IMAGE EVALUATION TEST TARGET (MT-3) m W/. ^/j^ 1.0 1.1 Ijj ^^ Mil iM 12.0 IB u IL25 HI 1.4 ^ — 6" HiotogFaphic Scmces Corporation ^^ \ ^N 23 WIST MAIN STMET WEBSTER, N.Y. 145M (716) •72-4503 CIHM/ICMH Microfiche Series. CIHM/ICIVIH Collection de microfiches. Canadian Institute for Historicai IVIicroreproductions / institut Canadian de microreproductions historiques Technical and Bibliographic Notaa/Notas tachniquaa at bibliographiquaa Tha Inttituta haa attamptad to obtain tha baat original copy availabia for filming. Faaturaa of thia copy which may ba bibiiographically unique, which may altar any of tha imagaa in tha raproduction, or which may aignificantly changa tha usual mathod of filming, ara chaclcad balow. D D D D D D Colourad covars/ Couvartura da coulaur I I Covars damagad/ Couvartura andommag6a Covars restored and/or laminated/ Couverture restaur^ et/ou peiiicuiie I I Cover title missing/ Le titre de couverture manque Coloured maps/ Cartes g4ographiques en couieur □ Coloured inic (i.e. other than blue or black)/ Encre de couieur (i.e. autre que bieue ou noire) I I Coloured plates and/or illustrations/ Planches et/ou illustrations en couieur Bound with other material/ Relii avac d'autres documents Tight binding may cause shadows or distortion along interior margin/ La re llure serrie peut causer de I'ombre ou de la distortion le long de la marge intirieure Blank leaves added during restoration may appear within the text. Whenever poasibla, these have been omitted from filming/ II se peut que certaines pages blanches ajouttes lors d'une restauration apparaissent dans le texte, mais. lorsque cela Atait possible, ces pages n'ont pas Ati f iim^es. Additional comments:/ Commentaires suppi^mentaires: L'inatitut a microfilm^ la mailleur exemplaira qu'il lui a AtA possible de se procurer. Les d*tails da cat exemplaira qui sont paut-Atre uniquaa du point da vue bibliographique, qui peuvent modifier une image reprodulte, ou qui peuvent exiger une modification dans la m6thode normale de filmaga sont indlquAs ci-de«sous. I I Coloured pages/ D Pages de couieur Pages damaged/ Pages endommagtes Pages restored and/oi Pages restaurtes et/ou pelliculAes I I Pages damaged/ r^ Pages restored and/or laminated/ Pages discoloured, stained or foxed/ Pages dicoiorias. tachattes ou piqutes □ Pages detached/ Pages d^tachtes 0Showthrough/ Transparence □ Quality of print varies/ Qualiti in^gaie de I'impression □ Includes supplementary material/ Comprend du materiel suppi^ma -.^taira □ Only edition available/ Seule Mition disponible / Pages wholly or partially obscured by errata slips, tissues, etc.. have been ref limed to ensure the best possible image/ Les pages totalament ou partiellement obscurcies par un fauiilet d'errata, une pelure. etc.. ont tt6 filmtes A nouveau de fapon d obtenir la mailleure image possible. Th( to Th poi of filr Orl bei thf sio otf fin sio or Th( shi TIK wh Ma difl enl be^ rig red mc This item is filmed at the reduction ratio checked below/ Ce document eat film* au taux da reduction indiqu* ci-daaaoua. 10X 14X 18X 22X 26X 30X / 12X 16X aox 24X 28X 32X The copy filmed her* ha* been reproduced thanks to the generotity of: Library of the Pubiic Archives of Canada L'exempiaire fiim* f ut reproduit grAce k ia ginirosit* da: La bibiiothAque des Archives publiques du Canada The imeges eppearing here are the best quality possible considering the condition and legibility of the original copy and in Iceeping with the filming contract specifications. Original copies in printed peper covers are filmed beginning with the front cover and ending on the last page with a printed or illustrated Impres- sion, or the bacic cover when appropriate. All other original copies ere filmed beginning on the first page with a printed or illustrated impres- sion, and ending on the last page with a printed or illustrated impression. The last recorded frame on each microfiche shall contain the symbol — ► (meaning "CON- TINUED"), or the symbol ▼ (meaning "END"), whichever applies. IVIaps, plates, charts, etc., may be filmed at different reduction ratios. Those too large to be entirely included in one exposure are filmed beginning in the upper left hand corner, left to right and top to bottom, as many frames as required. The following diagrams illustrate the method: Lea imeges suiventes ont 4tA reproduites avec le plus grand soin, compte tenu de la condition at de la nettetA de Texemplaire f ilm6. et en conformity avec les conditions du contrat de filmage. Les exemplaires originaux dont la couverture en papier est ir.iprimte sont filmto en commenpant par le premier plat et en terminant soit par la darnlAre page qui comporte une empreinte d'impression ou d'illustraticn, soit par le second plat, selon le cas. Tous les autres exemplaires origineux sont filmAs en commenpant par la premiAre page qui comporte une empreinte d'impression ou d'illustration et en terminant par ia dernlAre page qui comporte une telle empreinte. Un des symboles suivants apparattra sur la darnlAre imege de cheque microfiche, selon le cas: le symbols -^ signifie "A SUIVRE", le symbols V signifie "FIN". Les cartes, planches, tableaux, etc., peuvent Atre filmto A des taux de r6duction diffirents. Lorsque le document est trop grand pour Atre reproduit en un seul clichA, il est filmA A partir de Tangle supArieur gauche, de gauche A droite, et de haut en has. en prenant le nombre d'imagas nAcessaire. Les diagrammes suivants illustrent la mAthode. 1 z 3 1 2 3 4 5 6 c t I LETTERS TO THE HON. FRANCIS LEMIEUX, €\)iti Cammii&iantt \ii\thlit OTarks", ON CANADIAN TRADE AND :\AVI«ATI05i AND TO THE CITIZENS OF MONTREAL, ON TUE COMMERCE OF THE CITY km THE MEANS OF ITS FURTHER DEYELOFMENT. BY THE HON. JOHN YOUNG, M. P. P. ^-^-v.-V'V'-'s.-.-S.''-.-v'V.'^* PRmTED BY JOHN LOVELL, ST. NICHOLAS STREET. 1855. :';i^. / T LETTERS TO THE HON. FRANCIS LEMIEUX, ON CAXADIASI TRADE AXD ]\AYIGATI03i, ▲NO TO THE CITIZENS OF MONTREAL, 0!f THB GOMMEllCE OF THE CITY Hd THE MEANS OF ITS FURTHER DEYELOPMEST. BY THE HOX. JOHN YOUNG, M. P. P. '-"^>-'W\,'\,'»« '«-*_*-V_v^ ilWfontveal: PRINTED BY JOHN LOVELL, ST. NIOHOLA.S STREET. 1865. I- i? ri Tn Ki' TO THE nON. F. LEMIEUX, Chief Commissioner Public Works. Sir, — If any apology were necessary for addressing to you tliis lettor, such apology might easily be found in your position as the heal of the Department of Public Works, and in the great im}>or- tiince of the subject of improving our Canadian navigation, and the probable elfeuts of such improvements on the trade of Canada. But in addition to this, it is becoming every day more evident tliat the trade of the Province demands greater facilities, and the more so from the results which have p.Ltended the recent changes in legislation as affecting trade. It was in 184G that England inaugurated her new commercial policy. Previous to that time the people of Canada enjoyed cer- tain advantages for their lumber and. agricultural products in the markets of the mother country, and on the other hand they were compelled to pay a differential duty if they employed a foreign ship, or imported foreign goods, except through a British ware- house. The United States had not then passed their draw-back or bonding bill, allowing Canadian produce or foreign merchan- dise to pass through the United States in bond. Hence Upper Canadian trade was forced through the route of the St. Lawrence, and centered almost exclusively in the cities of Quebec and Mon- treal. Protection to Canadian produce in the English market ceased in 1847. Differential duties were repealed In the same year. The St. Lawrence canals were opened for traffic in 1849, and in the same year the United States draw-back or bonding bill came into operation. By this bill Canadians could import foreign goods through the United States in bond, and ship Canadian pro- duce also in bond for exportation at United States Atlantic ports. The trade of the Western States, and of Canada West, was thus tJirown open to competition, and the rivalry for the carrying trade of the Great West was fairly begun between Canada and the State of New York. How this rivalry is to end, whether in the destruction of Cana- dian trade, by the absorption of her products, and of the western ' \ I I ( ■■ ll'i 'I, earning trade into the clmjuiC'ls of conveyance, centering in Xew Yurk, or >vhctlH;r the natural taciilities of Canada .shall bo so imjirowd as to secure a fair share ol" this gigantic and ever increas- ing traflic, will, in my oi)inion, depend upon tlie action which shall ha taken by the 1 )oj)artinont of I'ublic Works, and by the people of Canada, iia to the iniprovonients to which I shall shortly allude. A glance at the map of Canada, and at lier chain of I'ublic Works, will shew her present means of competition for this trade, and suggest the means of enlarging tliat trade indotinitely. Tlie advaTitages possecsod by Canada are to be found in lior natural portitiou. in her lakes and the St. Lawrence, in the Welland Canal connecting Lake Erie with Lake Ontario, in the St. Lawrence canals connecting inland with ocean