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 MONTREAL 
 
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 YEA OR NAY? 
 
 New York, New Orleans, St. Louis and pre-eminently Mortreal 
 seem to be marked out by Nature to be centres of trade. St. 
 Louis at the junction of the Mississippi and Missouri valleys, and 
 New Orleans at the mouth of the great Missisoippi river are from 
 their position greatly favored, but Montreal at the junction of the 
 St. Lawrence and Ottawa, with the water drainage of the whole 
 enormous basin of the North West flowing past '\ with ocean 
 ships unloading in its harbor, possesses the natural advantages of 
 both those cities. 
 
 Such being the case, other conditions being equal, trade must 
 centre in Montreal, but care must be taken that other conditions 
 are equal, and that tl natural superiority of site of Montreal is 
 not lost by the supineni jS of its inhabitante. By railways natural 
 disadvantages may to a great extent be corrected and a city not fa- 
 vored by nature may by art be made a centre of trade. The converse 
 also holds good, and if Montreal be not made a centre of conver- 
 gmg railroads, as nature made her of converging waters, if the port 
 facilities are not extended and the deepening of the lake is not 
 effected so as to meet the exigencies of the day, her natural 
 advantag )3 will be lost for ever. 
 
 Although the chief city of Canada, Montreal has not so 
 many converging railroads as Toronto, or London ; the avenues 
 of her trade are in the hand^ of one great company. A merchant 
 
2 
 
 in Toronto can choose his route for iirporting or forwarding 
 his goods — the Montreal merchant has no such option. A break 
 in one line of communication may interrupt the whole spring 
 ti'ade of Montreal. A few years ago a whole season's trade 
 was lost. One line has the monopoly of the carrying trade — 
 owned in England and having no ties to this country. Should its 
 interests require it would be justified in discriminating against 
 Montreal, if thereby it could irsui-e a longer carriage over its road. 
 In short the interest of Montreal is to make Montreal a point of 
 trans-shipment, whilst the interest of the Grand Trunk Railway 
 is to pass Montreal and carry freight over its whole line. 
 
 Tnere is no desire to underrate the great benefits conferred in 
 the past by the Grand Trunk Railway on Montreal and the country 
 at large. There is no intention to reflect upon its management. 
 Itis managed with ability for its owners under difficult circumstances, 
 and there is no reason why the trade of Montreal should be specially 
 favored by that Railway's English owners. It is however evident 
 that the time litu^ arrived when one Railroad can no longer do the 
 work of this City, no matter how eflSciently the Grand Trunk 
 Railway ~aay be conducted. There are now more ocean steamers 
 sailing into this port in summer than into any other port in America 
 save New York, and more are coming, and yet the avenues of outlet 
 for goods remain unchanged. We ha a the same Railroad routes 
 we had fifteen years ago. 
 
 Toronto, our great rival in the West is a centre of three 
 important roads, the Grand Trunk, the Great Western and the 
 Northern. The Toronto Grey and Bruce and the Nipissing 
 narrow guage roads are feeders of lesser importance, but all 
 stretch out to the great North Wejt. The Northern Railway is 
 being pushed on to Sault Ste. Marie and has already reached 
 Muskol:a. At Sault Ste. Marie it will touch the Northern Pacific 
 and the Canadian Pacific Railroads. 
 
 These facts are painfully evident to the merchants of Montreal- 
 In summer when the navigation is open, goods can be moved 
 forward fast enough, but in the fall and at Cie close of the 
 season when insurance is high and navigation threatens to close, 
 
 
 'Hi 
 
ntreal. 
 
 moved 
 
 of the 
 
 close 1 
 
 ')i 
 
 goods accumulate here and the shipments of merchants, who 
 avail themselves of the river in summer, are shut out or delayed in 
 a way which could not occur if there were two competing lines of 
 railway. Is it necessary to refresh the memories of our merchants, 
 by referring to the occurrences of last fall to show how easy it is 
 for the Grand Trunk Kailway to charge winter prices for transport 
 of goods sent to their stores in the early fall,? This grievanc e is often 
 felt ; the Toronto merchant on the other hand has a choice of routes 
 at all seasons for all purposes as well of importing as forwarding. He 
 can import via New York and Niagara and receive his goods 
 earlier in the spring than the Montrealer. If there is an unrea- 
 sonable delay on one line he can choose another. The travellers 
 of Montreal houses are often told that the time goods take to 
 arrive from Montreal more than absorbs any advantage in price. 
 The greatest consumption of imported goods is in the country 
 west of Toronto. The spring trade opens earlier and earlier every 
 year, and the delay in getting goods from Montreal is severely felt 
 by those who buy there when they have to compete with those who 
 buy in Toronto. The spring trade in dry goods and a large part 
 of the fail trade are done by railroad. Let then the natural 
 advantages of Montreal be ever so great, so much of the business 
 of our city must be done by railroad that it is of vital 
 importance that the outlets to the West should be enlarged 
 and mutiplied. The same reasoning applies to the East, for it is 
 vital to the spring trade that goods should flow in from the seaboard. 
 This desideratum caxihest be secure'' by competing lines of railroad. 
 During the last winter the Ottawa and Prescott Hallway was 
 blocked with snow whilst tho Brockville and Ottawa was clear ; 
 next year these conditions may be reversed, but by one channel 
 or the other Ottawa can always be reached. A snow blockade on 
 the Grand Trunk Railway is fatal to our trade. 
 
