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Lorsque le document est trop grand pour dtre reproduit en un seul clich6, il est film6 d partir de Tangle sup6rieur gauche, de gauche d droite, et de haut en bas, en prenant le nombre d'images nicessaire. Les diagrammes suivants illustrent la mdthode. rata lelure, I d J 32X 1 2 3 1 2 3 4 5 6 ^os I 4 ^ X ^M *^M^PHLEr ^'^^^ ^'^. /S^ N JaintJobn, INEW BRUNSWICK, 1^ adian Tacjfic and ntcrcolonlal i(flilwj^5. .a> 4 V OCT] r /■ \<~ ~— -s..^_^. -A r^-T^ ^"d— ^— "^ - -V'jy"-' H u R D Peters , Q. E. MANITIMC STEAM UtM.CO. ST, JOHN ■ HAUFAX r^ J SAINT JOHN AS A Canadian Winter Port ISSUED UNDER THE AUSPICES OF THE City Corporation and Board of Trade. Prepared by the following Committee: W. S. FISHER, Cliairman. S. SCHOFIELD. J. N. SUTHERLAND. W. H. THORNE. WILLIAM M. JARVIS. D. J. AkLAUGHLlN. H. B. SCHOFIELD. JAMES D. SEELY. F. O. ALLISON, Secretary. SAINT JOHN, NEW BRUNSWICK 189 8 MEMBERS OF City Corporation^ 1898 SAINT JOHN, NEW BRUNSWICK. Mayor: EDWARD SEARS, Esq. Deputy Mayor: Dr. W. W. white. Aldermen: Daniel J. Purdy. Douglas McArthur. Joseph B. Hamm. Walter W. White. Geo. H. Waring. Israel E. Smith. Jas. 0. Stackhouse. Alex. W. Macrae. Robert Maxwell. T. Barclay Robinson. Thomas Millidge. William Christie. John McMulkin. John McGoldrick. Samuel Tufts. Recorder: Chas. N. Skinner. Q.C. Common Clerk: Herbert E. Wardroper. Chamberlain: Frederick Sandall. Director Public Works: A. Chipman Smith. City Engineer: Hurd Peters. Harbour Master: Charles S. Taylor. OFFICERS Board of Trade, 1898 SAINT JOHN, NEW BRUNSWICK. President: D. J. McLaughlin. Vice-President: WILLIAM M. JARVIS. )N. Secretary : F. 0. ALLISON. COUNCIL George Robertson. W. H. Thorne. John'Sealy. Joseph A. Likcly. Ward G. Pitfield. h.- b. schofield. Thomas Gorman. A. C. Blair. W. Frank Hatheway. s. schofield. Thomas MgAvity. W. Shives Fisher. T. H. ESTABROOKS. Henry A. Drury. George MgKean. Frank' P. Starr. llNTRODUCTORYl ^ z^'J' WHOEVER is in any respect interested in tlie carrying trade of tlie North Atlantic, or in the Import or Export Trade of Canada and the western and southern portions of the United States, will be interested in the contents of this little book. It has been prepared under the auspices of the Board of Trade and Common Council of the City of Saint John, and sets forth clearly and impartially the commanding position of the Port of Saint John in respect to the winter trade of the vast region above mentioned. The actual growth of Winter Port Trade in the last three years; the relative position of Saint John as compared with other North Atlantic Ports ; the safety of navigation; the special facilities and advantages of Saint John ; the promptness with which merchandise is forwarded by that route ; the trade of the Port and other valuable information from official sources is here set down for the benefit of trade in general. The views of the harbour and the plans which are incorporated with it will be found of material assistance in forming an accurate knowledge of the Port itself and of its relative position. Cnpvrli;W, 1"^', 111 Caliaib and f. S., In- JOHH R. HAMILTON Saint John, New Brun; lii.irrsci accuramg lo Acl o! the Parliament -A Canada in the year lc9b. bv Jn:. R. Hamilton, m the Department of Agriculture. TAKEN FROM WEST SAINT JOHN; SHOWING CITY PRO Jew Brunswick, Canada i'liottnirnjihed hv SHOWING CITY PROPER ON EASTERN SIDE OF HARBOUR ^^ m ^TT^SSi r- i-M:^ 2 pr^. T X •— O — '"^r"* ~) '— H Z < (/) ac r Ul > q: u. o X H D O CO S C£ 1- UJ th . o W 2 J < ca J ^;; < ^ fo; X ^ trj 5 s St .„■ >■ bu W H S o of Q ^ 5 sa CQ st( 2 o . th w 2 UJ ha a. th D tn sh Q 2 < (i: se 01 > su Ui -1 L] p < M 1 "J^ o M f.. i z X o h 2 < > u. o X H D O < < O < I o ^ 9 "^ 5 CQ z o w t/5 D « 2 CAN ADAS WINTEK THE Rise of Saint John, N. B., to the position of the chief winter port of Canada is a very important fact in the recent great development of trade between the Dominion and the mother country. It has solved the problem of Canadian trade through Canadian channels. There is no longer any necessity, during the period when navigation is closed on the Saint Lawrence, to carry on the import and export trade of the country through foreign ports. It could not, of course, be expected that the trade which had for years been carried on through United States channels would be at once diverted to a Canadian port ; but the rapid development of winter trade through the Port of Saint John in the last three years, the prompt despatch and safe carriage of every description of cargo, including live stock, dressed meats, dairy produce and eggs, and the fact that through rates via Saint John are as low as by any rival route, have established beyond question the claim of Saint John to the first place in the consideration of Canadian and British shippers and importers. All this is comparatively recent history. It was only in the session of 1895 that the Canadian Parliament decided to subsidise lines of steamships to run between Saint John and Liverpool, and to enlarge the existing service between Saint John and London for the purpose of diverting Canadian trade from American ports. It was only in the year 1897 that the mail subsidy formerly given to steamship lines making their terminus at Portland, Maine, was entirely withdrawn. In tlie winter of 1896-97 subsidies were granted to lines running from Saint John to Liverpool, London, Glasgow, Belfast, and Dublin, and a like course was pursued in the following winter. This Canada's Winier Port How Trade has Grown SAINT JOHN, NEW BRUNSWICK How Trade has Grown year (1898) the port of Manchester is added to the list. A proposition has also been made to the government relative to a .'ristol service. In view of these facts the follov^aig figures, showing the quantity and value of articles exported via Saint John by the subsidised steamship lines to British ports in the winter season of 1897-98, are significant: Winter Exports 1897-98 WiNTEii Exports Saint John, N. B., 1897-98. GRAIN. liuus. Wheat, Oats, 1,160 Corn, Ry«, Peas, 1,738 Beans, 2,723 Buckwheat, 200 5,821 Bushels. Value. 