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6
MONTREAL IN 1856.
m I I I ' IP. 'J
A SKETCH!
FRCPARED FOR THE
CELEBRATION OF THE OPENING
OF THE
GRAND TRVNK RAILWAY OF CANADA.
A SUB-COMMITTEE OF THE CELEBRATION COMMITTEE.
iMontieah
PBINTED BY JOHN LOVELL, AT HIS STEAM-PEINTING ESTABLISHMENT,
8T. NICHOLAS STREST.
1856.
--- I
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PBEFACE.
At a meeting of the General Railroad Celebration Committee, the following Resolu-
tion was adopted : —
Resolved. — ^That the Executive Committee be inRtnuted to take the necessary steps
to procure the compilation of an historical and general account of the City and its Trade
and Manufactures, with suggestions as to the means of their future development.
And to carry out this object, the following Sub-Committee were selected, viz :
B. CHAMBERLIN, Chairman.
L.H.HOLT0N, M.r.P.,
ALFRED PERRY,
E. G.PENNY,
ALEX. MORRIS, M. A.,
T. C. KEEPER, and
JOHN ROSE, Q. C.
Some of the members of the Committee were not able to enter upon the discharge
of its active duties, but others assumed the task, and they now submit the ensuing pages
to the attention of the reader, in the hope that the facts therein stated, may tend to
advance the common interests of Montreal, and the Province of which it is an important
commercial centre.
Montreal, 12tb November, 1856.
/
''M
.■«0'' ■ ' ;'.:^,
A CELEBRATION PAMPHLET.
MONTREAL IN 1850,
ITS TRADE, RAILWAYS, MANUFACTURES, &o.
fc-,V^-S%-S
■,■%,>.>. ■\.>^«-fc.N.^*
AN INTRODUCTORY WORD.
Coming amongst ns, as our friends and visitors now do, on this auspicious occasion,
from all p<irt8 of Canada and the adjoining States, for the purpose of uniting with us in
the Ceremonies of this day, designed as they are to commemorate an event which
inaugurates a new era in Canada, the Committee desire to place in their hands a concise,
yet comprehensive view of the present position of the Trade, Commerce and Manufactures
of this, the largest commercial City in British North America. The facts hereafter
compressed into the brief space of these few pages lead us to anticipate a brilliant future
for Montreal. With the rapid growth and steady progress of our great Province,
Montreal will continue to advance, and we are sure our friends will cordially unite with
us in our bright anticipations of a prosperous and happy future to this important
Canadian Dependency of the British Crown, and with it to this City. Ere, however,
addressing ourselves to the practical object of this pamphlet, we -^sk the guest, who to-day
enjoys the hospitality of our citizens, as ho pursues his path along our massive wharves
and commodious harbour, or threads his way amid the crowds, who join in the
celebration of the day, to travel back with us in imagination to the earlier history of
this now busy mart of human industry, in order to contrast the past with the present ;
and while so doing, pardon us, if we endeavour to look beyond the fleeting present,
and indulge in bright anticipations of what we regard as the destiny of our City.
8
THEN AND NOW.
And first, going backwards, we seem to see Jacques Cartier, a name ever
memorable in the History of Canada, on the Srd of October, 1535, entering for the first
time the little Indian Village of Hochelaga, the germ or nucleus of first, the Town of
Mount Royal, and so, of this City of Montreal ; eventful visit this, fraught with great
Tv;8ults. We can sympathize with the emotions which would fill the mind of th«
explorer, as he gazed around on " the beautiful panorama of thirty leagues radius, that
stretched out to the view from the eastern promontory of the mountain," and yet we
cannot suppress a feeling of pity, as we think of the fate of those simple yet valiant sons
of the forast. who gathered round Cartier as if before a superior being, and whose race
has been so sternly driven back by the steady advance of civilization. But we may
not pause upon this subject, and so we ask our visitors and citizens to recognize, if they
can, the features of the following picture of Ancient Montreal, in the substantial stone
and brick of our modem architecture : —
" The way to the village was through large fields of Indian Com. Its outline was
" circular; and it was encompassed by three separate rows of palisades or rather picket
" fences, one within the other well secured and put together. A single entrance was left
" in this rude fortification, but was guarded with pikes and stakes, and every precaution
" taken against seige or attack. The cabins or lodges of the inhabitants, about fifty in
** number, were constructed in the form of a tunnel, each fifty feet in length by fifteen in
" breadth. They were formed of wood covered with bark. Above the doors of these
*' houses, as well as along the outer rows of the palisades, ran a gallery, ascended by
^ ladders, where stones and other missiles were ranged in order for the defence of the
" place. Each house contained several chambers, and the whole were so arranged as to
•• enclose an open court yard, where the fire was made."*
Again we pass on, and by 200 years, with all their whirl of exciting events, and in
1Y60, the date of the British possession, we find Montreal a well peopled town, " of an
** oblong form, surrounded by u wall flanked with eleven redoubts, which served instead
" of bastions. The ditcb was about eight feet deep and of a proportionable breadth, but
" dry ; it had also a fort or citadel, the batteries of which commanded the streets of the
" town from one end of it to the other."
Again, striding on to more modern dates, we find that though the City was increasing
in population and augmenting its trade, yet a New York writer some thirty years ago,
thus characterized Montreal : — " The approach to Montreal conveyed no prepossessing
" idea of the enterprise of its municipality ; ships, brigs and steamboats lay on the
" margin of the river at the foot of a hill. No long line of wharves built of the sub-
" stantial free stone of which there is abundance in the neighbourhood, afforded security
" to vessels and owners ; the commercial haven looked as lagged and as muddy as the
" shores of New Nederland when the Guedevrow first made her appearance off the
" battery."
McGregor too, in his British America, a work of not very ancient date, thus
described Montreal : — " Betwixt the Royal Mountain and the River, on a ridge of gentle
" elevation, stands the town. * * * * There are no wharves at Montreal, and the
" ships and steamers lie quietly in pretty deep water, close to the clayey and generally
•* filthy bank of the City."
has
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Such then was our City in times by-gone. In the days of our fathers, no stately
steam-ships ferried us across the Atlantic, no floating palaces conveyed us safely,
speedily and securely up and down our noble St. Lawrence, and across, as the "Times"
has fitly termed it, " that magnificent series of inland seas, llio high road from Europe
to the North American Continent." Then, no great chain of railway linked town to
town and city to city, almost annihilating distance. Then, the journey to Toronto was a
toilsome matter of several weeks, and that to Brockville, short even as is the
distance, occupied, with heavy cumbrous batteaux, three weeks. Now how changed ! The
wand of some fairy king has surely been here. But no! Industry, intelligence, labour,
capital, all combined, and working for the advancement of this rising colony, have
produced the marvellous changes which meet us on every hand.
The little cluster of wigwams has passed away, the more massive scientific fortress
has crumbled in the dust, and in its stead there has risen the City you see before
you, which is thus graphically described in the recent Report of J. D. Andrews, to
the Senate of the United States, — an impartial witness : —
" This City, at the head of sea navigation proper, is the most populous in British
" North America. Montreal is picturesquely situated at the foot of the Royal Mountain,
" from which it takes its name, upon a large Island at the confluence of the Ottawa and
" St. Lawrence, which, both in fertility and cultivation, is considered the garden of
" Canada East. The main branch of the Ottawa, which is the timber highway to
" Quebec, passes north of Montreal Island and enters the St. Lawrence about eighteen
" miles below the City ; about one-third of its waters are, however, discharged into Lake
" St. Louis, and joining but not mingling at Caughnawaga, the two distinct bodies pass
" over the Sault St. Louis and the Lachine Rapids — the dark waters of the Ottawa
" washing the quays of Montreal, while the blue St. Lawrence occupies the other shore.
" Nor do they merge their distinctive character until they are several miles below
" Montreal. The quays of Montreal are unsurpassed by those of any city in America ;
" built of solid limestone, and uniting with the locks and cut stone wharves of the
" Lachine Canal, they present for several miles a display of continuous masonry, which
" has few parallels. Unlike the levees of the Ohio and Mississippi, no unsightly ware-
** houses disfigure the riverside. A broad terrace, faced with gray limestone, the parapets
" of which are surmounted with a substantial iron railing, divides the City from the
" river throughout its whole extent."
Such is a sketch of Montreal as approached by the water. But our space forbids
further enlargement upon this inviting topic, and we will therefore only further contrast
Then and Now with reference to our Shipping, Revenue, Population, &c.
;
SHIPPING.
It may be of interest to the readers of this chapter to be informed of the average
passages of vessels between Quebec and Montreal long ago. We have had access
to an old memorandum book kept by the late W. Hall, Esq., the former Collector of
Customs at this port, during the years 1820, 1821 and 1822, giving the average
passages between the two ports during each month of the open season. In 1820, the
average passage in May was 5 days; in June, 14 days; in July, 16 days; in August,
IT days; in September, 25 days; in October, 22 days; general average, 16^ days. lu
1821, the average passage in May was Y days ; in October, 23 ; and the general average
almost 14 days. In 1822, in May, 6 days, and in October, 25 days; general average, l6i
10
is
days. In 1824 a tug Rteamor was put upon the route. The passage is now made with
the aid of tug steamers in about 30 hours. ' • ,
< In 1812 four vessels were built in Montreal, viz: — /
The Ship " George Canning," 470 tons, by James Dunlop,
" "Sterling," 370 " Hart Logan,
" " Harmony," 300 " David Munn,
And the Brig "Hunter," «
In that year 63 vessels were entered, with an aggregate tonnage of 9127, the
largest vessel entered hero from ports beyond the sea was the ship Ewerotta, from London,
of 342 tons (carpenter's measurement,) the smallest the brig Mary, from Ayr, 70 tons.
In 1813, (during the war with the United States,) there were but 9 vessels from sea,
with an aggregate tonnage of 1589, the largest being again the Eweretta, the smallest
the brig Ilumilton, of 151 tons.
In 1S14, there were but 13 vessels from sea, with an aggregate tonnage of 2341,
the Eweretta still being the largest, the smallest (except coasting schooners from the
Lower Provinces) being the brig Sunbury, of 110 tons, from Barbadoes, and the Ann and
Elizabeth, of 140 tons, from Aberdeen.
In 1815, there were 52 vessels entered, with an aggregate tonnage of 10,123, of
which the largest was still the Eweretta, the smallest the schooner Industry, of 84 tons,
from Liverpool.
In 1816, there were 63 vessels, tonnage 12,056 ; largest vessel the Eweretta, small-
est the schooner Mary and Jane, of 87 tons, from Lisbon.
In 1817, 46 vessels came, tonnage 9215; the Leander of Liverpool, 300 tons,
the largest.
No larger vessel visited the port for the next two seasons, the number of vessels and
aggregate tonnage being much the same. In 1819, two vessels were built in Montreal,
the ship Nancy, of 400 tons, sent to London, and the brig Harriet, of 245 tons, to
Demerara.
In 1820, the number of vessels rose to 66, with a tonnage of 13,052. Two new
vessels were built, names not given. Duties collected that year were £19,412, and
the value of dutiable import*, £248,357. The largest ship that year was the Juliana, of
396 tons. In a foot note to this year's Report it is said : — N. B. — The Atalanta came
through the lake with 10-2 feet draft of water, — as if that were a note-worthy fact.
The 53 vessels that came in 1821 had a tonnage of 19,064, and in 1822, 56, with a
tonnage of 11,694. One new vessel was built this year. Two vessels left port on the 19th
Novetnber. Mild weather. In 1823, there were 43 vessels, tonnage 9069 ; two new
vessels were built. In 1825, 77 vessels arrived, with a tonnage of 14,338. Next year 50
vessels, tonnage 11,251. In 1827, 64 vessels, tonnage 13,533. It will be observed that
the average tonnage in any year was never far from 200 tons. The maximum never
exceeded that of the Juliana, which seems to have made more than one voyage ; and after
1821 the Eweretta, of 352 tons, disappears from the list, and is replaced by no vessel of
BO large capacity. The large vessels built here seem to have been sold abroad or
employed in the Quebec timber trade.
Now with the increased water in the channel through Lake St. Peter, we have
vessels coming here of 7 or 8 times the capacity. The Anglo Saxon, ocean steamer, has
a capacity of 1782 tons, and the Sardinian of 1380 tons, cleared at this port with a
cargo of grain during the present season.
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11
The following is a table of the average tonnage of vessels trading between this and
transatlantic ports during the past five yeare :—
AvEUAOE Tonnage of Vessels from Great Britain, for the five tears, 1852 to 1856.
Vessels, 454. Tons, 202,833. Average Tonnage, 450 ; or Builders Measurement 514.
STEAMBOATS.
Turning now to steam navigation, we find that Montreal claims an honorable position
in its history. In 1807, Fulton first launched his first steamer on the Hudson. In
1809, his example was followed on Lake Champlain and the St. Lawrence.
The first movement towards the steam navigation of the St. Lawrence was made
by the late Hon. John Molson, in conjunction with David Bruce, a ship builder, and
John Jackson, an Engineer.
The vessel built by thera was the Accommodation ; she was but a small boat, 72
feet in length, with 16 feet beam, propelled by an engine constructed by Mr. Jackson, of
not much exceeding six horse power.
It required no ordinary courage and enterprise on the part of these pioneers, to
undertake the difficult task which they thus essayed. But all the difficulties encountered
were successfully overcome, and on All Saints Eve, 1809, the steamer started on her first
voyage to Quebec. As she passed after nightfall some of the settlements, going without
sails against an easterly wind, the sparks flying out in a continuous stream from her
funnels, as has been the case elsewhere the consternation of the inhabitants residing
along the banks of the river, at the unwonted sight, must have been very great, and we
can easily suppose that it might well be taken for some phantom ship, or other fearful
apparition. It was held dangerous to continue their progress through the night, and
three days were consumed in the downward trip of 180 miles to, and four days in the
upward from Quebec. Therefore it was, that though those who had to reach Quebec
either by the tedious land route or the more uncertain transport of sailing craft upon
the river, hailed the prospect of this more swift and certain steam navigation with
satisfaction, the experiment proved a failure. The engine was of course too weak and
of imperfect construction. Yet notwithstanding the lack of immediate success, and the
money lost by the first attempt, Mr. Molson did not abandon the enterprise. His practical
mind saw, even in that failure, the certainty of a final success, which he lived to realise.
He went to England, and there contracted with the Firm of Bolton & Watt, for the engine
of a larger boat, some of the castings and rougher parts of which were made in Lower
Canada. The London engine builders could build the engine, but they knew nothing of
the appliances by which it was adapted to navigation; these required to be furnished here.
In 1811, the new vessel, called the Swiftsure, was launched and at work, and in
1812 did " the State some service" in the transport of troops and stores, during the
unhappy interruption of our relations with the United States. The boat had nearly five
times the power of the Accommodation. Her length was 120 feet, her beam 24, the
engine was rated at 28 horse power, and she was fitted up and equipped in all respects
in a superior manner.
The Malsham was the next boat placed on the line, still superior to the Swiftsure ;
and after her the Lady Sherbrooke, vessels at that time of very considerable tonnage
and power.
At this period, the river was not lighted and buoyed as at present ; it was therefore
thought unsafe to run after dark. The pilots, too, were less experienced than at present;
it was therefore usual, as we have said, to anchor at night. Frequ'^nt and expensive
12
delays were also caused by strong southerly winds in getting up the current St. Mary,
more cspeciHlly when the boats were heavily loaded, as they generally were at that time.
Oxen and horses were sometimes em[)Ioyed to tow the vessels up this very powerful
current.
In a few years later than the period referred to, we find the St. Lawrence Steamboat
Company, and their competitors (afterwards their coadjutors,) the Montreal Towboat
Company, running their boats during the night with perfect safety, and ascending the
current in any state of the wind, triumphing over all the former difiSculties of the
navigation.
To the late founder of the St. Lawrence Company, the Hon. John Molson, the
celebrity of being the first to establish steam traffic on our noble river must be
accorded, — a traflSc which, by the enterprise of Upper Canada and that of our neighbors
in the adjoining States, is now made to enter from Superior City on Lake Superior, and
Chicago on Lake Michigan, to the ocean — aye, and across the ocean also.
To the late Robert Hamilton, Esq., Upper Canada is indebted for the first steamer
on Lake Ontario, the engine of whose bout was constructed from the model of the
Malsham's engine.
In contrast with the dimensions, power and speed of the little Accommodation, we
subjoin those of the John Munn, the largest steamer now plying between this City and
Quebec : —
Length, 312 feet.
Breadth of Beam, , 29 feet »
Cylinder, 72 inches.
Stroke, 11 feet.
She makes the downward trip easily enough in 10 hours, and the upward in from
11 to 12 hours.
The ensuing notice of the Canadian Steam Ship Company contains valuable
information, and affords a striking contrast.
THE MONTREAL OCEAN STEAMSHIP COMPANY.
STEAMSHIPS. '■
The Anglo Saxon, 1782 tons, Captain McMaster.
" North American, 1782 " " Grange.
« Canadian, 1764 " " Ballantine.
" Indian, 1764 « " Jones.
These vessels were built at Dumbarton, in Scotland, of iron, in seven compartments
each, but they are chiefly owned in Montreal. Their capacity enables them to carry
8000 barrels of flour, or 40,000 bushels of wheat, in addition to passengers, stores, and
coal for the ocean voyage.
They have made fourteen voyages this year, from Liverpool to Montreal and back,
and have carried : —
From Liverpool to Cakada.
805 First Class, ^
* 294 Second Class,
' ^' 1681 Third Class, ^l
In all, 2680 Passengers, and about 10,500 tons Goods.
18
From Canada, to Livkrfool.
681 First Class,
243 Second Class,
900 Third Class,
In all, 1724 Passengers ;
Besides 186,000 bushels Wheat,
62,400 barrels Flour,
6,500 barrels Ashes.
And a large quantity of Butter, Lard, Beef, Fork, Apples, and India Rubber Goods.
The average passage of these vessels has been : —
From Liverpool to Quebec, 11 days 19 hours.
