I entirely differ from this view of the matter, and, for the interests of Montreal would prefer the outlet at Caughnawaga to an outlet opposite the city for reasons which I will briefly refer to. It must be borne in mind that the Canal referred to, is a public work, to be built by pub- lic money, not for any sectional advantage, but for the general public interests. In her rivalry with the State of New York for the Western trttde, Canada cannot afford to depart in the slightest degree from any locality which may secure the cheapest transport. When public works are constructed on this principle, then it is left to each locality to make the most of the natural advantages it may possess. The public interest is d'i«ply involved in thii work. We have seen that the St. Lawence and Wdl^od Canals, after deducting the receipts for TolU, have cost iim Province an outlay, in 1867, of upwards of £217,000. Tbe loss for 1857 is by no means exceptional, as it will be found th«t, since ii ss 1860, the ftnmi^ losa has tanged from £190,000 to £230,000. It is estimated that the commerce between the XJsfiTKD States and WkstebnCanaba alone affords a revenue to the State of New York for Tolls, of upwards of £500,000 per annum. If not only this trade, but a share of the vast Western States' trade could be made to pass through the Welland and St. Lawrence Canals into Lake Cham- plain, and to the Eastern States, as the quickest and cheapest route, instead of, by Oswego and Buffalo, it is a matter too plain for argument that the public interest of Canada would thereby be vastly promoted. Having made this, as I think, clear, I shall now continue to show what effect such a work would have in diminishing the price of ocean freight at Montreal, or equalising the rates with those of New York. It will be conceded that the tonnage requisite to move the raw products of the Interior to the East, must always be greater, and has always been greater than the tonnage necessary to move the represontive value of these raw products in merchandise of all kinds from the East to the West. This being granted, it follows that, to whatever point these raw products coma to meet the merchandise from the East, at that point, there must always, in the nature of the things, be an excess of tonnage. For instance, I have shewn that Oswego and Buffalo are the Lake Ports in which the great bulk of the Western trade centres, but although the propellers and sailing vessels arrive there fully loaded with corn, wheat, pork, flour, &c., yet there is not enough of iron, steel, crockery, silks, cottons, r ve«»»»l9 of only 850 tons burthen, and with no outlets from Montroti \\\' ne»r it by which Iho Eastern consuming markets can be reached, su cheap- fi '.wvm •,f ,' ■ i * 1 li I li li 86 ly as from Oswego or Buffalo, it is impossible for property in any quantity to go below Oswego ; and, by actual trade returns, I have shewn that this is the fact as regards the trade not only of the Western States, but of Canada West. These statements go beyond plausibility, and are irrefutable. I again state, that if the Welland Canal was enlarged, so that the vessels of 760 and 800 tons which now trade to Buffalo could proceed down to Montreal and to Lake Charaplain, a route not only to Montreal but to all ports on Lake Champlain would thereby bo secured, quicker in point of time and cheaper in point of expense than any now existing, or than it is possible to make, through the State of New York. This is not mere assertion. The actual comparative cost of moving produce by canal, lake and rivers, has been thoroughly investigated and the results acknowledged by such men as Messrs. McAlpine, Keefer, Shanley, Kirkwood, Clark, Killalay,Childe, Swiffc and Gamble, names which Mr. Trautwine will acknowledge as giving weight to any statement on engineering. Messrs. Childe Kirkwood & McAlpine declare, that with these works constructed and the enlarged Erie Canal in full operation, a ton of Western produce can be carried to Montreal at $2.78, and to New York through Lake Champlain $3.76, while by Buffalo it would cost $5..30, and by the way of Oswego $4.46. Mr. Trautwine does not, in his Report, attempt to refute any of these statements, which are endorsed by all the other n' raes referred to, in which I entirely concur, and which cannot, I think, be placed among " the plausible minor arguments." They consti- tute the basis of all the hopes I have of concentrating a large part of the Western Trade at Montreal. If incorrect, the errors should have been pointed out by Mr. Trautwine. But he has failed to do so. He has left the facts untouched. Now, what are the "cogent counter-arguments" of his own which, "if they do not refute and invalidate," at least "tend materially to diminish their force" ? Mr. Trautwine's remark " that the exports of purely agricultu- ral countries, always greatly exceeds their imports" is exemplified in my previous statements of the surplus receipts of agricultural products in Bufifalo and Oswego from the United States and Ga- in si ill! 87 nada, compared with the exports from these ports of merchandise. The Eastern United States are largely engaged in manufacturing ; they import their food from the West^ and it is the surplus of such receipts after supplying this home demand as previously stated, that is exported from New York and other Atlantic ports, in vessels which, on their out-voyage bring cargo. It is by hav- ing this out-cargo, as has been before stated, that the ship at New York is prepared to carry back at cheaper rates than from MontreaL This is all true, but it must be borne in mind that the vessels coming to New York are loaded with goods, destined not for New York State alone, but principally for the "Western States, and that these goods are shipped through the Erie Canal, to Buffalo and Oswego, and by this route, are at present carried to the West cheaper than by the St. Lawrence route to the West. I say at present, because as we have seen, the downward or Western trade, does not extend below Oswego on Lake Ontario. (I mean to any considerable amount,) and the cheap freights and the facilities for handling cargo there and at Buffalo, and in the United States Atlantic Ports, that give the present superiority to the Erie Canal I'oute over that of the St. Lawrence. Let us for a moment place the Lower St. Lawrence, with its imaginary fogs and dangers out of the question, and suppose that the irrefuted opinions of the engineers I have named are correct, and that the cheapest and quickest route by water from the Upper Lakes to New York and the Eastern States, diverged from the St Lawrence at Caughnawaga. Would not the vessels car- rying Western produce into Lake Champlain and into the Hudson, returning with the manufactures of the Eastern States, and with the goods brought by the foreign ships to New York, for distri- bution in the West, as they now do from Oswego and Buffalo, Now, unless Mr. Trautwine is prepared to deny the statements made by all the engineers named, it follows, that with the Welland Canal efilarged and the Canal into Lake Champlain built, for vessels of 800 tons, a cheaper route to the Eastern States would be opened up, than any now existing by any other route, or will exist even when tlv Erie Canal is enlarged. It is therefore evident that a large share at least of the trade would pass by that channel. No^ li'i 1 ! I U. ! the Montreal mercliant is seven miles from this great marine water-line at Caughnawaga, but in connection with it by a canal of equal size. With such a vast stream of trade within seven miles of him, let us enquire what grounds be has to expect any part of it. The produce having descended the St. Lawrence as far as Caughnawaga, must as we have seen, be either consumed in the Eastern States, or shipped from Atlantic ports. This produce is partly wanted for immediate consumption, but the greatest part is stored in New York and elsewhere, and held by the merchant either for sale, for consumption or for shipment. I hold that all such produce, not immediately wanted for consumption, and in- tended to be held for a market, could be stored at Montreal in docks, cheaper than in New York, and would be at a point equally available to supply the Eastern demand for consumption and for shipment Ho Europe. Caughnawaga is distant from Liverpool via the St. Lawrence 2689 miles, and from Liverpool via New York 33*75 milcg, and 396 of this island navigation. According to the statements of Messrs Childe, Kirkwood and McAlpino, property from this port could be shipped by vessel at Montreal and landed in