947,174 $881,896 1,565,481 474,861 551,704 163,225 139,163 96,350 322,363 143,371 6,374 19,925 8,320 37,511 16,736 3,583,321 $1,791,133 5,821 bags of Grain estiniated at 3i bushels per bag, Total bushels Grain, .... 20,373 3,603,694 FLOUR AND MEAL. Packages, 201,256 589,417 LIVE STOCK. Number. Cattle, 7,844 414,775 Sheep, 4,843 24,215 IxL.rses, 391 38,425 Total Live Stock 13,078 LUMBER. Superficial Feet. Deals, Boards, etc., 13,753,974 143,782 Other Lumber, 31,324 Tons. HAY 4,530 35,651 Carried forward, $3,068,722 immi ■PM A " AS A CANADIAN WINTER PORT Jirnuf/ht forward, $3,008, i 22 OTHER GOODS. Pdckwjcs. Cheese, 09,719 454,978 Butter, 0,992 87,705 E.'L's, 9,400 40,935 Meiits, 392,002 Pulp, 129,803 Lkiuors 11,955 Manufactures, 222,333 Clover Seed, 35,858 Apples, 57,224 Lard, H,372 Sundries, 322,701 Grand Total, $4,838,708 Winter Exports 1897-Q8 1 *|5i The outward cargoes included not only Canadian produce and live stock, but cattle, dressed meats, grain and provisions from Chicago, Hour from Minneapolis, cotton from the south, and other cargo from United States sources, while more or less of the inward cargo was destined for points in the western states. This fact is very significant, establishing beyond dispute the favourable situation of Saint John, with its railway and steamship connections, as a competing port for the trade of a territory embracing not only Canada but a larsre section of the United States. The distance from Liverpool to Chicago by way of Saint John is shorter than by way of New York. The exports tabulated above were carried by liftj^-seven Qgn^parison steamers. Those of the Beaver Line made twenty trips to Liverpool ; the Donaldson Line ten to Glasgow ; the Allan- Thomson Line ten to London ; the Furness Line nine to London ; the Ulster Steamship Line eight to Belfast and Dublin. In the winter of 1896-97 there were only forty-six steamer sailings, and in the winter of 1895-96 only thirty-six — compared with fifty-seven in 1897-98. Each year the pro- portion of Saint John lumber carried by the steamers decreased because of the steadily and rapidly increasing quan- tities of western produce offered. ^!'!r SAINT JOHN, NEW BRUNSWICK Two Notable Facts A Another method of comparing the business of 1897-98 Comparison ^yi^j^ ^^^^ ^f ^.j^g preceding season (1896-97) presents a very significant contrast. The total outward tonnage of freight carried by subsidised trans-Atlantic steamers from Saint John in the winter season of 1897-98 was 126,622 tons, compared with 77,000 tons in the like period in 1896-97; and the inward tonnage of freight was nearly trebled in the same j)eriod. The quantity of grain carried in the former season was, as shown in the foregoing table, 3,603,694 bushels. In the season of 1896-97 the total was only 1,436,125 bushels. The items of cheese and butter, meats, provisions, oatmeal, wood pulp, sugar and glucose, asbestos, furniture, and other mer- chandise also slow a marked increase. An important development of the last season's business was the triumphant test of the adaptability of the port for tiie trade in dressed meats. Quantities went forward via Saint John not only from Ontario but from Chicago and Kansas City, the result being most satisfactory. The climatic conditions were pronounced by those inter- ested to be so favourable for trans-shipment, that Saint John had in this very important respect a decided advantage over ports farther south, for the reason that dressed meats by this route reached their destination in a more marketable condition. An especially notable fact for the consideration of ship- owners is that Saint John is a great lumber shipping port, and that there is always lumber available for cargo. The total lumber shipments from Saint John to Europe in 1897 were in round numbers 245,000,000 superficial feet iu one hundred and ninety-two vessels ; and to the United States and other foreign countries 96,000,000 superficial feet — a grand total of lumber shipments for the year of 341,000,000 super- ficial feet, valued at 13,938,401. Saint John is the Atlantic terminus of the Canadian Pacific Connections Railway, with its direct line across the continent, its extensive branch lines and numerous connections traversing the whole western and southern portion of the continent. The port is also one of the Atlantic termini of the Intercolonial Railway, Railway 1897-98 ts a very f freight lint John jompared and the he same 1 was, as In the lis. The al, wood ber mer- business port for i^ard via igo and le inter- int John ige over eats by rketable of ship- ig port, o. The in 1897 in one ites and I grand ) super- Pacific c tensive 3 whole port is lailway, 1 MAP MAItlTIMi: l'l!()VI\('KS ' snowiXK KAll .WAY ROU^rKS FltoM TIIK Skaijoaud to Monti: kal AMI TiiK West. ^/^ 'o. 'M, RlVt£R£DUiOOP ^ ^ 9 prepare for it. Portland has already taken from us a portion of that trade, and the geographical and political bearings of our province with Canada render it desirable that this trade should not extend in that direction. We look forward to the early action of Great Britain in adopting as her own the contemplated scheme of uniting the eastern and western hemispheres by the Atlantic and Pacific railroad. Our connection with Canada will place us in a direct line with this great work, and Saint John in a few years may thus rise to the position of " The Liverpool OF America." The phrase, "the Liverpool of America" was flung in scorn from many a political platform as years passed, but the geographical position of Saint John and its adaptability to the purposes of a great ocean port were unassailable. In time the provii:3es were confederated and the Intercolonial Railway was