" Quebec to Liverpool, 10 *♦ 17 "
The shortest passage from Quebec to LiveriM)ol was that of the Anglo Saxon, 9 days
snd 23 hours. The same vessel made the passage from Liverpool to Riviere du Loup
the Telegraph Station below Quebec, in ten days and two hours, beating the Asia and
Atlantic, which sailed to New York, nearly two days on that passage.
BANKS CONNECTED WITH MONTREAL.
Montreal being a large commercial centre, as might be expected, the banking
lacilities afforded to the business community are on an extended scale. The Banks of
Canada have been, on the whole, prudently and judiciously managed, and have proved
remunerative to the shareholders, while there has yet been no instance of the stoppage
of a Canadian Bank. The names and capital of the Banks carrying on their business
in Montreal is here given, selected from the official statement, with a statement of
whether the Office be a Head Office or Agency.
These Banks all, with one exception, transact business under Canadian CharterS|
and their Stockholders are liable in double the amount of their shares. The Bank of
British North America holds a Royal Charter, the Head Office being in London, but
the principal British American Colonial Office being in Montreal.
EXTRACT FROM THE OFFICIAL STATEMENT OF BANKS
Aetinff under Charter^for the month of September, 1856. From the Auditor OeneraV*
Department,
' • ■- -
Capital.
ITaxi or Bank.
Capital authorised
by Act.
Capital paid
up
Oitv Bank of Montreal. PrinciDal Office.
11,200,000
6,000.000
4.000,000
4,000,000
800,000
1,000,000
6,000,000
{1,047.144
Bank of Montreal, Principal Office,
6,273,520
Commercial Bank of Canada, Agency
Bank of Uoner Canada. A^encv
2,976,940
2.698.470
Banque du Peuple, Principal Office,
796,690
Molson's Bank, Principal Office,
324,680
Bank of BritiBh North America
6,000,000
14
SAVINGS BANKS.
The City anJ District Savings Bank tranancts an extensive business. The Bank of
Montreal has lately incorporated with its business a Savings Bank, which was formerly
a private lustitulion.
THE POPULATION.
The population of the City is steadily increasing, and it is believed that at no
former period was its trade and general business on a more healthy footing. The
building of dwelling-houses and warehouses is going on with great energy, and to a very
large extent. Within the year, ending Slst October, 1850, there were 543 dwelling-
houses, warehouses, and shops of substantial character, being all brick or stone, erected or
in course of erection ; exclusively of stables, sheds and out-buildings. In a single short
street, it may be mentioned, that the increase to the revenue of the City, from the
erection of new warehouses this year, is £250. Of the present position of the City ia
its various interests, some general idea may be formed from the following reliable
figures: —
In 1800 the population was 9,000 «
" 10,000
«♦ 22,000 !
« 27,297
" 67,715 "' ■ ■'■
^ 75,000, at a very moderate estimate.
" 1810
" 1825
" 1831
" 1851
" 1850
" ones,
" the 1
«
THE REVENUE OF THE CITY,
6
From the Assessments imposed on Real Estate, was, for the year 1850, £15,220
♦* " « " « 1855, £20,740
« " « " " 1850, £28,701
The aggregate value of the Real Estate of the City for 1856 was £0,391,333
The Total Revenue of the City, from all sources, in 1850, exclusive of Water Works,
was £00,758
The Revenue of Water W^orks was . . . . £10,500 ««= £71,258
The cost of the principal Market House, the Bonsecours, a stately building, was
£71,825, but it yields 6 per cent, per annum upon its cost.
The City is well lighted with Gas, and with a proper foresight, the Corporation, with
a due regard to the requirements of its growing population, has constructed most
extensive new Water Works, in addition to those formerly in use.
These Works are, at this period, to be inaugurated, and the ensuing sketch of their
magnitude and general features is therefore here submitted :— . :< ■: .:
THE MONTREAL WATER WORKS.
The following account of the rise and progress of the City Water Works is taken
from the Report of the Water Committee ; —
" The first attempt to supply the City of Montreal with water was made by Messrs.
"Joseph Frobisher, John Gray, Daniel Sutherland, Thomas Schieflfelin and Stephen
*< Sewell, who were incorporated in 1801, under the title of " the Company of Proprie-
« tors of the Montreal Water Works," with a capital of £8000, and power to increase it
ill
15
le Bank of
8 formerly
mt at no
ing. The
to a very
dwelling-
erected or
ngle short
from the
e City in
g reliable
estimate.
20
to
!1
t3 6 8
r Works,
8
ing, was
ion, with
ed most
of their
is taken
Messrs.
Stephen
'roprie-
rease it
" to JB12,000. The water was obtained from Springs on the Atountain, near Swords',
" and conveyed in wooden pipes around the Southern slope under Monklands, and two
" Reservoirs were established, one on the Priest's Farm, at the corner of Guy and Dor-
" Chester Streets, the other near the site of the Donegana Hotel. A considerable sum
" of money was expended, but from ihe temporary character of the work, and more espe-
" cially from a deficiency of water in the Mountain Springs, the establishment fell into
" disrepute, and proved almost a total loss to the Storkholders, who, in 1810, sold out
•• their Charter for £5000, to the late Thomas Portoous, Esq., and others.
" The new Company took up the wooden pipes and replaced thom with four inch iron
" ones, and abandoning the Mountain Springs, established Steam Engines on t!;e site of
•' the present works, and pumped the water into wooden cisterns placed on what was
" then called Citadel Hill. The wooden cisterns failed and were replaced by the present
" ones, erected in 1827, which are substantially built and lined with lead, their contents
•' 240,000 gallons — at an elevation of ninety-seven feet above the St. Lawrence. The
" amount expended by Mr. Porteous was about £40,000. The four inch pipes proved
" insufficient, and in consequence of the death of Mr. Porteous, by whose enterprise it had
" been sustained, the undertaking again fell into disrepute in 1830, and after being adver-
" tised for two years Avas purchased by M. J. Hayes, Eoq., for £16,000, who formed a
" third Company in 1832. This Company replaced the principal mains with ten inch
" pipes, renewed the engines, and added additional ones. In 1 843, they had three
" engines, one of which, capable of rising 40,000 gallons per hour, was used both for
" pumping and grinding — a grist mill being attached to the works ; the other, c.npable
" of rising 53,000 gallons per hour, was used solely for pumping, and the third was em-
" ployed in drawing lead pipe. Up to the lirj*t of February, 1843, the Company had
" laid down fourteen miles of pipe, had established three taps for the sale of water to
" carters, and had sixteen fire plugs of their own, in addition to those owned by the Cor-
*' poration. The amount expended under Mr. Hayes' manngement was about £10,000.
" In January, 1843, the propriety of the Water Works becoming the property of
" the Corporation was first mooted in the City Council, and after treating for two years,
" the City purchased the Company out in the month of April, 1845, for the sum of
« £50,000.
*' In June, 1845, immediately after acquiring the Works, the Corporation decided
•• to extend a conduit from the pumps into the river, as far as deep water, in order to
" procure a purer supply. ,
" In July, 1847, a report from the Special Committee on H)'draulics — recommcnd-
" ing the offering of a premium for the best plan of pumping the water of the St. Law*
" renee, by water power from the Lachine Canal, into Reservoirs on the Mountain — was
♦' read and adopted, but it does not appear that anything resulted from it.
" In 1849, a Reservoir, at an elevation of one hundred and thirty feet above the St.
" Lawrence, capable of holding 3,000,000 gallons of water, was constructed at Cote k
" Baron at a cost of ^£3000.
" In December, 1850, it was decided to extend and improve tlie distribution by
" laying down pipe to the extent of ^10,000. Since the purchase by the City, about
•* 30,000 yards of cast iron and 12,000 yards of lead pipe have been laid, and the number
" of fire plugs increased to one hundred. The amount expended may be set down at
« £30,000.
" On 8th May, 1852, the Water Committee resolved to make application to the
" City Council, at its next meeting, for authority to procure a survey, plan and estimates
16
" for bringing water into tlie City from Lower Lochine, or any other place that might b«
*' deemed ex|)edient, and to ask the sum of £250 for this purpose.
" On 20th May, a Special Meeting of the Water Committee was ordered for the first
*' June, to consider the best mode of proceeding in the scheme of getting water from
" Lower Lachine, and to name an Engineer to make the necessary plans and estimates.
" On the 5th of June it was resolved to engage Thos. C. Koefer, Esq., as the Engineer,
*' and on the 0th of August, the scale of the proposed plan was determined by authoria-
" ing the Engineer to provide for a supply of 5,000,000 gallons daily, with Reservoira
" at an elevation of 200 feet above the level of the harbour. On the 25th of October,
'* Mr. Keefer submitted his Report which was approved, and ordered to be printed in
** French and English."
We DOW submit a sketch of
and
MontJ
St.L)|
backj
side,
I'l
V.
THE NEW WATER WORKS.
THE AQUEDUCT.
The water is taken from the St. Lawrence, about one and a-half miles above the
Lachine Rapids, where the elevation of the river-surface is about thirty-seven feet above
Montreal harbour. It is conducted for a distance of five miles through an open canal,
(forty feet wide on the water-surface, and eight feet deep at the lowest stage of the river,)
to the River St. Pierre, at the outskirts of the city. Here its further progress is arrested
by the Lachine Canal, as well as by the want, at a nearer point to the city, of a suitable
tail-race for the waste water, and also by the sudden depression in the level of the ground.
At the termination of the Aqueduct, a capacious basin is formed in order to give
surface area sufficient to prevent the head being suddenly drawn down by the large
quantity of water required to start the wheels.
The Aqueduct intercepts three streams, which are carried under it by syphon culverts,
and is crossed by twelve bridges, ten of which are proprietor? crossings, the remaining
two being substantial stone structures of two and three arches respectively, on pablie
roads.
More than half of the Aqueduct is in thorough cutting from 10 to 23 feet in depth,
one and a-quarter miles of which are through solid rock, seven to fourteen feet thick, the
^idth of the cut being thirty-four feet. At no point is the natural surface below the bot-
tom level ; the pressure on any embankment is, therefore, less than ten feet head of wa-
ter. It is lined with stone throughout its entire length, side slopes, bottom and top banks,
for the purpose of keeping the water clear, protecting the banks from its action, and
preventing the cut from filling up by the waste of the slopes.
The inclination of the bottom is five inches to the mile, or a fall of about two feet
in the whole distance ; the top banks are, however, horizontal, so that the St. Lawrence
level may be brought down to the wheels. The depth at the lower end is therefore ten
feet at low water, and one foot more in the basin or " settling pond," which at the
present level of the river (November, 1856,) is twelve feet deep.
The Aqueduct is provided with stop gates at four points, and a waste-weir in the
terminal basin, with an overfall of forty-four feet in breadth, the sill of which is four feet
under top bank. Here the whole fiow of the Aqueduct could go by without a rise of
water which could overflow the banks.
can
It
t might b«
or the first
rater from
estimates.
Engineer,
r authoria-
Ueflervoin
f October,
>riated in
above the
bet above
ten canal,
Lhe river,)
s arrested
a suitable
e ground,
r to give
he large
culverts,
smaining
n publia
in depth,
hick, the
the bot>
of wa-
p banks,
ion, and
two feet
fiwreuce
fore ten
at the
r in the
our feet
rise of
THE PUMPING MACHINERY.
At t}»e termination of the Aqueduct, two iron water wheels, twenty foot diameter
and twenty feet broad are erected, tlio bottoms of whicli are placed twenty-two feet above
Montreal Harbor, in order to escape the back water caused by the winter rise of the
St. Lawrence. These wheels are upon the suspension principle, "high breast" or " {>itch
back," with ventilated buckets; the power is taken off the periphery, and from the loaded
side, by means of an internal segment working into a pinion placed dirccl-ly under the
point where the water is let on to the wheel.
The pinion which is five and a-half feet diameter, drives a Uiree throw crank,
working three pumps, the barrels of which arc twenty inches bore, with a stroke of four
feet. The pumps are "bucket and plunger" ones — the area of the plunger (which is
fourteen inches diameter) is one-half that of the pump barrel, and therefore displaces ono
half the contents on the down stroke, while the bucket draws out the remaining half on
the up ono, discharging the whole contents at each revolution of the crank throui^h a
single outlet to the main. Tlioy may therefore bo said to bo double acting in principle
although only single acting in effect. Each pump is fed by an eighteen inch feed pipe
ander a twenty four feet head, from the same level that drives the wheels; the pressure
on the seat valve being more than sufficient to overcome its weight. The three pumps
are placed vertically and work into an air chamber seven foet diameter and fifteen feet
high, from which the water is expressed in a continuous stream through a branch pipe
(containing a reflux valve) into a thirty inch main.
The water is admitted and discharged from the Wheel House through submerged
archways, undc/ covered frost proof passages, extending above and below the building.
THE PUMPING MAIN
Is two and three-fourth miles in length, having everywhere at least six feet of cover-
ing. For about one hundred feet from the Wheel House it is thirty inches diameter, when
it branches into two lines, each twenty-four inches diameter, which are continued under
the Grand Trunk Railway, the River St. Pierre, and the Lachine Canal, (which latter is
passed by a culvert, at a level twenty feet below the surface,) and shortly after ascends
within six feet of the natural surface, where the two mains are connected again, and a
single one only is continued to the Reservoir. The double mains are provided with
valves by which, if an accident occurs to one, the other can bo used, — a precaution
required here, not only on account of the deep cuttings, the river, canal and railway
crossings : but because this portion of the main being below all drainage, can only be
emptied for repairs by pumping; and, therefore, involves more delay than any other
part of the line.
The culvert under the Lachine Canal is two hundred and forty feet long, and twelve
feet wide, by five feet high in the clear. Being of wood, it is kept filled with water for
preservation, but can be emptied in a few hours, when the whole or any part of the mains
can be removed, replaced, or enlarged, without interfering with the navigation.
After crossing the Lachine Can d, the pumping main rises six feet, and then continues
level, under the Upper Lachine Road, and the Lachine Railway to Cote St. Antoine, which
it ascends by the ravine outside the Dorchester Street Toll Gate, after passing which, the
intermediate summit (one hundred and twenty feet above the harbor) is attained. Here
are an air escape and a reflux valve, to prevent the return of water in case a pipe should
burst below the hill, and to avoid the " water hammer" there, where the pressure is one
hundred and eighty-nine, and one hundred and eighty-three feet head. From the inter-
18
I
-■!'
mcdiato summit the main follows the line of St. Cathorino Street, descending thirty -feet to
MuGill College Avenue, where the Reservoir branch is taken off, — the main continuing on
to the distributing pipes. While the pumps are working they supply the town — under tht
constant pressure of the Reservoirs. If the city is drawing more per hour than is pumped,
the Reservoirs supply the deficiency without sensible loss of head ; if less, the surplui
gojs to the Reservoirs. When the wheels are standing the water returns from the
Reservoirs by the same pipe through which it ascended, and supplies the city.
THE RESERVOIRS
Are excavated out of the solid rock, and have a water surface of about ninety.
thouHund square feet, two hundred and five feet above Montreal Harbor, with a depth of
twenty-five feet. The limestone rock is traversed by trap veins, and the stratification
being destroyed or cemented by igneous action, the rock is naturally water tight. The
extreme length is six hundred and twenty-three feet, with a breadth of one hundred and
seventy-three feet, formed into two Reservoirs by a division wall upon the minor axis.
The rock mountain side slopes towards the city about one in ten ; the water is therefore
retained by a masonary wall, along the front, twenty-eight feet high, and by the
natural rock in rear. The pumping main terminates in a well opposite the division
wall, which is in communication with each Reservoir by a culvert, provided with a sluice
gate, by which the Reservoirs can be emptied within two (eet of the bottom, the remain-
ing water being withdrawn when required by drainage pipes. There is an overflow at
the top of the wall, by which, when the Reservoirs are filled, the surplus of the mains is
discharged into a drain leading to the creek on the College grounds.
The two Reservoirs contain about fifteen millions of gallons — from ten to twelve days
suppSy at the present season of the year. They can be filled by the two wheels in
seventy-five hours pumping, the wheels also providing the consumption of the city during
that period. One wheel working twelve hours per diem supplies the present demand,
giving about double the quantity furnished by the old works.
The New Water Works were commenced in June, 1853 ; the first water was
pumped into the Reservoirs September 11th, 1866, but they were not filled until October.
Since they were filled, the wheels hare stood twelve days without exhausting the Reser-
voirs. It is expected, however, that the consumption will increase so as to reduce the
capacity of the Reservoirs to a week's storage.
The total «xpenditure upon the New Water Works, to Slst October, 1856, is
£285,000 of which £33^000 is for land purchases, £30,600 for interest and discount, and
about £10,000 for distributing pipes, making the cost of the works of the Aqueduct
Machinery, Pumping Main, and Reservoirs, about £212,000.
The City, as, we have stated, is well lighted. The following is a sketch of
THE GAS WORKS.
Thb New City Gab Company of Montreal :—
J., Was incorporated in July, 1847.
Its Capital is £75,000. , .
;, The yards of Pipe laid amount to 67,120, or 34 miles.
., ^ The number of Street Lamps erected is 465.
„ ,^ The Coal used in manufacture of Gas last year (1855) was 4084 tons.
v.j.. :;. J :.n And the quantity of Gas manufactured was (1856) 28,292,000 cubic feet#
It
The Price charged the Corporation for street lamps per annum is jCO.
The Price charged for Gas per 1000 cubic feet is iVs. 6d.
The Consumers have incroaRod 75 per cent, in the hist three years,
The number of Hands employed io the work is 50.
TO*
>io feet#
TRADE AND COMMERCE.
From a very early stage of improvement in the art of navigation, it must have become
evident that water carriage was that which presented the cheapest and most easy mode
of transporting merchandise from placw to place. If goods were in some cases carried
in caravans upon the backs of animals, it was either because they were of great value in
proportion to bulk, and therefore because the charges of conveyance added little to their
cost at the market where they were sold; or else, because water routes were wholly
unknown, or extraordinarily circuitous. Wo need give no examples in proof of that
which, during many centuries down to our own days, was considered less as an axiom to
be stated than a self-evident truth. Accordingly, with some exceptions such as occur to
all rules, we find that great cities have always arisen cither upon convenient ports of the
sea, or upon large navigable rivers and inland waters. The manufacturing city is a
modern form of the aggregation of men ; but inasmuch rs a manufacture can rarely be
perfected with a single material, it is essential even for the establishment of a
manufacture in a locality, where the chief material is found in great abundance, that
there should be easy and cheap means of bringing to the same spot the secondary
materials. Besides, when the manufacture is completed, if the article be heavy or
bulky, facilities are required for its distribution to the consumer.