Liverpool at 17 cents less per barrel, (after a handsome allowance against the St. Lawrence route for towage) than by the way of New York. There being this saving on the voyage to Liverpool, does it not seem reasonable to conclude that there would be an equal saving on the freight of goods destined for the Western States, coming through the St. Lawrence. In distance to Chicago the saving from Liverpool would be 689 miles. The ship coming to Montreal could transfer her cargo, with the Lake vessel, mak- ing only one transhipment against two by the way of New York, with 103 miles of canal navigation, against 211 miles by the New York route through Lake Charaplain. In time alco, the advan- tage on both the up and down voyage is very much in favour of the St. Lawrence route. On the Erie Canal the voyage from Buffalo to the Hudson, occupies about'thirteen days, while Montreal can be reached from the Welland by propeller in four, and by sailing vessel in six days. If the Champlain route was in opera- >t marine it by a le within to expect AS far as ed in the reduce is itest part merchant d that all I, and in» mtreal in ; a point isumption ;ant from Liverpool avigation. vood and r vessel at er barrel, ace route ere being not seem al saving n States, Chicago p coming 5se1, mak- e\v York, y the New le ad van- favour of age from ) Montreal and by in opera- tion, Montreal would then have a command of the low freight "Westward for the cargo of the ocean vessel coming up the St. Lawrence. "What then is to prevent the import of the whole supplies for Western Canada and for the Western States, through the St. Lawrence. Imports from abroad are admitted to entry for customs duty at the ports on the Western Lakes on the same terms as at New York, namely, direct import with American Consul's certificate, and I see no obstacle to prevent branch houses from Montreal and Quebec being established in Chicago, Milwaukie or elsewhere, and imports made through the St. Lawrence for their supply. At present, with Oswego, the largest port on the Lakes, from which the Eastern States can be supplied, it is impossible that this trade can be done. The Government of Canada too, have aided the American merchant to compete with the Canadian merchant by a system of specific duties, while the American Gov- ernment adopt the ad valorem system. The system, of specific duties although false in principle, is still in force. It obliges importers to pay a highduty on common goods, and on the highest priced goods the lowest duty. Nor is this all. Specific duties are almost exclusively charged on articles of bulk and weight, and it is bulk and weight we so much want, to give cargo to the outward ship, and thus furnish return cargo to the interior vessel. It will be found that the weight of the goods on Avhich specific duties have been charged, will average for the last three years 50,000 tons, more than equal to the whole of thet onnage of sailing vessels from sea to Montreal in 1858, of these goods paying specific duties in 1857, £1,087,826 came from the United States, and only £276,724, from Great Britain, the British Colonies and other Foreign Countries. One of Mr. Trautwine's cogent counter-arguments against the St. Lawrence route, and of course against any Docks, is " the hig^i rates of insurance incident to the navigation of the River and Gulph of the St. Lawrence." On this point I deemed it best to write a note to Mr. Hart who has acted as the agent in Canada, for the "Sun" and other Marine Insurance Ofiices in New York for several years, and the following is his reply : — r ,1 lil I ■ I ^]Ur f I. i ii U MJ J IS ! ; II \ \ Montreal, 4th December, 1868. " Your letter calling my attention to Mr. Trautwine's report, and re- marks on the subject of Insurance by the St. Lawrence route, I hare to acknowledge. This gentleman depends a good deal on hearsay, and the old bug-bear of the dangers of the St. Lawrence, seems to have been one of his strong points against the successful use of the St. Lawrence route. Some 8 or 10 years ago the rates of premium on the St. Lawrence were about double the rates now paid, and the cause was very apparent. Then, any vessel that could float was employed, in the St. Lawrence timber trade, and if, by any representation, this class of ship could get insured, it most probably ended in a sale of the vessel to the Under- writers ; therefore the frauds practised on the Underwriters were put down as losses from the dangers of the St. Lawrence Navigation. What are the facts 7 As you and others know, the rate at present be- tween May and October, is the same premium as charged from New York and other Atlantic ports of the United States. In October and November the rates would average double those charged from Atlantic United States ports, but when you take into consideration that the im- provements on the St. Lawrence of Light Houses, Tug Steamers, Har- bours of Refuge, have all been brought to bear within the last 6 years, the losses now by the St. Lawrence are reduced perhaps to the lowest per centage, taking the number of ships from the port of Quebec as compared with New York or Boston. Out of a fleet of about 1200 vessels that cleared from Quebec this year, we know of but eight losses, a new ship and two old ones in the Gulf of the St. Lawrence, the other five were abandoned at sea, (out of the Qulf of the St. Lawrence) no doubt old and poor craft. I am con- vinced that a reduction by the St. Lawrence routes, on the October and November rates of Insurance, will be made for the coming year, and from my experience, feel satisfied that the winter rates of premiums from the Atlantic Ports of Britain or the United States, will be as high, if not higher, than those to be charged from the St. Lawrence for Oc- tober and November risqnes, within next three years. The Underwriters are now finding out that the best passages and finest weather for leaving the St. Lawrence, are between the 15th of October and 15th of November, avoiding the gales generally prevalent between 15th September and 15th October on the Atlantic. Yours Truly, THEODORE HART. The following is the evidence of Captain C. L. Arnostrong, at present Superintendent of Lake St. Peter Works, lately Insurance n r, 1868. t, and re- I have to y, and the have been Lawrence Lawrence r apparent. Lawrence could get he Under- B were put Navigation, present be- from New ctober and m Atlantic lat the im- imers, Har- Ast 6 yeara, ips to the I of Quebec uebec this }nes in the \ea, (out of I am coQ- ictober and f year, and ' premiums be as high, ice for Oc- s and finest of October nt betweeu S HART. i8trong, at Insurance Agent for the New York oflBces at Quebec, and thoroughly ac- quainted with the whole of the Gulf of the St. Lawrence, as giren to Messrs. Childe, McAlpine and Eirkwood, but not before pub- lished : — Navigation below Quebec, opens about the twenty-second of April, that is for ships from Europe. A small craft came up to this port as early as March. I crossed in an open boat on the 26th of March, 1856, between St. Flavien and the Manioouagan Shoals (about one hundred and seventy miles below Quebec), a distance of fifty-five miles. I have had a good deal of experience, as commander of ships below Quebec, and as to fogs in the Gulf of St. Lawrence, below Quebec, have to state that the river and' gulf, to the north of Newfoundland and Gasp^, is much more free of fog*, than on the coast of Nova Scotia and Nev Brunswick, and there is no reason whatever why the whole route to sea from Quebec, should not be made as safe as the route to Europe from the Atlantic ports, provided that lights could be constructed on Bird Rock, Capo Augille, nine lights in ihe Straits of Belle Isle, Manicouagf Shoals, Onehetedan, Gape Chatand Metan, on the Brandy Pots, andont on Hare Island Reef, Eamouraska, Crane Island, two leading lights at Berthier, and one ou Point St. Lawrence. The Gulf, above the Straits to the Port, is generally clear of fogs, while the whole coast in the straits and above, abound in natural har- bours, up to this time but little known. The general time of a sailing ship from >eo to Liverpool, is about twenty days ; and the same ship, in my oj , would take two or three days longer from Be a, and about (ivt . _. onger frou. New York. I mean in the voyage ■ m Quebec through the ■'traits of Belle Isle. No more expense is incurred to navigate the ruute fi \ tlip St. Law- rence than from New York or Boston, oxcept Insuranou, winch is the same during the summer months, but ai . ! he middle of September the rate advances, and there is a difference bettveen the latter part of No- vember, against the St. Lawrence of about tli ty to forty per cent. ; but this difference ought not to exist, and will not in my opinion exist, when the St. Lawrence below Quebec is properly lighted ; but this differrnce does not exist to the same extent as regards steami s. The towage of a ship from Quebec to Montreal, of fifteen hundred tons, drawing eighteen and nineteen feet, will cost £Q2 10s., and one-third of this amount less, towed down. Vessels often save towage by sailing down, — about one-third of the vessels sail down without towage. 