 What then does Montreal require ? evidently an optional route 
 to the seaboard, an optl jUJ ^ route to touch the Toronto system of 
 railways at the West, aid a route to open up the North West and 
 communicate with the two great Pacific roads. 
 
 Montreal is at the confluence of the Champlain, the St. 
 
Lawrence and the Ottawa valleys. In the short months of 
 summer she is mistress of the communications of the country, but 
 in the late fall, the winter and the early spring, she is the bond 
 slave of the Grand Trunk Railway. 
 
 A new route to the seaboard is fast approaching completion, the 
 Passumpic River Rail Road connecting with the New England 
 railway system and with the Portland and Ogdensburg Road, is 
 complete to Newport ; from Newport to R'chford the road will be 
 ready for the rails in June, from Richford to West Farnham the 
 South Eastern Counties Rail Road is now running — and the line 
 from West Farnham to South Montreal will be opened probably 
 next year. This route opens up many lines of access to Portland 
 or to Boston and will give our merchants not only a choice of port, 
 but of steamship lines. For if the Montreal Ocean Steamers 
 should run to Boston in connection with the new roads, it is evident 
 that there must be a competing line of vessels run, to feed the 
 Grand Trunk at Portland, and at Boston the Cunard line will then 
 come unto direct competition with the Montreal Ocean Steamship 
 Company — whilst thanks to the connection with so many lines of 
 railroad, rolling stock enough to carry all her winter traffic, v/ith 
 promptness and despatch, will be secured to Montreal. 
 
 It is idle to pile up goods in Montreal by increased seaboard 
 faciUties, if they are not moved swiftly to the West. We have no 
 wish to accumulate goods here, we must have another outlet 
 independent of any existing and this outlet, the second link in 
 the great Railway system now taking shape and substance is to be 
 found in the Northern Colonization Railroad to Ottawa. 
 
 Ottawa, now the political capital of Canada, is about to become 
 the centre of a new and grand Railway system. It is not the 
 trade of Ottawa, it is not the fuel of St. Jerome, which is sought to 
 be obtained by the Northern Colonization Railroad for the city of 
 Montreal, it is the great trade of the West and North West which 
 by the Toronto and Ottawa and Canadian Pacific must intersect 
 at Ottawa. 
 
 Tuo Toronto and Ottawa Railroad is noTT open from Otta- 
 wa to Carleton Place, the charter has been obtained and the 
 
lonths of 
 [itry, but 
 the bond 
 
 3tion, the 
 England 
 Road, is 
 Ld will be 
 aham the 
 [ the line 
 probably 
 Portland 
 3 of port, 
 Steamers 
 s evident 
 feed the 
 ■will then 
 teamship 
 J lines of 
 ffic, vj'ith 
 
 seaboard 
 have no 
 zr outlet 
 I link in 
 ) is to be 
 
 ) become 
 mot the 
 lought to 
 e city of 
 ist which 
 intersect 
 
 m Otta- 
 and the 
 
 larger part of the work subscribed to continue it through 
 Peterboro' to connect near Toronto with the Northern and 
 Gr-^at Western Railways. Consider what that extension will 
 secure to Montreal. The road will pass through some of the most 
 rapidly improving parts of Canada and will intersect every one of 
 the numerous new railways now branching out to the North. It 
 will cross the Kingston and Pembroke, the Belleville, the Cobourf'. 
 the Port Hope, the Whitby and the Northern railways, the last 
 named stretching out with its branches to Collingwood, Owen Sound 
 and Muskoka, and lastly will be in direct communiccv'ion with the 
 Great Western, thus opening up the whole Western Peninsula and 
 by the Hamilton and Lake Erie railway touching the Great 
 Southern road now building. 
 
 The surveys for this Road have been completed, and the fact 
 that the Allans of Montreal ha ve taken up one half of the capital 
 stovjk, is a pledge of speedy constru;jtion, and that the interests of 
 Montreal will not be ignored. 
 
 This will be the great Central Railway of Canada, to connect 
 with it will place Montreal once more on a level with her 
 competitors and give her merchants fair play in the West. Surely 
 this is a prize worth fighting for. 
 
 Coming now to the third great point, the trade of tbe North 
 
 West. Every one must see that the Canada Pacific Raihvay will 
 
 sooner c later be built and every one knows that the NortJiern 
 
 Pacific Railroad is now being built. The railway from Ottawa is 
 
 now finished to Pembroke and in a very short time must be finished 
 
 on to Lake Nipissing, Georgian Bay and Sault St, Marie. At the 
 
 last named place it will connect with the Northern Pacific and 
 
 Canadian Pacific railroads. The Northern Pacific, [with a branch 
 
 from St. Paul to Red River near completion] is fast being pui:hed 
 
 forward, and the trade over those lines will also then pivot at 
 Ottawa. 
 