If these rules are universally true, they must have been especially felt by the settlers
in a new world, where there were but two means of travelling from place to place, the
feet of the pedestrian, or the canoe of the voyageur. " Hence the vast importance,
" which in the early history of this continent, was imputed to the possession of the St
** Lawrence and Hudson, the two rivers by which access was obtained from the sea to
*• the- great fresh water lakes, and thence, by overcoming a few portages, to every part
** of the vast American wilderness east of the Rocky Mountains, from Hudson Bay to
« the Gulf of Mexico."
The Freftch, during a long occupation, held the possession of the most direct
outlet; and the warlike and often repeated struggles which took place about Lake
George, and again in the Mohawk country, show how intently they desired to exclude
their rivals from the inferior route of partial navigation between the seaboard and the
lakes, and how vigorously these rivals strove to make their way in that direction.
No wonder that the spot on which Montreal now stands was early chosen for the
foundation of a commercial town. It is true that the commerce of Canada in its first
days was not such as to employ many bands in the intellectual or manual operations
which we now see going on around us. Peltry was, for a long period, the only traffio
to which importance was attached. In collecting the skins, which made the object of
that trade, many men, red or white, must have been employed. But the cargo of a few
canoes, rich though they were in value, required little labour for their transfer to the'
hold of the European merchantman, and the market was managed by a very few agents
of the great houses in France. Still, such as the trade was, Montreal presented a most
favorable site for carrying it on. On one side of the island were to be found the lowest
rapids of the Ottawa, and on the other the lowest rapids of the St. Lawrence. The
M
painful inland navi^ntion, in Rome plat'os wholly interrupteJ by portages, and in atlicm
for long renclios cnpablo of Iwing condu(^ted only with tho most toilsome labour, ondod
at this islaiul. On the other hand, vossols arriving from tho eastern side of tho
Atlantic could reach this point, but could ascend no higher. Never was place for
shipm'.-nt and transhipment more plainly indicated by natural laws. From hoiico, more
or less navigable water-courses spread out like a fan over hunilreds of thousands of
miles in the interior, and permitted the canoe of tlio Indian trailer to penetrate in all
directions, while, on tho other hand, a broad and safe rivor led to the groat oreau, whoso
farther waves washed tho walls of all tho seats of established civilization
When tho vagabond labours of tho voi/at/cur and native hunter gave way bof jro tho
more steady toil of the agricultural settler, tho advantages which had first prompted tho
selection of the Island of Montreal ns the site of a City wore by no moans diminished.
The articles of export had become changed, and neoiled no longer to bo searchol out in
widely extended journies ; but the timber, and ashes and breadstiitfs, which bogan to tako
the place of skins in tho exchange with Europe, could reach tho entrepot only by water,
and could bo sent only thence by tho same means. Farms, if tluiy were to sond their
produce abroad, must be situated on or immediately in tho neighbourhi.>oil of navigable
waters. The St. Lawrence and its tributaries, even while Niagara still closed tho
passage westward, bathed more wheat growing and more timber producing lands, than
any other river in America except the Mississippi. Hence there was high promise that
the most convenient port for tho meeting of inland with sea-going vessels must continue
to be a point of great commercial importance for all the northern part of North America.
The St. Lawrence, however, with all its acknowledged capacity, was not without iti
drawbacks. Foremost was the long winter which sealed its waters durinu six months of
the year ; and next may be classed the dangers of a navigation of seven hundred miles
between Belle Isle and Quebec. There were other circumstances which threatened that
commercial prosperity which once appeared to be the undoubted appanage of the most
convenient port of this large river, — using the term "most convenient" in reference to
breadstuffs, the chief produce of the west, and to manufactured goods, the chief article in
demand by the West. The principal of these was the discovery that the most fertile
lands lay beyond the barrier formed by Niagara. Hence the population which would
otherwise, in the natural order, have filled up the nearest land first, was tempted to tho
shores of Lake Erie, and tho country lying between that lake and the head waters of tho
Mississippi. It has been in this region that the great emigrant population has chiefly
established itself, leaving the less fruitful shores of the St. Lawrence and Lake Ontario
comparatively bare of inhabitants.
But for the Falls of Niagara, it is probable that all the inhabitants westward of that
great break in the navigation would have transacted their business by the St. Lawrence.
Niagara cut them off from the Ocean ; and they were compelled to seek a new exit.
Hence the construction of the Erie Canal, which by the subsequent addition of a branch
to Oswego, has even encroached upon the natural rights of the waters of the St. Law-
rence. The Erie ^anal not only gave the western population an outlet, but it gavo
them an outlet not beset by the difficulties which are every winter renewed in the St.
Lawrence ; for though produce can reach the seaport from the West vid this river, as
late as it can reach New York vi& the Erie Canal, yet once arrived at the point of ship-
ment by sea, it was liable to be detained by ice in the St. Lawrence, while it was free to
depart at New York.
21
Tlio onterpriso of tlio pooplo of Cnnnda would not., howovcr, mbmit tftmoTy
to tho dostruction of tlioir own cimiinol of trndo. Tlicv sou>»lit to rivnl th«^ Kiio CannI,
by the construction of the Wellnnd Canid upon so largo a wnlo «« to rcndwr available
tlio ytneral advautau'-'^ of tlio St. Lawrence iiavin^atioii, tlir<nii:li<)ut all the regions watered
by the lakes, which forin fhe head waters of that river. In this Ktruggl** they had, on
their side, tho Buperi<irity whieli hir^^fl vessels always havo In rivalry with ffinall otips. \\y
tho construction of lh« \VVIt»nd Canal i\M tho canals on tho St. F.awrenee, tho CanadianB
secured throiiglmul tlieir waters n, passage fur ships, instead of for bargee only. Against
them thoy still had ilie long winter; ihn dangerou'*, while utdighted, navigation below
Quebec; and last, but perha^^s more important than nil tho rest, tho never ceasing demand
for an amount of tonnage outward, largely in excess of that which could bo requireil inward.
The chief articles of produce which could b<j expected to pass the canals W(M0 wheat and ftoiif.
But the wheat and flour, arrived at a St. Lawrence sea-port must compete for Ov-cnn
shipping with lumber, whose demands were far more imperative. It is jtlain that under
these circumstances tho freight of bread-stuti's could never bo permanently much lower
than tho equivalent freight which exporters of timber could afford to pay, and exporter*
of timber have always had to pay rates that would cover tho voyages out atul homo.
This is not tho normal and usual condition of tho trade at Atlantic soa-porto, and hence
another reason why they have attracted more of the export of breadstutfs than it wouhl
seem from geographical considerations merely, should havo fallen to tlieir Bharc. It is
to be remarked that for a considerable period prior to tho change in tho British
Com Laws, legislative enactments, the precise details of which were altered more tlian
once, but which always tended in the same direction, afforded a protection to tho colonial
exportation, which greatly favored its progress ; but since the repeal of the Corn Laws
this has been of course withdrawn, and there is now no artificial stimulant.
In spite of all these drawbacks, the victory, even if wo had still to do only with the
ancient modes of propelling ships, must bo considered as doubtful. The dwellers on the
Lakes and the St. Lawrence are, perhaps, only beginning thoroughly to understand all that
they gain by improvements which must bo still called recent; and tho latest develop-
xnents seem to show that by making use of all ameliorations in tho art of navigation, we
should still snatch our share of the traffic from our rivals. Perhaps it would be more
correct to say that the whole traffic promises to be so immense, that all routes may
expect to have full occupation without those interested in the one envying those con-
cerned in the other. It appears, indeed, that in the cycle of harvests there will bo years
when the demand for brcadstuffs by Europe will almost cease, and in such seasons the
export by sea from tho St. Lawrence will probably fail, as, except for some of the
fisheries in the Gulf, the St. Lawrence does not ofier the same fiicilities as Atlantic
ports for shipment to other than European consumers.
In imports there has been a steady progress, in the trade of the river keeping pace
with the growth of wealth and population in the country. It is true, however, that
Montreal, which once had the entire population of Western Canada for customers, has
that monopoly no longer. This is partly owing to the repeal of the difierential duties,
which formerly gave a small but probably an overrated advantage to the Montreal
importer. It is almost impossible, however, to overrate the relative gain of his rivals
on the seaboard, from another cause — we mean the extension of the system of Railways.
The true protection enjoyed by the St. Lawrence import trade, say as lately as twelve
years ago, was not only the 6 per cent, additional duty levied on merchandise entering
the Province through the United States, but also the far more efficient check to the
l'
\n
trader from the South, found in the immense tract of land, or of inferior water carriage, hj
which he had to pass from the seaboard to reach the lake. In imports, too, the peculiaritj
of position arising from the immense shipments of lumber at Quebec was inoperative as
•gainst the Canadian merchant, or rather it was favorable to him in certain coarse, cheap,
and heavy goods ; for some classes of freights to the St. Lawrence were lowered by the
fact of large fleets being bound thither twice in the twelve-month, of which the majority
vould always be in ballast. The rivalry of the Atlantic ports of the Union was, however,
most unfairly encouraged in the import trade by the subsi'ly bestowed upon the Cunard
steamers. These vessels, though running to foreign ports, nevertheless received from the
British Government aids which enabled them to fix their rates of freight so low as to
exclude fair competition in certain classes of goods by vessels coming to Canada, to say
nothing of the fact, that these aids caused the establishment of steamers to Boston and
New York, while Canada could pretend to nothing but sailing vessels.
The invention of Railroads, however, introduced a new element into the question of
routes, and the creation of a system of iron highways between the seaboard and the
lakes opened fresh commercial prospects, in some respects not very flattering to the
hopes of the mercantile and shipping interests of Canada. Not only did these Railways
tend to equalize the cost of conveyance by land with that of conveyance by water, but
by opening practicable channels for merchandise, at a period when the Erie Canal and
the St. Lawrence were alike frozen, they enabled the inhabitants even of Western Canada,
to receive spring dry goods just at that period when they were most in demand.
Obstructed as ^be navigation was by ice till late in May, spring fashions arriving by the
river could hardly be opened west of Montreal much before June, and some longer time
was of course required before they could be distributed in the interior. The American
Government, to secure all the benefits promised by this change, established a system oi
bonding, which relieving goods passing that way to Canada from all charges not
absolutely necessary to protect the revenue of the United States, raised the facilities by
that route to the highest possible pitch. These circumstances, joined, perhaps, to the
stimulus of novelty, for a short time turaed a large portion of the Western Canadian
buyers from Montreal to New York, and it was by some believed that the import trade
of the St. Lawrence must be annihilated. The panic, however, was short, and it has
been followed by a strong conviction that this great river must hare maintained its
supremacy in general trade, even without the improvements to be shortly noticed.
This conviction has prompted renewed exertions on the part of the merchants of
Montreal, and these few years, we have had cargoes from Holland, France, Spain, the
Mediterranean and China ; and the East Indian branch of our commerce is likely to be
pushed with a great deal of vigour. All these trades were, till lately, entirely unknown.
The West Indian and Lower Provinces trade too has greatly revived. When Montreal
is spoken of here, it is not that she is to have a monopoly of any of these branches.
The Upper Canadian importers will no doubt share in these as they have done in the
old established lines of trad<«.
Before describing these improvements, let us look for a moment at the position of
aflfairs at the close of the year 1855. During the nine years which had elapsed
immediately before, every thing that could depress the trade of the St. Lawrence, and
augment that of its rivals, had been done, — 1, the corn laws had been repealed by the
British Government, and the protection afforded to the Canadian Exports in breadstuffs
had been abolished, — 2, the incidental protection on the import trade of the St. Lawrence
arising from the difl'erential duties levied on goods coming from the United States,
An
ha(
tw<
in(
the
obt
foil
to
cou
gre
in p
trea
risei
busi
trad
havi
cons
othe
hea(
vhi<
larg
and
whi(
anbj
mat
men
Btea
blis]
eml
the
toti
con
yeo
esti
/"
23
and which was imposed for the protection of British Commerce, was repealed ; — 3, the
American bonding system had been perfected ; — and 4, the American lines of Railway
had been pushed, from the seaside to all parts of the Canadian frontier.
Against these many injurious influences, the St. Lawrence trade had gained only in
two directions. The last stroke had been put to canals, so as to secure a draft of water
in every part of the navigation between the head of the Lakes and Montreal of ten feet at
the lowest. And the shoals of Lake St. Peter had been successfully dredged, so as to
obtain sixteen feet of water, summer level. Nevertheless, it will be seen from the
following figures, that though the import trade fell off relatively, that is to tay, ceased
to be wholly transacted in one direction, it increased positively, the demands of the
country being so augmented that the business of supplying them partially had become
greater than that of supplying them wholly, had formerly been : —
IMPORTS TO THE PORT OF MONTREAL.
Year 1845 £2,614,911
" 1846 2,303,908
" 1856 3,093,145
" *1 856... (estimate) 3,993,145
The export trade generally has received a great impetus during the past year, owing
in part no doubt to the establishment of the Ocean Steam line. The exports from Mon-
treal for the first three quarters of last year, were but JC333,610 ; this year they have
risen to je'716,475, or more than double.
•' This is, perhaps, the proper place also to note one other circumstance in the
business of Montreal, which, though not bearing directly on either her import or export
trade, is yet likely to exercise a powerful influence on her future prosperity. The City,
having its foundation and whole principle of life in commerce, the Lachine Canal was
constructed to aid that commerce. But it has happened, in this instance, as in many
others, that the perfecting of one purpose has given birth to new projects, and the
head of water on this canal has been rendered available for the creation of water poweri
which have been applied successfully to the movement of extensive machinery over a
large extent of ground. Thus a step intended to promote the business of exportation
and importation, has led to the establishment of a considerable manufacturing interest,
which is likely rapidly to increase. As a chapter will be specially devoted to that
subject, it is unnecessary to do more hero than to mention that the origin of large
manufactures in Montreal is to be found in the attempt to satisfy the wants of trade.
We come now to the improvements which have taken place since the commence-
ment of the present year. In the first place, we rank the establishment of the Canadian
steamships which, by the regularity and shortness of their trips, have incontestibly esta-
blished that the most speedy route between Europe and the largest part of North America,
embracing all New England, the State of New York, part of Pennsylvania, and most of
the Western States, and the valley of the Mississippi, is through the River St. Lawrence
* This estimate is made thus. The returns are already made up from the beginDing of the year
to the 6th October, 1866. This shows a total of imports of £3,5l6,b50 against £2,612,573 in the
eorreeponding period of 1855 — an increase of £963,917. The month of October in 1856 is known to
liaye been again largely in excess of that in 1865. If therefore in ^he remaining two montlis of the
year there should be some slight falling off, whicb is not probable, there can be no doubt that the
estimate of £900,000 ioorease for the whole year will be greatly within the true line.
24
at all seasons o» ^ue year when its waters are navigable. Two instances may be mentioned
in proof of tliis statemett. It is understood that cotton has been already conveyed from
the uplands of Tenessee viA the St. Lawrence to New York, and passengers from Liver-
pool to New Orleans have selected the St. Lawrence as the shortest route to the place of
1 heir destination. It is obvious that the shortest route must have vast advantages for all
1ji nds of conveyance, and that for many descriptions of trade, as well in goods as in pas-
sengers, no other consideration can weigh against speed. The success of these experi-
ments brings us back to our first statement of the superiority of water carriage over all
others, and enables us confidently to lay down the proposition that steam has restored to
the St. Lawrence, during the summer months, all that supremacy which the establish-
ment of the Railway system in the United States seemed to have taken away. The very
circuuistances which have hitherto prolonged voyages of sailing vessels and heightened
the insurance upon them, will, for the future, shorten the voyages of and reduce the in-
suiiince upon steamships. The sailing vessel requires plenty of sea-room, in order that
slie may continue to stand upon that tack on which she gains most until favored by
another slant of wind. In a river she must stand almost as long on her losing tack as on
lior gaining one. Besides, a sailing vessel in a land-locked navigation is always exposed
to the risk of becoming embayed, and the discovery of her peril is frequently made only after
the time for a remedy has passed. With a steamer, on the contrary, except in the very
worst of weather, a danger once discovered is already avoided, and the shore which
threatened the sailing vessel at every moment, merely serves to secure smooth water to
the steamer. The fact that nearly one-third of the distance between Liverpool and Que-
bec is made in smooth water, has, no doubt, powerfully contributed to the success of the
Canadian steamers. The same considerations will, of course, eventually reduce the in-
surance on St. Lawrence voyages to a parity with that charged upon other voyages across
the Atlantic. This change has already begun with respect to steamers, but it will no
doubt go farther with them, and even apply to sailing vessels, as a consequence of the
establishment of powerful steam-tugs to aid ships in the Lower St. Lawrence, and of the
perfect lighting of our coasts, now resolved on by the Government.
It must not be forgotten that if Montreal reaps the full benefit of the establishment
of this line of steamers, it is due to the enterprise of her citizens, and especially to the
energetic efforts of one of them. But for this enterprise and these eflbrts, no vessel
ai)proaching to the size of the Canadian steamers could have reached the city. The
deepening of Lake St. Peter, however, at local charges, under the direction of the Harbor
Commissioners, headed by their Chairman, the Hon. John Young, from 11 feet water
to 18 feet, has secured this gain to the City of Montreal. Following close upon the
experiment of vessels having steam for their principal motive power, has been the trial
of sailing vessels with steam power as a mere auxiliary. Ships of this class are, of course,
much less speedy than those which have formed the lino contracted for by Messrs,
Edmonstonc, Allan & Co., but they are on the other hand economical and sure.^—
They can carry large cargoes, especially if they call at Sydney, to re-coal, in voyages
on which they meet with much adverse weather, and one of them has reached Montreal
from London in 21 days, equal probable to 18 days from Liverpool. Tiiis class of
vessels promises much for the future of Canadian importations, and the hopes founded
upon the success of both classes of sea-going steamers will be more certainly realized, if
the design now on foot, for creating a line of first class propellers between Montreal and
Chicago, shall be carried out in an enterprising and vigorous spirit.