navigation. She has also her nominal tolls and Provincial tug-boats. New York, as a means of compe- tition, has her Erie Canal. She has also the advantages of her rail- roads, but, as I will shortly show, these roads have not been able to compete with canal for heavy freight, or even materially to diminish it ; so that the advantages of the State of New York may be said to be limited to the possession of the Erie Canal. And yet look at the results, and see what a warning and incitement they alTord to the people of Canada. Let it bo remembered that previous to 1849, before the United States bonding bill came into operation, there was no exportation of cereals from Caiuida 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 bo as follows : . In 1849 24,930 barrels. " 1852 466,912 " • ^ ' " 1854 762,575 " ' v . : Look now at the quantity of wheat and flour received by canal and river at Montreal : ■ . ■ ; In 1846 967,286 barrels. ' , / "1852 710,749 " ''>:^ ^ " 1854 594,394 « These figures establish but too clearly the course which the trade has been taking ; and the results of the trade of this season, when officially known, will prove that a larger proportion than ever of Western Canada cereals has found a passage into the 5 Unitctl States. Tn other words, that the cnnyiiig trndo rif I'jj tr Oanada products, l»y the St. Lawreticc anil th<' Caiiiuliaii caii:ilH, is rapidly decreasing, and tliat of the State of New York rapidly iucroasini^. A sinj^lo fact will conclusively establish this disagveo- ablo truth. During tlie four weeks ending on the 31st of Oetoher, the (juantity of Canadian wheat received at the Port of Osue^o alonc', was 027,000 bushels, wlillst the total receipts of Canadian wheat by can.sl and river at Montreal, from the opening of naviga- tion to the Barao date, was only 104,077 bushels. The increase of importation from the United States into Canada, since the passing of the draw-back bill, will be evident from the followiiiix: Value of imports from United States in 1840, i?5, 724,800 " " " " «' 1854, 17,300,730 The same warning and incitements are afforded to us as Cana- dians from a glance at a few more general facts as to the com- parative movement of property on the Erie Canal and on the St. T-awrence canals. These facts conclusively establish the practi- cal superiority of the present routes by the United States over the Canadian route. The total movement of property on the Erie Canal, was : In 1853 4,000,000 tons. On the St. Lawrence canals : In 1853 601,000 tons. ''" •' Difference,.. 3,439,000 » The average receipts of vegetable food at tide water in the Hudson River, reduced to barrels, was, as near as possible, for the years 1851, 1852 and 1853 8,000,000 barrels. Tlie average receipts by canal and river at Montreal, for the same period, was equal to 750,000 barrels, Difference, 7,250,000 " The receipts of grain alone at Oswego and Buffalo, during October and November of this year, exceed 5 millions of bushels, while the total receipts of all kinds of grain at Montreal, by river and canal, since the opening of navigation up to the 30th Nov., from both Canada West and the Western States, Avas only 1,300,000 bushels. I 'J'ho avcrai^fi oxportM for tlic yciirs 1851, 1852 and 185.1, of vcnre- tiil.lo food fiithe Tort of XowY..rk, waso-iual to J],OU(),000 barrels. The nvt'rag't' export of such fooJ at (Quebec nii.l Moiilreal, for the saiiu! period, was only.. . . 052,000 barrulf*. Dilleronee 2,318,000 " 1 1 would bo easy to multiply facts to ostablis'a the same goiun-al result, but the Hu-ures above given will sufHcicntly shew that which wo can neither deny nor controvert, namely, that the trade in the h>wer St. Lawronco in the produce of the "West is paltry and iurtignilicaiit, compared with what it ought to bo, and compared with that by the Erie Canal ; — that our present facilities for trans- porting pro]ierty are wholly inadocpiate to secure successful compo- tition with the more southern routes. It is in vain to overlook or iindervalu'.' the I'osult ; it is forced upon us every year more and more plainly, and was foreseen by every intelligent merchant aopiainted with the Western business, and is corroborated by other fact?. Let us look for a moment at the rates of transport by these routes, ami the comparative rates of freight, to the markets in the Kastera States and in Great Britain. The freight of a barrel of Hour from Oswego to the City of New York is from five to ten eetits less than the freight from Montreal to New York or Boston, by any means of transport we now have. The freight* from 'i'oronto or other ports on Lake Ontario to Montreal varies, but taken at tlie lowest rate of twenty cents per barrel, and with a freight of lifty cents, from Montreal to New York or Boston, wo Jiave thus seventy cents, against forty-five cents from Toronto to New York and Boston, at which rate freight has been freely taken this season. Again, the supply of cereals for the trade of Maine, which we e-vpocted to have almost completely in our own hands, by the con- struction of the St. Lavrrence and Atlantic Railroad, finds its way from the West through the Erie Canal to New York during the summer months, and thence to Portland, at a less cost of trans- port than by Montreal by railroad, althougli the cost of transport from Longueuil to Portland, a distance of 292 miles, is only forty- tive cents per barrel, — a fact equally full of warning and incitement as those to which I have alluded above. ti It in also u Cfiot wirn;li ntliniu of no controvorfiy that th deal with us. We admit American vossols to registry ; tho Amer- icans do not admit ours. AYo admit Americans to the free navi- gation of tho St. Lawrence and of our canals ; wo have not tho privilege of navigating the canals of Now York, or the Uudson River. All foreign goods coming from tlio United Stales arc admitted into Canada on tlio same terms as fi-om the place of growth. Put if a Canadian merchant imports more tea or cofteo than he can dispose of in Canada, ho cannot send it to *,he United States, for there he would bo charged with a twenty per cent, duty, whilst from the place of growth tea and coffee are admitted free. It may be also mentioned that our tariff throws additional difh- cultios in tho way of Canadian trade. It is based on false princi- ples, and directly tends to divert trade /rom the St. Lawrence to the United States Atlantic ports. Sucli are some of the difficulties with which Canadian trade- has to contend. Tho practical questions, therefore, that present themselves to every one desirous of advancing tho trade and pros- perity of Canada are these : How shall Canada be able to compete- successfully with tho vStato of New York for this great trade ? I« the stream of western commerce to continue to find cheaper out- lots by United States ports on Lake Ontario to the Atlantic than by any route furnished by Canada through its canals and the lower St. Lawrence? Shall the present superiority in cheapness, of tho New York water communication, continue or even increase, and our trado dwindle away into a yet more inconsiderable amount i Are Maine and the Eastern States to draw the western supplies through channels of transport so circuitous as those indicated ? Ar6 the waters of the St. Lawrence, and the noble lakes by which it is fed, to be crossed over merely by the export and import trado of Upper Canada and tho great West, or is that trado to descend those waters till it meets ocean vessels with freight from every quarter of the globe. ■8 For my own part I think these questions can be answered satis- factorily. The remedy for those evils seems to me as evident as the evils themselves ; were it not so, it would serve but little purpose to dwell upon tlio present unpromising but not hopeless condition of our trade. I believe it is yet in the power of the i)Cople and govern- ment of Canada to adopt measures which will enable us to compete successfully for the carrying trade of the West, and make our public works a source of great and growing revenue to the country. I believe it is not too late to attract trade from Ameri- can to Canadian channels, and thus greatly to benefit trade on the St. Lawrence, without any injury, but on the contrary with great benefit to the interests of Upper Canada. I need not say that I have uniformly opposed any scheme for forcing trade through the St. Lawrence at the expense of Upper Canada. In 1852, I resigned the office which you now fill, when an Upper Canadian member of the ministry sought to protect trade by the St. Lawrence by a system of Difterential Duties, which I conceived and still conceive to be mischievous in principle, and highly unequal and unjust to the people of Upper Canada. And with that office I was forced to abandon the principal object which induced me to become a member of Government, tiie hope of influencing through the Government, and from the position I occupied in the Department of Public Works, two great projects of improving our means of transport — projects which I had long had at heart, and which whilst