 While we are dreaming in Montreal and squabbling over 
 subsidies the rest of Canada is wide awake. There is now no time 
 for delay. The opportunity once lost will never return, and we 
 have now to decide whether the terminus of the Pacific Railroad 
 
6 
 
 is to be at Montreal. The Northern Colonization Road has the 
 Charter and has the land grant. Every thing is ready now to 
 push on with the Road. The land grant is not a note of hand 
 transferrable from company to company at the option of Montreal 
 and delays are proverbially, dangerous. The ancient Capital, 
 Quebec, has roused itself from its lethargy and the long threatened 
 North Shore Railway is actually being built. Pushing south by 
 the . Megantic Railway for a winter seaport, Quebec aims at 
 becoming the summer seaport for the great trade of the West and 
 North West. The Megantic Railroad will intersect the Railroad 
 now being built from Sherbrooke to touch the Maine system and 
 the Europe and North American Railroad at Lincoln, and will 
 give Quebec the option of St. John or Portland for a winter port. 
 Jf the North Shore Railway then he continued North direct to 
 Ottaiva it will only require the Ocean Steamers to stop at Quebec 
 to cause the whole trade to slip past Montreal. It is to secure 
 that trade and to prevent Quebec taking by art the position Mont- 
 real has hitherto occupied, thanks to her natural advantages, that 
 the railway to Ottawa should bt built on the North side, thereby 
 preventing a road direct to Ottawa from Quebec, or at least inter- 
 secting it at St. Jerome ; thus the Northern Colonization is, so far 
 as Montreal is concerned, the most important link in the vhole 
 chain. 
 
 It being therefore evidently the case, that Canada is inaugura- 
 ting a new Railway system, it is necessary for Montrealers to be 
 awake and stirring ; their object should be to place their City in 
 the centre of that system as it is in that of the water communications 
 of Canada, it is moreover necessary that these new avenues of 
 trade should not fall into the hands of those who have secured for 
 their own benefit all the present railway outlets to the city. It is 
 essential that this new system be a national Canadian system 
 owned by the people of Canada, managed by Canadians, having 
 the interests of the country at heart, with men at its head who 
 having all their interests centred in Montreal will take care that 
 Montreal is properly represented. With Toronto on the west and 
 Quebec on the east ready to combine to secure the downfall of our 
 
has the 
 1 now to 
 
 of hand 
 Montreal 
 
 Capital, 
 ireatened 
 south by 
 aims at 
 iVest and 
 Railroad 
 3tem and 
 
 and will 
 iter port. 
 direct to 
 t Quebec 
 to secure 
 on Mont- 
 ges, that 
 
 thereby 
 ast inter- 
 is, so far 
 be vhole 
 
 aaugura- 
 )rs to be 
 • City in 
 nications 
 3nues of 
 uved for 
 y. It is 
 I system 
 I, having 
 lead who 
 !are that 
 ivest and 
 bll of our 
 
 city, it behoves us that we should seize on this main link of the 
 chain by taking in the name of our city largely of its stock and 
 holding it in such a way that the control of the x ..rthern Coloniza- 
 tion road can never be wrested from us. 
 
 But while this system is so vitally important to us, it unfortunately 
 happens that the main link in the chain passes through poor 
 municipalities, and hence it is that the burden falls heavily upon 
 us. From Ottawa the railway must be built by Government to 
 Sault Ste. Marie, from Ottawa to Carleton Place it is already 
 built, and whilst from Carleton Place to Toronto the road passes 
 through rising towns and wealthy municipalities which can aid in 
 its construction, from Montreal to Ottawa we must ourselves bear 
 the greater portion of the burden, for Montreal must become the 
 centre of trade— not we repeat of the trade in'firewood but of the 
 enormous trade of the Weit and North West. 
 
 QUESTIONS. 
 
 Is the rentDl from real estate likely to increase if Montreal 
 remains quiet during the present railway movement ? 
 
 Are any of the parties advocating rival schemes more interested 
 in Montreal than the promoters of the Northern Colonization Road 
 or more interested in the speedy completion of a road to Ottawa 
 on the North Shore ? 
 
 Is it not probable that while we squabble over a land grant 
 which we cannot influence, and haggle over a subscription which 
 will secure_control of the road that the trade we seek way by ship 
 past us ? 
 
 If we defeat this By-Law do we not play into the hands of the 
 inhabitants of Toronto and Quebec, and should ihQ road to Ottawa 
 not be built, would it not be well for Montreal merchants to provide 
 
 ^, for branch houses at Toronto to sell goods, and at Quebec to attend 
 
 |to the trans-shipment of their importations ? 
 
'^BSBSI^mm 
 
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