25
J Subjoined is a statement of tistances tending to show the superiority of this route
over all others, between Europe and North America. ' .
Distance from Montreal to Liverpool by the St. Lawrence
' • and the Straits of Belle Isle is 2750 miles.
'" * "' Distance from New York to Liverpool by the shortest
sailing circle across the Atlantic 2980 "
Difference in favor of Montreal 230 "
The next improvement in our channels of trade is the establishment of that
Canadian system of railroad, whose completion has given occasion for this pamphlet. This
new mode of communication by land will not be rightly understood if it be regarded as
a substitute for or a rival of the water route. We consider it as subsidiary to and as the
complement of that which must always be the chief high way from the Ocean to the
interior — the great inland chain of hikes and river. It has been already shown that the
effect of the establishment of American Railways from the sea-coast to the frontier was
to divert to Atlantic ports, a great portion of the business of which nature seemed to
have conferred a monopoly on the St. Lawrence. And it has been pointed out that this
change arose from two circumstances. First, that with regard to some classes of goods,
the object to be chiefly achieved in their carriage is speed. Second, tliat during a part of
the year the navigation being completf ly sealed by ice, any conveyance which approaches
in facility that by water must secure a considerable portion of the traffic, in goods which
would otherwise lie over till the thaws of spring. It happened that in an important
branch of trade, both these reasons concurred to favour the overland route. Dry goods
for the early spring trade are in demand in the West at a time of the year, when the ice
still forbids the entrance of vessels to the ports of Quebec and Montreal. The introduc-
tion of Railways, therefore, while they continued to be wholly in the hands of our rivals
had placed us at every possible disadvantage. But all that Canadian Commeboe has
TO gain from Railways has yet to come, and is, it is to be hoped on the eve of being
realized. Uereafter the goods which arrive at Montreal in from twenty-four to forty-
eight hours earlier than they can reach New York will be at once put upon the Railroad
and forwarded to their destination in a less number of hours than would be required to
lay them down in the warehouse of the consignee, if the commencement of their inland
journey had been from one of the seaboard cities. The following comparative table of
distances from Montreal and from New York will show the truth of this proposition : —
Tub Distance from Hamilton to New York: —
New York to Albany 150 miles.
Albany to Rochester 229 "
• Rochester to Suspension Bridge 74 "
Suspension Bridge to Hamilton 43 "
496 "
Thk Distance from Hamilton to Montreal:
Grand Trunk to Toronto 833 miles.
Toronto to Hamilton 85 "
878
26
m
F ? ■
i
Thus, during the period of navigation, the opening of the Grand Trunk, and the
connections it affords, must secure to Canadian merchants the supply of all the goods,
of which the choic of route depends wholly on speed.
But it is manifest that a commerce which can be carried on only during a portion
of the year must be subject to many inconveniences. The connexion between buyer and
seller is broken by the break in the navigation, and time, labour, and perhaps soma
diplomacy is required to renew it Besides, the annual cost of the maintenance of
business establishments is nearly the same whether they are able to transact business
during eight months or twelve. It is in these facts, that we see the vast importance to
the trade of the St. Lawrence of that link in the Grand Trunk system which lies
between the north b .nk of the river at Montreal, and the City of Portland, including of
course the Victoria Bridge. This branch of our own highways secures to the St.
Lawrence by artificial means, what nature has denied her, a port open all the year round,
and will thus enable the Canadian wholesale merchant to keep up his transactions during
a season which has hitherto been a blank to him ; and this season, let it be remarked,
especially, includes those two or three weeks of the early spring in which the dry goods
proper for summer wear arrive at American ports. The Montreal merchant will, hj
way of Portland, be enabled to offer to his Western customer all the latest styles, quite
as early as the latter could see the same goods at New York or Boston, — and he will
thus be saved from the mortification, to which he has lately been subjected, of knowing
buyers forced to go to the seaboard for seasonable goods, avail themselves of their visit to
purchase staples which he could have supplied on better terms. The fact need not be
concealed, that the way from Portland to a large portion of that great west, with which
Canadian merchants hope to transact an extensive trade, is rather longer than that from
New York ; but the difference in the cost of freight on those goods which are annually
conveyed by rail will add an almost imperceptible charge to their cost when laid down
to the consumer, while in respect to speed, the longer road may be expected to make up
for that inconvenience in its freedom from breaks and transhipments between different
roads, in the unity of its administration and the superiority of its construction, lead us to
believe that the many mercantile agencies of Portland wiii no doubt devote themselves
peculiarly to the Canadian trade, which will also have the almost exclusive attention of
the Grand Trunk Company, and thus it is to be expected that a great saving in time will
be effected, and that in this respect the Canadian route will equal any other if it do
not surpass every other.
THE CANADIAN INLAND AND OCEAN NAVIGATION.
Montreal, at the head of sea navigation proper, is the port for the great chain of
River, Lake and Canal navigation which extends westward to Fond du Lac and
Chicago, a distance of about fourteen hundred miles, embracing the largest extent
of inland water communication in the world. The following table exhibits this in a
condensed form : —
27
|[, and the
the goods,
f a portion
buyer and
laps some
enance of
ct businees
fortanje to
which lies
eluding of
to the St.
ear round,
Qns during
remarked,
dry goods
t will, by
yies, quite
nd he will
f knowing
eir visit to
id not be
nth. which
that from
) annually
laid down
> make up
different
lead us to
hemselves
tention of
time will
' if it do
In.
chain of
Lac and
!st extent
this in a
Lake Superior. . . .
" Michigan ...
« Huron
« St. Clair....
* Erie..
" Ontario
River St. Lawrence
Lenf^th in
miles.
Breadth in
miles.
420
180
820
70
270
146
26
18
250
46
190
40
700
• • •
Depth in
feet
Elevation
over sea.
600
600
1000
573
860
678
20
670
70
664
600
234
• • ■
• • •
Area, square
miles.
82,100
21,900
18,760
300
9.300
7,800
CANALS.
Lachine
Beauharnois...
Cornwall
Farrand's Point
BapidPlat....
Point Iroquois.
Galops
Welland
Length in
Miles.
81
lU
111
28
Depth.
Size of
Locks.
10
10
10
10
10
10
10
10
200 z 46
200 z 46
200 z 56
200 z 46
200 z 46
200 z 46
200 z 46
160 z 261
Lockage.
No. Locks.
44j
821
48
4
111
6
8
880
6
9
7
1
2
1
2
27
Here the Ocean Steamers connect with the fleets of Lake and River craft, and thus
contribute to make this City a great central depot for imports and exports.
The Lachine Canal, the first in the link, extends from Montreal to Lachine, cuts
across the Southern point of the Island of Montreal, and avoids the Lachine rapids»
The Beauharnois Canal extends from the village of Beauharnois to Hungry Bay, and
passes the rapids of the Cascad«^8, Cedars and Coteau. The Cornwall Canal, commencing
at Cornwall and ending at Dickinson's Landing, passes the Long Sault rapid. Farrand's
Point, Rapid Plat, Point Iroquois and Galops Rapid canals are short detached canals.
The Welland connects Port Dalhousie, on Lake Ontario, with Port Colborne in Lake Erie,
and surmounts the difficulties interposed by Niagara. Mr. Andrews, in his report
already quoted (1852,) speaks of these canals as surpassing in magnitude and importance
those of any other country. They have been constructed under the direction of Scientific
Engineers with great care, and in the most substantial manner, so that a "break" or any
interruption is of rare occurrence. The level of the St. Lawrence, unlike that of the
Hississippi and other western rivers, varies but little, and a constant supply of water is
28
obtained from the vast volume collected in the basins of .he Lakes, which flows steadily
onward to the ocean.
Vessels and steamers passing westward, avail themselves of these canals to avoid the
rapids, as also do heavily laden vessels tending eastward, but the mail steamers freighted
with passengers regularly run through all the rapids with ease and safety. The
Government have caused the several channels to be explored, and they are now laid
down on charts for the guidance of navigators.
Passage is thus afforded from the western Lakes to the Atlantic for vessels
drawing ten feet of water, and suited to the capacity of the locks. A canal
connecting the St Lawrence with Lake Champlain and the head waters of the Hudson,
debouches at Sorel, about forty miles below Montreal. It is named the Chambly Canal,
has 10 locks, and extending 11 J miles, equalizes the difference between the level of the
Richelieu River and Lake Champlain, by a lockage of 79 feet. This vast canal system
which centres at Montreal, is in keoping with the mighty stream and Lakes to which it
is accessary. In a westward course from our City, the Lakes Ontario, Erie, St. Clair,
Huron, Michigan and Superior, are traversed, one Inland Sea succeeding another.
Even now, in its infancy, the favored portion of the earth watered by these Lakes, is
teeming with the products of its great fertility, its seas are alive with vessels, and an
energetic race pour into it in myriads. This is its beginning, who can foresee its future ?
To these completed canals others are designed to be added.
Among the projected canals, are the following: the Georgian Bay Canal, connecting
Lake Huron at Collingwood with Lake Ontario at Toronto. The Ottawa Canal, joining
the waters of Lake Huron with the Ottawa River, which empties itself into the St.
Lawrence at Montreal. In this project the City of Montreal has a peculiar interest, for
the Ottawa country is the back country proper of the city. The Michigan Canal, crossing
the base of the Peninsula of Michigan, taking advantage of the Kalamazoo and Raisin
River, and avoiding the St. Clair flats. All these canals will materially shorten the water
communication and benefit our Sea Port. They will be rivals it is true, but only so
for the general welfare. All may open their channels, and the Erie Canal may increase
her capacity, but all combined cannot satisfy the demands that will be made on them.
Consider the vast territory yet unoccupied, but which in a few years will teem with its
millions of producing .ind consuming inhabitants, and judge if this be an over estimate.
The time required to pass by propeller from Montreal to Chicago, and vice versa, has
averaged ten days this season, although the trip has been made to and fro, (calling at the
Lake Ports) in eighteen days. With an improved class of vessels, and with the distance
saved by the projected canals, who can doubt but that the average voyage will yet be
four days.
The rates of freight between Chicago and Montreal this year, have averaged for
wheat 20 cents, and for flour 75 cents. The vessels which navigate these waters carry
about 10 barrels of flour, 37 bushels of wheat, and 40 bushels of corn per ton. The cer-
tainty of means of transport, that will be induced to Montreal by ih^ Ki ady supply of
freight, will make the rates of carriage for imports and exports less than they are at
present here, and lower than they will be at New York or elsewhere. ' *'"'
European emigrants too seeking a home and an independence in the "West, and
attracted here by our Ocean Steamers, will see the superiority of an uninterrupted water
communication from their old home to their new one.
The advantages of the Canadian Ocean route are, as we have said, very great, M
will be apparent from the ensuing statements: — The principal point to which
i9
rs steadily
avoid the
I freighted
ety. The
I now laid
or vessels
A canal
e Hudson,
bly Canal,
vel of the
lal system
which it
St. Clair,
lor.
) Lakes, is
s, and an
its future ?
ionnecting
al, joining
to the St.
iterest, for
1, crossing
nd Raisin
the water
Lit only so
y increase
1 on them,
m with its
estimate.
versa, has
ing at the
distance
ill yet he
raged for
iters cany
The cer-
siipply of
ley are at
W^est, and
•ted water
great, as
;o which
produce is sent from the United States and Canada is Liverpool. The shortest way of
reaching it, even from New Yoik, is round the North end of Ireland. Yet New York is
between the 40th and 4l8t parallel, and the Island of Tory, off the North point of Ireland
is about 56 deg. north. One would think it much shorter to go by Cape Clear, at the
south end of Ireland, which is between 6l and 62 deg. north latitude. But this is not
the case. So much is gained by running to and across the northern compressed longi-
tudes, that the distance from New York to Liverpool by the north end of Ireland is
2980, and by the south end 3013 miles. New Yorkers are obliged then to run in any
case 11 degrees north to get to Liverpool, and find it to their advantage to run up 3? 30'
more. Keeping these things in view, if any one will take a globe or map of the world,
he will see that the St. Lawrence and Ljikes Ontario and Erie have been so laid down by
nature as to form one end of the arc of a great sailing circle, the other extremity resting
upon the North of Ireland. "We have already found the distance between New York
and Liverpool by the shortest route to be 2980 miles. The distance from Montreal to
Liverpool by the St. Lawrence route is 2750 to 2760 miles. Oswego is by this route
considerably nearer Liverpool than New York by the nearest possible route. Suppose
goods to be afloat on Lake Ontario off Oswego seeking the European market. If sent
vi& Ne.v York they would require to bo transhipped to go —
210 miles by a Canal,
150 » by River,
'' '^' ' and 2980 " by Sea, after a second transhipment.
3340 miles in all.
If sent viA Montreal, they may go entirely without transhipment—
30 miles by Canal,
1072 « by River and Gulf,
1878 " by Sea.
P" \^.- ■ * '
2980
Or they may go with a single transhipment at Montreal. A saving by the latter route
is effected, it will be seen, of 360 miles, or the whole distance from Oswego to New York.
But this by no means shows the case so strongly as it should be put, — for the navigation
by 210 miles of small canal to Albany is much more tedious than the river navigation
to Montreal with only 30 miles of a larger canal. Or take the case from Buffalo.
A cargo is transhipped there to be sent through 360 miles of canal to Albany, there
again to be transhipped or towed down the river to New York and transhipped there,
Here is —
860 miles Canal,
"^ ' ' 150 " River,
2980 " Sea. :- :
*• t,. > ; r 3490— say 3600 miles. - -
' . By the St. Lawrence route : —
''^' ' ' 380 miles Lake and River to Montreal,
Canal,
River and Gulfj '. ' '
r'-i-
70
t(
885
1878
<(
u
Sea.
Total distance, 3213 miles.
30
I: :
ii
Shewing a gain vtA the St. Lawrence of between 276 and 300 miles. When a vessel
has reached the eastern end of Lake Erie with a cargo of western produce, therefore, it
may save one or two transhipments and about 200 miles in distance, and that of tedious
canal navigation, by coming on to Montreal and transhipping here ; or the same distance
and two or three transhipments by sailing straight on viA the St. Lawrence to Liverpooh
If, on approaching the eastern end of Lake Ontario, she comes on to Montreal instead
of turning into Oswego, her cargo will be saved the same number of transhipments and
360 miles of sailing — out of which there will be a gain of 180 miles of canal navigation.
With such advantages to Montreal and our Province, judge for yourselves of her
prospects, and say whether we, her citizens, have not reason to look forward to a brilliant
future.
It may be interesting to give in this place a few particulars of the scenery of the St
Lawrence route, which, in addition to shorter distance and smooth water nearly one*third
of the way, gives it advantages of no mean kind for passengera and tourists, who now in
Buch large numbers visit the new world. The traveller from Europe after losing sight
of land on the north of Ireland, again comes in sight of land at Belle Isle, on the coast of
America, in five or six days steaming ; and afterwards he sails within sight of the land
during the remainder of his journey to Montreal. The appearance of Belle Isle is bold, cold
and inhospitable ; and the same remark may be made of portions of the Labrador coast,
the Island of Newfoundland, and to a certain extent of the Island of Anticosti, which come
in turns, into view. The Straits of Belle Isle are quite narrow, and in sailing through them,
both shores are seen at once. The only human habitations visible are the fishing settlements
on the Labrador coast. Anchored in their vicinity a considerable number of vessels of
various sizes are seen. After steaming through the Gulf, and entering the mouth of the
Eiver, the eye can scarce take in its gigantic dimensions, but by and bye, as the traveller
still steams along, the banks on both sides become distinctly visible. They are for the
most part high, bold, and wooded. The mouth of the Saguenay, one of the most won-
derful rivers in the world, making its deep and silent way in a fijsure between mountains,
is now passed ; but ere the traveller reaches this he has noted the white houses and
barns of the Canadian farmers smiling peacefully on both banks of the St Lawrence.
Villages now begin to make their appearance on both sides ; and indeed the houses
form a continuous street for the remainder of the journey. At every short distance
there is a village church, white-washed or white painted like the houses, and with
shining tin roofs ; on a fine day, they fairly glisten in the sun. If we add to this the
gigantic dimensions of the noble river, with its mountain banks, and see the whole when
our Canadian sky assumes its own blue hue, the traveller will pronounce the scene to be
one of magnificent beauty. Mr. McGregor thus speaks of it •, " This river and the
" whole country unfold scenery, the magnificence of which with the most delightful
" physical beauty, is unequalled in America and perhaps in any other part of the world."
RAILWAYS.
Such as we have stated them are the fiicilities possessed by Montreal as regards water
communication. Icy winter, however, looks up these for some months, and during this sea-
son of the year, speedy communication with the various sections of the province, and an
outlet to the ocean, was felt to be an imperative necessity, and Canadian and British
capital have supplied this important desideratum. A great chain of Railways now links
the East with the West, but space is only at our disposal to review those lines with
which Montreal directly connects. The first claiming notice in order of time is,
a a v0smI
lerefore, it
of tedious
e distance
Liverpool,
nl instead
nents and
avigatioD.
i^es of her
a brilliant
of the St.
one-third
10 now in
ing sight
e coast of
' the land
bold, cold
:lor coast,
lich come
igh them,
ttlements
(vessels of
ith of the
I traveller
B for the
JOSt WOft-
ountains,
uses and
lawrence.
e houses
distance
nd with
this the
)]e when
ne to be
and the
elightful
I world."
Is water
this sea-
and an
British
5w links
les with
31
r, THE CHAMPLAIN AND ST. LAWRENCE RAILROAD,
' Which is constructed between the St. Lawrence at St. Lambert or South Montreal
and Rouse's Point on Lake Champlain.
