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H 
 

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 Harbor Dues and Transit Charges 
 
 AT 
 
 Montreal and Atlantic Ports. 
 
 Mj:.. 
 
H 
 
 A i 
 
 W 
 

 Harbor Dues and Transit Charges 
 
 AT 
 
 Montreal and Atlantic Ports. 
 
 A COMMUNICATION FROM THE COUNCIL OF THE 
 
 "MONTREAL BOARD OF TRADE," AND THE 
 
 COMMITTEE OF MANAGEMENT OF THE 
 
 "MONTREAL CORN EXCHANGE ASSOCIATION," 
 
 IN REPLY TO A LETTER FROM 
 
 T)1K 
 
 HON. PI. L. LANGEVIN, (J. 13 
 
 MlMSTKR OK I'Ulll.IC WOKKS, Oi lAWA, 
 
 Jttontrcal : 
 
 D . B E N T L E Y & Co., P R 1 N 1' E li S . 
 
 1880. 
 

 i'\'\^ 
 
MoNTRKAL, I2th November, 1880. 
 
 Hon. H. L. LANGEVIN, C. B., 
 
 Minister of Public Works, 
 
 Ottawa. 
 Sir, 
 
 By instructions from the President of the Board of Trade, and 
 the President of the Corn Exchange Association, T liave the honor to transmit 
 the joint reply of their respective Boards, to your letter of 28th June, — in which 
 you were pleased to request answers to certain inquiries relating to Canal Tolls, 
 Harbor Dues, &c. The communication is in four sections, viz. : 
 
 1. Statements relating to the Carrying Trade ; — on pages 5 to 13 inclusive. 
 
 2. Replies in Detail to the Inquiries contained in your letter ; — on pages 
 
 14 to 31 inclusive. 
 
 3. Additional Information ; — on pages 32 to 42 inclusive. 
 
 4. Summary of Conclusions ; — on pages 43 and 44. 
 
 It is regretted that so much time has elapsed before this joint answer could 
 be presented ; but it seemed to be essential that all particnlars in any way bearing 
 upon the subject should be succinctly laid before you, and in doing this, much 
 more time has been occupied than was at first anticipated. 
 
 I am now to express to you the hope that the varied information submitted 
 may enable you, in concert with your Colleague, the Minister of Railways and 
 Canals, to present such recommendations to the Government, as will secure the 
 speedy removal of all the burdens and disabilities which prevent the expansion 
 of Canadian Commerce by the River St. Lawrence. If this shall be the result 
 of your deliberations, you will be instrumental in conferring a great boon upon 
 the Mercantile and Shipping interests, as well as upon the general trade of the 
 whole country. 
 
 I am only further to suggest that, if you consider it desirable to have a few 
 more copies of the appended document to enable you to furnish one to such of 
 the Cabinet Ministers as may, along with yourself, wish to examine the details 
 submitted, — I am directed by the Presidents to comply with any instruction 
 from you in the matter. 
 
 I have the honor to be, 
 Sir, 
 Your obedient servant, 
 
 WM. J. PATTERSON, 
 
 Secretary, Board of Trade, and Com Exchange Asaociaiion. 
 
 , 
 
Department of Public Works, Canada, 
 
 Ottawa, Uth November, 1880. 
 
 Sir, 
 
 I am directed to acknowledge, with the thanks of 
 the Hon. the Minister, the receipt of your letter of the 12th inst., and the 
 accompanying pamphlet, entitled " Harkor Dues and Transit Charges at 
 Montreal and Atlantic Ports," being " a Communication from the Council 
 of the Montreal Board of Trade, and the Committee of Management of the 
 Montreal Corn Exchange Association." 
 
 In accordance with the suggestion and offer contained in your letter, the 
 Hon. the Minister requests that you will be .so kind as to furnish him with 
 fifteen (15) copies of the pamphlet, for the use of his Colleagues. 
 
 I have the honor to be. 
 Sir, 
 Your obedient servant, 
 
 Wai. J. Patterson, Esq. 
 
 Secretary Board of Trade, 
 
 AND 
 
 Corn Exchange Association, 
 Montreal. 
 
 F. H. ENNIS, 
 
 Secretary. 
 
I 
 
 iNTROI)lI(]TOKY. 
 
 LETTER FKOiM THE SECllKTAKY OF THE BOARD OF TRADE, 
 AND TITE OOIUN EXCHANGE ASSOCIATION 
 
 rttary. 
 