in your position I strongly urged and have continued to urge, and now press upon you as the great remedies for our present depressed and diminishing trade, namely — First. — ^The enlargement of the Welland Canal ; and, Second. — Thb construction of a canal to connect the St. Lawrbnck with Lake Champlain. Let me attempt to state my reasons for supporting these as the great remedial projects for the evils to which I have aluded. If these projects can be shewn to be practicable, and if it can be shewn that the large amount which the trade of Canada West has for some years past paid to American forwarders, and to sup- port American canals and American railroads, (a sum which for this year alone will exceed four hundred thousand dollars,) can be transferred to the Canadian Treasury without increased charge on the trade of Upper Canada, I can have no doubt that these projects will be supported by the whole rrovinco, and by none more strongly than by the intelligent and enterprising people of Upper Canada. ' In the first place then there are certain facts which those most intimately acquainted with die subject will be tlio least iiiclined to doubt, namely ; that by far the largest share of all Western products arriving at the tide waters of the Hudson are not exported hut are consumed in the Eastern States; — that of cereals alone, out of equal to eight million barrels, the average receipts of the three years above alluded to, five millions were consumed and only three millions exported. Now, in my opinion, Canada has it in her power, by means of her position and natural advantages, and by the construction of these works above mentioned, to become t]ie carrier of a large part, I believe the larger part, of these five million barrels, by a route cheaper and quicker than any now ex- isting or that can be constructed in the United States. If so we shall be able successfully to compete for the great import and export trade to the West, and to attract that trade via the St. Lawrence to the ocean. Let us now look fairly at the eff'ects which the trade so attracted would have on the prosperity of Canada, and the cost of transport by the present routes. Ships and steamers arriving at New York and Boston, with freight and passengers principally destined for the West, having made a profitable voyage out, are prepared to carry freight back at very low rates. On the other hand the great bulk of the siiips com- ing to the St. Lawrence arrive in ballast and depend alone on the home voyage for their profit. The following table will point out this important fact, and at the same time demonstrate the necessity of increased facilities being obtained for the transport of property through the St. Lawrence. The freight of a barrrel of flour in seven months, say from 1st May till 1st December, from Montreal and New York respectively, was in the years here quoted, as follows : Montreal to LivEurooL. Average in 1846 53. 2d. Stg. Ranffc from 4s. 6(1. to 6s. New York to Liviepool, Average in 1846 28. 8d. Stg. Range from Is. 9d. to 58. Average in 184Y, 3 Range from Is. to 2s. 6d. Average in 1848, 1 Ran^e from la. to 28. Od. 9 8 Average in 1 84Y, 5 Range from Ss 6d. to fs. Average in 1848, 4 Range from 2s. 9d. to 6s. ■|(^ ff 3d. Average in 1849 Kauge from 6(J. to 2s. Average in 1850, 1 Range from yd. to Is, Dd. Average in 1851 1 Range from 8d. to Is. 9d. Average in 1852, 1 Range from Od. to 33. 6d, Average in 1853 2 Range fioni Is. 6d. to 33. 6d. 10 Is. 1\d. Stg. Average in 1849, .... 3s. 6d. Stg. Range from Ss. to 43. 3d. 3J " Average in 1850 3 Oi " Range from 2s. Cd. to 3s. 9d. 1\ " Average in 1851, 2 llj " Range from 23. 4d. to 39. I^d. 4i " Average in 1852 2 11^ " Range from 28. Id. to 4s. 6 " Average in 1853, 4 SJ " Range from 33. 9d. to Ss. 9d. Average in 1854 3 2" Range from 2a. to 33. 9d. Average in 1851 2 6" Range from 23. to 8s. Id. Sliowiug an average liiglier cost of 100 per cent, in these nine years in ocean freight, by the Montreal route. To secure then cheapness in tlie freight of exports, it is essen- tial to procure a steady and abundant supply of out freights ; and thus the freights both ways will be lowered. It is to be borne in mind that a very iaiportant and profitable outward freight is obtained by tlie ships and steamers arriving by sea at New York and Boston getting large numbers of emigrant passengers des- tined for the West. These passengers might easily be attracted through our waters. Let it be borne in mind that Toronto is as near Liverpool, via the St. Lawrence and the Straits of Belle Isle, as New York is by the ordinary sea route. If large and commodious steamers could como down through our improved canals with western produce, carrying equal to VOOO barrels of flour, and there meet the ocean vessel at Montreal or Quebec, it may fairly be expected that both freight and passengers would be attracted to a route which by means of but a single transhipment would convey them from any foreign port to the cities of the West. The emi- grant would thus be saved the vexations and expence which he meets with at every point in the route through the United States, where transhipments are now necessary. lie would be able to make his contract with the owners of vessels at Quebec for his passage to a point near his final destination; nay, it would be easy to adopt moans by which he could obtain a ticket from the own- ers of the ocean vessel at the port of embarkation, which would secure his passage through. In addition to this, the route by the St. Lawrence is made in considerably shorter time than through the United States. A propeller of ordinary speed leaving Quebec will reach Toronto in three days and Cleveland in five days, while r 11 tlu; .averago voyage by canal boats from Albany to Buffalo is about twelve days. It is no less true whatever may have been stated to the contrary, that freights by the St. Lawrence can be despatched as early and as late in the season by the route of the St. Lawrence as can be done by the water communication of the United States. Let the season be late or early, goods arnving at Quebec in the spring from sea reach the upper lakes, by moans of our steamers, earlier than any goods shipped from Albany by the Erie Canal. Li the same way vessels from the west arrive at Montreal in the spring generally eiglit to ten days earlier than boats from Buf- falo arrive at Albany. Western produce, in like manner, destined for fall shipment to sea at New York or Montreal can be sent oft' through the St. Lawrence later in the season than can be done by passing through the Erie Canal to New York. It may therefore reasonably be inferred that with these advantages and increased facilities freights on the home voyage from Quebec and Montreal would be reduced to soraethiro: near the rates at New York, and the outward freight be diminished proportionably. The cost of transportation from original ports of shipment in the upper lakes is computed at $1-50 more per ton to Oswego, including Welland Canal tolls, than tlie cost from the same ports to Buffalo and Dunkirk. Oswego is, however, 158 miles (by canal) nearer the tide waters of tlie Hudson than Buffalo, and the canal cost of transport for this 158 miles is computed at 82-37 per ton. It was to be expected therefore that the opening of the Welland Canal would produce important results on the trade of Oswego, and experience has shown these results to liave been highly bene- ficial to that port. It is only a few years since that the receipts of property at Buffjilo from the West were three times as great as the receipts at Oswego ; now the receipts at Oswego are greater than those at Buffalo. This very important fact demonstrates the effect of increased natural navigation in cheapening transport. Oswego is thereby enabled to compete to a very remarkable extent with her great and enterprising rival, and this notwithstanding the avowed superiority which Buffalo enjoys of employing boats and propellers of a larger class than can arrive at Oswego by the present routes, thus manifestly cheapening freights. Vessels of 750 tons, drawing 9^ and 10 feet water, (the largest the lake harbors will admit,) constantly arrive at ButTalo, whilst the western trade of 19 O.svrego is limited to vessels of half the size, in consequence of the two sets of locks on the Weliand Canal, the one being of 2G feet, the otlier of 45 feet, in Avidth. But unless increased facilities can be secured, the trade of Oswego and that of the St. Lawrence is destined soon to be seriously interfered with and diminished, by the enlargement of the Erie Canal. The State of New York has determined that in 1858 the Erie Canal shall possess double its present capacity for trans- port, and no one acquainted with the enterprise of that State can for a moment doubt that that determination will be carried into effect, if not within the time mentioned, at least at no very distant date. Oswego will then be less able to compete with the Erie Canal and with the large vessels arriving at Buffalo fi-ora the upper lakes. Whatever may be said, therefore, as