It was chartered from Laprairie to St. Johns, in 1831
And commenced in 1830
Was open for traffic in 1830
The Charter authorising an extension from St. Johns to Rouse's Point, and the
Branch to St. Lambert was granted in, 1851
It was opened for traffic throughout in 1852
Ita total length, includi'iig the Lnprairio Branch is 40 miles, and the cost of road,
wharves, stations and equipment, amounted to £381,195
This, the oldest Railroad in Canada, connects at Rouse's Point with the Vermont
and Canada Railroad, and with all the lines of Railroad to Boston, New York and all
parts of the New England States, and also with the Ogdensburgh Railroad and with the Lake
Champlain steamers, thus affording the greatest facilities for communication with New
York, Boston., Albany, Troy, Rochester, Buffalo, Niagara Falls, Canada West, and the
Western States, and being a direct and uninterrupted railroad route to the cities above
named.
Goods are conveyed between Montreal and Boston, New York and intermediate
places Tvithout transhipment, and by this route passengers reach Boston in 13 hours, New
York in 16 hours, Buffalo in 24 hours, and Chicago in 48 hours.
The next road claiming notice, in the order of seniority, is
THE MONTREAL AND NEW YORK RAILROAD,
Which comprises —
Firstly, — The Lachine Division, extending from Montreal to Lachine, a distance
of 8 miles.
It was commenced in 1846
And opened for traffic in 1847
A prominent feature in this Road is the
Steam Ferry, between Lachine and Caughnawaga, running directly across the St.
Lawrence, a distance of about three-fourths of a mile, but which is increased by the course
of the Navigation to nearly 2 miles.
This, it may be remembered by the way, is the only Steam Ferry in Canada East
which is open every day in the year. The crossing is made with a powerful steamer, which
has been built with a Railroad track on its deck for the purpose of connecting the two
divisions of the Montreal and New York Railroad without breaking bulk. The Iroquois
crosses the St. Lawrence with a locomotive and tender, and three loaded Cars at one time,
and this work it is capable of repeating every fifteen minutes, if necessity requires it.
And, secondly, — the Caughnawaga Division, extending from Caughnawaga to the
Province Line, a distance of 20 miles.
It was commenced in 1851
And opened for traffic in... 1852
The total length of the Montreal and New York Railroad, including the Ferry
(of say 2 miles) is 39 miles, and its cost, including superstructure, locomotives, cars, build-
ings, steamer, wharves, ferry slips, extra land, and general equipment was £238,229 2s. Od*
•urrency.
32
i
1\a connections aro, firstly, with the various Rteatnors at Lachine ; and 9ndly, with the
riattsburgh and Montroal Kailroad at the ri-ovinco Lino to I'latt^burgh, a distance of 23
miles, makiii,tj in all, 02 miles from Montreal. It crosses and connects with the Ogdensburgh
Bailroad at Mooer's Junction for Ogdensburgh, and then with steamers for the West, as
also at Potsdam on the Ogdensburgh Line, with the Potsdam and Watcrtown Railroad,
thus forming a continuous line on the south shore of Lake Ontario. It connects also
eastward with House's Poiut, and thence vid the Vermont and Canada Kailroad, &c., at
Plattsburgh, by steam direct Avith Burlington and Wliitehall, <kc., »Sjc. ; at eitlier of which
points it connects with the various American Railroads leading to lioston, Now York,
Troy, Albany, Schenectady, and the "West.
The advantages of this Railway are its unequalled Steam Ferry, the fact of there
being no dust, from its being ballasted with heavy gravel ; the speed that can bo attained
from its direct course and easy grades, and also the comfort aflbrded by steady cars, owing
to the use of superior iron. It is in fact equal to a coutinuous rail, and lauds passengers
in the City itself.
This Line forms part of the nearest direct railway route from Montreal to New York
and is, it is stated, the nearest practicable air lino. When the remaining link from
Pljittsburgh to Whitehall shall bo completed, the route may be then easily travelled
between the two cities in ten hours.
The Montreal and New York Railroad offers the advantage for Frtljli!, of the avoid-
ance of the necessity of twice handling previous to delivery. This road has, from a series
of unfortunate circumstances, been prevented from obtaining that share of public patronage
which its positive advantages would entitle it to ; but notwithstanding the consequent
want of through business from which it has suilered hitherto, it is gratifying to state
that the road has more than paid all its working expenses from the local business alone,
thus clearly establishing the fact that with any ordinary amount of through business, the
road would give fair returns upon the capital invested in it' construction.
We now come to that great undertaking, whose opening is this day being celebrated.
THE GRAND TRUNK RAILWAY. *
In the fall of 1852, the Grand Trunk Railway scheme was fairly launched into
existence, and embraced in its ramifications, the construction of a continuous line of Railway
from Trois Pistoles, about 150 miles below Quebec, on the southern side of the River
St. Lawrence, the point at which a junction with the proposed Halifax Railway is looked
forward to, — and Port Sarnia on Lake Huron, a distance of upward of 800 miles, — also a
branch line of 50 miles in length, from Belleville to Peterborough, — and the leasing of the
Railroad then already built between Montreal and Portland, so that the products of the
western points of the Province might be conveyed through Canada to the Atlantic sea-
board, without break of guage or bulk. The total length of unbroken Railway communica-
tion which will thus be obtained, when the St. Lawrence River is spanned by the Victoria
Bridge, a structure unequalled in the history of engineering, either in size or in massive
proportions, — is upwards of eleven hundred miles. The original capital of the Com-
pany was £9,500,000, but this being found insufficient, it has been determined to increase
this amount to £12,000,000 sterling, or $60,000,000. Of this sum the Province has an
interest in the undertaking in the shape of a guarantee, to an amount of upwards of
je3,000,000 sterling, or $16,000,000. Of the works proposed, however, it was found
necessary from seyeral causes, to place in abeyance the prosecution of three different
«ectl(
from
these
Low*
their
railw
very
now
i
y, with the
mice of 23
densbiirgh
) West, a»
1 Railroad,
nccts nlso
ad, &c., at
r of which
ow York,
b of there
)o atlniiied
ars, owing
passengers
S^ew York
link from
' travelled
the avoid-
in a series
patronage
onscquent
g to state
sa alone,
uess, the
jlebrated.
led into
Railway
le River
is looked
, — also a
tig of the
ts of the
ntic sea-
imunica-
Victoria
massive
le Coin-
increase
e has an
wards of
s found
different
»■■•
sections of the work, viz: the dislanco between fit. Thorn >< to Troli^' stoles, 100 miles;
from Belleville to Peterborough, 60 miles ; and from St. Nl iry's to Sai uv 6S mil'-^. But
these sections will doubtless ere long, bo proceeded with ; in the first o/nse, be '^ th«
Lower l^rovinces in all probability, assisted by the Imperial Government, wil mplete
their Railway commiinicHtion to Trois Pistoles, in order to conne<;t it with thi inadian
railway system ; and in the two latter cases, simply because the traffic of the coi.iilfv will
very speedily demand the construction of these lines.
With these curtailments, and they are but temporary, the Grand Trunk Railway is
now composed of the following sections, viz : —
Montreal to Portland 202 miles.
Richmond to Point Levi, opposite Quebec, St. Thomas 137 "
Montreal to Toronto 333 "
Toronto to Stratford 88 "
Making a total mileage of 850 " of, (when
the Victoria Bridge is completed,) an unbroken Railway communication.
It is undei-stood that the Victoria Bridge will be completed in the fall of 1859, or
early in 1860. The cost of this structure was originally estimated at £1,450,000, but this
sum has since been reduced, and the present calculation of its probable cost is about
£1,260,000. It is supposed that in its erection 250,000 tons of stone and 7500
tons of iron have been used. The iron superstructure ia supported on 24 piers and two
I abulments. The centre span being 330 feet, there are 12 spans on each side of the
centre, 242 feet each. The length of the abutments is 242 feet each. The extreme
length including abutments is 7000 feet. The height above summer water level in
the centre opening ia 60 feet, descending to either end at the rate of 1 in 130. The
contents of the masonry will be three millions of cubic feet. The weight of iron in the
tubes 8000 tons. The following are the dimensions of tube through which the trains
pass in the middle spnti, viz : 22 feet high, 16 feet wide; at the extreme ends 19 feet high,
16 feet wide. The total length from River bank to River bank will be 10,284 feet, or
about 60 yards less than two English miles. Thi? gigantic structure is in progress, and
when in successful operation will prove a world's wonder.
The works throughout the whole of this great length of line, have been pronounced
by competent authorities, both English and American, to be altogether unequalled by any
Railway on this continent, ana reflect much credit, not only on the Engineer of the
Company, but also on the several Agents of the Contractors, Messrs. Peto, Brassey, Betts
& Co., who have conducted them to so successful a completion. On an average there is
a station to every six miles, 2 men to every 3 miles, and a locomotive to every 4 miles.
The average running time between Montreal and Toronto, next season, will be about
eleven hours, and from Montreal to Portland about ten hours, and from Montreal to Quebec
five hours ; so that the journey between Montreal and Chicago can be easily accomplished
in a day and a-half !
Apart from the through travel between the East and the West, which must be
very large, the junctions between other Railways and the Grand Trunk Railway through-
out the Province are very numerous, and will provide a heavy traffic. They are as
follows : — * ■ '■' '
Starting from Montreal, a line is to run to Ottawa City, 120 miles in length. There
have been opened 12 miles from Grenville to Carillon, but the rest of the works have
for some time been stopped. And about 25 miles west of Montreal at Vaudreuil, it is
I
34
proposed to run a line on the Bouth bank of the Ottawa to tliat City, bearing itn name,
and thence in a westerly direction to Lake Huron. Thene lines in all probability will
become a part of the North Shore Railway Sclume, which in deiiigned to run
from the North Ennt of Lake Uuron to QuuIhjc viA Ottawa City and Montreal, for the
Hocompliahment of which the Provincial Legislature, in its last session, voted 4,UU(),000 of
acres of wild lands.
At Preacottf 112 miles from Montreal, it connects with the Ottawa and Presoot^
Railway 00 miles in length to Ottawa City, alfording by the junction there, llie benefit of a
continuous Railway connection from east and west thereto.
At Brockville, 12 miles west of Prescott, with the Perth, Ottawa and Pembroke
Railroad. This line about 120 miles long, will be completely opeiicil, it ia expected in
about two years from the present time.
At Belleville^ with the Grand Trunk Branch, of 60 miles in length to Peterborough.
The works on this line are however delayed for the present.
At Cobourff, with the Cobourg and Peterborough Railway, 28 miles in length to
the Town of Peterborough.
At Fort Hope, with the Port Hope and Lindsay Rnilway. 36 miles in length.
At Toronto, with the Ontario, Simcoe and Huron Railroad, to Barrio and Colling-
wood, 94 miles. From Collingwood, five steamers ply regularly bttwfen Chicago and
tliat port, and arrangements are now making for a regular line of propellers between the two
places, calling at intermediate ports on Lake Michigan, and alno at Toronto with the
Toronto and Hamilton branch of the Great Western Railway to Hamilton.
At Guelphf with the Gait and Guelph branch of the Great Wcntern Railway.
At Stratford, with the Buflalo, Brantford and Goderich Railway, from which line
the Grand Trunk will collect at this point, all the traffic intended for Canada and
Portland, from Lakes Huron and Superior. This road it is expected will be in full opera-
tion early next year.
At St. Mary's, with a branch to London in the Great Western Railway, connecting
at that station with that Company's line to Samia and Detroit.
The Grand Trunk Railway Company have completed arrangements whereby passen-
gers and goods can be booked through from all points in Europe to any place along the
lines of the Grand Trunk and Great Western Railways, and the Railways connecting with
them to the Valley of the Mississippi, and in fact to all tite chief places on this Continent.
By making one payment in Britain, tickets will be issued for any of these places. No
further charges will be incurred for passing goods at Portland or Quebec, but a fee of
29. 6d. per package. Especial arrangements have been made for emigrants, so that tickets
for extra baggage and all other charges can be had from the place of departure to the
place of destination. These important changes which will beyond all doubt divert the
travel from Em'ope to the Great West from New York and other American ports to
the St. Lawrence river, will be in full operation next year. Thus enabling the emigrant
to be conveyed without change of carriage firom Quebec to Detroit, if the place of de8<
tination be further West than that point The cars will be conveyed across the St
Lawrence between Longueuil and Montreal in the steamer, until the Victoria bridge ia
finished, and will then afford to the emigrant the cheapest, speediest, as well as the moat
direct route to the West
From this brief sketch of the Grand Provincial Railway of Canada and its extended
connections, comprising a total length of nearly 1500 miles now in operation, it will b«
s9en, that this Province can compare very favorably, the difference of population being
\
85
coniiidered* with any of tho moti flouri«liing State* in the adjoining Rq^uLlic ; and if, aa
Waaliington haa obsorvod, it ia an objoct of legialntive concern and highly Uiueflcial to tha
country, to give evary facility to the mean* of travelling for Mtrangurs and of inttircoursa for
oitizenn, tho ])eoplu of this Province will never have caufie to rvgret their having amlBted
the Grants) Trunk linilway to the succeflsful completion, which they have now iu such
numbers met in this city to celebrate, at the invitation of our merchunta and othur
citizena.
TELEGRAPH LINES.
In addition to auch groat Railway and Canal facilities, the City of Montreal is
poasesBcd of tliose vtiluable bueiutiSH ndvantngea, which extenHivo linos of Tclcgraiih
afford. The use of the Telegraph in Canada is a matter of daily convenience, and is
taken advantage of, by the Canadian community to a much wider extent than is the case
iu Britain, a result in some degree produced by the price of the ratea cljarged for Tele-
graphic communication, which is very reasonable.
Tho Grst of these Lines of Telegraph which claims nodoe, from the magnitude of itn
operations is —
Thk Montreal Tklbohaph Companv, which was organized in January, 1647, with
a capital of £15,000. The Line was opened for public business between Quebec and
Toronto (a distance of o40 miles) in October, 1847 ; there then being 9 officers and 3^
persons employed by the Company in its service. The Company have since greatly
extended its business as well as its connections, &c.
The Capital Stock is now £70,000, and the number of its officers 124, and that of
the persons emplciyed 326. There are of its Telegraphic Line in operation 2783 mile^
and in course of erection 148 more. The main line extends from Woodstock, in the Pro-
vince of New Brunswick, along tho Queen's highway, viA Quebec to Montreal, and from
Montreal on the line of the Grand Trunk Railway to Toronto, and thence along th^
Great Western Railway, through Hamilton and London to Windsor,
a distance of in all, 1100 Milea.
Besides the main line, the Company own also an independent line
from Quebec to Buflfalo, on the principal highway, extending
over a distance of . . . . . • . . . « . • 660 '*
And also the following branches :—
From Quebec to Richmond.. •. . .. 4, », 96 "
" Lanoraie to Sorel . . ; , 10 "
« Montreal to Portland 292 "
** Montreal to the Province Line and Rouse's Point . . 71 "
" Montreal to Ottawa and Ogdensburgh . . , . 120 "
*• Prescott to Ottawa and Ogaensburgfi.. ., •• 65 •*
« Belleville to Stirling .. 15 "
** Cobourgto Peterborough .. .. ,, .» 27 "
" Toronto to St Mary's ,. ,« 101 *
* Toronto to Buflfalo ., ,, 125 "
*• Niagara to Chippawa,, , 18 •*
" Harrisburg to Gait 12 «
** Brantford to Port Dover ,. 82 "
. " London to Port Stanley 27 "
** Windsor to Amherstburg .. 18 "
2779 Milea.
And the Submarine Line ,». «» 4 **
^*' Making a total of ... . 2783 Miles,
p
These lines form a direct connection and communication with the Provinces of New
Brunswick and Nova Scotia by way of Woodstock and Portland ; with Boston by Port-
land and Rutland ; with New York by Troy and Boston ; with Cleveland and Cincinnati
by Buffalo, and with Chicago, Milwaukie and the West, by Windsor and Detroit. The
business of the Company has wonderfully extended ; and, as already stated, the telegraph
is used daily by all classes of the community, taking frequently, to a great extent, the
place of postal communications. For several years, there was no record kept of the num-
ber of messages transmitted over the line. In 1852, the paid messages (exclusive of
newspaper reports) sent over the main line amounted to 80,939 ; in 1863, to 121,434 ;
in 1854, to 175,000; in 1856, to 250,460. The statistics for 1866, have not yet been
made up, but there is every reason to believe from the business already transacted, that
the number of messages transmitted over the whole lines for the year will fall very little
short of 600,000. The number of messages, passing through the office in Montreal dur-
ing the month of October, 1856, averaged 750 a day, exclusive of reports of English
News, and the daily New York Markets, and other reports which are furnished to the
Press of the city.
The Montreal and New York, House's Printing Telegraph Company extends
from the City of Montreal, crossing the River St. Lawrence, by means of masts and wires,
\>y a span of three thousand feet, to the Province line, there connecting with the New York
and Canada Telegraph line, comprising in all thirty-four miles to the Province line, and two
hundred to Troy, from thence having a direct and immediate communication with New
York. The American portion of this line is in active operation, and the Canadian section
has been completed, and is ready for working.
This line will afford to the business men of Montreal the means of communication
with the following places, viz : — luooer's Junction, Plattsburg, Keeseville, Port Henry,
Whitehatl, Port Edward, Saratoga, Mechanicsville, Troy and New York.
The International Telegraph Line, (formerly the Canada Grand Trunk,) com-
prises 750 miles of line, and over 60 offices, and extends from Montreal through Western
Canada, connecting with Buffalo. Branch lines communicate with Guelph, Collingwood,
Peterboro' and Picton.
THE MANUFACTURES OF MONTREAL.
It has been already pointed out in that portion of this pamphlet in which the com-
merce of Montreal is treated of, that a manufacturing should also be a commercial city,
or have easy access to a seaport. As we have seen, Montreal possesses this advantage for
manufacturing in an eminent degree. She possesses also within the city and in its
immediate vicinity unlimited water power. Besides that furnished by the Lachine canal,
the Lachine rapids offer numerous mill sites of which no use has as yet been made.