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' 5? •1 & -a o < > ! <1 ^ a ■< a , 00 CO «o 0> 0) CO © to -O i-i 04 rH rH a> n O • 1 «> fe « U 00 ■ O •0 "O Jz; •* •a , ■* TJI rH a > CO © 00 * in •0 n • rH 04 C4 rH rH 0) n u I ej fe «> : • 00 -o : !? P •« : p tJ , 1-1 >a ■<* t- 00 ■* © A (-1 1 r^ rH c < rH 04 • 04 04 CO a . n3 : rt -3 M ^ e IS -§ : S. •0 ^ • • • t • d a d • r-4 •3 ^ d 1 1 c ^ 1 Q C i c C i e f g i 1 ■ 1 •3 d S C a r- .g 1 *» < 3 < ) < ' -S 3 s M •u "^ 3 TS •5 J t ^ ' s e9 OJ dl H : I-? •ON ^H 04 CO ^ !• ta «• a ) > S I ( r c b .V t i-1 S • U p fe » 1-1 ■* 5- 5 N 0> ^ !s5 M i-« o 0) o o CO o ^ % S" .2 a ^ r-\ U O 0) ■a o o l-H CO rt M >% P< 03 -< a e5 o 4> •o P o> o C4 CO o • • • 1-4 c3 ^H e3 eS fl O I Mbki floUr IS carried by r!v'6r eiraft from Montreal to Quebec at (J j cts., and wheat and other grain at 2^ cts. per bushel. The rate of insurance between Quebec and Montreal does not at any time exceed one half per cent. MoNTRiAi., 13th Norember, 1867. " As to the freight from Montreal to Quebec on Flonr and Wheat, we have to say that the game is lower this year than we hare ever before known it in our experience. The lowest freight for Flour to Quebec by barge (usually of 160 tons) this season, has been 6] cents per barrel of Flour, and for Wheat and other grain 2} cents per bushel. By steamers of 760 tons, such as nari- gate the Upper St. Lawrence, or by the Mail boats, the rate has been QBually 12} cents on Flour, but very little grain is sent by this mode of eonreyance, but is carried generally at proportionate rates to Flour. We had three barges engaged in the Quebec trade ; the lowest freight this season of Coal and heavy goods has been 6s. 6d. per chaldron, up, and the highest 7s. 6d., or about 6s. on an average, while occasionally we have had as much as lOs. for bringing Goal from Quebec, per chal- dron. (Signed) L. BENAUD & PRfeRE. P.S.— The rate of Freight on Flour and Wheat, as above by barge, it •zelusive of towage, which is about £12 lOs. for a barge of 160 tons. L. R. & P. The following statement of the actual expenses between Mon- treal and Quebec, of a ship of 1C13 tons burthen per register, was furnished by Andrew Shaw, Esquire : — Ship " Pride of Canada," 2nd Voyage, 1856. £ 8. d. £ B. d. Lake dues downwards, i 1013 Tons 9d., 37 19 9 Pilotage down, 6 7 6 Towage to Quebec 35 Lighterage, 61 6 Do., 16 Do., 35 — — 101 6 Ten days' Wharfage, 1013 la. 4d., 10 11 £189 18 9 f~SI ibec at (JJ The rate t any time 5er, 1867. i Wheat, we I ever before jfl50 tons) Wheat and uch as nayl- ite has been this mode of es to Flour, west freight shaldron, up, occasionally !Cj per chal- fc FRiRK. ^ by barge, U f 150 tons. L. R. 4 P. tween Mon- register, was £ 8. d. 37 19 9 6 7 6 35 6 - 101 6 . 10 11 £189 18 9 On board Uaving Montreal, If inoti Corn, 31950 ., ,v,^ Draft 16, 8} feet Lightered and taken on board at Quebec, 14116 46066 In all 46066 Minots Oorn delivered in England 6942 Quarte::!. HoMTBiAL, 13th November, 1A57. Lake dues upward, JE37 19 9 Pilotage up, ••••••• • • B ^ Towage from Quebec,... 90 Wharfage, ,..,.•••.•• 10 11 £146 16 9 The cost of moving the 31050 bushels was an near as possible 2 2-i cents per bush., and as the channel is now deepened, so that the whole 46066 bush, could be taken on board at Montreal, the cost would now be 1 3-5 cents per bush.; and on the up freight, supposing the 1013 ton ship to carry in deadweight only 1150 tons, the cost would be 56 cts. per ton, the freight by sailipg vessels would stand thus :— TO PORTLAND. Wheat Flour per bush, per brl. c. c. By railway,..,...r'"13 44 By river craft, 2) By ocean ship, If TO QUEBEC. Wheat Flour per bush. per brl. 0. 27 6* 51 c. 8 Even if these rates by water were doubled, still the railway could not compete. The same difference exists as to up freights. The cost of bringing ocean steamers up to Montreal is shewn by the following statements, furnished by the agents of the seve- ral vessels, and all go to shew the superiority in cheapnevs of these vessels coming to the port of Montreal, which, of course, will be still further increased if the Lake dues are abolished and the necessary facilities for loading and discharging created. «F I! i .MS '\ 102 •Steam Ship " Gnledonia," total bteasurement 1000 tons Register. Ton- nage 798 (deducting engine room), Quebec to Montreal and baclc. QUIBIO TO MOMTBIAL. Pilotage upwards, £16 Wharfage, 798 tons — 3 dajs at id., 8 6 3 Lalce dues — 798 tons upwards, at 9d., 29 18 6 Goal consumed (supposed), 20 tons, at 208., 20 £74 4 9 MONYRIAL TO QUEBXO. Pilotage downwards, 10 16 Wharfage, 798 tons— 5 days at id., 8 6 3 Lalce dues — ?98 tons downwards, at 9d., 29 18 6 Coals consumed, 15 tons, at 208., 15 £63 19 9 Rboapitulation. Expenses upwards, 74 4 9 Do. downwards 63 19 9 £138 4 6 Statbhbnt of certain expenses incurred by- bringing the Steamers belonging to Montreal Ocean Steam Ship Company above Quebec, on an average of three voyages in 1856, when the water in th« river enabled them to come up, drawing 16 feet 3 inches : — Pilotage above Quebec, up and down £27 Lalce dues 87 10 Wharfage at Montreal 24 10 Small Steemer, assisting out of harbour 6 6 Lighterage up, £126 ; Lighterage down, £100 226 Coals consumed up and down 100 470 » Notb. — One of these Steamers arriving at Quebec, with a full cargo, has on board about 1000 tons goods ; of which, on an average, there may be 200 tons for Quebec, 400 tons for Montreal, and 400 tons for places west of Montreal. She then draws 17} feet water, and after discharging the Quebec goods we have to lighten up 320 tons, at a cost of 7s. 6d. per ton, and downward the same, at about 6s. per ton. (Signed,) EDMONSTONE, ALLAN & Co. Montreal, 23rd November, 1857. • Furnished by H. L. Routh & Co. s^ Iter. Ton- ,nd back. £16 8 6 3 29 18 6 20 £U 4 9 10 15 8 6 3 29 18 6 16 £63 19 9 74 4 9 63 19 9 £138 4 6 le Steamera pre Quebec, rater in the B : — sr. full cargo, erage, there 400 tons for and after n3, at a cost ton. IN & Co. 103 Tliese are something more than **ncat calcula'ion.s," and, to my mind, are conclusive that, even when the Bridge is finished, produce (if we had it to send,) cannot be carried by rail, either to Portland or Quebec, for shipment by sea, so cheap as it can be done from Montreal; and from the relative freight above Montreal being higher than below Montreal, where the comi)etition of the ocean ship begins, it is not probable that it will bo found cheaper for the interior vessel to proceed to Quebec. In proof of this position I give the following statement from the three largest and oldest forwarding houses in Canada, as furnished to Messrs. MoAlpine, Chiide & Kirkwood : — The undersigned, who are largely engaged in the forwarding bnsinesa between the Upper Lakes and Ports of Montreal and Quebec, do hereby certify, that the rate of freight from Quebec to Montreal by sailing ves- sels, for heavy goods, has varied this season from one dollar to eight ■hillings per ton, while the rate for grain, from Montreal to Quebec, has been from 2i| to 3 cents per bushel, and for flour five and a half to ten cents per barrel. The rates for some years back have not varied much from the above. Although we occasionally are compelled to send our steamers with freight to Quebec, we do so with reluctance, finding, as we do, these rates of freight unremunerative. Out of many strong grounds of objec- tion to that port, we merely state a few, viz : — The detention caused by thtj limited accommodation for loading and discharging at suitabl* wharves ; the great detention from the tidal hours, and the serious risk of grounding at low water. We find that our freight steamers occupy nearly as much time in a trip from Montreal and Quebec, and back to this place, as hence to Toronto and back ; while the earnings of the steamer during that time, will not exceed one-third the amount gained by her on the latter trip. The freight from Quebec consists chiefly of salt, coals, railway iron and fish, articles which require nice calculation to avoid loss