to the effect of the great project to which I have alluded on the trade of the ■St. Lawrence, I think it will not be denied that if Oswego is to continue to compete with Buffalo for the westera trade, the "Welland Canal must be enlarged, so that the vessel of 750 tons can come to her port from the ports on the upper lakes, and it is for us carefully to consider and to endeavour to realise for our- selves the benefits which have already resulted to Oswego from our present canals, and which will undoubtedly increase should the enlargment of the Welland be carried into effect. If Oswego has attained her present position as a depot for western commerce, by the means I have pointed out, by the saving on lake and river navigation instead of that by the 158 miles of Canal navigation, consider for a moment the eflect which would be produced on her prosperity if vessels of VoO tons could come directly to her port instead of as at present in vessels of 300 tons. And it may fairly be asked, why should not a proportionable success attend the opening of the lower St. Lawrence to vessels of such large tonnage ? If such a vessel could proceed by river navi- fjation to Montreal or to Quebec, to meet the ocean vessel, with only one transhipment between the original lake shipping port and Liverpool, or any other port abroad to which the cargo may be sent, what is there to prevent the reduction of freight, or the increase of products for transportation in proportion to, and as a conse- quence of such reduction ? From the experience I have had, and 13 {!iG nttoiitlon given to the whole subject of western transport for many years, I have no hesitation in giving it js my opinion that so great would be the advantages of such a navigation on such n scale through the St. Lawrence to the ocean, that the present superiority of the route through the Erie Canal would be terminated ; — that wo should be able successfully to compete with the Eric Canal even when enlarged ; — and that Montreal and Quebec would then become the great, as they now are the natural depots, for the export and import trade of the West. One is scarcely able to conceive the magnitude and importance, to the Avhole of Canada, of such a trcde Howititr throuu-h such a channel. As surely as water seeks a lower and lower level, till it reaches the ocean, so surely and steadily will commerce find out the cheapest and easiest channels. The instincts and necessities of commerce must sooner or later open up and fully develop the magnificent water communications with which Providence has favored this part of the world. Tt rests with us to say how far and how speedily we shall contribute to secure this end. More especially does it rest upon you, as the head of the Department of Public Works, and upon the Provincial Government, seriously to consider whether it is not a duty in the interests of Canada tb lay before the Provincial Parliament without delay a well considered sclieme fov the opening up such a communication. liut su^^ipose the Welland Canal enlarged, and a direct route for large craft thereby opened to the ocean from the upper lakes, then quoritions of scarcely less importance present themselves, whether it is not possible to secure a speedier and cheaper route than is yet opened for communication between New York and the West, and if so what is likely to bo the effect upon Canada of such improved route. This brings me to the second of the great projects to which I wish to direct attention, that, namely, of a Ship Canal ro connect the St. Lawrence with Lake Ciiamplain. In so fixr as I can judge, the opinion of enlightened men has gradually come round, and is now manifeiiiting itself in favour of such a route. Unfortunately the matter was for some time mixed up ^^'ith the question of location. I have always held and am more than ever convinced that that location is the best which will best secure the object for which the canal should bo built, namely, the cheapening of freight and the facilities to trade generally ; and . u the location by which these objects can be shewn to be best promoted, I shall always be prepared to support. Let us look now at the obstacles to be surmounted in the construc- tion of this work. The ridge of land which divides the northern end of Lake Champlain from the St. Lawrence is about 25 miles across. Three separate locations for the canal have been made, making the length of canal 28, 32 and 34 miles, with a lockage of 25 feet from the St. Lawrence into the lake, while by another location there is 37 ^ feet of lockage. The cost is estimated at from $3,000,000 to $4,000,000. ,', From these statements it must be evident that the project of a ship canal must sooner or later have suggested itself to every intelligent observer of the natural position of the trade of the nortliorn part of this continent. It was only, however, in 184G that the capabilities and importance of such a route were first suggested and discussed, and it is a matter of just pride to myself and to those who laboured to turn public attention towards the project, that of the many distinguished engineers and public men who have devoted attention to the subject, not one, in so far as I can recollect, has expressed an opinion unfavorable to the project ; on the contrary their expressed opinions have uniformly tended to support it. J. B. Mills, Esq., an eminent engineer, under direction of the Public "Works Department, made the first survey in 1846, and strongly advised the immediate commencement of the work. The Hon. "VV. B. Robinson, Chief Commissioner, in his Public Works Keport of 1848, says of this work: " A survey, map and estimate of this important Provincial Work " have been prepared by Mr. Mills, an engineer of much talent and " experience, and transmitted to His Excellency. " The importance of this work cannot be over estimated ; its " construction would be the certain means of attracting through the " Welland and St. Lawrence Canals an immense traffic, that now " finds its way to the New York and Boston markets from Buffalo " vi^ the Erie Canal. Vessels from Chicago could, and no doubt, " would go direct from that place to Burlington or Whitehall with " their cargoes, and in time to Albany and New York, as there is " little doubt the Northern Canal fi'om Whitehall, at the foot of " Lake Champlain, to the Hudson would be enlarged to a schooner " canal within a few years after the St. Lawrence and. Champlain 15 " Canal shall have been made. Of the immense amount of upwurd " freight for supplying the rapidly increasing wants cf the j)opulous " Western States, a very small portion passes through tli<, Welhind " and none at all through the St. Lawrence Can:ils. "Were the " canal contemplated in operation, there is no doubt this Province " would benefit by the passage through it of a very large amount " of merchandise which, by the exaction of a moderate toll would " yield a considerable revenue, and go far toward repaying the costs " of our Public Works. " But the importance of this canal is not confined to a considc- " ration of mere revenue, or as the means of transport for American " product and merchandise. The lumber trade of Upper Canada " generally, and of the Ottawa in particular, would bo most essen- " tially benefited by its construction. For all sawed lumber the " United States offers the best market, and it could be conveyed " thither from any port on the upper lakes, or from the Ottawa " River below Bytown, without transhipment, thus adding mate- " rially to its value. " There is little doubt but that a large number of the emigrants " who annually arrive in New York would also select this route as . " the cheapest and most comfortable for reaching their destination " in the Western States. Propellers of 300 tons burthen would take " themon board at Whitehall, or at Burlington if from Boston, land " them, without the trouble and annoyance of transhipment, at any " port on the western lakes between Lake Champlain and Chicago, " stopping by the way at places where they could obtain all descrip- " tion of supplies at moderate prices. ' " Mr. Mills has entered fully into the particulars of the costs of " constructing this canal, to shew the utmost limit to which the " amount may extend, in order to render the work complete in all " respects, and his estimate, it is believed, is ample for that purpose ; " at the same time, there is no doubt, it may be effected, so ftir as *' to be in successful use, for a sum considerably less. The cost of " acquiring the necessary quantity of land, through which the canal " would pass, and securing the banks from damage by lining them " with stone, as well as the amount set down for contingencies, may, " with good management, be curtailed. The total cost as estimated " by Mr. Mills, is £453,602, and he has been careful to provide for " every contingency that is likely to arise in the prosecution of le m " .sucli a work and hy so doing to avoid tlio very common complaint " against onginocis of making an under-ostimato. **Tlio Coiumissionors iesi)ectfully reconiinond