 F. W. IIenhhaw, Enq.. 
 
 Fii'sident Honiil o/' Tnulv ; 
 
 AM) 
 
 ItoHEBT ESDAII.F.. .'jsq., 
 
 Frcstident Corn Kxrhnnqe. Association : — 
 Oknti,kmkn, 
 
 Coiinnnaications wisre addressed to you respectively, by the 
 Honorable the Mjnistek ov Pubmc Works, in which he requeo<t«d sundry 
 information, that he mi.a;ht '' be in a position to fully enter into and discuss the 
 questions recently laid before the Fcsderal Government by the several Deputations 
 from the East and West of Canada. — viz.. the freedom, as far as practicable, of 
 the St. Lawrence route." Thn letters to you were precisely alike. The fol- 
 Inwintr is ji copy : — 
 
 Ottawa, 28/A .hinc, 1880. 
 
 StB, 
 
 In order to be in a position to fully cuter into and diRcuss the qucBtions 
 leoently laid before the Federal Government by the severRl Deputations from the East 
 atid West of Canada, viz. : — the freedom, as far an practicable, of the St. Lawrence rout^, 
 I am desirous of acquiring certain informati<ia which, I believe, the Corn Exchange 
 Association, [the Board of Trade,] and other Public Bodies can furnish me with, the 
 possession of which would enable me, together with my colleague, thw Minister of 
 Railways and Canals, to lay before the Privy Council such Report upon the subject as 
 would form the basis of our diBCUssious. 
 
 I have therefore the honor to request that you will furnish me with the following 
 Statements : — 
 1st. A Statement showing the comparative cost of Transport via the Erie Canal and 
 
 the St. Lawrence Canal. 
 2ud. The Tolls charged on both routes. 
 3rd. A statement showing the comparative cost of Harbor Dues in Montreal, New York, 
 
 Philadelphia, Boston and Baltimore. 
 4th. What reduction in Dues your Board would recommend, either as to Tonnage dues 
 
 on Vessels, or Wharfage rates on (joods, in order to successfully compete with 
 
 the Ports above-mentioned ? 
 5th. The comparative cost of Pilotage at all the above-mentioned Ports, and what 
 
 remedy your Board would propose in order to reduce the cost of this service 
 
 below Quebec, as also from Quebec to Montreal. 
 
2 
 
 Gth. What remedy yonr Board woiilc' propose to loHRen the coHt of Towage of SiiiliiiK 
 VesHels from Father Point to «juobec and from Queb<!c: to Montreal. 
 I will thank you to let me have tlie iufornuition above-named as soon aw practicable, 
 and ttlHo to furniKh any further <lata bearin;< upon this subject. 
 
 I remain, Sin, 
 
 Your niOHt obedient servant, 
 
 Hl'XJTOU L. L ANGEVIN. 
 
 It having been determined that the inquiries could be more satisfactorily 
 made and reported upon jointly, than were your Corporations to submit separate 
 statements, the undersigned was instructed to make investigation and submit 
 proposed answers to the Minister's questions; presenting all particulars in the 
 i'orm that may be considered most explicit and useful. This I now have the 
 honor to do ; and the only apology that can be made for the delay in presenting 
 my report, is the range of the investigation that seemed necessary, extending over 
 long periods, — and the diversity of particulars which were considered to have a 
 bearing upon the general question. 
 
 My aim has mainly been to collect and systematise all available information 
 bearing, directly or indirectly, on matters referred to in the foregoing letter. 
 
 This communication has assumed dimensions which, at the outset, were 
 not contemplated. After much condensatior , the first section is but little more 
 than a synopsis of the progress of the Carrying Trade of North America during 
 the past (|uarterof a century. The second, embracing the replies to the Minister's 
 in([uiries, is worth examining; and it is hoped that the result of the consi- 
 deration which the subject is receiving from the mercantile community and the 
 Government, may be the adoption of a policy that will preserve the trade of 
 Canada's Great Water Highway from being broken down, as has been that of the 
 Erie Canal. 
 
 The inquiry, of which the matter in the following pages is the out-come, has 
 been a tedious but congenial one ; and I have only further to express my solicitude 
 that the particulars adduced may tend to the speedy initiation of measures that 
 will free the inland and ocean commerce of Canada from every obstructive burden. 
 
 I am, Gen'jlemen, 
 
 Your obedient servant, 
 
 WM. J. PATTERSON, 
 
 i^v Secretary. 
 