to the importer and forwarder, leaving but a very narrow margin for profits. The freight to the interior being necessarily low, prevents the loading of steamers with such freight except in part; and hence it is that they eannot visit profitably a port where only freight of that description can be had. Sailing craft, which are run at less expense, are consequently employed between Quebec and this place ; and such is the uncertainty of the traffic, that in part of the months of May, June, September and October, the simultaneous arrival of a few ships laden with freight of the above description, caused the advance of freight by river craft from \iW^ wmmmmm l> 104 ! Quebec to Montreal of from flftj to seventj-fire per cent. As no fore- sight on the part of the importer or forwarder, who contracts for the freight through, can guard against such occurrences, they lose hearily bj the advance of freight beyond its average range. In confining ourselves to the foregoing remarks, we trust we have said enough to shew that steam- vessels, or others adapted to the trade of the interior, cannot go below Montreal for freight at unremunerative rates. (Signed,) HOOKER JACQUES & Co., « JONES, BLACK & Co., « HENDERSON k HOLCOMB. Montreal, 19th November, 1867. I have no doubt Mr. Blackwell will change his opinions in re- ference to the cost of transport be.vveen Montreal and Quobec after a longer residence in Canada ; but it is much to be regretted that it should be gravely asserted in an official docunaent, by a gentleman at the head of such aline of railway as that of the Grand Trunk Railway of Canada, that its success depended on the com- pletion of the Puint Levi docks, Messrs. Forsyth & Co.'s wharves and the Victoria Bridge. I predict that when all are finished, in the absence of other worts, this railroad will be as powerless as it is at present, in attractingjjany considerable portion of that grea st 'earn of traffic, which flows past Lower Canada, into the United States, over the Suspension Bridge, and through the State of New York. \i \^\Q whole ex'ports from Montreal in 1858 of wheat, pease» oats, corn, barley, flour, oatmeal, beef, pork, lard and butter, were carried by railway to Quebec, even at the rate of IJ cents per ton per mile, the whole amour.t of gross receipts would only be £41,941 ; a sum wholly insufficient, even including other receipts, to pay interest on capital invested in the 180 miles to Quebec, and supposing the road to cost only £5000 per mile. The success of our Canadian railways is dependant, in ray opinion, on a totally different line of policy ; and, strange as it may seem, on the success and superiority of our water-lines of transport over those of the State of New York. T have shewn that the great flow of trade from the Western States and Canada West is through the Erie Canal, from Bufi'alo and Osiwego. The railways running parallel with this line of navigation are the 105 As no fore- tcts for the )e hearily by ire haye said I trade of the atiye rate*. i& Co., Do., iLCOMB. lions in re- md Quebec )e regretted roent, by a ►f the Grand )n the cora- >.*9 wharves finished, in )owerle8s as of that grea I the United itate of New leat, pea9e» )uUer, were tents per ton Ad only be ding other 180 miles £5000 per dant, in my strange as it at: r- lines of have shewn and Canada wogo. The itiou are th© most successful on this continent ; and ah^ough they carry bnt little of the heavy freight, yet they are fully employed, carrying light and valuable freight — hogs, cattle, and sheep — which can aflford and pay a much higher rate of freight than flour, wheat, &c., that are moved by sailiug and steam vessels. Passengers follow the stream of trade ; and, while the railway lines from Buf- falo and the Great Western Railway passing over the Suspension Bridge are crowded with passengers, the Canadian or Grand Trunk line below Hamilton is comparatively deserted. The same foresight which expects such wonders to result from the Point Levi docks, Mr. Forsyth's wharves, and the completion of the Bridge at Montreal, also anticipates enormous results from con- necting the Grand Trunk Railroad with Michigan Roads opposite Sarnia. These rasiy pay from being in the American line of bu- fiiness, but they will prove merely feedera to the great New York lines, and fail in any way to attract freight or passengers below Hamilton. And this state of things must, in my opinion, continue until, by the enlargement of the Welland (/anal, the improve- ment of the Rapids of the St. Lawrence, and the construction of a canal into Lake Champlain, Montreal is made a depot, where Western produce can be stored and held, for shipment to New York, Boston, Portland, the Lower Ports, Britain, or else- where. I have attempted to shew, and have supported my views with the testimony of eminent Enginers, (always excepting Mr. Trautwine), that with these works completed, property from the West could be laid down at Montreal at less cost than at any other point, ^or export by sea, or for distribution to the Eastern States, and that imports could be sent to the West via Montreal cheaper than is possible by any other route. In the proportion, therefore, as we succeed in making the great water-hnes through Canada to Montreal and Lake Champhiin superior to those of New York, just to the same extent will be the success of our railway system ; and, while the sailing-vessel acd propellor might be employed in carry- ing the heavy ind bulky freight, the railways in Canada would be employed, as they are through New York, in the tran- sport of freight which can adbrd to pay higher rates than bj 106 ! : I ; ii 11 water, and passengers from Canada "West and the Western Spates would come to Montreal as a centre of trade, instead of going as they now do almost exclusively to New York and Boston. My strong conviction is, that the strength and influence of the Grand Trunk Company, instead of being wasted and worse than wasted on the construction of docks and wharves which can have no per- ceptible effect in increasing the revenues of the Company, should be concentrated in urging upon Governmont the absolute neces- sity of at once proceeding to enlarge the Welland Canal, and to connect the waters of the St. Lawrence with those of Lake Champ- lain, and of giving every aid they can for constructing docks at Montreal. Until this is done, disappointment will follow disap- pointment, notwithstanding the great facilities which will be afforded by the completion of the Victoria Bridge. If these views are, as I believe them to be, sound and based on ascertained facts, then an amount of trade, with these works completed, would be attracted to Lower Canada, for which the accommodation in the harbours of Quebec and Montreal is totally inadequate. In 1852 the total number of vessels which arrived in Montreal was 192, and the gross tonnage 46,079, or an average of 240 tons each. In this year the arrivals are 191, of a groas tonnage of 70,183, or an average of 368 tons. This increas- ing size of vessels coming to the port requires more space, which will render additions necessary even for the present limited commerce. There are no facilities in the harbour, similar to those existing at Oswego and Buffalo, for handling grain, flour, &c. At these two points there are no less than 22 elevators, capable of storing 4,180,000 bushels of grain, with a capacity to receive, />er rfay, 750,000 bushels. In the harbour of Montreal we have no elevators, and cannot have any. In the Lachine Canal we have only two, of a united storage capacity of 125,000 bushels. In view, therefore, of our present wants, and under the belief that the Government of Canada will not fail to construct works so essential to the progress of the country, as I have pointed out, as well as from a conviction that docks at Point St. Charles can be constructed without adding any increase to pre- 107 tern Spates )f going as •ston. My the Grand lan wasted ave no per- iny, should )lute neces- nal, and to ke Champ- ig docks at How disap- :-h will be I and based iheso works for which Montreal is issels which 46,079, or re 191, of a lis increas- lore space, le present harbour, handling iss than 22 lin, with a 1 arbour of In the capacity of the belief construct as I have t Point St. ise to pre- sent harbour dues, 1 shall proceed to examine the opinions offered by Mr. Trautwine on this subject, and correct what seem to me his erroneous conclusions. The Harbour Commissioners of Montreal, conceiving that fur- ther harbour accommodation would in a few years be required, of a character different