this great work to " the most favorable consideration of the Government, conceiving " that its early construction is imperatively called for to complete " the chain of canals already in use, and to render them profitable, " as ^vell as a convenien-jo to the Province. " The Coniniissioners are aware that a diversity of opinion exists " as to the best route to bo selected for this important canal ; but " they are satisfied that a careful examination of Mr. Mills' line, as " shewn in his map, and a due consideration of all the reasons " given by him for its adoption, will convince any reasonable person " that the one selected by him is the best.'' The lion. Mr. Menitt, in his Public Works Report in 1848, recommended a ship canal to connect the St. Lawrence with Lake Champlain, and stated " that its early construction is *' imperatively called for to complete the chain of canals already '" in use, and to render them profitable as well as a convenience " to the Province." In 1851, Mr. Killaly and myself, in the Public Works Report of that year, referred to these works at great length, and stated that wc fully concurred with the views of Mr. Merritt, and " that " until this work is constructed our canals will fail to compete '• successfally with the Erie Canal and railways on the south bank "" of the St. Lawrence, in the transport of property to and from " the Atlantic seaboard in the United States, and with the West- " ern States and Canada." The House of Assembly in 1853 passed the following Resolutions in favor of the construction of the work by a vote of 3*7 to 6: 1st. Resolved^ — That from the proximity of Lake Champlain to the River Hudson and St. Lawrence, the trifling elevation of the summits which divide them, and the natural advantages the great chain of lakes and rivers leading into the interior possess, the con- struction of a caual to connect the St. Lawrence with the River Richelieu or Lake Champlain, of sufficient dimensions to admit the largest class of steamers from Lake Ontario to Whitehall, would materially cheapen the rates of transportation between Lake Erie and New York, regain the trade of the West through its natural channel, the St. Lawrence, and increase the revenue from tolls on all our leading Public Works. 11 11 2ncl. Resolved, — That an liumblo nJdross bo presented to His Excellency the Governor General, to communicate the preceding Resolution, and to recommend the subject thereof to the attentivo consideration of His Excellency. Messrs. Chabot and Killaly, in their Public Works Report for June, 1854, referring to the Reciprocity Treaty and the opening of the St. Lawrence to the United States, say, " that the full " benefit may be had from these measures, and that the course of " trade, which it is in our power to secure, may not be diverted " from these natural channels, which should be legitimate sources " of revenue to us, works of no ordinary extent are indispensable, " amongst the foremost of which are the enlarging of the Welland " Canal, or rather giving to it a second tier of locks of increased " dimensions, in such a course as may be found most advisable ; " and also the connecting of the watere of the St. Lawrence by canal " with those of Lake Champlain." They add that they " do not " consider it necessary to urge the importance of the latter again " upon the attention of the public, further than referring to the last " Report of this Department, pages 31 to 88 inclusive ; and by " stating as their opinion that, strong as the reasons then wore for " embarking in that work, they are infinitely enforced by the pros- " pect of the treaty which may be had from the proposed treaty " and opening of the St. Lawrence." The Chairman of the Committee on Commerce at Washington, in his Report to Congress in 1852, says : " This increased trade, " together with the rapidly increasing stream from the north-west, " would soon overflow present channels of trade, and render neces- " sary a project which, in its conception and future results, is second " to none of our great works of internal improvement." Mr. Jarvis, in his Report to Government in 1854, in reference to the canal into Lake Champlain, says : " The area of country " capable of supplying commerce to the lakes is estimated by Mr. " McAlpiae at 550,000 square miles. Although but a small pro- " portion of it is yet settled, it furnishes at this time a supply of " one and a-half millions of tons, and has doubled its produce with- « in the last five years. The trade of this boundless country, " including that lying west of Lake Superior, which in a few years " will be intersected by railways to the base of the Rocky Mountains, " and in due time to the Pacific Ocean, will warrant any judicious B 18 1 i m " expenditure to facilitate and choapon transportation by the St. " Lawrence. The removal of the obstructions between Lakes St. " Francis and St. Louis, recently surveyed by Messrs. Maillefert and " Raasloft*, and enlarginf:r the locks on tlie Provincial canals would " open this navigation throughout to the ocean lor steamers of the " largest class, and reduco the interior freights to minimum prices. ♦' While, on the other hand, the discontinuance of the public bounty " between Liverpool and Now York, or the giving of aid to the same " extent between Quebec and Liverpool, for building up a marine " of equal capacity and speed, would reduce the ocean freights in " the same proportion, and bring back the trade to its natural " channel ; great encouragement would also be given towards the " establishment of so desirable an object, by the construction at " Quebec of tidal docks, for which the greatest facilities exist, and " the revenues from which, when made, it is expected would amply *' repay the cost." *' Regarding the vast magnitude to which tbe lake trade must " reach, the extent and excellence of its navigation, this route pre- " gents an inland communication that, /or grandeur in outline and " commercial importance, has no equal on the globe. The idea of a " vessel of 750 tons loading at an inland port, and proceeding with- " out breaking bulk two thousand miles, without meeting currents " in either direction, to reach a port on the ocean, can no where else " be indulged." The Kingston Board of Trade, in their letter during this year, to the Chairman of the Committee appointed by the Legislature ou " Trade and Commerce," say : " This Board desire " also to urge upon the Legislature the importance of constructing '• a canal to connect the St. Lawrence with Lake Champlain, as a " means of drawing through our own waters a share of the *' immense and rapidly increasing trade between the Eastern and " Western States, and which cannot be brought so near our prin- " cipal sea port without producing beneficial results, over and above « those flowing merely from the transit of property through the " country." The Montreal Board of Trade has repeatedly urged the necessity of this improvement on the attention of Government, while peti- tions from almost every part of the country have been presented in favour of its construction. 10 With this canal constnictoil, tlio quostion woiil.l (lion Lo, wliether the route via Oswcfro to Now York and tho Kastcrn States by canal would ofFer greater facilities as to cost and time than vii\ the Kiver St Lawrence and the canal into Lak'' Cli.inijth'iin. In the one case the 750 tons vospcI could proceed to WhitihalJ, with only 50 miles of canal navit^ation (for tho St. Lawrence Canals wouKl not bo used in the downward voyage,) while flicre would remain 72 miles of canal navigation from Lake Champhiin to the Hudson River, against 202 miles of canal navigation via Oswego to tlio Hudson. By tliis improvement, thereibre, not only could tho largo vessels from lake ports in Canada proceed to Whitehall, there to discharge their cargo, instead of as now at O.-iwogo, but a large portion of Western United States traile would bo diverted from its present channels, by a route superior to them in cost and time. I have referred to Wiiitehall as being tho ter- minus of the navigation for vessels of 750 tons. At that place, as I have already stated, tliere is a canal of 72 miles, connecting the lake with the Hudson River, over which tho Government of Canada has no control. The State of New York may not enlarge that canal to an equal size with the proposed canal into Lake Cham- plain, but I think it reasonable to suppose that the advantagtis which Boston and other ports in the New England States would gain by landing the products of tlie West, and shipping their raanuftictures destined for the West, at Burlington in Vermont, would be so great that New York would not long suffer this 72 miles of inferior navigation to divide her from the a^^lvaiitanfos of a direct communication ia vessels of 750 tons with the head of Lake Superior. Again, the full development of the resources of the great valley of the Ottawa is intimately connected with the construction of this canal. Every season more clearly shews that the United States will continue to furnish an ever increasing market for Canadian timber, and the construction of this canal into Lake Champlain would, by lessening transport from the Ottawa, give an increased value to the production of the forests in that region, and would also be the first link in a chain of internal navigation, through that valley to the head of Lake Superior, which the trade of the country lying south and west of that lake will at no distant day render necessary. 