 Montreal, 6«/i iVbvem?>er, 1880. ' / ' '^ ^ - *: 
 
 
CONTENTS 
 
 — ••♦- 
 
 'N, 
 
 INTRODUCTORY: — Lrttkk krom tub Secretary of the Board or Tradk, and 
 
 TirE Corn Exchanoe Association. 1 
 
 STATEMENTS RKLATING TO THE CAURYINO TRADK:— 
 
 TrANHI'OIITATION FROM l.AKK ErIK 5 
 
 Traffic Statonieuts of New York Central and Erie RailwayF • ml llie 
 
 Erie Canal 6 
 
 Comparative TnUiit-t arnings of the New York Railways and C.inal 7 
 
 Transportation ^'rom Lake Ontario 7 
 
 Statements of Quantities and Peiventages 8 
 
 Trakfk" Movement fkom moth Lakes 8 
 
 Comparative Statements for Railways and Canals during ton years... 9 
 
 Results 10 
 
 Movement of Breadstuffs at the Seaboard lf> 
 
 Comparative Statement relating to Atlantic Ports 11 
 
 Results as regards Montreal 12 
 
 Infehkncks from thh fore(!Oino Statements 13 
 
 REPLIES TO THE INQUIUIB^S OF THE MINISTER OF PUBLIC WOKKS:— 
 
 I AND II. — Rates of FREifiHT and Canai. Tolls 14 
 
 Comparative Rates of Freight for nineteen years 14 
 
 Comparative Rates of Freight and Tolls on Erie Canal for nineteen years 1 5 
 
 III. — Harbor Dues and other Charges 16 
 
 U. S. Charges on Vessels Inward and Outward 17 
 
 Extracts from U. S. Navigation Laws 17 
 
 1. Port of Boston 19 
 
 2. Port of New York 20 
 
 3. Port of Philadelphia 20 
 
 4. Port of Baltimore 21 
 
 6. Port of Montreal 22 
 
 IV. — Repe.m. and Rkduciion of Harbor Dues 24 
 
^^ 
 
 4 
 
 PAait. 
 
 V. KaIKH ok PlLOTAOB 26 
 
 1. Port of Boston 25 
 
 2. Port of New York 26 
 
 3. Port of Philadelphia 26 
 
 4. Port of Baltim(jr« 27 
 
 5. Port of Montrial 27 
 
 VI. — ThK I'OWAOR QUKSTION 28 
 
 1. Port of Boston 28 
 
 2. Port of New York 28 
 
 3. Port of Pliiladelphia 29 
 
 4. Port of Baltimore 29 
 
 r>. Port of Montreal 29 
 
 6. How the Towage Bnsinoss is Worked 30 
 
 7. Suggestions towards a Remedy 31 
 
 ADDITIONAL INFORMATION ;— 
 
 PkATES OP Ocean Frkioht 32 
 
 Table of average Rates of Freight for heavy Grain per 480 lbs., from 
 
 Montreal to Liverpool, during a period of nineteen years 33 
 
 Comparative Rates from Montreal and Boston to Liverpool, for two 
 
 years 36 
 
 Comparative Rates from New York and Baltimore to Liverpool, for 
 
 two years 36 
 
 Comparative Rates at Montreal and New Y'ork, for season 1880, 37 
 
 Graft fob Ports of Call 38 
 
 Comparative Statements of Steamships and Sailing Vessels with their 
 
 Cargoes for ten years 39 
 
 Rates of Marine Insurance 40 
 
 SUMMARY OF CONCLUSIONS 43 
 
Haok. 
 25 
 
 25 
 
 26 
 
 26 
 
 27 
 
 27 
 
 28 
 
 28 
 
 28 
 
 29 
 
 29 
 
 29 
 
 30 
 
 31 
 
 STATEMENTS RELATLNG TO THE CARRYING TRADE. 
 
 TRANSPORTATION FROM LAKE ERIE. 
 
 The table on page 6 shows the volume of traffic which has been flowing 
 from the level of Lake Erie towards the sea-board during the past twenty-four 
 years,— the quantities of vegetable food of all kinds that were curried eastward 
 by the New York Central and Erie railroads,— the (juantities of breadstuffs 
 moved in the same direction via the New York Canals,— the ((uantities of 
 general eastward traffic by each of these routes,— and the combined aggregates 
 nf food and merchandise so transported. 
 
 A glance at the last column of that statement will show, in a uoneral wav 
 
 that the eastward current of traffic during the entire period, has been great, 
 
 and steadily increasing,— the most notable exceptions being in 1875 and 1876. 
 