constructed. Then came the great Canadian Pacific Railway, making its Atlantic terminus at Saint John. A small elevator was constructed, which has since been enlarged to a capacity of over a million bushels. The citizens taxed themselves to provide terminal facilities, and within a few years have expended three quarters of a million dollars, providing a number of berths for steamers at the Canadian Pacific terminus, adjoining the elevator. Still later, within the 'ast year, came the extension of the Intercolonial Railway, by the purchase of the Drunimond County Railway from Point Levis into Montreal, and the voting \,y the Canadian Saint John Harbour BOUR ' **'****a^«iK«iaiM«jS4Wa«l«^^ AS A CANADIAN WINTER PORT 13 A Port Easy of Access Parliament uf 1325,000 to be spent in providing wharf, Saint John's wareliouse and elevator facilities at the head of the harbour ^"^^ '■'^'"' of Saint John; and the Minister cf Railways stated that a further sum, making half a mil. ion dollars or more in all, would be expended to make the facilities complete. In the meantime, as already noted, the experience of three winters with lines of steamers running to British ports has established beyond the faintest shadow of doubt what the people of the city have so long urged — that Saint John is a safe port, easy of access, advantageously situated, and possessing exceptional facilities for the safe handling and piompt despatch of cargoes. When to these is added the consideration of its claim from the national standpoint, the conclusion is irresistible. Saint John is, in fact and by right, The Winter Port of Canada. The easy approach to the Port of Saint John by sea, speaks strongly in its favour. No port along the north Atlantic coast is more easy of access in all weathers. There is a straight course from Briar Island, at the mouth of the Bay of Fundy, for sixty miles to Partridge Island at the mouth of Saint John harbour. The entrance to the bay by the south channel is eighteen miles wide at its narrowest part, and from that point the bay widens immediately to thirty-five or forty miles, which width, free from obstruction of any kind, it holds all the way to Saint John. There is no field ice in the bay. The shores are high and bold, and there is a complete system of steam whistles and light stations. Captains of long experience have stated over and over again that in a fog or bad weather they would rather make Saint John than any other port along the North Atlantic coast. The soundings are good all the way from Cape Sable Bank to Saint John, in a clear channel of one hundred and eighty-two miles on a direct course, and a vessel can therefore proceed during the densest fog that ever enveloped the coast. Leaving the usual track of Atlantic steamers bound for Portland or Boston a few miles farther west of Cape Sable than is strictly necessary to enter the bay, there is then a straight course to Partridge Island. Arrived at the Island, if the ship is of deep draught and has to wait for the tide, she can anchor 14 SAINT JOHN, NEW BFUJNSWICK A Port Easy of Access No delays through Fog off the Island, where tliere is excellent liolding ground, or she can lay oil" and on, there being plenty of sea room There is nineteen feet of water in the main channel entering the harbour at low water, spring tides. A ship drawing twenty- seven feet can enter at three hours flood. The Canadian Government is now making arrangements for dredging the channel at the harbour entrance, and as soon as the work is completed the largest vessels will be able to enter at all times of tide. The harbour of Saint John has never been frozen, in all its history, which cannot be said of any other harbour north of Hatteras. Two facts may be noted here in evidence of the safety of the navigation of the Bay of Fundy. First, the vessels of the International Steamship Company, which have been run- ning between Saint John and Boston for nearly forty years, making in summer four to seven trips per week each way, and in winter two, carrying passengers and freight, have never lost a life in all that time. Second, passenger steamers are continually running between Saint John and western Nova Scotia, and have never lost a life. These facts prove that where proper care is taken neither fog nor snow interferes with steam vessels in their passage to or from the harbour of Saint John. The Bay of Fundy, in common with the whole north Atlantic coast, is visited to some extent by fogs. They are not worse or of longer duration here than elsewhere, and, as the record shows, they do not interfere with the progress of vessels to and from Saint John. Fogs are very rare in winter. One more proof of this may as well be given just at this point. Of the fifty-three steamers that took cargo at Saint John last winter, not one suffered an hour's delay on account of fog. Such periods of fog as there are in winter are of very brief duration; and, as already pointed out, they do not cause delay. There is plenty of sea mom, the soundings in the bay are good, and only the most inexcusable carelessness could prevent a vessel from going in or out in perfect safety. In summer, when fogs are rather more frequent than in winter, tramp steamers, coming for deal cargoes, and whose captains have never visited the port before, enter the bay without AS A CANADIAN WINTER PORT 15 hesitation in a fcg, and, wiiliout taking a jiilot, proceed with perfect confidence and safety. During the sun;nier there is a large lleet of tliese steamers sailing from Sjiini John, and it is not uncommon >ce a dozen or more of them in port at one time. But, after all, official figures are perhaps most convincing, land for the benefit of any who may labor under a misappre- hension the following statement from the official record of the keeper of the Partridge Island light and fog whistle is given. It gives the number of hours the fog alarm on Partridge Island, at the mouth of Saint John harbour, was in operation on account of fog during the months from December to April, inclusive, in each year since 1890 : No delays tliroiiKli FoK YEAR. JANUARY. FEBRUARY. MARCH. APRIL. DECEMBER. 