20 If \i As a (limncial inoasurc, nlso, tlicso \vorTnt of tho Welland, would not exceo'l tho sum of £1,500,000. Tho interest on this sum would 1)0 £90,000, while tho tolls paid to tho State of New York l>v Canada Wost alone this season will exceed £100,000. Tho present Erie Canal yields a gross revenue of £800,000. If these statotnonts as to our [)Ovver of competition bo correct then it must bo apparent that to divide this large and increasing revenue, obtained by tho State of Xew York, by tolls on trade from the Western States and Canada, is a matter of tlio greatest Provincial importance. The speedy completion of both of these great projects seems to mo to be also necessary in consequence of the immense interest which tho people of Canada have in the Grand Trunk Railway. When the track of that road is completed from Brockville to Toronto, our investment in that work will be £3,771,000, tho interest upon which amount and for whi'ch the Province is liable, will bo £'220,299 per annum. This work can only he successful in proportion to our power of attracting through the St. Lawrence i by navigation, tho great stream of AVestern United States and Western Canadian trade, which now flows across the lakes to American ports. If we fail in doing this, passengers and freight will continue to be carried by American canals and railroads. If I am correct in my view that the enlargement of the Welland Canal, an I tho construction of a canal into Lake Champlain, will have the effect of making the St. Lawrence the best route either for export to the ocean or into the Eastern United States, then the Grand Trunk Railroad will become a valuable and vast auxil- iary, in bringing from the West articles of freight, such as live stock, fresh provisions, vegetables, fruits, &c., for which the water lines are not adapted, and it will also afford us those facilities at Quebec and Montreal, in conveying westward passengers and des- criptions of freight too valuable to be forwarded by the slow but cheaper water lines. 21 It is a gro.'it. inistako to suppose that tlio rnllway ever (Mii com- pete, with n pariillol luivigatiou ii.hipt.jil for steam vessols of 750 tons, in the transport of heavy au.l cheap u^oojs. To prove this I wouhi refer to some facts collected by Mr. McAlpin-, tlr^ .Miii- nont State Kiigiiieer of New York, hy which ho shiw.« the n^hitive burtiness done on canals and railroads. He ways : ,lHt. "That the whole tonna^'o trajisportel on the St. Lawrence "canals is 15 per cent,, and that transported on the P.-niHylvani.-x "canals 23 percent., of that transporti^d on the New York canals. 2nd. "Tiiat the tonnage arriving at tide water by the St. Law- " renco canals is 15 per cent., and that by the Pennsylvania canals *'is 25 per cent., of that arriving by the New York canals. 8rd. " That the tonnage from the Western States passing *' through the St. Liiwrenco canals, and that passing tliruiigh the "Pennsylvania canals, aro each 7 per cent, of that passing through " the New York canals. 4th. "That the tonnage from the Atlantic, destined for the "Western States, by way of the St. Lawrence canals, is 10 per " cent., and by way of the Pennsylvania canals is 20 per cont., of " that by way of the New York canals. 5th. "That the whole tonnaije of the New York Northern Rail- "road is per cent., of the New York and Erie is 14 per cent., " and of the Baltimore and Ohio is 7 p jr cent., of the tonnage of " the Erie Canal. 6th. "That the tonnage shipped from the western tcnninus " eastward by the Northern Railroad is 8 per cent., by the New " York Central is 3 per cent., by the New York and Erie is 4 per "cent., by the Pennsylvania is 2 per cent., and by the P)altinioro " and Ohio is 3 per cent., of that shipped by the Erie Canal. 7th. " That the tonnage shipped from the eastern terminus west- " ward by the Northern Railroad is 5 per cent., by the New Y'ork " Central is 11 per cent., by the New York and Erie is 22 per " cent., by the Pennsylvania is 5 per cent., and by the Baltimore " and Ohio is 10 per cent., of that shipped by the Erie Canal ; that " the through tonnage carried by the Northern Railroad is 8 per " cent., by the New York Central is 2 per cent., by the New Y'ork " and Erie 3 per cent., by the Pennsylvania ond also by the Balti- " more and Ohio is 2 per cent., of that carried by j;he Erie Canal." "It would thus appear that the business of the New \''ork 22 " canals exceeds tho combined business of all the Canadian and '' Ponnsylvanian canals, and the New York, and the Pennsylvania, " and the Baltimore and Ohio Railroads hy AQ per cent., and that " the western business done by tho New York canals is thre'^ times " as great as the aggregate business of all the other lines, and also " that the chief part of tho business done by these lines is local '' traffic of the country through which they pass." • In urging the importancje of these improvements on your atten- tion, I have done so, not from any sectional point of view, but as measures calculated to advance the general interests of the Pro- vince. I boliove that when public money is applied to construct public works, the aim should bo public and not sectional advan- tage. When public works are carried out on this principle, sectional interest will bo in the end best promoted, and it will depend on the enterprise of the people whether or not tho particular advantages of each locality shall be developed to the utmost extent. If this is not done on routes of trade where the public advantages may bo nearly equal, a preference will bo given to those ports whore the enterprise of the inhabitants have created the greatest facilities. At Chicago, Oswego, Buffalo and Ogdeusburgh, every means has been taken by which time and money can be saved in loading and discharging property. Charges for storing, shipping and hand- ling of goods are reduced to the smallest cost. If the same means are not adopted in Canadian ports to obtain trade, it is evident that with equal aivantages in public works, with our southern neighbours, we should fail to attract it. In Lower Canada, I have shewn that with our present means of transport the competition for the western trade is out of the question, either for export via the St. Lawrence to sea, or for shipment to the Eastern States for consumption. I have also shewn that with our present means of transport by water, it is almost impossible that our railways can be successful. With the Welland Canal enlarged. Lake Champlain connected by canal with the St. Lawrence, on a scale for vessels of 750 tons, and with the railways completed, Canada would be in a position to compete for the Great Western business with anv improvements which it is possible to make in the United States. With such improvements, completed, Lower Canada would have at least an equai chance with Oswego or Buffalo, and if the inhab- itants of Quebec and Montreal added the facilities and conveniences 23 for trade of which thoir ports ar-^ susceptible, there is no doubt on my own mind that a very large share of the import and export trade, either by sea or the Eastern States, would flow through the St. Lawrence as the best and most rapid channel. I have the honour to be, Sir, Vour obedient servant, JOHN YOUNG. Montreal, 4th December, 1855. ^4 ^t,.vi:-^^./ -;«••!. In ■' E TO THE CITIZENS OF MONTREAL. In a letter to the Honorable F. Leraieux, Chief Commissioner of Public Works, I took occasion to direct attention to the present depressed and unsatisfactory state of Canadian Trade on the St. Lawrence, and showed the superiority of cheapness of the present routes through the United States, over the Canadian route, for the transport of western produce to the sea-board. From the facts and figures there quoted the general result will be found established ; — that it is impossible for Canada without increased facilities for transport, to compete with the United States lines for the trade of the West ; — that our carrying trade since the passing of the United States Bonding Acts and the abolition of diflferential duties is as nothing compared with what it ought to be, or with that of the State of New York ; — and that unless Canada is content to see her vast natural advantages remain undeveloped, and the trade of Upper Canada and of the West crossing over instead of descend- ing the lakes and the St. Lawrence, an effort should be made to remedy this state of things. In that letter I advocated as remedies two great measures : First, Enlarging the Welland Canal ; — and second. Constructing a Ship Canal to connect the waters of THE St. Lawrence with those of Lake Champlain; and expressed my conviction