 The railway columns indicate that, for many years by the Erie railway, and since 
 
 1869 by the New York Central, much the larger j.ioportions of bniadstufts 
 
 and general merchandise have passed from the l^ake Erie region by these 
 
 channels; while the Canal traffic, especially in breadstuffs, cannot be said to 
 
 have been maintained at what it was years ago,— for, since 1801 and 1802, as 
 
 regards Flour and Wheat, no year's business has ecjualled eiiher of these. The 
 
 immense increase in railway traffic to the sea-board throuu'h the State of New 
 
 York, is all the more remarkable when it is remembered that other trunk lines 
 
 have, for several years, been drawing away freight from the We>tern and North 
 
 Western States to ocean ports at Philadelphia and Ba' more. Some idea of the 
 
 magnitude and growth of the transportation of breadstuffs diverted to the.«e 
 
 cities, may be formed from the table on page 11. 
 
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 Erie 
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 1869 
 
 ie7o 
 
 1871 
 1872 
 1873 
 1874 
 
The following concise statement shows the eastward and westward trafl5c 
 earnings oF the New York Central and the Erie railways, and the Canals 
 respectively for a period of twenty -four years, — the rates per ton per mile 
 being also given. It appears that, though the rate by canal is 33 to 50 per cent. 
 le-s than by the railways, the water-route has not been able to hold its own. 
 
 Years. 
 
 N. Y. CKNTRAii Railway. 
 
 Erik Railway. 
 
 Nkw York Canals. 
 
 
 
 
 
 
 
 
 
 
 
 Amount of 
 
 Average rate 
 
 Amount of 
 
 -Average rate 
 
 Amount of 
 
 Average rate 
 
 
 Freight earned. 
 
 per ton per 
 mile. 
 
 Freight earned. 
 
 per ton per 
 mile. 
 
 Freight and 
 Tolls. 
 
 per ton jHsr 
 mile. 
 
 1856 
 
 S 4,328,041 
 
 2.97 cents. 
 
 !? 4,545,782 
 
 2.48 cents. 
 
 $ 6,573,225 
 
 1.11< 
 
 ^ents. 
 
 1857 
 
 4,559,276 
 
 3.13 
 
 i( 
 
 4,097,610 
 
 2.45 
 
 II 
 
 3,876,000 
 
 7.99 
 
 mills. 
 
 1858 
 
 3,700,270 
 
 2 59 
 
 (( 
 
 3,843,310 
 
 3 32 
 
 (1 
 
 4,502,437 
 
 7.97 
 
 II 
 
 1859 
 
 3,337,148 
 
 2.13 
 
 « 
 
 3,195,869 
 
 2.17 
 
 il 
 
 3,665,806 
 
 6.72 
 
 1. 
 
 18(J0 
 
 4,096,934 
 
 2.06 
 
 11 
 
 3,884,343 
 
 1.84 
 
 a 
 
 8,049,450 
 
 9.94 
 
 II 
 
 1861 
 
 4,644,449 
 
 1 96 
 
 II 
 
 4,351.464 
 
 1.73 
 
 ti 
 
 9,369.378 
 
 1.08 
 
 centK. 
 
 1862 
 
 6,607,331 
 
 2.22 
 
 II 
 
 6,642,915 
 
 1,89 
 
 II 
 
 10,780,431 
 
 9.59 
 
 niillK. 
 
 1863 
 
 7,498,509 
 
 2.40 
 
 1. 
 
 8,432,234 
 
 2.09 
 
 t( 
 
 9,065,005 
 
 8 76 
 
 II 
 
 18H4 
 
 8,543.370 
 
 2.75 
 
 11 
 
 9,855,087 
 
 2 31 
 
 II 
 
 10,039,609 
 
 1.15 
 
 cents. 
 