1890 •ih. 15m. 1891 2h •2T)h 9A. 10»t. 31/l ■20m. 17/i. 45m. 1892 8A. 5m. 10/t. 1 5m. 41/i. 50m. 1893 .... 45m. 40m. 17/t. 80/i. 45m. 45m. Ih 1894 33^1. 35m. 1895 13/i. 2 5 Hi. 40/i. 45m. 9/4. '30m. 189G 8/t. 40m. 15A. .... 26/i. 30m. 6/t. 30m. 1897 23A. 40m. 9A. 55m. G/i. .... mh. 35m. 26h. 3i5m. 1898 14A. 35m. 5/i. 20m. 4GA. 10m. 9h. 45 m. 49A. 45m. 48/i. 55m. 133/i. 35?«. 335A. 1 5m. 70h. 35m. It will be noted that in April, th.. ronth showing the most fog, the whist) J was sounded, on uua account, during eight years, three hundred and thirty-five hours and fifteen minutes, an average of forty-one hours and fifty minutes per month. Taking f.e five months for the eight years, the whole period of fog was six hundred and thirty-eight hours and five minutes, an average for forty months of a little less than sixteen hours per month. It may be added that in a hand-book t6 SAINT JOHN, NhW BRUNSWICK Saint John published in 1887 by the Huaixl of Trade a similar summary Harbour ^^^^ given for the months November to April inclusive for seventeen years (1870 to 1886 inclusive) and it showed an average of nineteen hours and twenty-two minutes per month. As already stated, vessels drawing twenty-seven feet of water can enter Saint John harbour at any time after I " md tide, and the channel is to be dredged to admit vessels . . uue largest size at any time of tide. The depth of the harbour itself varies from six to fifteen fathoms. At the Canadian Pacific terminus, beside the elevator, five steamship berths have been provided, with twenty-seven to thirty feet of water at dead low tide. By doing a little more dredging and simply con- structing a wharf, four more berths can be secured, and in this vicinity there is ample scope for much more extended improvements. On the opposite side of the harbour, served by the Inter- colonial Railway, are three berths for steamers of moderate dimensions, and at one of these wharves there is thirty-two feet of water at dead low tide. Here, also, addi* al accom- modation can be provided. It is along this part > harbour front that the London, West India, Boston and other smaller steamer lines have their berths, and the coasting schooners, coal vessels and the like. Large sailing vessels and tramp steamers also lie along the wharves on the eastern side to load deals, though most of these steamers, for convenience of loading from lighters, prefer to li« in the stream. At the head of the harbour the principal Intercolonial Railway terminus for winter business is located. As already noted, about half a million dollars will be expended there in providing facilities. The plans elsewhere shown in this book have been perfected and the work is now in progress. The present plans provide for berths for two of the largest ocean steamships, with elevator, warehouses, stock yards and all necessary equipment for the most prompt and easy handling of ocean trade. There is ample scope for the provision of more steamship berths whenever they are required. The attention of the reader is directed to the plan of Saint John harbour, the photographic views of it, and the ^ iNTEgCgrg^ ^ Canada . Plan Lowing ^. ,.,_,. JT John, Hew Bruhswjck. "SceUe lin/.=3oo-ft' aC'? ss. ^/s/sn. f n AS A CANADIAN WINTER PORT 17 plans of the terminal facilities at the Canadian Pacific and Intercolonial Railwaj^ wharves. Speuxaig in general terms, there is at present ample accommodation in Saint John harlour to meet the immediate requirements of trade, and ample scope for an extension of the facilities to raeet the demands of the future. The safety with which the Bay of Fundy is navigated at all times of the year is not a matter of more assertion, but of indisputable record. The following statement is official, having been compiled by a member of the customs staff from the official records in the Saint John Customs House. It shows the percentage of losses in the Bay of Fundy, which occurred during the ten years from 1887 to 1896, to sea-going vessels sailing from and to the Port of Saint John, N. B., to have been as follows : A Safe Port (1.) The percentage of loss of tonnage of steamers as compared with total tonnage of steam vessels entered and cleared is .0006 of 1%. (2.) The percentage of loss of tonnage of sailing vesvsels as com- pared with total tonnage of sailing vessels enten>d and cleared is .0017 of 1%. (3.) The percentage of loss of cargoes of sieara vessels as compared with the total amount of imports and exports is .0003 of 1%. (4.) The percentage of loss of cargoes of sailing vessels as com- pared with the total amount of impfjrt;^ and exports is .0017 of 1%. (5.) The percentage of loss of tonnage of lx)th steam and sailing vessels, as compared with total tonnage entered and cleared, is .0011 of 1%. In the face of these figures there can be but one conclusion : that for safety to shipping the Bay of Fundy and the Port of Saint John occupy a pre-eminent position. Prejudice is com- pletely disarmed by such a remarkable showing. 