,It has been proposed also, though objections have been raised to the scheme, to make
use of the waste water flowing from the great Aqueduct of the new water works for
, manufacturing purposes. A large number of factories might be furnished with motive
power from this source. Another advantage Montreal possesses, is found in the density
of the population of the surrounding districts. In many places the land has been sub-
divided until the holdings of each man are too small for profitable agriculture, and the
people, deeply attached to the soil, are unwilling to leave the older settlements in the
, valbys of the St. Lawrence and Richelieu so long as they can obtain subsistence there.
. Some, indeed, have wandered off to the prairie lands of the West and to the Eastern town-
, ships |.^d some have sought and obt^ned employment in the factories of New England,
37
whence we may hope to see them come back to our own factories already trained to this
new industry. No where are there found people better adapted for factory hands, more
intelligent, docile, and giving less trouble to their employers, than in Lower Canada.
Twenty or twenty-five years ago this population was most prosperous in agricultural pur-
suits ; large crops of wheat were grown here, and a considerable surplus exported. The
fly came, the wheat crops ceased, and the surplus for export of the coarser grains
which have since been grown, has proved less remunerative. These coarse grains,
roots, and all those other crops which find a most profitable market in large cities
are grown here in great abundance. The supplies of all these necessaries for a
manufacturing population can be drawn from the immediate vicinity of the city. The
island of Montreal now exports, from year to year, considerable quantities of them to
other parts of the Province. Owing to the causes above alluded to, agricultural wages are
not so high here as in those portions of the Province where wheat is more largely gi'own,
and hands can be obtained to work in the factories at more reasonable rates than there.
All these causes concurring make this the best site for a manufacturing city in Canada,
perhaps the best on this Continent. Materials required from abroad can be brought here
without transhipment.* Numerous beds of iron ore exist within easy distance for
carriage hither by water. The Hull mines on the Ottawa, not far from the City of
Ottawa, are now worked, and the iron from the St. Maurice mines near Three Rivers has
long been manufactured. Both irons are of the most excellent description. Here we have
abundant water-power, and cheap and abundant labor. The same appliances and
facilities also which have been elsewhere described for the distribution of imported
goods to consumers in the West, will be of as great assistance to our manufacturers,
some of whom already feel the benefit of the opening of the Grand Trunk Railway
in the increase of Western orders. The sole difficulties with which they have to contend
are a restricted market, and the competition of the larger, wealthier, and longer
established factories in other countries. The mode of removing these difficulties has
of late occupied a good deal of public attention ; but as the Committee deem it to be
within the scope of the duties assigned to them to state facts only, not to suggest reme-
dies, they do not enter upon any consideration of this subject.
There is this in favor of Montreal manufactures, that they have been established
and grown up to their present position without the aid of high protective duties. The
tariff" has never been made highly protective, though a moderate incidental protection
has been aflforded them by discriminating between the raw materials for manufactures,
and the manufactures themselves, admitting the former nearly or altogether free of duty,
and laying a moderate duty on the latter. There can be no doubt, therefore, that they
are established upon a sound basis, and are of a healthy growth.
The Committee had intended to lay before the visitors to Montreal, on the occasion of
the Railway Celebration, a full account of its Manufactures. It has been found impossible,
however, within the time given them for the purpose, to make their account complete.
They are unwilling, nevertheless, to pass them by altogether unnoticed, and therefore
subjoin some description of the extent and operations of several of the more important.
The information furnished them refers principally to the Factories at the Canal. Infor-
mation has been received from only a few of the numerous, and, in many instances,
• Cotton, too, can be brought here from the more northern cotton growing States more cheaply
snd safely by our Bystem of inland navigation than by the coasting route, or by rail to Boston,
for the New England Factories. We have already cited an instance of cotton brought from Tennessee
by this route for New York. , „ . . .^ „ ,.r. v -
38
t1'
I'
i1
extensive Factories in town, and that received has been generally of a very meagre des-
cription. It has been found, therefore, quite impossible to make up aggregates, as the
Committee had desired, shewing at one glance the total amount of capital invested and
of manufactures produced per annum. Enough, however, is set forth below to shew that
Montreal may fairly lay claim to the character of a manufacturing as well as of a com-
mercial city.
For several years the surplus waters of the Lachine Canal were allowed to run to
waste, no advantage being taken of the facilities for manufacture afforded by the power
there created. In 1843, while the St. Lawrence Canals were in course of construction,
and the Lachine Canal being enlarged, Mr. Ira Gould first visited Montreal. He had an
interview with Mr. Barrett, then Engineer in charge, respecting the water-powers to be
created, and from that interview arose the plan of applying them to manufacturing pur-
poses. In November, 1846, the Commissioners of Public Works, (the Hon. W. B.
Robinson, then being Chief Commissioner,) offered a number of mill sites on the canal
and river bank, inside the upper basin, for lease at public competition. The rent
obtained was $400 per annum, for each lot, and water for four runs of stones. Mr.
Gould, among others, took a lot, and built there a flouring establishment. Hitherto, all
the grain ground in the city had been ground by wind or steam mills, one of the former
clumsy contrivances having been in use li!* late as 1845 or 1846. The Factories now
established on that site are two flouring establishments, with 16 runs of stones, three spike
and nail factories, two foundries, with extensive engine and boiler works, one establishment
for milking saws, two saw mills, and one paint, oil and drug mill. Subsequently, the water
power at the lock next above this basin, known as the St. Gabriel Lock, was leased. The
whole of it was originally taken by two individuals, and has been sub-leased by them
to others, to the extent of water for 100 runs of stones. Among the works here,
are, foundries, engine and boiler works, a ship yard and marine works, saw mills, sash,
blind and door factories, stave and barrel works, a flour mill, an oatmeal and corn mill,
cotton mills, an edged tool factory, India rubber factory, a factory of woollens, a large
rope and cordage factory, with other smaller establishments. These works, with those
on the lower basin, are using a power daily equal to that of 3600 horses, all of these
establishments having sprung into existence since 1847. Tbey furnish employment for
more than 2000 men, independently of the commercial men engaged in furnishing
materials from abroad. Taking the usual average of a family at five, subsistence would
thus seem to be afforded to 10,000 persons by these factories, and there is no doubt that
the population of that end of the town has been increased to even a greater extent since
their establishment. Few instances of more rapid development can be found, we fancy,
even among the rapidly growing manufacturing cities of the neighboring Union.
But the growth of our manufacturing suburb has not stopped there. Pushing still
further on, to C&te St. Paul, just outside the city limits, where they escape city taxation,
some new establishments have been planted during the last and the present season. A
property there having a frontage of 3400 feet upon the Lachine Canal, and containing
altogether about 110 arpents of land and extensive water power, was purchased about
four years ago, by Mr. Parkyn, Engineer, of this city, with a view of connecting, with
manufacturing operations, a dry and wet dock for repairing and building vessels.
Finding it impossible, in consequence of the interference of the line of canal of the
new Water Works, to carry out the plan of docks originally intended, he has been,
compelled for a time to abandon it, but has continued his manufacturing operation s with
a most praiseworthy zeal, and has now executed a splendid head race of about 2000 feet
so
in length and 44 feet wide, at a cost of Jt2000. He has also erected the following^ works
now in operation : —
A Grist Mill with 4 run of stones, cost £2000
Axe Factory, cost 1500
Saw Mills, " 3000
Three Dwelling Houses, " 600
The discharge to this power is about 12,000 inches, with 9 feet 4 inches fall, and it
is capable of driving four times the present machinery. About TOO men and 8 horses
are employed on these works, and there is paid out in wages about a thousand dollars
per week.
The Grist Mill is capable of grinding 600 bushels per day.
The Axe Factory is leased by J. J. Higgins, and turns out about 3000 dozen per
annum, and is capable of extending to 6000 dozen. The Shovel Factory is leased by
J. J. Higgins also, and is capable of producing 26 dozen per day.
The Nail Factory is leased by P. & J. Dunn, and manufactures about 750 tons
per annum, and could be increased to 1200 tons per annum.
The Saw Mill is leased by Alex. Cowan, and when fully completed, can produce a
million feet per month.
The shovels, axes and tools manufactured at these works are very superior, and at
the late Paris Exhibition they drew Prize Medals.
The Nail Machines turn out excellent work ; the nails obtained honorable mention
at the late Paris Exhibition.
THE FACTORIES AT THE ST. GABRIEL LOCK.
India Rubber. — One of the first factories established at the St. Gabriel Locks was
that of the Montreal India Rubber Company, in the beginning of 1854. They occupy
a building there 180 feet long by 40 wide, with an addition 40 feet square ; the main
building having four stories beside the basement, the addition only two stories ; all erected
at a cost of £9402 besides land. They use 40 horse power of water to propel their
machinery, which cost £7616. They are manufacturing 1000 pairs of rubber shoes per
day now, and could double their production. They employ 110 hands, to whom they
pay £600 monthly. These manufactures are sold to all parts of Canada, and some we
believe have been exported to Europe.
At the other end of the City is the Canada Rubber Factory, of which Messrs. Brown,
Hibbard, Bourn & Co., are proprietors. They manufacture not only shoes and boots,
but car spiings, hose, belting and packing. It was established in 1853. The establish-
ment consists of,
One building 175 feet long, 40 feet wide, 3 stories high, t
" 145 « 30 " 2 «•
«i 70 " 30 '• 2 "
•♦ 40 «' 30 " 1 « all brick, and
One stone building 60 " 40 " 2 **
The machinery is propelled by a low pressure beam steam engine, 18 inch cylinder.
They manufacture at present 1600 pairs of shoes and boots, about 1600 feet of belting
and hose, 1000 lbs. of car springs and steam engine packing per diem, all of which
could be doubled with the present facilities. They employ 168 persons, to whom they
pay about £1000 monthly. The cost of lund and buildings was about £13,880| and
of the machinery £8000. ."' , / j
4a
fi*,
StTGAR Refinery. — The largest Factory of Montreal is the Sugar Refinery, set m
operation in January last year by Mr. Redpath. Its large pile and tall chimney are visible
a long way off from the City. The principal building is of stone and brick, seven stories
high, the whole of the floors comprising an area of ll,7QQ square yards. Besides this
there are two brick warehouses attached, affording storage for 8000 brls. of refined sugar
and 2500 hhds. raw sugar. There is also attached a range of brick buildings, 236 feet in
length and two stories high, containing the gits house, the bono house, blacksmith's,
carpenter's, machinist's and cooper's shops and stable, cost £45,000. The machinery is
propelled by a steam engine of 50 horse-power, the boilers being equal to 150 horse-
power. 100 men are employed upon the premises, but a good deal of work is done
elsewhere. The wages amount to £8000 per annum, the total expenses of the establish-
ment being £2200 per month. The present product is about .3000 barrels of refined
sugar per month, and the production could easily be doubled if the demand required it.
It is all sold in Canada. This Factory is the first and as yet the only one of the kind iu
the Province.
Cotton. — In 185.3, Mr. F. W. Harris established a Factory of Cotton Cloth at the St.
Gabriel Locks, and in 1855 added a batting and wadding mill. Tlie first has an area of
50 by 70 feet, and 3 stories high, built at a cost of £1500. The machinery is of the
best description, with the latest improvements for manufacturing cloths out of cotton as it
comes from the plantation. It includes willows, pickers, carding and drawing machines,
1500 spindles, and 46 looms. Cost of machinery £6600. This factory is principally
employed in the manufacture of seamless bags and denims. About 70 hands are
employed here, nearly all women and children, whose wages amount to about £2000
per annum. The bags are very strong and serviceable, peculiarly fitted for heavy grains,
&c. Mr. Chandler, Commissioner Street, is town agent for these bags. Of the denims
and ticks, about 300 yards per diem are manufactured. Three times that quantity could
be made in the factory. The denims are of the same weight and quality as the well
known Amoskeag denims, finished without starch ov other stiftening. The ticks are of
the same quality, and have been sold here a penny per yard less than the same goods
cost in Boston or New York. The batting and wadding factory is 100 feet long by 24
in width, and cost £3000. In it are used 13 carding, besides other machines. They
can turn oft' here 6000 yards of wadding, and 1200 lbs. of batting per diem, which is
rather more than the home market will take now. Mr. Dougall, St. Paul Street, is
agent foi .hese goods.
Mr. Geqbge W. "Weaver, Woollen Cloth Manufacturer, — Was established in
1862, holds a brick building two stories high, and manufactures all for home consunip-
tion. Mr. Weaver's machinery, which is nearly complete, will manufacture 60,000
yards per annum. .
Ropes and Cordage, &c — In 1825, Mr. Converse established a rope walk at the
eastern end of the City. Since the opening of the Factories at St. Gabriel Locks he has
added a large establishment there. The old establishment upon Parthenais Street
comprised a stone building of 40 by 60 feet, four stories high, and a wooden building,
20 by 1200 feet, of one story, with a steam engine of 20 horse-power ; cost with the land
£2500. This Factory is for the present idle. The new establishment at the St. Gabriel
Locks consists of a head building of 60 by 84 feet, four stories high besides basement. The
covered walk is 24 by 1200 feet. Mr. Converse also manufactures gypsum for agricul-
tural purposes and calcined plaster. The machinery is propelled by three water wheels,
consuming 1200 cubic inches of water, with a nine feet fall and about 80 horse power.
Building, machinery and land cost £7500. 14 men, 10 girls and 18 boys are employed
( !
IS
41
here, receiving as wages £35 per month. The products of the Factory are valued at about
£20,000 per annum, and they might be quintupled with trifling additional investment.
The goo Is are all sold in Canada. The very best machinery is employed, and the
manufactures, where they are known, compote favorably with any other.
Mr. C. T. Palsgrave's Type Foundry. — This establishment, which commenced
in 18.35, has 12 type-cutting machines, gives employment to 36 hands, and does a large
business chiefly for the Canadian market. Mr. C. T. Palsgrave obtained a Prize Medal
at the Great London Exhibition of 1851. He sells his type throughout the Province.
Mk. A.Cantin,(Montreal Marine Works,) Ship and Steamboat Builder, Engineer,
&c, — This Firm was established in 184G, and employs, at present, from 200 to 260
hands, at monthly wages of £1050. The works, which are situated, a small part
within the City and the remainder in the County of Montreal, cover a space of about 14
acres, with a frontage to the canal of about 800 feet, and contain two excellent basins.
A continuous row of buil lings occupies nearly the whole 800 feet of the opposite
street front of the premises. The buildings are all substantially built of stone
and brick, viz: — shipyard with draughting and modelling rooms, moulding loft,
saw mills, &c., &c. ; and the ground cost £6000. The machinery used in the saw mills,
which contain upright and circular saws, is propelled by water power, equal to eighty
horses. There is used here a Marine Railway, wrought by a direct acting high-pressure
engine of 15 horse power, by which vessels of the largest class can be hauled
out and repaired under water mark. In the Engineering Department there is
another condensing beam engine, of 20 horse power, for driving the machinery,
consisting of lathes, planes, and a great variety of other machines. The Canal is here
700 feet wide, and affords great facilities for vessels entering the basin, or for being
placed on the Railway, as well as for the launching of new ones. Since the establishment
of these works in 1846, more than 10 vessels have been built; and there were seven
steamers built and engined last year, besides smaller vessels of different kinds. For the
development of the superior water communication of Canada, Mr. Cantin thinks the
screw-propeller the best. This has been successfully proved in the case of two steamers
now employed between Montreal and Chicago. Mr. Cantin's works, (as may be seen
from the foregoing statements,) are admirably fitted for carrying on a most extensive
business. Mr. Cantin's manufactures are wholly for use in Canada, Canadian built
vessels not being admitted to register in the Slates, though those built in the States
may be registered here.
Mr. John Ostell's Factory of Doors, Windows, and all kinds of Joiners
Finishings, — Was established in 1862, holds several buildings, and about five acres of
land, which cost £10,000 ; uses machinery of all kinds for wood-cutting, &c.; employs
75 hands, who receive annually £6000 wages. This Firm has a capital of about £20,000,
and manufactures goods to the amount of about £18,750 yearly, one-half of which pro-
ductions are for Lower Canada, the rest sent chiefly to the Upper Province, and a small
quantity exported to the States, Australia, and Great Britain.*
• For two or three yeai-s previous to the passing of the Reciprocity Measures, the manufactures
of wood here were very extensive and flourishing, and large quantities were exported. Mr. Ostell
informs us that he shipped the products of his Factory in large quantities to New York, New Orleans,
and other places in the Uuited States. Messrs. Grant & Hnll were also exporters of large quantities
of manufactured lumber to the States. Then the duty was levied on hoth unmanufactured and manu-
factured lumber ; now the unmanufactured being admitted into the States free, and the duty being
still levied on the manufactured, the United States manufacturer is protected to the almost entire
exolusiou of the Canadian from that market.
It i
42
Manufaotcres or Wood. — ^In 1854, Mr. James Shearer established, at the St.
Gabriel Locks, a Factory where are made Doors, Sashes, Blinds, Mouldings, Architraves,
&c., making machinery do very much of the work for the finishing of houses, steamboats,
&c., which was previously done by hand. This Factory is 62 feet by 49, employing a
large quantity of ingenious machinery, propelled by water, with power equal to 30 horses,
and capable of being doubled. From 60 to 65 hands have been employed here con-
stantly since the Factory was established. This establishment is capable of manufacturing
daily 100 doors, 60 sashes, and 26 blinds, besides mouldings, architraves, and other
finishings ; or of preparing, in one month, the entire inner work of a first class passenger
boat, with upper saloon, state-rooms, ladies' cabin, and lower cabin with berths.
Mb. William Allen, Chair Faotobt, St. Gabriel Locks, — Was established in
1852 ; occupies, at present, a two-story brick building, and employs 25 men, at 68. per day.
Mr. Allen's manufactures are chiefly for home consumption. His machinery, when
completed, will be capable of turning out 500 chairs in the day, and the chairs he
manufactures are fast superseding those of American manufacture.
Mr. McGauren, — Has a Saw Mill at St. Gabriel Locks, 90 feet by 50, with a large
circular saw, and four small ones, propelled by water.
Mr. WiLsiK Manning, Barrel Factory, — Was established in 1854, holds a
one-story brick building, uses water-power machinery, which is very complete, employs
30 men, at 6s. 3d. per day each, and produces in the year 40,000 flour barrels, and
20,000 nail kegs, all <br home consumption.