from what it was possible to obtain in the present port, and in magnitude corresponding with their im- proved channel from Montreal to Quebec, deemed it their duty as early as 1852 to cause surveys to be made of all the various localities, first by Messrs. Gzowski & Keefer, next by Mr. Forsyth? then by Messrs. Childe, McAlpine & Kirkwood. The whole of these gentlemen reported strongly in favour of making the im- provements at Point St. Charles. In this opinion the Harbour Commissioners concurred ; and in this opinion also the Montreal Board of Trade, at a special general meeting call^id to consider this subject, concurred. The following is an extract from a letter addressed to the Har- bour Commissioners from Commander Orlebar, R.N., and Admi- ralty Surveyor, when sounding the river and harbour this season " The very great improvements that the Harbour Commissioners have originated and completed ; — the deepening of the channel to more than eighteen feet ; the increased number of lights and buoys — all make it the more important to have Bayfield's survey of the river revised and speedily published, so tuat the public may know more generally the character of this noble river above Quebec, and its capabilities for the safe navigation of vessels of large draught. I think it is also required in connection with the vast improvements yet contemplated in the Har- bour accommodation of Montreal ; and when published will, I hope, convince the most sceptical that the proper terminus of the ocean trade is the city and harbour of Montreal ; and that sound policy as well as a regard to their essential interests should urge the people of that city to the early extension of accommodation for the greatly increased amount of tonnage that will eventually frequent their Harbour. " With the plan of the Montreal Harbour before me, and the Victoria Bridge in sight, I cannot hesitate in saying, the situation marked out for docks is the shoal flat extending from near the mouth of the Lachine Canal to the Victoria Bridge ; and I cannot believe that much time will elapse before the harbour of Montreal shall possess that great desidera- tum of an enterprising mercantile community — a dock of sufficient extent to receive their siiipping." lijlll 108 A very considerable number of citizens, however, principally residents at the east end of the city, were opposed to the construc- tion of docks at Point St. Charles, and being seemingly in favour of a dock carried through the property of the Ladies of the Grey Nunueiy, across McGill Street, and through the College pro- perty, the Harbour Commissioners invited a number of these gen- tlemen to meet them, which resulted in Mr. Trautwine of Phila- delphia being called to survey and report upon the matter. " It geems, however, that this plan through the Nunnery and McGill Street has been abandoned, as it is not even referred to, and a totally new scheme projected, the idea of which belongs exclusively to Mr. Trautwine. There was first a project of what may be called "The Hochelaga Docks." In reference to this, Mr. Trautwine concurs with the other Engineers who had previously examined it, and condemns it as too costly and too distant from the business part of the city. The next scheme was that called the " Vigar-Square Docks," and Mr. Trautwiue also coacurs with the parties who had, under directions of the Harbour Commissioners, examined it, remarking as follows : — *' So thoroughly convinced am I of the entire inadrisability of inrest- ing money in any of the proposed dock projects, and so incontrovertibI» do the calculations of revenue into which I have already entered appear to me, that I should consider it a mere waste of time to prolong the diicussion of this point. *' The intrinsic merits of the Yiger-Square scheme had strongly pre- possessed me in its favour ; but a close investigation of all the points involved, compels me unwillingly to class it along with the others, as being nothing more than a capacious abyss, into which much money |nay be recklessly thrown away." Another scheme is one which had previously been spoken of, but not surveyod or reported on, called by Mr. Trautwine, in his Report, the " Central Project," of which he remarks that — "The most serious objection to this scheme, is the inconvenience which would result from the interruption ef the Lachine Canal, for per- haps two years, by the proposed deepening, and by the construction of the locks, and of new face-wharves in Basins No. 1 and No. 2. 109 principally he construc- ;ly in favour of the Grey College pro- )f these gen- ine of Phila- I matter. " It and McGill rred to, and lich belongs i project of reference to )ra who had tstly and top lare Docks," o had, under it, remarking ility of invest- controvertibl» mtered appear prolong the strongly pre- all the points the others, as much money sn spoken of, itwine, in hia that— - inconTenience Oanal, for per- onstractioQ of 0. 2. *' Perhaps of no less weight is the objection that thie canal-basins ar* already crowded ; and the necessity for passing large sea-going vessels through them after the completion of the docks, would greatly iacrear>« the inconvenience now experienced." I entirely concur in the objections here named, and think that apart from many other Ickb serious objections, it would be impos- sible to shut up the Lachine Canal for two years— during the peiiod of construction. There then remain two projects, that of the docks at Point St. Charles, and the other with an entrance from the Harbour neal* the Lachine Canal Locks. The latter project Mr. Trautwine thinks the best, and it was suggested by himself. Let us examine the principal features. The space on which Mr. Trautwine locates his plan of Docks occupies about 120 acres. A large part of this land is requisite for the construction of basins for canal purposes, and was pur- chased by me for this object, on account of the Province, in 1852. The enlargement of the Welland Canal will double the size of the vessels now trading to Lake Erie and the Upper Lakes, so that the present water-space in the canal would be totally insuflScient to accommodate two-thirds of the present number of vessels of double capacity, and therefore all the land around the canal basins belonging to Government, and a great deatmore., will be requisite, in my opinion, for canal purposes. It is this land which Mr. Trautwine proposes to take on which to construct his dock for ocean vessels. Here, then, there is a very serious objection to this scheme if carried out. The utility of the canal must be sacrificed fcMr the improvement of the harbour, and sea going vessels ac- commodated at tbo expense of the river and canal craft. ' I have no space left to develope this idea, and to show how blind and fatal a policy it would be to cramp and fetter our interior trade, by appropriating the land required for its accommodatioB. Water to supply this dock is to be taken from the Lachine Canal, on what is called the St. Gabriel level. The water in the dock would thus be five feet higher than McGill Street, or any of the streets in Griffintown ; and as the dock wharves would be fm : J I 110 five feet higher than the water, it follows, that no part of wharves could be reached from Wellington or McGill Streets except by an ascent of ten feet, and the first story of the buildings near the canal, and not included in its line, would be nearly overtopped by the canal. The docks would cross fourteen great thoroughfares between the harbour and the road to the Grand Trunk works. Instead of these fourteen streets, Mr. Trautwine proposes to accommodate the public by four draw-bridges, one on Commiss- ioners Street, next to the harbour, one on Grey Nuns' Street* one on King Street, and one on Colborne Street, one slight objection to thie portion of his plan would be that the residents on Prince, Queen, George, Nazareth, Dalhousie, McGill, King, Ann, St. Charles, St. Etienne Streets, &c., would thus be prevented direct access to the present canal, or the numerous manufactories on the river, and would have to go round to some of the drawbridges referred to. Drawbridges in such a thoroughfare could not fail to prove of great inconvenience. Of course November is not po busy a month as the summer months, but on the 11th, 12th and 13th November 1858, from daylight to dark, say in 36 hours, there passed at Commissioners Street — Gabs and carriages 1263 Cttrtsiand trucks 4915 Doubl«'Waggons . ., 201 Doub1^^-^7rriage3 and omnibuses 120 Foot-i . jjngers "7272 Now a lockage would occupy at least half an hour. There would in that time