18 A great Sliipping Port SAiNT JOHN, NEW BRUNSWICK In the palmy days of wooden ships Saint John was fourth in the list of ship-owning ports in the Empire. The city was long famous as a builder of wooden ships. But that industry declined and finally ceased. Then the shipping men turned their attention to iron ships, and still later to steamships, built in the old country. The Battle Line, a group of modern freight steamships, is managed and owned in Saint John. From an oificial statement of sea-going steam and sailing vessels and coastwise steamers arriving at and departing from the Port of Saint John from 1887 to 1897 inclusive, the follow- ing is compiled : Number. Tonn. Steam vessels arrived 3,207 3,109,326 Sailing vessels arrived 18,094 2,727,189 Coastwise steamers arrived 3,851 1,5.59,479 Total 2.5,152 7,395,994 Number. Tons. Steam vessels departed 2,939 2,791,113 Sailiiif? vessels departed 18,708 2,9G3,G22 Coastwise steamers departed 4,037 1,848,G7G Total 2.5,G84 7,003,411 SUMMARY. Number. Tons, Total arriving 25,152 7,395,994 Total departing 25,G84 7,G03,411 Graml total . . . .50,83G 14,999,405 The following statement of sea-going vessels arriving during the years 1887 and 1897 respectively, is given, because it shows how rapidly sailing is being replaced by steam tonnage in the ocean trade. The comparison is as foKows : AS A CANADIAN WINTER PORT \9 1887. Number. Steamers 237 Sailers 2,015 Totil 2,252 1897. Number. Steamers 35i) Sailers \,V1^ Total 1,-187 Tunumje. 215,127 278,300 193,727 Toiinuiie. 393,150 1G8,G08 562,058 A great Shipping Port The tonnage last year exceeded that of ten years before by 68,331 tons, though there were seven hundred and sixty-five less vessels arriving. The number of steamers arriving shows an increase of one hundred and twenty-two, and the sailers a decrease of eight hundred and eighty-seven. The steam tonnage increased from 215,427 to 393,450 and the sailing tonnage decreased from 278,300 to 168,608 tons. The customs records show that for the ten years, 1886 to Trade cf 1895, mclusive, the average annual local exports from the port Saint John of Saint John were valued at 13,744,907, and the local imports at 13,808,866. For the last three years an exact st."' ^lent cannot be given, because no account is taken at the Saint John Customs House of the value of goods imported for points in the west, and no account is taken of the value of goods for export that arc cleared at western points. But the following statement taken from the customs records, though incomplete, will give an idea of the rapid increase in export trade since the winter steamship service was inaugurated : Year. 1886-1895 (average). 1896 1897 1898 Eji'portN. $3,744,907 4,380,271 5,750,575 7,663,992 Tiiese figures are in each case for tlie fiscal year, ending Juue 30th. 20 Trade of Saint John The Lumber Trade SAINT JOHN, NEW BRUNSWICK But the reader must not forget that these figures for the last three years are incomplete, for the reason stated. That the total for 1898 must be more than $7,663,992 is clear from the fact that the winter steamers alone took cargoes valued at nearly $5,000,000, and the lumber exports for the year were valued at over 13,000,000. As to the imports, since most of the goods for the west do not figure in the Saint John customs returns, even an approxi- mate estimate of value cannot be given. But, as already stated, the tonnage of imports by winter steamers has nearly trebled in three years. The total exports of lumber from Saint John last year were 341,000,000 superficial feet, of which 245,000,000 superficial feet went to trans-Atlantic ports. Taking the ten years pre- vious to 1897, the average total exports were about 300,000,000 superficial feet per year, of which 160,000,000 superficial feet went to trans-Atlantic ports, principally to the British Islands ; and 140,000,000 superficial feet to the United States, South America and other parts of the world. As an illustration of the wide range of tliis trade, it may be noted that in one week of the present season cargoes were cleared for the British Islands, France, North Africa, Argentine Republic, Australia, and the United States. The following table shows the quantity of deals, etc., birch timber and pine exported from Saint John to trans-Atlantic ports alone during tlie past ten years: YEAR. DEALS, ETC. SUPERFICIAL FEET. BIRCH TIMBER. TONS. PINE TIMBER. TONS. 1888 154,897,068 5,844 457 1889 190,038,613 7,209 485 1890 136,792,583 5,082 1,740 1891 134,275,376 5,861 2,248 1892 138,529,725 8,370 .J 1893 152,323,523 6,216 110 1894 149,462,494 4,041 116 1895 129,426,948 8,878 324 1896 168,059,970 10,860 128 1897 245,539,358 8,155 92 >!^T John , Hew Brunswick 7^^ JOHN ' A U BOD K O CS '3d y/58 L^ iMwni i i i AS A CANADIAN WINTER PORT A branch of the lumber industry that is growing in import- ance and is destine'! to attain very large proportions is the manufacture of pulp. Considerable quantities are sliipped from Saint Jolui, and the number of mills is increasing. With over ten million acres of land on which lumber operations of some kind could be carried on, and with far more of spruce than any other kind of timber, the Province of New Brunswick must become a great centre for the pulp and paper business. Saint John has exceptional facilities for manufacturing as well as shipping these products. The steady development of industries which naturally grow out of the possession of a practically inexhaustible forest wealth, will add greatly and continually to the importance of Saint John as a shipping port. Among these industries is the manufacture of box shooks, boxes, match wood, maple blocks, and other such small wood products as are in great demand in the old country. A number of mills are now exporting box shooks to England and Scotland, and the export of spool wood is also considerable. Each year witnesses some new development of the wood indus- tries of the province, of which Saint John is the commercial capital and greatest shipj)ing port. The statement was made in the opening paragraph of this book that Saint John, as Canada's chief winter port, should have the first place in the consideration of British and Canadian shippers and importers. The claim is based on a plain statement of facts that appeal to the judgment of the bnsness man, who is not much given to indulgence in sentimental ventures. And yet, if the last two years in Imperial history have been especially marked by anything, it has been by appeals to sentiment, with resultant changes. It will not, therefore, be out of place