 1865 
 
 8,776,028 
 
 3.31 
 
 II 
 
 10,726.264 
 
 2 76 
 
 II 
 
 8,605,961 
 
 1.10 
 
 11 
 
 1866 
 
 9,671 ,920 
 
 2.92 
 
 (1 
 
 11,611,023 
 
 2.45 
 
 II 
 
 10.160,051 
 
 1.00 
 
 II 
 
 1867 
 
 9,151,750 
 
 2.53 
 
 (1 
 
 11.204,689 
 
 2 04 
 
 II 
 
 8,663,119 
 
 0.90 
 
 II 
 
 1868 
 
 9,491,427 
 
 2.59 
 
 II 
 
 11.425,739 
 
 1.92 
 
 II 
 
 9,012,659 
 
 0.88 
 
 II 
 
 1869 
 
 10,457,582 
 
 2.20 
 
 II 
 
 13,046,804 
 
 1.60 
 
 II 
 
 8,492,131 
 
 92 
 
 ii 
 
 1870 
 
 14.327,418 
 
 1.86 
 
 II 
 
 12,328,027 
 
 1.37 
 
 II 
 
 7,552,988 
 
 83 
 
 II 
 
 1371 
 
 14,647.580 
 
 1.65 
 
 II 
 
 13,232,235 
 
 1.47 
 
 (1 
 
 10,779,887 
 
 1,02 
 
 II 
 
 1872 
 
 16,259,647 
 
 1.69 
 
 i> 
 
 14,509.745 
 
 1.52 
 
 ,1 
 
 10,648,711 
 
 1,02 
 
 Ii 
 
 1873 
 
 19,616,018 
 
 1.57 
 
 II 
 
 15,015,808 
 
 1.45 
 
 ;( 
 
 9,267,503 
 
 0.88 
 
 II 
 
 1874 
 
 20,348,735 
 
 1.47 
 
 1. 
 
 13,740,042 
 
 1.31 
 
 II 
 
 6,972,607 
 
 0.73 
 
 K 
 
 1873 
 
 17,899,702 
 
 1.27 
 
 II 
 
 12,287,400 
 
 1.21 
 
 l< 
 
 4,863,137 
 
 0.66 
 
 11 
 
 1876 
 
 17,593,265 
 
 1.05 
 
 a 
 
 11,429,930 
 
 1.07 
 
 II 
 
 3,898,919 
 
 0.68 
 
 11 
 
 1877 
 
 16,424.316 
 
 1.02 
 
 II 
 
 10,647.807 
 
 0.96 
 
 II 
 
 4,839,033 
 
 0.57 
 
 11 
 
 1878 
 
 19,045,830 0.91 
 
 II 
 
 11,914,489 
 
 0.97 
 
 II 
 
 1 3.936,520 
 
 0.42 
 
 II 
 
 1879 
 
 
 
 ...... 
 
 . . . a . 
 
 
 1 
 
 
 
 
 1 
 
 
 1 
 
 ! 
 
 
 The foregoing particulars regarding the eastward movement from Lake 
 Erie have been gathered out of the Annual Reports of the Auditor of the New 
 York State Canals. 
 
 TRANSPORTATION FROM LAKE ONTARIO. 
 
 
 The following suiumary statement shows the aggregate of Flour and Grain 
 which passed eastward from the level of Lake Ontario during the past eleven 
 years. The details have appeared from time to time in the Annual Reports of 
 the Trade and Commerce of Montreal : — 
 
 lilHHRLs, 
 
 1 869 30,862,440 
 
 ie70 30.120,551 
 
 1871 36,659,298 
 
 1872 31,878,595 
 
 1873 32,449,369 
 
 1874 35,124,651 
 
 KlHIIKLR, 
 
 1875 28,582,150 
 
 1876 27,866,724 
 
 1877 31,324,811 
 
 1878 29,808,19.'; 
 
 1879 33,963,698 
 
8 
 
 The annual average inovement appears tf) have been 31,601,853 bushels. 
 The loAvest quantity (in 1876) was 11 '85 per cent, below the average; the 
 highest (in 1871) was 12-84 per cent, above it ; while the quantity in 1879 was 
 7 "47 per cent, above the average of the period, and only 9*09 per cent, above 
 the (juantity in 1869. 
 
 The following per centages show that the current of transportation from 
 Tiakc Ontario to the sea-board does not nearly all flow down the Kiver St, 
 Lawrence ; — 
 
 Obwkqo. ' 
 
 i 
 
 C'llAnLOTTE. 
 
 Fair Havks. 
 
 Capk Viscbxt 
 
 Ogdkssbiro. 
 
 MOSTREAI.. 
 
 
 I'er Cunt, 
 
 IVt Ci'Ut. 
 
 Per Ceiil. . 
 
 I'or Cent. 
 
 Per Cent. 
 
 I'er Ceiil. 
 
 1 809 
 
 43-42 
 
 0-27 
 
 .... 
 
 0.68 
 
 13-36 
 
 42-27 
 
 1870 
 
 40-77 
 
 0.37 
 
 .... 
 
 1-51 
 
 15-43 
 
 41-92 
 
 1871 
 
 39-64 
 
 0.29 
 
 . . . , 
 
 1-49 
 
 13-89 
 
 44-69 
 
 1872 
 
 28-83 
 
 0-60 
 
 
 1-35 
 
 14-00 
 
 .55-23 
 
 1873 
 
 26-34 
 
 0-24 
 
 .... 
 
 0-97 
 
 11-39 
 
 61-06 
 
 1874 
 
 37-02 
 
 C-30 
 
 .... 
 
 0-97 
 
 11-96 
 
 49-75 
 
 1875 
 
 '21C48 
 
 0-67 
 
 .... 
 