accumulate, at Common Street, 90 vehicles of all kinds, and 101 foot passengers. At the first bridge of the Lachine Canal, at Wellington Street, and the other streets where bridges are pioposed, I find the passage to and fro to be nearly the same. Vessels would require to come out of the docks stern first, the breadth not being sufficient for them to turn round — extensive mill sites, and elevators, are laid out on the plan, but for which there is no water, all the water is leased out already, which the present capacity of the canal affords, and there is no provision in Mr. Trautwine's estimate for enlarging the Canal. I do not in t of wharves B except by [igs near the ertopped by loroughfares 'runk works, proposes to in Conamiss- Nuns' Street* ;, one slight )e that the , Dalhousie, 3, &c., would canal, or the B to go round res in such a irenience. Of the summer r 1858, from lommissioners 1263 4915 201 120 72V2 '. There would rehicles of all of the Lachine where bridges irly the same, tern first, the nd — extensive )ut for which dy, which the no provision lal. I do not prMend to critisice on Mr. Trautwine's views on points of engineer- ing, but I think I shall be strictly correct in stating that there must either be an independent feeder, for the use of the proposed docks, and for affording the necossary water power to drive the mills and elevators, which on all hands are admitted to be ah es- eential part of the scheme, or theLachiue C.inal must be enlarged to afford that supply of water. To do tliis the water would have to be drawn off the canal in winter, during the period of enlarge- ment, and for such withdrawal of the water, every factory on the canal, holding a Lease from the Government, would have a claim for damages during the period when their factories were closed. But again, according to Mr. Mr. Trautwine's scheme I find that a gross error has been committed in estimating the value of the land proposed to be taken for this dock project. I have asked Messrs. Spier and Son for the details of their estimate of $486,000, cited by Trautwine as the cost of land and demolition of the buildings. Their reply was, "That the price we have allowed in our estimate for land required for the dock, ranges from 5 shillings to one and three pence per superficial foot of English measure. The number offset required is about "743,900 feet; this is from Grey Nun to Colborne Street, including a pointof Mr. Logan's. The above does not include streets." Now here is a scheme for ddcks, embracing a surface of about 120 acres, and on which there are numerous buildings, all at present rented, and for this land Messr. Spier 00 (00 )00 168 27,667 661 20,823 4,908 21,631 76,838 li687,130 •f New York, ,130 tons, we «id the Weat- ir lived at tide rh, Ac, 538,- ;ons, tlie pro- lada,) we have 5 tons makes ■rels, and it is at tide water be made a ■els, supposed is a mistake, readstuff^ and claim that the on, could pass vater, quicket 1^1 , and cheapet than they alhB now taken therd, or even when the Erie Canal is enlarged, can be taken there, I claim also that whether for ex- port abroad, or for distriblftion throughout the Eastern States, Montreal is a better point than Albf^ny, and that the amount likely to Iw received at Montreal when the Docks would be com- pleted, is not two-thirds of 4,000,000, but at least one-third of the total receipts at Lake Ports, or say five million of barrels. To compare with these large receipts at tide water in the State of New York, we have only the follow' ng'^ pal try receipts to the 4th instant at this port : — <■ ''il i i' '''"'' I" RECEIPTS OF PRODUCE FOR 1858. "■ .! , Ashes 28430 barrels. . ,.,^ "' ■ Flour 669,964 " .?''■■ !' ' Wheat 1,774,464 bcshela. ''•''■' Indian Corn 105,087 " 'Pork 11,640 barrels. < " Butter 17,668 kegs. I. .11! ■; Barley 23,881 bushels. i-'!- Peas 177,908 « ■•f-'^ ■*' Lard 2,416 kegs. ■ '^' Beef 729 barrels. (, . .V Oatmeal 1,854 " ., , . Oats 113,566 bushels. . .< Copper Ore tons. or 140,021 tons, equivalent to a bulk of 1,400,021 barrels, or about one-tenth of the same produce received at tide wa(er in the State of New York. The charges now incurred on flour, wheat, &c., by cartage to store, cartage from store to ship, extra cooper- age, extra insurance, extra labour and extra storage, cannot be calculated less, exclusive of all wharfages, than six cents per bar- rel over and above what the charges might be if facilities were created in Docks, by machinery and otherwise, for receiving and delivering property. On our pres'jnt trade, which is equal to 1,400,021 barrels, this extra charge would at 6 cents amount to $84,001. If, therefore, I am correct in assuming the rate to be cents, (the rate named by Mr. Trautwine), it follows that Mon- treal, as a receiving and shipping port, is cents per barrel inferior to Oswego or Buffalo, than it can be made, and that par- I 1 ■ I i lil 4^ i vv , 122 ties sending propsrty to Montreal for sale are subjected to a charge of six cents per barrel, from the want of those facilities which exist elsewhere. This charge of 6 cents, let it be remem- bered, has nothing to do with the charge of Id for wharfage on exports of flour, but is a charge, as I have stated, owing to the want of those facilities which exists in every United States Lake Port for receiving and bhipping the produce of the interior. Let us enquire with Mr. Trautwine — will docks pay, and how could they be constructed without increasing the duty of the port ? The gross revenue of the Harbour of Montreal, in ordinary years, is about £24,000 — this year it is not more than £20,000, but I shall suppose £24,000 to be the probable receipts under present arrangements. This amount is distributed as follows : — Lake Debt Interest, .£11,000 Harbour do., 7,000 Management ttnd ordinary expenses, . . 1,750 Keeping wharves in repair, .... 1,000 Dredging in the Harbour, .... 1,000 Oarried to " Rest " Account, . . . . 2,250 £24,000 Supposing,'Tiowever, that we obtained the 2,666,666 barrels, which Mr. Trautwine doubts our being able to got over and above our present receipts, the result would stand thus : 2,666,666 barrels, at 3 cents $79,998 1,400,021 " at 3 " 39,873 Surplus from Harbour revenue 53,000 172,871 Interest on cost of docks, according to Mr. Forsyth's estimate $2,040,000 122,400 Surplus $50,471 The assumption therefore by Government of the Lake St. Peter debt and the payment of the interest, would set at liberty a sum of £12,617, which could be applied to the construction of docks. If docks were constructed, so that wheat, corn, m- ■pany, and an arrangement could be made binding on the Com- missioners of the Harbour not to charge harbour dues on th^ business of the Grank Trunk Company so long as their advance and interest remained unpaid. If this were done, even supposing the docks to cost $2,400,000, there would remain to be provided for by the Harbour Commissioners only £300,000, for which they would have in hand annually from harbour receipts (supposing Government to remit the Lake St. Peter debt) ample funds to defray interest, without calculatins; upon attracting any part of that vast trade, of which I think we could obtain the largest part if the improvements advised by me were carried into effect. The figures would then stand thus : . Cost of Docks, at Point St. Charles, say proposed contribution from the Grand Trunk Company. $2,400,000 800,000 $1,600,000 Interest at 6 per cent., $96,000 Probable amount of revenue from Harbour surplus. . $53,000 i Dock and Harbour dues on 1,329,110 bbls, at 3 cts. 39,873 $92,873 In this calculation I do not include any increase beyond pre- sent receipts. I cannot therefore s(ie any difficulty in carrying out this impor- tant work, which wouU effect a saving of at least .3 cents per bbl. on our whole trade, vnthout that loss and damage to packages which are the result of the handling and carting necessary under present arrangements. I have placed the financial view of this matter in its most unfavorable light, I would not be and have never been an advo- cate for incre".sing harbour dues, unless to obtain an object which Would far outweigh the cost. In the construction of new docks it is not necessary to increase harbour dues to any extent, while the saving which would be effected would be very great. I think it of the greatest importance that every means should be taken to make the charges on shipping coming to the port as light as a part of the 1 Trunk C.m- on the Coin- dues on th'e hoir advance ren supposing ) be provided or which they ts (supposing nple funds to g any part of ,e largest part to effect. The . . . $2,400,000 800,000 $1,600,000 $96,000 (,000 ),873 $92,873 beyond pre- out this impor- cents per bbl. e to package* ecessary under sr in its most been an advo- n object which of new docks jr extent, while great. I think lid be taken to )rt as light as 125 possible ; and it is only by providing conveniencies for receiving goods, that we can expect to do so. At present the receipts for harbour dues are principally from imports and vessels ; the pro- duce received from the interior pays almost nothing. For instance, in this year the whole receipts for wharfage on produce shipped for bea at the Port of Montreal were : — t . ■ ''>i Flour £804 ' ' Wheat 419 ' ', Ashes 410 5 t' Corn 9 ' ' I Pork 1 i . V Butter 20 * > ...f . Peaae 247 , Lard 1 /(...:.