if, after having in these pages set forth the business reasons which should influence shippers and importers to recognize the claims of Saint John, we direct attention to the sentimental aspect of the subject. The first appeal is obviously to Canadians. There should be no east and no west so far as Canadian sentiment is concerned. If lack of facilities or lack of knowledge in former 21 The Lumber Trade National and Imperial 32 SAINT JOHN, NEW BRUNSWICK National and Imperial years prevented Canadian merchants from patronising a home port such a plea is no longer valid. Saint John offers equally low rates, ecpially or more pronii)t delivery, perfect safety in transit, and all the advantages any foreign port can offer, with some distinctly its own. He will manifest the true Canadian spirit who takes account of these facts, and aids in the building up of Canada by giving his trade to the All-Canadian Route. The same sentiment, in perhaps a wider sense, should actuate the British merchant. Given at least equal business induce- ments, he may fairly be asked to throw the weight of his influence and example in the scale in favor of the development of Imperial Trade by an Imperial Route. The citizens of Saint John are not soliciting special favours or asking recognition that would involve a sacrifice of business interests or a loss of trade. On hard business principles first, and then on the plea of an enlightened patriotism, they base their argument and their claim on behalf of Saint John as THE CHIEF WINTER PORT OF CANADA! AS A CANADIAN WINTER PORT 21 A branch of the himber industry that is growing in import- ance and is destined to attain very large proportions is the manufacture of pulp. Considerable quantities are shipped from Saint John, and the number of mills is increasinff. With over ten million acres of land on which lumber operations of some kind could be carried on, and with far more of spruce than any other kind of timber, the Province of New Brunswick must become a great centre for the pulp and paper business. Saint John has exce^jtional facilities for* manufacturing as well as shipping these products. The steady development of industries w.hich naturally grow out of the possession of a practically inexhaustible forest wealth, will add greatly and continually to the importance of Saint John as a shipping port. Among these industries is the manufacture of box shooks, boxes, match wood, ma])le blocks, and other such small wood products as are in great demand in the old country. A number of mills are now exporting box shooks to England and Scotland, and the export of spool wood is also considerable. Each year witnesses some new development of the wood indus- tries of the province, of which Saint John is the commercial capital and greatest shipping port. The statement was made in the opening paragraph of this book that Saint John, as Canada's chief winter j)ort, should have the first place in the consideration of British and Canadian shippers and importers. The claim is based on a plain statement of facts that appeal to the judgment of the business man, who is not much given to indulgence in sentimental ventures. And yet, if the last two years in Imperial history have been especially marked by anything, it has been by appeals to sentiment, with resultant changes. It will not, therefore, be out of place if, after having in these pages set forth the business reasons which should influence shippers and importers to recognize the claims of Saint John, we direct attention to the sentimental aspect of the subject. The first appeal is obviously to Canadians. There '-hould be no east and no west so far as Canadian sentiment is concerned. If lack of facilities or lack of knowledge in former The Lumber Trade National and hnperial mm 22 SAINT JOHN, NEW BRUNSWICK National and Imperial years prevented Canadian merchants from patronising a home port such a plea is no longer valid. Saint John offers equally low rates, equally or more prompt delivery, perfect safety in transit, and all the advantages any loreigu port can offer, with some distinctly its own. He will manifest the true Canadian spirit who takes account of these facts, and aids in the building up of Canada by giving his trade to the All-Canadian Route. The same sentiment, in }>erhaps a wider sense, should actuate the British meichant. Given a<- least equal business induce- ments, he may fairly be asked to throw the weight of his influence and example in the scale in favor of the de%exopment of Imperial Trade by an Imperial Route. The citizens of Saint John are not soliciting special favours or asking recognition that would involve a sacrifice of business interests or a loss of trade. On hard business principles first, and then on the plea of an enlightened patriotism, they base their arg-ument and their claim on behalf of Saint John as THE CHIEF WINTER PORT OF CANADA 1 ~ ALLAN LINE H. & A. ALLAN, Montreal. WM. THOMSON & CO. Saint John, N. B. ALLAN LINE ul4 Panoramic View of Saint r" This View is taken from the Eastcii side of the City, and shows the Western Portion of the City of Saint John: the C.inaJ A. ALLAN, M^nueal. WM. THOMSON & CO. Saint John, N. B. w OF Saint John Harbour. n y of Saint John: the CinaJirin Pacific Railway Deep Water Terminus anJ Elevator: with Ocean Steamers iving in the Stream. M SAINT JOHN, NEW BRUNSWICK M incl Pro H. ( ALLAN LINE Royal Mail Steamship Company. Established in 1854. The Company's Fleet consists of Thirty-Four Steamers aggregating 150,037 Tons. Including "TUNISIAN." 10,000 Tons. Twin Screw. "BAVARIAN," 10,000 Tons. Twin Screw. Building. "CASTILIAN," 8,800 Tons. "PARISIAN," 5.500 Tons. 'CALIFORNIAN,' 4,500 Tons. "SICILIAN," 7,500 Tons. CORINTHIAN. 7. 