 1 - 02 
 
 8-94 
 
 69-89 
 
 1876 
 
 27 -Th 
 
 0-54 
 
 .... 
 
 1-05 
 
 3-50 
 
 67-54 
 
 1877 
 
 -19 -23 
 
 0-12 
 
 0.39 
 
 0-74 
 
 10 91 
 
 58-61 
 
 1878 
 
 1 7 • 34 
 
 0-20 
 
 . 50 
 
 0-76 
 
 11-20 
 
 70-00 
 
 1879 
 
 2:5-00 
 
 0-05 
 
 0-73 
 
 • {]'} 
 
 9-72 
 
 H5-85 
 
 It appears that the movement via Oswego has diminished considerably, — a 
 good deal of variation has taken place as regards Ogdensburg, — while the figures 
 for Montreal indicate an increase. During five years (1870 to 1874) the annual 
 average for Montreal was 50 - 53 per cent, of the whole ; while during the last 
 half of the decade, the yearly per centage was 64-38. 
 
 TRAFFIC MOVEMENT FROM BOTH LAKES. 
 
 The preceding statements show separately the movements from I^akes 
 Erie anii Ontario, and how small, comparatively speaking, is the traflBc of the 
 latter; — a concise view of this transportation question has also been presented in 
 a series of tables by the Commissioner of Inland Revenue, and presented in his 
 Annual Report to the Dominion Government. Mr. Brunei's classification is 
 comprehensive, and (he contrasts are made clearly, — confirming, from a different 
 stand-point, the conclusion from figures derived from other sources. The follow- 
 ing table is re-formed from his Report ; — 
 
9 
 
 bushels, 
 age ; the 
 
 L879 was 
 Qt. above 
 
 ion from 
 liver 8t. 
 
 » 
 
 1 ^ 
 
 is 
 
 o 
 
 CO 
 
 CO 
 
 t- o 
 
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 c-i 
 
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 STREAI.. 
 
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 1-92 
 4-69 
 5-2'3 
 1-06 
 [)-75 
 9-89 
 7-54 
 3-61 
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 )85 
 
 M 
 
 ably, — a 
 
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 Lakes 
 c of the 
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 rl iu his 
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 JifFerent 
 :? follow- 
 
 OS 
 
 © 
 
 1-^ 
 
 CO 
 
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 t- 
 
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 00 
 
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 II 
 
In the preceding table for the decade 1870 to 1879 inclusive, all the 
 increases (+) or decreases ( — ) I'rom year to year relate to the figures for 1869. 
 
 1. Thero weie only iwo yivirn (1870 and 1876) during which the quantities 
 of food-stuffs carried by the New York Canals were less than in 1869, the 
 difference in 1870 not being worth noting;— in each of the other years, with one 
 exception, the increa.se^^was large. 
 
 2. As regards the movement by Welland Canal, there were increases 
 during the first six years of the period, but diminutions during the last four 
 which averaged 14 -10 per cent, for each. 
 
 3. The movements eastward by the two great trunk railways in the State 
 of New York, show a very diff'erent result. Every one of the ten years shows 
 augmenting traffic ; the increase in 1870 was 62-36 per cent., bounding upward 
 year by year, until in 1879 the augmentation was over 300 pc-- cent. 
 
 4. The Canal clearances at Buffalo and Touawanda show large increases 
 except in 1870 and 1876. 
 
 5. The Canal clearances at Oswego, show a constant minus ( — ) difference, 
 except in 1871. 
 
 6. Since the first two years of the decade the ({uantities of breadstuff's 
 passing through the Welland Canal, between U.S. ports, have decreased,— the 
 diminution becoming much larger in the four years 1876 to 1879. 
 
 MOVEMENT OF BREADSTUFFS AT THE SEA-BOARD. 
 
 The tabular statement on the opposite page shows concisely the total 
 quantities of Breadstuff's received at, and shipped from, the Atlantic sea-board, 
 during ten years,— Flour and Meal being given in bushels : — 
 
11 
 
 e, all the 
 •or 1869. 
 
 quantities 
 L869, the 
 , with one 
 
 increases 
 last four 
 
 the State 
 irs shows 
 5 upward 
 
 ncreases, 
 
 iiference, 
 
 eadatuiFs 
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 RD. 
 
 lie total 
 a-board, 
 
 
 