that by these measures successfully car- ried out, our rates of freight upwards and downwards would be diminished ; — that the Canadian route would become attractive to b.. L:-ii=a- 26 emigrants by steamers of 750 tons coming down and meeting the ocean ship at Quebec or Montreal, and conveying tliem with but one transhipment to western lake ports ; — that the New England States could be supplied with western products, by a more direct and better route, that the large sums at present paid to the State of New York for the transport of Canadian products, (which for this year will be at least $400,000,) might be to a great extent diverted into the Canadian treasury ; — that our Public Works so enlarged and improved would be a source of revenue instead of a loss and charge upon the country as at [resent ; — and finally, that by these facilities Canada would bo enabled to compete sucessfully even with the enlarged Erie Canal for the gigantic trade of the West. In advocating these measures, I did so upon no sectional or local, but upon public grounds, and as public and not local works, and expressed my opinion that being public works they should be so made and located as best to secure public benefit. But it is no less true that to secure the great prize, there is much left to be accomplished by individual and local enterprise, and that when these Public Works are so finished it will rest upon the inhabi- tants of each particular locality to develop its own particular advantages. Local enterprise must assist and take advantage of the Public Works, in the great object in view, that of aflfording facilities to trade by reducing charges and time to the lowest pos- sible extent. As a citizen of Montreal, therefore, I address to my fellow-citizens my views upon what Montreal should do in the present aspects of her trade, and the advantages which she may secure from the great improvements alluded to. The public views indicated in my letter to Mr. Lemieux, as bearing on the general and public interest, may well be followed up by considerations having reference more particularly to Montreal. The one class of considerations does not exclude the other. The public interests demand the speedy execution of these works as Public Works^ but each locality has its own duties and interest in respect of these works. Quebec, Kingston, Toronto, and every port or place on the line of trade may and ought each to see, and that speedily, what each can do to aid these works, and what particular advan- tage it can gain from their being carried out. For my own part, I am convinced that every port and place on the banks of 20 hi u (I the St. Lawrence and Ottawa would derive its own share of the advantages of the improvements. The trade is so large and will become so enormous as the West fills up, and the cheap and speedy natural channels are improved, that it is difficult to con- ceive what it will amount to and how much advantage it will prove to each locality. But I have at present to do only with Montreal. If you differ from the views I express, you will of course refuse to assist in carrjnng them out, and they will thus remain simply as opinions without being carried into practical effect. In regard to the location of one of the great works alluded to in my letter to Mr. Lemieux, that of a Ship Canal into Lake Champlain, I am aware that many of you entertained opinions wholly at variance with mine. Since the time I first publicly urged the necessity of the canal in 184G, I have contended that it should be located wherever the levels should be found most favorable, and the general trade be best promoted ; — that the best route was that which should reduce freight and charges to the lowest point ; and I then expressed the opinion that such location would be found above the Lachine Rapids. In this opinion Mr. Mills, in his Report of Survey in 1847 agreed, and also Mr. Jarvis in his Survey of 1854. The latter gentleman points out the advantages of a navi- gable feeder from the upper level of the Beauharnois Canal, — a suggestion which I think most valuable. But it is in vain to deny that the great majority of you dissented strongly from the plan of locating the canal so far above the city, and that a good deal of feeling was manifested in the expression of this dissent. I have reason to think that the same dissent does not prevail so exten- .sively at present, and I submit to your consideration, whether the views I have hitherto held are not correct, namely, that subject- ing the western vessel in passing from the St. Lawrence into Lake Champlain in the out and return voyage to 184 feet of unneces- sary lockage would be to increase the cost of transport so as most materially to interfere with the usefulness of the canal. Why should the portion of the trade on the St. Lawrence destined for the Eastern States and for New York descend through the La- chine Canal, 46 feet to be lifted up again, another 46 feet to the same level, before it can proceed to overcome the diflference in level between the St. Lawrence and the lake ? Would not the :W ^ h!.; 27 extra time and extra lockage embarrass and impede trade, and increase the cost of transport, and, to that extent, diminish our power of competition with the routes through the State of New York ? But suppose the canal completed according to the wise and most valuable suggestion of Mr. Jan-is, with a navigable feeder from the upper level of the Beauharnois Canal, and with an entrance from Caughnawaga, let us see what would be the advan- tages then possessed by Montreal. At present as shewn in my letter to Mr. Lemieux, all the trade we can at present attract down the St. Lawrence is but paltry and insignificant. Look for instance at the amount of the trade attracted to Oswego, with its position far inferior to that of Montreal, when the communications referred to are completed. The receipts of grain alone at Oswego and Buffalo, in the month of November, exceeded six millions of bushels ; while the total receipts at Montreal, frcnn the opening of navigation, of all kinds of grain, was only 1,310,194 bushels. The receipts of Canada wheat at Oswego, in the month of OctobeVy was 672,000 bushels, while the receipts at Montreal, from West- ern Canada in the same month was only 12,500 bushels, and in November, was only 23,000. It appears evident to me, that with the improvements completed, the St. Lawrence would have an advantage over the Oswego route, by affording facilities by which the vessel of 750 tons from the upper lakes could proceed to Whitehall without breaking bulk, at which point there is a canal navigation of 72 miles to the Hudson River, adapted for boats of 90 tons; whereas if the vessel discharged at Oswego, there would be a similar canal of 2G0 miles to the Hud- son. Why should not these facilities produce the same results for Montreal as have been produced for Oswego ? If the vessel of 750 tons could meet the ocean ship at Montreal, or Quebec, the facili- ties for transport to the ports of the Lower Provinces, the West Indies, and from all foreign ports must attract a large amount of freight and passengers, which at present find their way to the West through the United States. More especially may this result be anticipated when it is considered that Montreal is nearer Liver- pool, by about 200 miles, by a direct navigable line, than New York is by the sea route. So that the distance to Liverpool from 28 U' 11^ Oswego viA, New York would be about 400 miles more, than from Oswego to Liverpool via the St. Lawrence. No doubt much requires to be done in addition, and as aids to the great projects which I contend for. Insurance will require to be more nearly equalized between the two great routes. This can be done by more lights being properly placed along the Gulph of the St. Lawrence and Atlantic coasts, and I have no doubt that this once effected, the very important item of insurance which at present bears heavily on our trade would be materially diminished. Another subject of vital importance to Montreal is that of the deepening of Lake St. Peter, and improvement of the river navi- gation. With the history of this great improvement you are all aware ; and the time has now arrived when Montreal can with justice claim that this improvement should no longer be viewed as a local improvement. The improvement was treated at fii*st as one of the great public Provincial undertakings for the benefit of the trade of the whole Province. That it is such a work is manifest, and the more so when viewed in connexion with the great projects of the improvement of the Welland, and the construction of the ship canal into Lake Champlain. The deepening of the lake was commenced, and carried on at the expense of Government, and large sums of public money expended, until in 1847 it became evident that the expenditure was useless, and that the wrong channel was taken for the improvement. This led to the abandonment of the work ; and although the interests of Montreal rendered it necessary that another attempt at improv- ing the channel should be made