IMAGE EVALUATION TEST TARGET (MT-3) 1.0 ^Itt Ui ■>• Bi 12.2 E Bt "■ S 112 12.0 1.1 IL25 ■ 1.4 IJ4U4 1.6 HiotogFaphic Sdenoes Carporalion 23 WIST MAM STRHT «y|ISTM,N.Y. 14SM ( 71* ) •73-4503 v\ CIHM/ICMH Microfiche Series. CIHIVI/ICIVIH Collection de microfiches. Canadian Institute for Historical MIcroroproductions / Institut canac^en da microraproductions historiquas Technical and Bibliographic Notas/Notas tachniquaa at bibliooraphiquaa Tha Inatituta haa attamptad to obtain tha baat original copy availabia for filming. Faaturaa of thia copy which may ba bibiiographically uniqua, which may altar any of tha imagas in tha raproduction, or which may aignificantly change tha uaual mathod of filming, ara chackad balow. 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The following diagrams illustrate the method: Les cartes, planches, tableaux, etc., peuvent Atre filmAs A des taux da rAduction diff Arents. Lorsque le document est trop grand pour Atre reprodult en un seul cllchA, 11 est filmA A partir de Tangle aupAriaur gauche, de gauche A droite, et de haut en baa, an prenant le nombre d'imagea nAcessaire. Las diagrammas suivanta illustrent la mAthode. by errata led to Bnt jne pelura, a^on A 1 2 3 32X 1 2 3 4 5 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 V i .. r tioi to anc ofi to adi «oi 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 priated 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 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, < 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
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 -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. (( u :.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