<■ Beef 6 ' ' Oatmeal 6 ,^ < Oats 20 '■ ■ . . £1943 .., . . If we adopt Mr. Trautwine's policy and wait till trade increases without attempting to ipake our position more attractive for trade than it is, I fear we shall have to wait a long time ; and we may give an impulse to other places, by our apathy, which it may take years to recover from. I have not made allusion to the increase which may be expected in the trade between the Atlantic and the West; but, considering the small area yet settled of the great territory to the West, no doubt its trade must increase rapidly and assume more importance year by year. Its extent in future it is impossible to predict, and the only safe calculations respecting it must be reduced from its past progress. Let me take an example of the increase in receipts of the articles. Wheat and Flour, shipped from Buffalo and Oswego in 183Y, 1847 and 1865 :— 1837. 1847. 1855. Buffalo. OSWKOO. Total. Flour. Wheat. Flour. Wheat. Reduced to Barrels. Bushels. Barrels. Bushels. Bushels. 126,855 450,350 66,002 59,710 1,474,366 1,903,357 5,816,362 610,494 713,531 19,099,118 235,678 6,455,641 398,657 2,698,377 12,330,143 INI !^: 126 Montreal, in my opinion, possesses great natural advantages as a place of exchange and distribution between the ocean and inte- rior vessel, and can be made the most convenient point on this continent for storing and holding property of all kinds for ship- ment in any direction, whether by rail or water, so that instead of 2,666,666 barrels, being attracted to Montreal out of the 14,000,000 barrels which arrive at tide-water, we have the' power, in my opinion, of commanding tha greater part of it. Of course this is a subject upon which there will be various opi- nions. I am supported in mine by men the most capable of judging in the Western States, and also by engineers of the high- est eminence. If I am correct, look at the vast interests dependant on the paltry outlay to secure so great a result. Wo have the Grand Trunk and other railways costing £10,000,000, in which the people of Canada are interested to the extent of £4,500,000. On a large part of this grand undertaking there is comparatively no commerce, and what is now being done is done at a loss, to the ruin of other legitimate and necessary branches of transit. If Montreal possesses these vast advantages which I claim for it, as a dep6t for imports and exports, whether to the East or to the Ocean, passengers by rail would follow the great stream of trade, as they now do, by railways running parallel to those water-lines which now transport the great bulk of imports and exports between the Atlantic and the interior. The rail would also perform its legitimate work, not in carrying heavy and bulky freight, where cheapness of transport is important, but in carrying articles of great value, and of perishable character, where cheap- ness of conveyance is not an object. I do not mean to say that railways will not carry heavy freight, for I know that the lateness of the season, the demand for or value of the article in market, or the necessity of the owner, frequently changes the movement from a slower to a more speedy conveyance. Then again, there is that vast trade in animals, for consumption and slaughtering, at the East, amounting last season to upwards of 670,000 in hogs, cattle and sheep, of which our railways will command a share as there is not a better point for this business than Montreal. These considerations lead me to look with per- 127 Ivantages as san and inte- oint on this ml 8 for ship- that instead out of the e have the' r part of it. I various opi- t capable of 1 of the high- Its dependant No have the 100, in which £4,500,000. jomparatively ) at a loss, to es of transit. ; claim for it, e East or to jat stream of illel to those imports and be rail would ivy and bulky It in carrying where cheap- mean to say now that the the article in changes the yance. Then mmption and o upwards of railways will this business look with per- fect confidence to the future success of our Canadian railways, and to the belief that a double track of rails would be necessary to do the business which would flow on to them, if the policy I suggest was carried out, in the development of the route of the St. Lawrence and the great natural position of Montreal. It is time to draw this letter to a close ; and in doing so I can- not but express regret, at being forced to differ so widely from the views of Mr. Trautwine, in respect to Docks, and as. to the capabilities of Montreal, as a point for concentrating a large portion of the Western Trade. I have no doubt, that in express- ing his views, as he has done, be acted from a high sense of duty, but with the documents placed before him, I think he should have hesitated before dessenting so widely from all the eminent engineers, whose opinions have been given on the points in dis- pute, after long and intimate acquaintance with the trade of the West. More especially should Mr. Trautwine have so hesi- tated inasmuch as his line of professional duty had not pre- viously directed his attention to that trade, or of the merits of the various routes in competition for the vast and increasing products of that region of country. Mr. Trautwine has not, as I understand, tver visited BuflFalo, Chicago or the West- ern States, and it was most diflScult after a visit of only a few weeks at Montreal, to understand, as well as most dangerous to speak authoritatively on matters which formed the especial study for years of engineers of equal eminence, whose views directly con- flicting with those set forth by Mr. Trautwine, were endorsed by the members of the Board of Trade, after much consideration and long active mercantile experience. I cannot however, regret the discussion which has already arisen, and will yet arise on the merits of the projects of our Harbour improvements, and I trust that some of the " gentlemen of large commercial experience, and habits of close observation," who agree with Mr. Trautwine's views will be induced to support th38e views before the public, and point out the errors in the opiuions expressed in relation to Docks at Point St. Charles, and as to the trade of this port, and in the many facts and arguments by which these opinions have been supported. ! ; I I ir ! ill ii 188 My own views on these points have long been before the public ; they are the result of much reflection and considerable experience. It is well knowA that on various occasions, as well in Parliament as out of it, I have expressed my views on the unsatisfactory state of our trade with the west, and of the means by which that trade might be increased. Questions of greater importance, not merely to our local trade, but to the trade of the Province, cannot be agitated. Let it be remembered that the loss to the Province in 1857 from theWelland and St. Lawrence Canals was £217,000, and it will be seen that the interest on these unprwfuctive works aetuaUy paid for the last three years. and which must be paid for the next thee years, would he more than sufficient to enlarge the Welland Canal, to build the Caugh- nawaga Canal, and to improve the Rapids of the St. Lawrence. Entertaining these views, it is not to be wondered at if I have persisted in keeping them before the public, although they should be stamped as visional y, and as " vague dreams of the imagina- tion." It should also be remembered that other projects advo- cated by me, which at first were considered as unfavourably as the Dock at Poiut St. Chailes, have been carried out. I allude to the deepening of Lake St. Pet€r in the old channel, which was recommended by me in a report to the Board of Trade in 1846, and was at first covered with ridicule, but which was finally adopted, and the Government works abandoned after an expendi- ture of about £75,000. In the same year, I suggested to the Direc- tors of the St. Lawrence and Atlantic Railroad Company the ne- cessity of bridging the St. Lawrence, and recommended as the best site a point a little below the Nun's Island. I certainly never dreamed of so noble a work as that now being erected. My idea went no further than a bridge of wood and stone. The conception of the bridge in its present form is due to Alexander M. Ross, Esquire, who examined the locality and first mentioned the present mode of construction to me when on a boat on the spot I was trying to point out its advantages. I brought the project before the public at various times from 1846 to 1852, when, at my suggeston, its construction was made the means of a compromise between the Montreal and Kingston Railway and the Grand Trunk Company. before the considerable iions, as well lews on the >f the means 18 of greater trade of the red that the 3t. Lawrence interest on three years, mid be more d the Caughr , Lawrence. 