 05 
 
 »*• 
 
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 t- a- 
 
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12 
 
 A close examination of the figures in the column for Montreal, will show an 
 increase of receipts in 1879 of 5-74 per cent, over 1878, the latter year inrHc:'t. 
 inj^ IG • 51 per cent, over 1 877. The increase of shipments in 1879 over 1 878 was 
 17-15 per c^nt., — the increase in th(,' latter year over 1877 beinu' 15 -Gl per cent. 
 NotwithstandiuL^ this local increase, the uui>uiented movement along the sea-board 
 shows that there hail been ;i steady relative decrease, for a number of y^ars, 
 until the present season, when there appears, sd i'av, to be a small incn'a>e. The 
 table gives the following results : — 
 
 In 1870, 
 
 Montreal's 
 
 proport 
 
 ions were 
 
 1871, 
 
 (t 
 
 
 II 
 
 1872, 
 
 a 
 
 
 u 
 
 187.3. 
 
 i( 
 
 
 « 
 
 1874, 
 
 1, 
 
 
 (1 
 
 187.'), 
 
 It 
 
 
 <i 
 
 1876. 
 
 i( 
 
 
 (1 
 
 1877, 
 
 (( 
 
 
 i( 
 
 1878, 
 
 11 
 
 
 i( 
 
 1879, 
 
 11 
 
 
 (1 
 
 •1880, 
 
 (( 
 
 
 u 
 
 Rficuipts. Shipments. 
 
 9 -SI per cent 
 
 9-69 " 
 
 9-73 " 
 
 10-67 " 19'98 percent. 
 
 8-63 " 15-55 " 
 
 9-14 '• 16-87 " 
 
 8-75 " 14-12 " 
 
 8-72 " 13-53 " 
 
 7-Oy " 9-54 " 
 
 6-66 " 8-82 " 
 
 7-13 " 9-26 '• 
 
 the 
 
 The tigure.s for 1880, to which an asterisk {*) is prefixed, in the foregoing 
 table, only include the receipts and shipments at the several ports for the first 
 nine months of the year. They are not from olficial sources; but have been 
 so carefully collated, as to warrant the belief that they afford a fair approximate 
 statement for general comparison. A small increase in the por ceutages of 
 receipts and shipments is shown. It is believed that had the tenth month's 
 business for all the ports been included in the table on page 11, the per centages 
 for Montreal would have been decreased ; because the receipts and shipments 
 during October, at this port, for the past and present years, show the Ibllowing 
 unfavorable contrast : — 
 
 1879, 
 
 Receipts, bushels 3,976,126 
 
 Shipments, '- 3,671,150 
 
 1880. 
 
 Decrea.se. 
 
 .3.321,402 
 
 654,724 
 
 3,2.30,961 
 
 440,189 
 
13 
 
 'ill show an 
 3ar indicat. 
 r 1 878 was 
 1 per ceut. 
 e sea-board 
 r ()(' years, 
 ;a,se. The 
 
 :ent. 
 
 I foregoing 
 : the first 
 have been 
 proximate 
 iiitages of 
 b month's 
 r centages 
 shipments 
 following 
 
 INFERENCES FROM THE FOREGOING STATEMENTS. 
 
 1st. The current of traffic, say, of graiu for Great Britain, appears to flow 
 increasingly eastward without re-ard (1) to distance, and preferrintj; the longest 
 route ; (2) this preference being against the cheaper mode of transport by 
 the Welland Canal and Kiver St. Lawrence; and (3) a fair inference is, 
 (as shown on p. 7,) that railway transport is now much less expensive than 
 it was twenty or thirty yciars ago. To enable carriers by water, therefore, to 
 maintain a fair relative position, every impediment must be removed, and every 
 item of expense reduced. 
 
 2nd. The information tabulated in one of the statements (p. 7) shows, that 
 the great reductions in Canal freights and tolls, from time to time, during the 
 past quarter of a century, have not sufficed to increase, or even to maintain the 
 volume of traffic by the w:.ter route. 
 
 3rd. The re-imposition of full rates of toll upon merchandise passing 
 through the Canadian Canals in 1863, — (that is to say, the Order-in-Couneil 
 dated 19th May, 1860, which provided for a refund of 90 per cent, of the tolls in 
 certain cases, at Port Colborne, was rescinded before the opening of navigation in 
 I860,) — did not lead, for instance, to an increase iti the average rate of I'relght 
 on Wheat from Chicago to Montreal, — reductions being made^ari ^?assM both by 
 the Welland and the Erie. 
 
 4th. The opinion is entertained in Toledo, that the " cheapest route from 
 " thence to Liverpool, via Montreal, has additional advantages over the extra 
 " charges in Buflfalo and New York for transfer, and is a great protection to 
 '• western shippers." When the enlargement 01 the Welland Canal is finished, 
 and the removal or reduction of all encumbering tolls and charges is aeeomplished, 
 the advantages referred to may be realized. .Meantime, that opinion seems to be 
 practically confined to those who give expression to it, — as may bo inferred from 
 the table and remarks on pp. 9, 10. 
 