Axes, Edge Tools, Ac— In 1880, Mr. R. Scott established his Factory of Axes,
Edged Tools, Augers, and light forgings, at the St. Gabriel Locks. Mr. Scott's buildings are
three in number, one of 116 by 24 feet, one of 12 by 80 feet, and the third 66 by 40 feet,
costing over £6000. A large quantity of machinery is employed, including five trip
hammers, a forge hammer, grinding and polishing machines, self-acting and other lathes
boring machines, &c., Ac, propelled by water, about 100 horse-power, from five hori-
zontal wheels. It is capable of profitable extension. When at full work it employs 70
men and 6 boys, who are paid from 3s. 4d. to 14s. per day. From 100 to 120 dozen a day
can be manufactured at these works. They have heretofore been principally disposed of
in this City and Quebec, but the demand from Canada West is increasing, and as these
goods are saleable in bond at New York and Boston, it is believed that a trade in them
might be established with those cities and even in Europe. Some of the goods manu-
factured here took a First Prize at the Paris Exhibition.*
Messrs. Redmonds & Co., General Foundry, 11 Gabriel Locks, — ^Were established
in 1854, in the present site, which is a large two-story brick building. The machinery
used by Messrs. Redmonds & Co. is water-power, and they employ 30 men, at an average
of 6s. 3d. per day, and send out 300 tons castings in the year. ' "-
Wm. Burry <fe Co., St. Gabriel Locks, Foundry, &o., — ^Was established in 1683 ;
hold two-story brick buildings, use water-power machinery, employ "70 hands at Ys. 6d.
* In furaishing us with these particulars, Mr. Scott also called attention to the fact that the
material princfpally used here, and at a disadvantage, is English refined iron. He believes that no
more profitable manufacture could be entered upon here than one of scrap and bloom iron. Ore and
fuel are both more plentiful here than in New York and other States of the Union where this
manufacture is carried on to a large extent, our ores being exported for their use. Most of the
Engine and Railroad uses employed here are imported from the States. It would be well for our
capitalists also to asce.'iain how for Mr. Bessemer's recent invention may be turned to account in
smelting our own ores.
y '■
at the St.
chitraves,
amboats,
ploying a
30 horses,
here con-
ifacturing
tnd other
passenger
•
lished in
per day.
ry, when
chairs he
h a large
holds a
employs
rels, and
of Axes,
dings are
y 40 feet,
five trip
er lathes
five hori-
ploys 70
en a day
posed of
as these
in them
s manu-
ablished
ichinery
average
Q 1683 ;
Is. 6d.
that the
that no
Ore and
lere this
i of the
I for onr
iount in
41
per day. About four-fifths of the manufactures of this Firm are annually exported.
Messrs. Burry & Co. are about to enlarge their establishment so as to supply the increas-
ing demands of their purchasers, which speaks well for the business.
Mk83R8. a. W. OoiLvifi & Co. — Have a Custom Grist Mill here, established in 1852,
in which tlioy manufacture not only fiour, but pot and pearl barley, split peas, cracked
wheat, Graham flour, Indian meal and farine entiire. The buildinir is of stone, three
stories high, 70 feet by 36. It contains 6 pairs or runs of stones, 2 barley mills, and a
pea splitting machine ; cost about JE2000, .all driven by water, with 6 iron water wheels,
having capacity for grinding 500 brls. wheat and 300 brls. coarse grain per day, and of
preparing 150 brls. of barley, and splitting 150 brls. peas. About 20,000 qtls. farine
entiire, 8000 to 10,000 qtls. Indian Meal, 3600 to 4000 qtls. pot and pearl barley, and
1200 to 1500 qtls. split peas are produced annually, the farine entiire and Indian meal
being sold generally for home consumption, and of the barley and peas about one-third
in Canada and two-thirds for the United States market heretofore. In June last, however,
the United States Customs authorities refused longer to admit this barley under the
Reciprocity Treaty, classed as breadstufis, but have levied a duty of 25 per cent, upon it
as a manufactured article.
FACTORIES ON THE CANAL BASIN.
City Flour Mills.— Mr. Gould built his Flouring Mill here in 1847. The Mill
proper is 165 feet by 50, and five stories high. The storehouses attached, equal in capa-
city, a building of 240 feet by 60, and five stories high. They all cost £37,500 or
$150,000. Twelve pairs of stones are employed, grinding 3500 to 4000 bushels of wheat,
producing 700 to 800 barrels of flour each day. Including those engaged in preparing
material and making barrels, this establishment employs 200 men, thus furnishing sup-
port to about 1000 persons. The amount paid yearly for labor alone is £7600 or
$30,000. The capital constantly employed is about £50,000 or $200,000. The stock
used yearly is valued at £187,600 or $750,000. The value of the manufactures produced,
about £200,000 or $800,000. Very little of the flour is sold for home consumption,
possibly one-eighth of the production ; the greater part is exported to England, the Lower
Provinces, and the United States. The coarse stufia are principally disposed of in
the City.
Mr. James McDougall has a large Flouring Mill adjoining, of which we have received
no account. Both have elevators attached.
Foundry.— Mr. E. E. Gilbert's "Beaver Foundry" was established in 1840. Steam
engines are manufactured here. The buildings are of brick and wood, covering an area
of 12,760 square feet, and the yards and ground adjoining, about 7 acres. The buildings,
macliinery, land, &c., cost £13,460 or $53,800. From 60 to 80 men and boys are
employed here, receiving weekly wages amounting to about £100 per week. During the
six months ending 1st October last, £7300 or $29,200 were turned out of this establish-
ment, all for Canadian use. Double the quantity could have been turned out.
The St. Lawrence Engine Works. — Messrs. Bartloy & Dunbar, Proprietors, were
established in 1850. They consist of :— 1st, a Smiths' Shop, 65 by 50 feet, with 9 fires,
with finishing and shearing machines, and a trip hammer, with which shafting 4 by 10
inches can be forged. 2nd, a Boiler Shop, 80 feet by 60, with 6 fires and a large
quantity of machinery. Among the machinery is a punching machine, worked with a
rack, whose work is mathematically correct, saving the tedious and expensive process of
rimming holes to admit the rivet; and large rollers which will bend boiler plate length-
44
1 1
I!
wise 9 J feet long, without hammering ; and a hydraulic pump for testing boilers. The
machinery here is driven by a 30 horse-power water-wheel. 3rd, Foundry, 10 by 60 feet,
with facilities for making the heaviest castings required in this country. 4th, the Pattern
Shop, 50 feet by 40, with accommodation for 10 or 12 pattern-makers. 6lh, the Finish-
ing Shop, 105 feet long by 60 feet wide, and three stories high, containing a large quan-
tity of machinery of various sorts, of the best description, with the latest improvements,
driven by a 25 horse-power water-wheel, and a 20 horse-power steam engine, when the
water is drawn off the canal for repairs. The number of men and apprentices employed
here is 100, receiving wages amounting to £190 or £200 per week, — they have gone
as high as £326 per week. The work produced per annum is valued at £40,000, with
capacity for extension to £70,000 or £80,000. The work done here, heretofore, has
been for Lower Canada, with the exception of the iron steamer " Kingston," now plying
between Toronto and Kingston. They are now executing an order for boilers for a power-
ful ferry steamer, which is being built by the Great Western Railway Company, for the
Detroit River. They possess peculiar facilities, with a boat shed, &c., on the bank of the
canal for the construction of iron boats, and fitting the boilers and engines into steamers.
They have now under contract three iron vessels, for the Trinity Board of Montreal.
They execute all sorts of boiler and engine work, heavy blacksmithing, iron and brass
castings, and mill-work.
Messrs. Campbell & Jones, Canal Basin, — Established, in 1865, a manufactory
of saws at the Canal Basin. They use machinery propelled by water of forty horse
power. They produce about $16,000 worth annually, of which they sell to places out of
Montreal about $8500. They have the necessary appliances to supply the whole Canadian
market. This is, we believe, the first and only establishment of this kind in Lower
Canada. Although very recently established the business is rapidly increasing.
I'YMANS, Savage & Co., Linseed Oil, Paint, Druo and Spick Mills, — Established
in 1852. The building is 60 by 40 feet, built at a cost of £10,000, propelled by hydraulic
power equal to four runs of stones. They employ from 30 to 36 men, paying about £60
wages weekly, with a capital of about £15,000. They manufacture 30,000 gallons of
linseed oil, 500 tons linseed cake, 100 tons putty, and 26 tons paint, grinding 20 tons
drugs and spices, amounting in value to £30,000. 460 tons of linseed cake are exported
to England, four-fiftbj of the remainder sent to places in Canada out of Montreal.
Saw Mir ls, &c. — There are several saw and planing mills in the City, but only a few
returns have been received from their proprietors. Messrs. Grant, Hall & Co. built one
at the Canal Basin in 1861, in which are employed 3 circular saws, 2 planing machines,
and a barrel machine, propelled by a water-wheel, with 80 horse-power ; 10 persons are
employed by it. They can plane and dress 1,000,000 pieces, say, of flooring, and saw
10,000,000 feet of lumber per annum. It is all sold for home consumption, a 30 per
cent, duty shutting out dressed lumber from the United States market.
Mr. T. D. Bigelow's City Nail and SpikeWorks, — Were established over 60 years
ago, with one or two machines; in 1839 he had 5 machines, propelled by horse power,
and employing 20 men. After the water power at the canal basin was opened up to the
public use, Mr. Bigelow removed there. He now uses 54 nail machines, 4 spike ditto,
1 dioe sprig and 1 tack ditto, with shears, grind-stones, «fec., propelled by watov. About
50 men and 10 boys are generally employed here, earning 15s., 30s., and some 90s., per
week. The works are now turning out from 1200 to 1500 tons of nails per annum, and
can, if pushed to their full capacity, turn out 2000 tons of nails and 600 tons of
spikes.
Tl
siderab
ing Ma
and Sh
Began
emploj
Smyth
at the
Exhibi
46
ens. The
by 60 feet,
le Pattern
be Fiiiish-
"'ge quan-
oveinents,
when the
employed
lave gone
000, with
>fore, has
)w i)lying
a power-
y, for the
mk of the
steamers.
Montreal,
ind brass
mfactory
ty horse
as out of
!]!anadian
1 Lower
ablished
lydraulic
3out £50
allons of
20 tons
exported
I.
ly a few
uilt one
achines,
3ons are
md saw
. 30 per
years
power,
• to the
3 ditto,
About
[)s., per
m, and
ons of
t
There are besides, at the canal basin, another Foundry and Engine Works of con-
siderable extent, of which Messrs. Milne <fe Milln are the proi)rietor8 ; Mr. Berry's Sew-
ing Machine Factory ; an extensive Nail-Cutting Works, and the Me.'jsrp.Tait's Dry Dock
and Ship Yard, of which returns have not been sent in.
FACTORIES IN THE CITY.
Messrs. Wm. Smyth & Co., Wholksam!: Boot and Shoe Makufaoturers,—
Began business in Montreal in 1843, keep 8 sewing besides other machines, and
employ 80 hands, male and female, on whom £75 per week are expended. Messrs. W.
Smyth «k Co. received an award of medals both for superiority of work and cheapness,
at the Paris Industrial Exhibition, and have likewise been favorably noticed since at
Exhibitions both in Canada and the States.
Messrs. Bkown <fe Childs, — Established in Montreal a very large establishment for
the manufacture of boots and shoes, into which they have from time to time introduced
the latest inventions and improvements of machines for shaping, sewing, &c. They
employ 800 persons, and turn out about 1000 paire of boots and shoes daily, a large
portion of which are sold to places out of Montreal.
Messrs. W. Hyatt <fe Co., Montreal Marble Works, — Hold large premises in
Craig Street, have a capital of about £1500, produce numufactures to the amount of
£S000 or £4000 yearly, mostly for home consumption. This business, though of late
growth, has, in Messrs. Hyatt & Co.'s case, been making considerable advances for
the last few years.*
Mr. Charles Garth, Coppersmith, &c. — Business established in 1838 ; holds a brick
house, which, with lands attached, he values at about £4000 ; has numerous engines,
boilers, <fec. ; keeps an annual average of 40 men and 12 boys, who get from £85 to £100
weekly; manufactures goods to the amount of from £15,000 to £30,000, two-thirds of
which are for home consumption. Mr. Garth believes that this branch of trade may
shortly, with the advantage arising from the opening of the Grand Trunk Railway,
increase to ten-fold its present importance.*
Messrs. J. & W. Hilton, Cabinet Makers, <fec., — Commenced in 1846, have a
capital of £16,000, hold a brick house, value j63000, have numerous engines, and
employ on an average 82 hands, to whom they pay all J6ll6 weekly. Their yearly
manufactures amount to from JE20,000 to j£30,000, of which about two-fifths are exported.
This branch of trade dates its rise in Montreal from 1820.*
Messrs. U. & A. Miller, Pdblishers akd Bookbinders, — Were established in 1843,
use various machines for cutting, <fec. ; employ 20 hands, at J660 per month. School
Books, (fee, amount to 120,000 copies per annum. Binding and ruling alone give a sum
of £2400. Most of the books got up by this Firm are sent to Upper Canada. Business
steadily increasing.
Mr. Hew Ramsat has also a large establishment of this sort. Particulars not
furnished.
The Committee subjoin a list of eleven other bookbinding establishments, employing
altogether about 75 men, viz : — Weir <fe Dunn, J. Parslow, C. Bryson, R. Oraham, E. 0.
Tuttle, F. C. <fe A. Dredge, W. Mcintosh, Beauchemin & Payette, J. B. Rolland, Chapleau,
and Lamothe.
* Other establishments of this sort, of whose existenee the Oommittee are aware, not noticed,
ioformatioD not being furnished.
46
1
Messrs. Qrskn h Son, Fcrriers, &o. — Wore establiflhod in 1832 ; hold a house
valued at £4000, employ 12 men and llA females, at wages of £200 monthly. MeHsra.
Oreeo dc Son have a capital of £16,000, and of thoir manufactured goods oiio-fifteonth are
for home consumption. Thoy think that by having raw skin and furs from all countries
free, and a judicious duty on manufactured articles, this trade might be extended to six
times its present importance.
Mkssrs. McDowell <k Atkinboit, Wholesale Fvrriekb, &0., 92 McGill Street, —
Established in 1842, employ 20 men and 75 females, to whom they pay 233 dollars per
week, Their capital exceeds £4000, and of their manufactures to the amount of £70,000
per annum, one-fourth is for home consumption. Messrs. McDowell ife Atkinson have
lately established a Factory for Buckskin Mits and Gloves, and will thereby be able to
make those articles very cheap. They also make 8000 silk and from 4000 to 6000 fur
bats in the year.*
John Henderson & Co., late Henderson, Brothers <& Co., of Quebec,-'
Established in Montreal a branch of their business in the year 1844, and have been
steadily increasing their business year after year; they now have one of the finest
ffitablishments in America, in their line, and are daily manufacturing some of tlie
choicest Furs produced on this Continent, which always meet with ready sale. They
employ upwards of fifty hands, and have a large capital profitably invested, and look
forward with cheering prospects to the future.
Messrs. Moss & Brothers, Clothiers, &c., — Were established in 1836, have ft
capital of £60,000, hold large premises, five stories high, give employment to 800 men and
women, at £460 monthly, and of goods manufactured annually to the sum of £90,000
they send abroad about eleven-twelfths. Messrs. Moss <& Brothers have all their work
hand-wrought, and export American wares to Australia to the annual amount of £40,000.
Messrs. McMillan & Cabson, Clothiers, — Commenced in May, 1864, have a
capital of j£2000, employ 43 hands, at £50 a week, and of goods maimfactured to the
sura of j6 10,000, JB4000 worth are exported.*
Mr. J. W. Crerar, Confectionbr, — Was established in 1833; has a capital of
J&2000, holds a factory at a rental of JC260, employs 7 males, at £460 a year. Quantity
of goods sold for home amounts to JS8260, for abroad JS2760.
Messrs. John Aitken & Co., Shirt Makers, <S;o.,-— Were established in 1861, hav«
ft capital of jCSOOO, employ 800 women, manufacture goods to the amount of from
JS9000 to jS 10,000 annually, of which one-half is for home consumption.
Ma. S. 6. Scott, Shirtmaeer, di;o., — Factory established in 1864; has a capital of
$6000,u8es 10 sewing machines, employs 100 men and women, manufactures to the amount
ci $26,000, about one-half of which is for home consumption.
Mr. £. S. Norm andbau. Carriage MAKER,--Wa8 established in 1861, has capital
of £600, gives employment to 8 men, at £10 weekly, manufactures about lOOvehiclei^
St from £6 to £60 each, all for home consumption.
Mr. Martin Oravbllb, Carriage Maker, — ^Was established in 1841, has a capital
of £3000, rents premises at £60 per annum, employs 10 men, at from SOs. to 42s. 6d.
ft week, makes carriages to the value of £3000 yearly, all for the Canadian trade.
Mr. Oravelle sajrs that the improvements in his line are constant and marked, owing to
the great competition, which also renders the profits very low.
* Other establishments of this sort, of whoM odateooe the Ckinunittee are aware, not noticed,
iBfbnnatioD not being Amuahed .j
a house
leontb nro
countries
led to six
Street, —
ollars per
£70,000
aon have
e able to
5000 fur
iuobec,—
ave been
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te of tlia
They
and look
3, have ft
' raeo and
£90,000
leir work
£40,000.
, have a
ed to the
apilal of
Quantity
51, have
of from
apital of
I amount
. ■:■-■,-■*'
} capital
rehiclei^
ft capital
42s. 6d,
1 trade,
iving to
noticed,
i
]
47
Mk. Michael O'Meara, Carriaok Makkk, — EstnbliHhed in 1820, produces manu-
factures to the amount of from £10,000 to £16,000, nearly all for home consumption.
Mr. O'Meara thinks thtit this business in Montreal is of a puruly local nature.