500 Tons. STEAMERS SAIL FROM MONTREAL- SAINT JOHN (Weekly during Season of Navig.ition) and H.ALIF.AX during the Winter FOR LIVERPOOL. SHORTEST OCEAN PASSAGE. Distance 500 Miles Less than from New York. THE STEAMER'S are fitted with Every Improvement for the Comtort ol the Passengers in all classes, including Bilge Keels, making the vessel steady in all weather; Electric Lights. Mldshio Saloons, spacious Promenade Decks, Music Rooms, Smoking Rooms, etc. Special attention has been paid to the ventilation and sanitary arrangements. An experienced Surjeon is carried on all Passenger Steamers. Rates of Passage Lower than by most First-Class Lines. CiRi'Ji.AR GiviNc; Rates and Sailincs. on appluation t.j WM. THOMSON & CO. H. & A. ALLAN, Saint John, N. B. Montreal. ( DOMINION LINE Royal Mail Steamships. SS. "NEW ENGLAND/' Twin-Screw, n,600 Tons, Length 575 feet. SS. ''CANADA/' ... do. 9,000 '' " 515 SS. "DOMINION/' . . do. 6,000 " " 500 SS. "SCOTSMAN," . . do. 6,000 " " 471 SS. "VANCOUVER," 5,300 " ** 430 SS. "LABRADOR," 5,000 " " 401 Built bv Mess. HARLAND tk WOLFF, the celebrated Builders, at Belfast. Ireland. CANADIAN services: Soimer Service between MONTREAL, QUEBEC and LIVERPOOL. Winter Service between SAINT JOHN, HALIFAX and LIVERPOOL, (CALLING AT LONDONDERRY.) Shortest Sea Voyage. Superior Accommodation for all classes of Passen8;ers on the Upper Decks- Large, well ventilated State Rooms, and spacious Promenade Decks. Midship Saloons, Electric Lights. For Rates of Passage, and all other information, apply to any Local Agent of the Company. DAVID TORRANCE & CO. General Agents, Montreal. SCHOFIELD & CO., Limited, Agents at Saint John, N. B. DONALDSON LINE ■BETWEEN- St John, N* B. and Glasgow, S S AMARYNTHIA SS. ALCIDES, 4,500 Tons SS. AMARYNTHIA. 5,500 " SS. CONCORDIA, 3,500 " SS. HESTIA, 5,800 " SS. INDRANI, 5,800 " SS. KASTALIA, 6,300 " SS. KEE MUN, 4,500 Tons SS. LAKONIA, 7,500 " SS. ORTHIA, 6,300 " SS. SALACIA, 7,000 " SS. TRITONIA. 6,000 " SS. Building, 7,500 " SUMMER SERVICE Between MONTREAL and GLASGOW. Through Freight Rates Quoted to and from All European Points. VENTILATING FANS FITTED IN ALL THE STEAMERS Giving unexcelled stowage for Butter, Cheese, Apples and Provisions. FOR FULL INFORMATION, APPLY TO DONALDSON BROTHERS, . . Glasgow ROSS & CO., Quebec HENDERSON BROTHERS, . . Chicago J. D. RIDDELL, .... Stratford, Ont. SCHOFIELD & CO. (Ltd.) St. John, N. B. -OR The ROBERT REFORD COMPANY, Limited, 23 & 25 St. Sacramer t Street, Montreal. ^\C 0O^D & BL4o^, ^'S West India Steamship Line. (CARRYING THE CANADIAN MAILS.) STEAMERS: TONNAGE: CAPTAINS: TAYMOUTH CASTLE, , 1,827, . MARTIN L. FORBES. DUART CASTLE, . . 1,839, . CHARLES W. SEELEY. SAILING MONTHLY FROM SAINT JOHN, N B. to DEMERARA CALLING AT- Halifax, Bermuda, St. Croix, St. Thomas, St. Kitt's, Antigua, Dominica, Martinique, St. Lucia, Barbados, and Trinidad, and returning to Saint John, N. B. via same Ports. Passengfers are provided with good State Rooms and Meals, at moderate rates, and can remain on Shore at each Island while the Steamers are in Port there. Excellent accommodation for all descriptions of Cargo, and Through Bills of Lading issued from all Canadian points to the above Ports. FOR FURTHER INFORMATION, APPLY TO THE ROBERT REFORD CO., Limited, MONTREAL. SCHOFIELD & CO., Limited, . SAINT JOHN, N. B. PICKFORD & BLACK, Managing Owners, Halifax, N. S. • KURNKSS LiNB BETWEEN St. John, N. B. and London. REGULAR FORTNIGHTLY SAILINGS All the Year Round between ST. JOHN and LONDON. MODERN FIRST-CLASS PASSENGER AND CARGO STEAMERS. MIDSHIP SALOONS AND STA lEROOMS. LKJHTED THROUGHOUT BY ELECTRICITY. The Holds of these Steamers are specially Ventilated for the carriage of Apples, Butter, Cheese and Provisions. APPLY TO KURNESS, WITMV & CO., Limixeo, Lonuoim. THOMAS RONALDSON & CO., London. FURNESS, WITHY & CO., Limited, ST. JOHN, N. B. Manchester Liners Limited BETWEEN ST.JOHN,N.B.I MANCHESTER REGULAR FORTNIGHTLY SAILINGS During the Winter Season between St. John and Manchester. The Steamers of this Line are specially adapted to the Canadian Trade, and are all fitted with Cold Storage for Perishable Goods. THROUGH BILLS OF LADING Between all Points in Canada and United Kingdom. APPLY TO MANCHESTER LINERS LIMITED, Manchester. FURNESS, WITHY & CO., Limited, ST. JOHN, N. B. RONflLDSON LINE BETWEEN Antwerp and Saint John, N. B GLASS, CEMENT, ZINC, And other Continental Goods, Carried at l^ovvest Current Freight Rates. SPEQAL ATTENTION GIVEN TO THE STOWAGE OF GLASS, IN ORDER TO AVOID BREAKAGE. APPLY TO THOMAS RONALDSON & CO., Antwerp, OR SCHOFIELD & CO., Limited, SAINT JOHN, N. B. DOBELL LINE BETWEEN Montreal and Saint John, N. B, STEAMERS OF THIS LINE Make Regular Trips Every Three Weeks, during ihe Summer Season, between Montreal and Saint John, calling at Intermediate Ports. FREIGHT CARRIED AT LOWEST CURRENT RATES. GOOD PASSENGER ACCOMMODATION. APPLY TO HENRY DOBELL & CO., Montreal, -OR- SCHOFIELD & CO. Ltd., St. John, N. B. HCAB bINC. Ten Steamers, aggregating 60,000 Tons. SUMMER SERVICES: Montreal and Quebec to BELFAST and DUBLIN WINTER SERVICES: SAINT JOHN, N. B., to BELFAST and DUBLIN THROUGH BILLS OF LADING FROM AND TO ALL POINTS IN CANADA. For FreiRht and Particulars apply to O. HEYN & iSONS, Managers Ulster Steamship ComDany. Ltd.. . HELKAST F'AI.ORAVE, MUKPHV c^ CO.. . . DUBININ McLean, KEXNEIJV cS: CO MONTREAL WM. THOMSON & CO., Agents, SAINT JOHN, N. B. William Thomson &Co. SAINT JOHN, N. B. Ship and Steamship Owners and Brokers AGENTS. ALLAN LINE. HEAD LINE. NORTH OERMAN LLOYDS CONSULATES. OERMAXV. SWEDEN AND NORWAY AI TSTRO-HUNOARY. Cable Address: "Thomson. Stjohn." Codes: Watk'ms, Scott's. Managers "BATTLE LINE." S.S. "MANTINEA," . 4,350 Tons D.W. S.S. "PHARSALIA," . 5,800 Tons D.W. S.S. "CHERONEA," . 5,050 Tons D.W. S.S. "LEUCTRA," . . 4,850 Tons D.W. S.S. "PLATEA,". . . 5,050 Tons D.W. S.S. "TAN AGRA," . . 5,450 Tons D.W. S.S. "CUNAXA," . . 5,050 Tons D.W. S.S. "PYDNA," . . . 