at the risk and cost of the trade of the city, by a tax on the tonnage of this port, it is no less manifest that the time has now come when such a tax should be withdrawn. The experiment tried at the risk of Montreal has not proved a blunder, but has already succeeded as completely as was hoped for. Lake St. Peter has been deepened from a depth of 1 1 feet at low water, to a depth of 16 feet 6 inches, and will be opened next fall throughout to a depth of 1 8 feet, with a channel 300 feet wide. Th tax on vessels drawing over 10 feet water, now in existence, shout- be removed ; and it should be one of the first subjects for your consideration as citizens of Montreal, to set before the Government and the public of Canada, the justice and necessity of removing it, Kl 29 and of tlio assumption by Government of the debt due by the Montreal Ilarbour Commissioners, for the improvement of tha lake and river, as well as the expense yet to bo incurred of securing a twenty feet channel. Wore this done Montreal would at once be able to enter upon and complete another work, legiti- mately falling on her, and to Avhich I again invite your attention, namely : the cosbtiiuction of a Harbour at Montreal, on a SCALE commensurate WITH A TWENTY FEET CHANNEL FROM THE OCEAN, AND THE NECESSITIES OF THE WESTERN TRADE, RS dcvol- opod by the improvements of the AVelland and Champlain Canals. My firm conviction is that without such a harbour the twenty feet channel will prove but of little benefit to us, and that if such a harbour is not constructed the value of the whole improve- ment will be much lessened. The one expenditure will prove nearly useless, unless we are willing to incur the other. I have always held this to be true, and am every day more and more convinced, that Montreal, in spite of the heavy charges already imposed on its trade, by the necessity of further taxation for the drainage and water works of the city, must not shrink from the further cost of constructing a harbour on the scale above alluded to. But if Government would agree to assume the payment of the debentures already issued by the Harbour Commis- sioners for deepening the lake, and such other expense as may yet be necessary to deepen the channel in lake and river to 20 feet, which will probably not exceed the sum of £30,000, then the Harbour Commissioners would be at liberty to borrow money for the construction of docks adapted to the trade and navigation. To get the accommodation necessary by improvements in the present harbour is, in my opinion, wholly impracticable. The pre- sent wharves and harbour must remain as they are. To deepen the harbour to any considerable extent would undermine the whole of the wharves, and render new constructions necessary, at a sacrifice wholly beyond our means. But although the present harbour is adapted to steamers and vessels of considerable size, from sea and the upper lakes, yet it is unfit, if not dangerous, for vessels of the largest class. The completion of the Welland and Champlain Canals, on the scale indicated, would attract to our port such a number of west- ern propellers and vessels, as in a very few years to render the ^r 15'' present wliarves insuflicientfor the western trade alone. For one western vessel that now visits our port, we should then have twenty, so that it would seem to be the part of wisdom to pre- serve our present harbour for smaller vessels, and construct another for large vessels. But then arises another question on which also I have been obliged to differ with many of my fellow citizens, and that is, where should this new harbour bo constructed ? At Ilochelaga Bay, or between Windmill Point at the Canal and Point St. Charles ? My own view is in favour of the latter locality. And since these views remain not merely unchanged but strength- ened by further discussion and reflection, it would be unmanly were I to omit to advocate them now, notwithstanding the oppo- sition they have met with heretofore, or may now meet with. The views of Messrs. Gzowski and Keefer, in their Report to the Harbour Commissioners in January, 1853, I supported at the time, and still do so. By the construction of the abutment and embank- ment of the Victoria Biidgo, one-third of the proposed docks at Point St. Charles may be said to be completed, leaving two othe' sides of the dock to be built. There is no difficulty in opening up a sufficiently wide and deep channel into this dock, which would be entered by a lock from the level of the St. Lawrence, nor would any difficulty be found in getting sufficient M'ater, either from the canal or water works to give a depth in the dock of 20 feet. Wharves to almost any necessary extent could be built in the dock. Stores for grain could be constructed on these wharves with elevators and machinery for discharging and loading cargoes. Railway tracks, connecting with the Grand Trunk Rail- road and bridge could be placed on each wharf, and goods taken from the sea-going vessels for transport to the West by railroad. Equal facilities would be furnished for loading grain, flour, &c., destined for distribution in Maine and other Eastern States, by means of the Victoria Bridge. A safe and convenient winter Harbour would at once be obtained. A Dry Dock capable of admitting the largest vessels could be constructed. A large amount of made land, which would go a considerable way in paying cost, could be secured, by filling up, while the whole would be brought into intimate relation with the railways east and south, and to the canals. By these means heavy and cheap goods could I'., ■"««ii im n be despatiihed by cnnal, and light and valuable goods by railroad, and facilities for business vastly increasod. * With these local improvements completed, and the groat public works on the Welland and Champlain Canals fairly in operation, the great natural advantages of Montreal as a place of business could not fail to be appreciated, and its commercial prosperity secured. I admit that Quebec also has vast advantages for attracting trade. Tidal docks can be constructed there under the most favorable circumstances. AVith tliese constructed, it will remain a question whether the 750 tons propeller will not at once proceed to Quebec there to meet the ocean ship, or whether that ship will come here to meet the propeller. I believe the trade then as now will bo divided, and that each place will get its share according to the local facilities which the enterprise of the citizens in either city may have created ; but if, as I think, a vessel of 1500 tons can bo brought from the ocean to Montreal without breaking bulk, it appears to me that the propeller of 750 tons would be more' profitably employed in the trade above Montreal than in competing on a navigation adapted for vessels of 1500 tons. But whether this last assertion turn out to be correct or not, our duty as citizens of Montreal is evident, namely, to urge on Government the necessity of the great public works I have referred to for the general trade of the Province, the justice and importance of relieving the trade of Mont- real from the burdens of deepening Lake St. Peter, and improving the river navigation, and thus render it possible for Montreal to construct at her own expense docks at such point as shall, on thorough examination, be found most advantageous. I believe that point can best be found between the entrance of the Lachine Canal and Point St. Charles. Grain, flour, provisions, &c., from the Western States or Canada West, could be stored and insured in docks there at the lowest possible cost, and be placed also at a point where such property could be moved either by canal or railroad to New York, Boston or Portland, at no increased cost of freight, but be also in a position for shipment to Quebec, the Lower Provinces, the West Indies, or to Britain, i am satisfied, that with these improvements carried out, so great would be the increase of our commerce on the St. Lawrence, and parti- cularly at Montreal, that the vast water power at and near our city would soon be made available, and our capabilities for II I it 82 manufacturing JovelopeJ to a groator extent, and on a safer and more sure foundation than by any otbor means. I have thus attempted to lay before you opinions and views which are the result of some experience and much consideration, in the hope that you may agree with mo as to the means of improving the commerce of the city. Should this be the case it will remain for you to take such steps as may best tend to give expression to your views, and to secure the object sought to bo attained. I may add tliat I shall most heartily co-operate with you in your efforts, autl have every confidence that by union and energy, it is in the power of the citizens of Montreal to secure the great results which I have pointed out, and thus advance the permanent prosperity of the city. I have the honour to be, ' Your obedient servant, JOHN YOUNG. iiifj Montreal, 11th December, 1855. ,: ■ w vW n safer 1 views jration, Bans of case it to givo b to be you m mergy, 2 great iianent m.