1 at if I have 1 they should the iraagina- rojects advo- favourably as ut. I allude el, which was ade in 1846, b was finally r an expendi- 1 to the Direc- ipany the ne- cnded as the . I certainly being erected. I stone. The to Alexander rst mentioned I boat on the I brought the 346 to 1852, be means of a lilway and the 1£9 As Chief CommiBBioner of Public Works I was the first to sug- gest the establishment of a line of steamers from the St Law- rence by means of a subsidy to be paid by Canada alone, and tho views then ^eld will be seen from the following extract from the Public Works' Report of 1861 :— "From extensive inquirj, we believe that a safe route exists for steamers and sailing vessels through the Straits of Belle Isle. The dis- tance from Liverpool to Quebec, coming through these Straits, is 400 miles less than from Liverpool to New York, which, in conjunction with smooth water from the Straits to Quebec, will enable a saving to be made of fully two and a half days in the voyage, and as the English mails usually arrive in Quebec some 36 to 48 hours after their arrival in Boston, there is no good reason why the proposed line of steamers should not be able to deliver their mails in Quebec and Montreal, in less time than they are now delivered coming through American Territory, and with vessels of the same speed as those now plying to Boston and New York, why the mails from England, with railroads from Quebec to Detroit, should not only be delivered throughout Canada, in less time than at present, but that this would also be the best route for mails destined for the Eastern and Western States. To make the route, however through the Straits of Belle Isle effective, more light-houses are required. At present there is only one light from Quebec along the whole North Shore to the entrance of the Straits of Belle Isle, a distance of some 800 miles. It is therefore recommended that a light be placed on Belle Isle, one at Gape Normand, one at Forteau Bay, one on the West point of Anticosti, one on the north shore of Anticosti, and another on the Main North Shore nearly opposite. " Authority for the erection of some of these lights would have to be obtained from the Government of Newfoundland. These, with the other lights, for which appropriations have already been made, will do much to improve the navigation of the Lower St. Lawrence, and lessen the cost of insurance on both ships and cargoes, in all of which improve* ments none are so much interested as the Agriculturalists of Canada." It is unnecessary to say how fully the fine line of steamers, now in successful operation, has verified the views then enter- tained, and how they have advanced not merely the trade, but the honor and reputation of the Province. I was one of the promoters of the exhibition of Canadian Industry in the London Exhibition of 1861, and moved the first resolution to that eflFect, and suggested and actively aided Canada taking a part in the , I ■ il 130 Paris Exhibition, — the good results of which projects need not be insisted upon. If I allude to ihese matters here, it is not from mere feeling of vanity, but rather from a pardonable, and, I think, laudable pride in being asdociated with such undertakings, and with a view also of suggesting to those who are disposed to blame what they call my pertinacity in advocating the great projects referred to in the this letter, that these projects deserve careful consideration, and are based upon facts and arguments which, I believe, will recom- mend themselves sooner or later to the judgment of all who will take the trouble to examine them with attention, and which have already received the support of many of the most intelligent mer- chants in this city. It may turn out years hence, that the justice and prudence of the course which I have urged, and shall con- tinue to press upon the Government and the public, in respect of the necessity of at once enlarging our Harbour accommodation and the Welland Canal, and of constructing the Caughnawaga Canal, will be as plain and palpable, as in the cases above referred to. If the views entertained by me as to the position and capabilities of Montreal referred to are incorrect and those mentioned by Mr. Trautwine and Mr. Blackwell are well-founded, I freely admit that it would be the extreme of folly to engage in any expensive Dock Improvements, and it is equally clear that the expenditure in Lake St. Peter has been made to very Uttle pur- pose, and that the merchants in Montreal must be content to re- ceive the merest fraction of the great trade of the West, and to see the stream of commerce constantly diverted from the natural Water Channel connecting the Lake t?i'i}. the ocean. Before acquiescing in such a result, .t appears to me that far more convincing arguments, and better considered figures and facts are required than those I have been commenting upon, and that the citizens of Montreal should examine with the greatest possible attention, the views advanced on the great projects now under consideration, and decide upon their real merits. JOHN YOUNa. MoKTRBAL, 10th Dec., 1858. \ need not be are feeling of ludable pride 1 a view also hat they call red to in the leration, and , will recom- f all who will i which have ^elligent mer- at the justice d shall con- in respect of commodation /aughnawaga cases above the position !ct and those well-founded, to engage in :Iear that the jry little pur- :ontent to re- West, and to n the natural ) me that far I figures and ig upon, and the greatest projects now its. ^OUNG. 1 . ''>fi(&m^:imsmm4mM. ■7 • / /' \ ^ * \ *./!• ■ m.) t / • '^. %lfc'. r*: CTs I-:' It M limit SECTI ON N9I. SECTION OF WHARFINC PROPOSED BY H? TRAUTWINE BASIN JWwAii/^aefoe^ B3i cu/> yds ai;2JcU __ j Total' /ftf Unt^it/bcl ./" •Hjjr^..-^-, -. ^ , ^V»,tjrf ^ .»fvy EMBANKMENT N ATURAL SOI SECTION N?2. SECTION PROPOSED BY M? PIOBT. FO R SYTH F ^ J f :CTI N N?l. BY W! TRAUTWINE FOR HIS PLAN OF DOCKS. EMBANKMENT \ N ATURAL SOIL '^ su JO — T CTiore H°2. JT. FORSYTH FOR THE ENCLOSING MOUND OF THE POINT STCHARLI j'if/'i >OLC fiSas BWWgt iu aBi j i' i J/Jf/:' EMBANKMENT RIVER BOTTOM 5£^ BASE 1+5 FT ft' A- SCALE FOR SECTIONS. ^^M % o 9 X E DREOCEO SHE WIN G \S REGARDS ITS PRESENT HARB0UR)THE EXISTING PIERS(YELU SUGGESTED BY YHE HARBOUR COMMISSIONERS (CREEN);AN J0HN.G.TRAUTWINE.C.E.(PURPLE).AND^S REGARDS THE PRO| S^ CHARLES PROJECT, 2 •*" THE CENTRAL PROJECT AND 3 JOHN. C.TRAUTWINE.C MLS DOCKS. ^ V CHANN EL WAY F T I G RS(YELL( ^EEN);AN THE PROl AND 3 A^INE.C. OF T HE SHE WI N G |ur)the existing piers(yellow),the improvement ommissi0ners(creen);an0 those recommendi .e).and^s regards the proposed docks) i" the p central project and s^^the project prop john. c.trautwine.c.e. ^ V ^ TS IDED BY POINT DPOSED BY 100 50 O 100 ZOO 500 ^OO 900 600 700 800 «00 1000 1100 K mnt ' ' r—z -^ 1 1 L^a C LSZ. — fe SCALE OF tNGL PLAN OF JltoC . . . rtUmv , . MONTREAL HARBOUR ^— ^— --^ iu-i- Iftt: cM4i^** Oftr wt/t'thd' PUfs /rro^MMl fyJbk*v. C.Jmiif^vifte.C.£:.4:---';''\ (/hzrpie\;tuui IA0 vn/jreve/tMni^ projf.^iMi by IMa. \. ilffreAn^Soufuitnag at low H^aJer ofif7/ket crvlAi' rrUlrt' avU' ffflAr- enitUi- yaie^ cfJ.aA-7uivt- OotrvOjt: H "ttj ^"••TA«y „,HA«r ^ DU.1 WA.Littlp. Lith Mc.iiliTaJ. OREOCEO SCALE OF LNULISH FEET \ Ui^ RtcL . . . , 1C . . , rtuoH' '. . . . J „ . 7%^ Oft. t.\e ratu/i o/'lA^Jee fSiuv^ c/'/SJJ-S iui'Ou- ckoM^tf ar*ru>t- shewn^. \ ■*"/•/■- N -^ '-. •■-•; /n ' ■■■■■/^*o;Er-;-' ■iS-.-r.:. ■«/ lAeL I t ■fff'^t >tg ■^i ,- —J**' CHANNEL W/VY ^,^' )i^-' S ^ICT" BASIN Nff p«w«M»A**-o«K r^y "^ wowtt >t«TPK» „,„T- n E E — f ^