4,650 Tons D.W. Cable Address : FURNBSS. W.itkins and Scott's Codes. FDRNESS, WITHY & CO. Ltd. SAINT JOHN, N. B. Steamship Owners and Agents AGENTS HOK FURNESS LINE OF STEAMERS Between LONDON, HALIFAX, and ST. JOHN, N. B. MANCHESTER LINERS LIMITED Between MANCHESTER, HALIFAX, and ST. JOHN, N. B. CANADA and NEWFOUNDLAND LINE Between LIVERPOOL, NEWFOUNDLAND, antl HALIFAX. OFFICES: 130 Prince William Street, St. John, N. B. Cable Address; SCHOFIELD. Watkins and Scott's Codes. SCHOFIELD & CO. Limited SAINT JOHN, N. B. ^% (gtoUt& anb (^team0% (^i^gmfe — AGENTS FOR DOMINION LINE, . Liverpool. RONALDSON LINE, Antwerp. DONALDSON LINE, Glasgow. DOBELL LINE, . Montreal PICKFORD & BLACK'S LINE From St. John, N. B. to Bermuda, St. Croix, St. Thomas, St. Kitt's, Antigua, Dominica, Martinique, St. Lucia, Barbados, Trinidad and Demerara. OFFICES: 130 Prince William Street, St. John, N. B. The AlhCanadian Route CONNECTING St. John, Quebec, and Montreal. The Only A 11= Rail Line Between St. John and Halifax. Fast Freight Service ^ Grand Scenic Route Between the Upper ind Lower Provinces. Summer Navigation VIA MONTREAL Opens 1st May, Closes 25th November. Winter Navigation VIA WESTST.JOHN.N.B. opens 25th November, Closes 30th April. FOREIGN FREIGHT DEPARTMENT. THE FAST FREIGHT LINE From the Pacific Coast, Canadian North-West, Ontario, Western and Central States to Seaboard IN CONNECTION WITH Fast Freight Steamers from Montreal in Summer, West St. John, N. B. in Winter. Steamers fitted with ike latest and most modern Mechanical Refrigeration, giving Cold Storage for the Transportation of Butter, Cheese, Poultry, Dressed Meats and Fruits. SHORTEST HOl'TE TO El ROPE GIVIXO CHICK DESPATCH. For Further Information, Through Bills of Lading and Rates of Freight, apply to ROBT. KERR. Traffic Manager, Lines West of Lake Superior. . - . - W. B. BULLING, Jr., Genera. Freight Agent. Eastern Division, - - - - - E. TIFFIN, General Freig.^it Agent. Ontario Division. -----. J. N. SUTHERLAND. General Freigh- Agent. Atlantic Division, ----- W. R. Ma^INNES, General Agent, Freight Department, 234 Lasalie Street, E V. SKINNER, General Eastern Agent, 353 Brjadway. ------ ALLAN CAMERON, District Freight Agent ------ F. W. PETERS. District Freight Agent, -------- W. A. KITTERMASTER. District Freight Agent. W. M. FORTEOUS. Agent Canadian Pacific R.iilwav. 315 Chestnu' S'r-et. ROBERT BRUCE. Agent Can. P-ic. Ry.. 97 Michigan /'venue. Chamber of Commerce Building, B, R. WHITE, Agent Can, Pac. Ry., Room D, Chamber of Commerce Building, P, W. CGYLE, Assistant General Freight Agent W.-^bash Ry., - . . - . J. D. LUND. Assistant General Freight Agent, Wabash Ry., ----- E. R. NEWMAN. Assistant General Freight Agent. Wabash Ry.. ... B. B. .MITCHELL. General Freight Traffic Manager. Micr.igan Central Ry.. - B. E. HAND, .Assistant General Agent. Michigan Central Ry , - ... - J. H. OSBORNE. Commercial Agent. Michigan C--ntra: Ry.. 185 Jackson Street, - W. L. MARTIN, General Freight Agent. M. E. 3. PARKER, Asst Gen. Freight Agent. H M. WESTON. Commercial Agent. St. P, & S. St. M. (Soo Line), WM. ORR. General Freight Agent. D. S. S, & A, Railwa*. Winnipeg, Montreal, Toronto. St. John, N. B. Chicago. New York. Vancouver, B, C. Nelson, B. C. Detroit, Mich. S*. Louis. Mo. Milwaukee. Cincinnati. St. Louis, Mo. Kansas City, Mo. Chicago, III. Detroit. Chicago. Chicago. Minneapolis. St. Paul. Minneapolis. Duluth. Minn. G. M, BOSWORTH, Freight Traffic Manager, MONTREAL. JOHN CORBETT, Foreign Freight Agent, Board of Trade Building, Montreal- THE CANADIAN PACIFIC RAILWAY AND ITS CONNECTING LINES EMBRACING THE Wabash, Michigan Central, Minneapolis, St. Paul & Sault Ste Marie, & Duluth South Shore & Atlantic Railways ISSUE THROUGH BILLS OF LADING TO JAPAN, CHINA, AUSTRALIA, and Liverpool, London, Bristol. Glasgow, Antwerp. Hamburg, Belfast, Dublin. Aberdeen, Dundee, Leith. Newcastle. Manchester, and Barrow-ln-Furness Bath Birmingham Bradford Bristol Cardiff Carlisle Cork Derby Dublin Gloucester Via LIVERPOOL: Halifax London Huddersfield Lancaster Leeds Lincoln tv^anchester Newport Nottingham Oxford Sheffield Sligo Wal^efield Waterford Wolverhampton Via GLASGOW: Aberdeen Belfast Carlisle Cork Dublin Dundee Edinburgh Ha'tlepooi W. Hull Inverness Leith Limerick Londonderry Newcastle Perth, Sligo Stirling Sunderland WateKord Londonde y Drogheda Barrow-in-Furness West Hartlepool Cardiff Via BELFA.ST (Head Linei Sligo Cork Newry Dundalk Fleetwood Inverness Cardiff Dundee Waterford Galway Swansea Stockton-on-Tees Via AVONMOUTH DOCK: Plymouth Southampton Swansea LIST OF STEAMSHIP LINES FHOM WEST ST. JOHN. N. B. ALLAN aid DOMINION to Liverpool MANCHESTER LINERS to Manchester DONALDSON . . to . . . Glasgow HEAD . . to . , Belfast and Dublin THROUGH RATES QUOTED TO AND FROM ALL EUROPEAN PORTS. FOREIGN AGENCIES: ARCHER BAKER, F uropean Traffic Agent. I.«M)ON-<>: aii.l »i« KiiiK U illiaiii SI. ''.A. -A««Mulr» in nil tJi<- riiiulpal CHiei* on lli«> Continent. Manhattan Steamship Company THE NEW YORK, EASTPORT, AND ST. JOHN LINE. NEW YORK —TO Eastport, Me. and St. John, N. B. CONNECTING At Eastport tor St. Andrews. St, Stephen, Calais, and the Washington County Railroad for Points in Eastern Maine, AT SA'NT JOHN, N. B., WITH THE Canadian Pacific, Intercolonial, Dominion Atlantic RAILROADS. Steamers LEAVE ST. JOHN, TUESDAY P.M.; EASTPORT, WEDNESDAY A.M.; arriving NEW YORK, FRIDAY MORNING. RETURNING, leave NEW YORK every SATURDAY at 5 P.M., arriving at EASTPORT, MONDAY A.M.. and ST. JOHN. MONDAY, P.M. With our Superior Facilities for Handling Freight in New York City and at our Eastern Terminals, togetlier with Through Traffic arrangements we liave with our connections, both by rail and water, to the West and South, we are in a position to handle all the business intrusted to us to the Entire Satisfaction of our Patrons, both as regards Service and Charges. FREIGHT RECEIVED DAILY UNTIL 6 P.M. J. J. HILLMAN, President. N. L NEWCOMB, General Manager. F'r'p Particulars Apfly to R. H. FLEMING, Agent, ST. JOHN, N. B. mm» PTOBa