Mr. Joski'H Tkks, Amkiucan Cakriaor and Slkioh Maker, — Employs 12 men,
St £20 per week, mniiufacturos goods to the amount of £2760 per nnnuin, half of which
Is for homo consumption. Mr. Tees received the First Prize for a lijjht pleasure carriage,
built on a now system, at the Provincial Exhibitions lately held at Kingston and Three
Rivers. Mr. Toes thinks that this trade is increasing in Montreal, and that carriages can
be made here to compete in quality and cheapness with any on the Continent.*
Manufactitrks ok Touac«o. — Previously to the Reciprocity Act and Treaty, Leaf
Tobacco of the growth of Canada West was sent hero annually for sale. Since the free
admission of Unitc^d States, this has no longer been the case, the cultivation having been
partially abandoned. A little tobacco is grown also in Lower Canada, but the climate
does not permit it to ripen properly here.
The imports of unmanufactured tobacco from the United States in 1866 amounted
to 719,000 lbs., of which 26H,000 was brought to Montreal. There are twelve establlsh-
qients here engaged in the manufacture of Tobacco, Segara and Snuff. The total import
into Canada of segars last year wsw 5311 mille, of which only 1600 mille were brought
to Montreal. About four millions are said to bo manufactured here, giving employment to
100 persons. Six of the above establishments are principally engaged in the manufacture
ci snuff, of which five use steam power. The importation into the Province last year was
87,876 lbs., of which Montreal imported only 1014 lbs., there being manufactured in
this City at least 250,000 lbs. Messrs. Joseph & Co., and Levey & Co., are the only
persons who furnished the Committee with returns, the latter stating his manufactures at
26,000 lbs. snuff, 250 mille segars, and 160 cwts. of various kinds of tobacco, sold about
half in Lower and half in Upper Canada.
The EAQts Foundry, in GrifBntown, of which Mr. Geo. Brush is the present pro-
prietor, was established in 1823, and here and at the St. Mary's Foundry (the latter having
been closed since the opening of the canal factories) were for many years manufactured all
or nearly all the engines used in the steamers upon the St. Lawrence and elsewhere in
Canada. The Eagle Foundry, notwithstanding the competition of its new rivals, is still at
f^ork, having a complete set of shops and machinery for the construction of Engines,
Ijoilers, &c, in which are employed about 100 men.
Mr. W. Roddsn has an extensive Foundry in the City also, of which the Committee
bave been unable to give an account. Of Mr. C. P. Ladd's Foundry also, where, as in
ibe first named Factory, large quantities of stoves are manufactured, the Committee have
tficeived no account.
Mr. C. S. Rodier, Jr., Threshino Machine Maker, — ^Was established in 1861,
bolds a large wooden building, uses steam, employs S6 men, at 69. 3d. a day, and
(nakeB yearly 260 machines, all for Canada.
Mr. Jobn Smttb, Mancfactcrbr or Tbresbino Machines, &o., — Was established
bk 1853, holds a two-story brick shop, which, with some adjoining houses, (fee, cost
4000 dollars, uses water power, emplo3rs 36 men, at 200 dollars a week, has a
oapital of 30,000 dollars, manufiEictures yearly goods to the amount of 30,000 dollars,
/or both Provineea. .
• Other tetablishments of this aorta, of whose ezistenoe the Oomouttee are awsre^ not noticed^
ibfon&atiaa not being fomisbed.
48
I' *
re i
Micssnfl. n. P. Paioe «& Co., Patent Tiikesiiiso Machine Factort, — Kstiildished in
1Q48, occupies four main buil(lini»s of al)Out 100 feet by 60 each, bowdcs out-huildings.
They ure filled with macliinery of the best description, propelled by a 50 horse-power
steam engine. The cost of the estiiblishment was £12,500 ; 175 men and boys aro
emjiloyed there, at waj;e« of JGOOO per month. Ab()\it J637,()00 capital has been embarked,
dB'JojOOO worth of products turned out annually ; half sold hero and half exported.
There is an increased demand both for home consumption and export, and the business
is steadily increasincf.
Wm. Johnson & Co., Threshino Machine and AaaiciaTUBAL Impi.kment
Factouv, — 200 by 150 feet, cost J6l500 ; machinery j)ropelled by a 20 horse-power engine;
from 00 to 100 men employed, to whom is paid about J6300 per month ; j£8000
of manufactures turned out last year, and tlie Factory could manufacture as much more.
The machines are copied from Pitt's Patent, first imported liere in 1843.
Mk. Wkagq's Nail FACxoiir, William Street, — Occupies a two-story brick building,
uses steam power, has 25 nail-cutting machines, keeps 30 men, at On. 3d. a day, and
makes annually 000 tons of nails.
Mr. Wm. Burrv, Millstone Factobt, 324 St. Joseph Street, — Was established
in 1840, employs about 10 hands, at an average of 10s. a day, manufacturoa yearly
about 50 pairs of millstones, of which 6 per cent, are sold for home consumption.
Mr. Hurry intends importing his stock direct from France next year, and promises to
furnish the goods connected with this business as clieaply as any in Canada.
Mr. Nkil Doherty, Manufactory of Tobacco Pipes, — Was established in the
year 1850, has now a capital of jSl500, employs from 20 to 25 hands, and manufactures
yearly from 4500 to 5000 boxes, which are all consumed in the Canadas.
Henderson & Son, Manufacturers of Tobacco Pipes, Colborno Avenue,—
Manufacture annually of " I.enderson's Tobacco Pipes" 1 5,000 boxes, with means of
extending the quantity to twenty-five thousand, employ 100 hands, and have a capital of
six thousand pounds. Established in 1851.
MtcssRS. John Mathewson & Son, Soap, Candles, and Oil Manufactory,
Inspector and College Streets, — Was established in 1821, hold a three-story sti^ne and
brick building; have all their work done by steam, and employ 38 men, at J645 per
week. A large quantity of very excellent wares are turned out of this establishment.
There are several other large establishments of a similar nature in the City, but we
have no farther returns.
George Perry, First Prize Fire Engine Factory. — This Factory was establivshed
in 1848. Efforts have been made to produce the very best work. As a proof of the
result it is only needful to mention that an Engine produced in this factory obtained a
Prize Medal at the Great Exhibition at London in 1851, and a first-class Medal at Paris
in 1855. The eflfect has been to give this factory orders from all parts of Canada, and
from France, England, and the Lower Provinces. Shortly after the London Exhibition,
an engine was ordered from and sent to parties in British Guiana. The prospects of the
establishment are good, and the opening up of the Western Canadian market during
winter by railway is giving it additional work, parties coming here for engines who
might have gone to the States. The number of small engines manufactured here is too
large to give in detail, but during the past year Mr. Perry has turned out the following
first-class engines, viz : — one for Grand Trunk Railway Works, Point St. Charles ; one for
Orono, C. W. ; one for Liverpool, Nova Scotia ; one for Woodstock, New Brunswick.
Several others are now in course of construction.
Mr. William Perry has also a Factory of fire engines. Details not furnished.
! (
i
and
aho
the
1
V '
49
Mr. R. Diak, Trcvk, Biuowb avd Mail Bag Factory. — He makes 9000 trunki
and vftlisot, 100 pain bellows, 400 to 000 different kinds of mail bags, per annum, worth
about £6000. Received first prizes at Provincial Exhibition, and honorable mention at
the London Exhibition.
Mr. GuARLKi LiMLKV'— Manufacturts Circular Patent Double-blast and Long-shape
Bellows, Portable Forges, dec, using a steam engine to propel circular and upright saws,
&o. He turns out 600 pairs per annum, and might, with his present machinery, double
the product. Threo-fourths of his manufactures are sold to places out of Montreal.
Mkbsrs. E. Atwater & Co., — Have recently established hero a Copal Varninh
Factory in which they manufacture about 600 barrels per annum, and are fast
driving the imported out of use.
Mr. Clark Fiits, Biscuits and Cracker Bakkrt, — Established in 1827 ; uses two
shops with machinery, manufactures 4300 barrels, worth about JS5925, sold principally
in Lower Canada and eastern part of Upper Canada.
Mr. Tilton manufactures ship and other biscuit to a considerable amount.
Messrs. Withall <Sc Hood, Soap and Candle Factory, — Established in 1850,
occupies two buildings, 100 feet long and 3 stories high, the machinery propelled by
■team. Thirty men are employed, and turn out 20,000 boxes soap and 10,000 boxes
candles per annum, worth about JS36,000, all sold in this market and Quebec.
Paper. — In addition to the manufactures in Montreal itself, it may not be improper
to notice some of those factories in the vicinage, for which Montreal is the chief depot and
market. Among these is the Paper Manufactory of the Firm of Alex. Buntin & Co., Mon-
treal, and W. Miller & Co., of Beauharnois, who have taken advantage of the water power
of the Beauharnois Canal. The raanufactuie of paper seems tu have been attempted
in Lower Canada about 40 years ago, but one by one the old works were abandoned and
allowed to go to ruin. It was only 16 years ago that this manufacture took a firm footing.
The manufacture and business mentioned above wasestablishedbyMr. W. Miller in 1834,
but thfl present Factory on the Beauharnois Canal has been put in its present effective state
within a few years past. The Factory consists of substantial stone buildings in form of a
square, three stories high, front 90 by 50 feet, right wing 120 by 40, left 40 by 30, and rear
90 by 40, erected at a cost, for building and machineiy, of £12,000 or $48,000. The
machinery employed consists of one 84 inches wide Fourdrennier Paper Making Machine
6 large iron engines, 2 large revolving boilers for steam boiling the materials, another
steam boiler for heating and drying purposes, and a variety of other machinery of the
best deacription, all propelled by water-power, which is here afforded them to an almost
unlimited extent. The works are capable of indefinite extension, as tlie market improves
and is extended. 26 men and 45 women are employed here constantly, with occasional
assistants, besides the large number engaged in collecting materials. Wages paid, about
£400 per month. About 600 tons are annually manufactured here, worth £34,000, the
capital permanently invested being about £25,000 or $100,000. One-third is sold for
Lower Canada consumption, the other two-thirds to Upper Canada. Export is prevented
by high duties in Britain, the United States and sister Provinces.
At Sherbrooke, which is brought by the Grand Trunk Railway within very easy
access of Montreal, Mr. W. Brooks established a Paper Mill in 1846, the produce of
which is almost altogether sold in Montreal, Mr. J. Dougall being the agent. It consists
of three buildings, one of brick and stone, 80 by 50 ; the others of wood ; all erected at
a cost of £6000 or $24,000. It contains six engines and two paper machines, propelled
by water-power. The manufactures annually amount to about £10,000 or $40,000, the
capital embarked being of a like amount. It might be doubled.
80
P
V '
The Portneiti' and Wood End Paper Mills, — Though situated at some dislauce
from Montreal, take the greater part of their material thence, amounting to about 1,600,000
lbs. rags and other stock, besides chemicals, &c., and sell nearly all their paper through
Mr. Chalmers here. The Factory was established in 1840 ; the two mills having cost
£25,000 ; four engines and a Fourdrennier machine being employed in one, making
writing and printing paper, and three engines and a Fourdrennier machine in the other,
making wrapping papers. All are propelled by water, about 85 horse-power being used ;
46 men and 60 women and boys are employed, to whom about £300 are paid monthly.
About £35,000 capital has been embarked. About 1,200,000 lbs. of paper, worth about
£25,000, is manufactured here per annum. Of this about £9000 finds a market at
Quebec; the rest comes to Montreal, say £5000 for consumption here, and the remainder
sold to Upper Canada. The proprietors of these mills are now manufacturing a con-
siderable quantity of writing as well as printing and wrapping i)aper.
We are informed that about 1200 tons of rags are collected here each year for these
factories and for export, at prices varying from 2 J to 4 cents per pound.*
At Sherbrooke, Mr. Loomas ef^tablished a Woollen Factory in 1842, with 156
spindles, and 9 looms, besides cards, machines, jacks, &c., driven by water-power. The
annual produce is about 60,000 yards of woollen goods, worth about $30,000; the
capital embarked being about $25,000. The goods are nearly all sold by Mr. Dougall,
in Montreal.
Stained Glass. — Mr. Spence has an establishment for this description of work. •
As shewing the excellence of Montreal manufactures, a list is subjoined of those
which obtained medals, when competing with the World at Loudon and Paris. The
following medals were awarded to Montreal manufactures, at London, in 1851, viz., : —
George Perry, First Class, for a Fire Engine.
Robert Morris, " " for Saddlery. W
;' J. Robb, « " for Biscuits. , .
Hon. J. Ferrier, " " for Iron.
■ C.T. Palsgrave, " " for Type.
' 'T
The
J :' ;:->
-V ■i''>,.K .1,'
following were awarded at Paris, in 1855, viz. : —
George Perry, for a Fire Engine, First Class Medal.
Lymans, Savage & Co., " "
' JohnOstell, Blinds, Sashes, &c... " »»
W. Rodden, Machine Table, . . « **:
D. Munro, Planing Machine, . . Second Class "
B. P. Paige, Threshing Machine,. .
A. Cantin, Ship Models, . .
R. Scott, Edge Tools,
J. J. Higgins, Axes, , ,. ».
W. Parkyn, Shovels, . . . .
J. & W. Hilton, Furniture, .
Montreal Rubber Co., Rubber Shoes
C. Fitts, Biscuits, . . . ,
• W. Smyth, Shoes and Boots
E. Idler Cured Provisions, . . « ,.
* Mr. Russel's Lorette Mill is tho only other establisbment of the kind in Lower Canada, and
ilia too sends no incoD':ldtsi..^iA share of its manufactures to Montreal for sale.
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61
CONCLUSION.
"We have thus given, in a concise form, a description of the commercial advantages
enjoyed by Montreal, and the disadvantages which have, from time to time, hindered her
progress ; and have added an imperfect sketch of her maniifactuios as yet in their infancy,
but growing and in a healthy condition. The navigation to the West was obstructed by
rapids and cataracts. The enterprise of the Province has overcome these obstacles by
a chain of canals unrivalled in the world. Large vessels, suited to the modern require-
ments of trade, could not come here because of shoals in Lake St. Peter. The enterprise
of the City of Montreal, almost entirely unaided, is fast digging a channel of 20 feet lu
depth through these shoals, and has already, as we have elsewhere stated, increased its
depth from 11 to 18 feet. Railways diverted traffic to the ports on the seaboard of the
United States, which were made convenient of access by them, summer and winter, to
Western buyers. Montreal commenced and carried through railways to winter ports on
that seaboard, for her own accommodation. The Province has built this new railway to
join her to the rich wheat-fields of the West. Steamships, liberally subsidized, drew a
good deal of our trafHc with Europeans, over the railways of the United Stales to their
seaboard cities. Canadians have met (his by a line of steamships of their own, subsidized
by themselves, and in this new mode of con)petition they have met with a triumphant
success. The diffiiultics presented by the land-locked navigation below Quebec to
sailing vessels, alluded to elsewhere, are being speedily obviated. Powerful and swifk
tugs of the very best description are now employed in assisting these vessels through
that portion of their voyage, and their use is already leducing the rates of insurance.
The Government of the country is fast lighting all the lower St. Lawrence, so as to render
its navigation as safe as any in the whole world. Finding this navigation best adapted
to vessels propelled by steam, some of our enterprising ship-owners propose to fit
their first class sailing vessels with auxiliary screws to be used after entering the gul^
inward bound, or in getting out to sea on their outward voyage. Though, in the past,
they may, in some respects, have been too slow to adapt themselves to the changing
phases of modern commerce, yet there is, in the facts we have stated, proof that the
mercha ts and citizens of Montreal, — nay, the whole peopl e of Canada, — are fully awake to
the rC' lirements of the age, and are determined not :o lag behind. There is ample
ground for the belief that a day bright with unexampled commercial success has just
dawned upon them, that the merchants and manufacturers of the East are about to
participate in the great prosperity which the agriculturists of the West have enjoyed
for some years past, and that the whole of Canada will continue to advance steadily in
that career of progress and prosperity, on which it has so auspiciously entered. Bound
to Western Canada, not only by political and social ties, but by their great lakes, and
the majestic river in the midst of which she is planted ; and by this newly forged iron
link ; connected with the fertile prairies of the Western States by these same avenues
of commerce ; an eastern City herself, and sharing the fortunes of the eastern seaboard of
this new world, Montreal can only hope to prosper with the prosperity of those with
whom she is thus allied. Her fortunes are bound up with theirs alike by natural causes
and her own endeavors, and she may fairly hope to win a good share of the wondrous
prosperity which has been vouchsafed to them.
' • -^ ■■'■'■■•-:■■■■ •." -• 'FINIS. ■• ■ ' •■•■"
INDEX.
Facm
View of Montreal,.... ..*«»... S
Preface, 6
Introduction, , , 1
Then and Now, , » 8
Notes 08 to the earlier Shipping of the Port, 9
" " •• SteamboatB of the River, 11
The Montreal Ocean Steamers, » H
TheBanks, IS
The Population of City, 14
TheRevenue^, " 14
The Old Water Works, » 14
TheNew " " 18
The Gas Works 18
Its Trade and Oommeroe, 19
Imports, W
Exports, S8
Distances by Sea, between Europe and America S6
Distances by Railway, fi-o a New York to Hamilton,. 86
" " Montreal " '. 16
The Navigation by the Canals of Caiiada and the Lakes 98
The St. LaTT^once oc<>:.n route— distances— its adTanti\ges, S8
The Railways conn cting witli Montreal,. 80
The Champlain an 1 St. Lawrence Railway, 81
The Montreal anr. New York Railway, 81
The Grand TrunI Railway, 88
Telegraphic Linos 86
The Montreal Telegraph Company, 86
Other Lines, 88
Manufactories, «8
The 06te St Paul Factories, 88
The St. Gabriel Lock Manufiictories, 89
The Oanal Basin Manufactories, 48
Factories in the City, , 4S
OODOlUNOD,.* *..«...•...««....... 01
Facm
2
. 5
. 1
8
9
. 11
. U
. 18
,. 14
. 14
,. 14
. 18
,. 18
.. 19
.. 98
.. 36
.. 25
.. 15
.. 26
.. 28
.. 80
.. 81
.. 81
.. 88
.. 85
.. 85
.. 86
.. 1*6
88
89
48
45
01