 5th. Wliatever means may be adopted with a view to increase the export 
 and imnort trade of the Dominion via the River St. Lawrence, it would seem 
 scarcely worth while to consider what effect, if any, would be produced by that 
 action upon east-bound freight from the Western States, other than that in which 
 Canadians may have a direct interest. 
 
 6th. The railway from Fort W^illiam, on Lake Superior, to Winnipeg and 
 Selkirk, — as well as 150 miles of the main line of the Canada Pacific, to the 
 westward of the latter point, — will be completed before Autumn, 1881, and 
 there is no good reason to doubt that the surplus grain-crop of Manitoba will 
 find its way by railway and the lakes, via the Welland Canal and the River St. 
 Lawrence to Montreal, — if not driven away by high rates of freight and other 
 charges. This alone ought to be sufficient incentive to endeavor to lessen or 
 entirely remove all the rates and dues that eaa be so dealt with. 
 
REPLIES TO THE INQUIRIES OF THE MINISTER OF 
 
 PUBLIC WORKS. 
 
 *•»-♦- 
 
 I. AND ll.-RATES OF FREIGHT AND CANAL TOLLS. 
 
 l8t. A Statoiuent showing tho compuiativo cost of tmnspoit via the Erie Canal and 
 the St. Lawrence Canals. 
 
 2n<l. The Tolls charged on both routes. 
 
 OmnAfio TO New Youk, 
 Via Buffalo. 
 
 Chicaoo TO New York. 
 
 Years, 
 
 1861 
 1862 
 1863 
 1864 
 1865 
 1866 
 1867 
 1868 
 1869 
 1870 
 1871 
 1872 
 1873 
 1874 
 1875 
 1876 
 1877 
 1878 
 1879 
 
 ^ c 
 
 8^ 
 8;! 
 9 
 
 10 
 
 10 
 
 10 
 
 10 
 
 10 
 
 10 
 
 10 
 
 i; 
 
 1 
 
 1 
 
 1 
 
 1 
 
 1 
 
 1 
 
 10 
 
 Ha 
 III 
 
 26 
 
 17 
 
 12.] 
 
 18 
 
 19 
 
 23 
 
 l.'S 
 
 13J 
 
 12 
 
 10 
 
 18 
 
 18 
 
 13 
 
 6i 
 
 6h 
 
 5 
 
 6 
 
 Jte ^ I 
 Ml/5 *> I 
 
 <"ts. 
 
 30 
 
 •J 4.1 
 
 25 
 
 22 
 
 26 
 
 23 
 
 25 
 
 24 
 
 25 
 
 16 
 
 17 
 
 17 
 
 13 
 
 11* 
 11 
 
 10 
 12 
 81 
 
 '3 
 ii 
 
 Cts. 
 
 271 
 
 26.\ 
 
 23 
 
 281 
 
 26-i 
 
 30 i 
 
 22' 
 
 23 
 
 23 
 
 17 
 
 20', 
 
 24', 
 
 19 
 
 14 
 
 lU 
 
 n 
 
 11 
 
 9 
 
 Vi 
 
 a OswEdo 
 
 ! ill 
 
 
 (Jts. 
 
 ('t»i. 
 
 .-.o.] 
 
 
 221 
 
 18 
 
 17 
 
 IS 
 
 2 4 
 
 18 
 
 27 
 
 18 
 
 30 
 
 20 
 
 1 8A 
 
 17 
 
 16 
 
 17 
 
 16.', 
 
 20 
 
 15 
 
 12 
 
 20 
 
 14 
 
 i 20 
 
 14 
 
 j 20 
 
 9 
 
 1 Hi 
 
 7o 
 
 II 10 
 
 »'> 
 
 7i 
 
 9 
 
 1 10 
 
 13 
 
 H 
 
 7 A 
 
 .... 
 
 .... 
 
 
 Ct8. 
 
 27 
 
 26', 
 
 22-J 
 
 28] 
 
 211 
 
 31] 
 
 22A- 
 
 23 
 
 231 
 
 18] 
 
 2lJ 
 
 23.1 
 
 15 
 
 12| 
 
 11] 
 
 13.t 
 13 
 
 Chicago to 
 
 Mo.NTREAL, BY 
 
 Schooner to 
 
 Kingston. 
 
 Through rates. 
 
 Cts. 
 
 26 
 16 
 
 18* 
 
 18^ 
 
 18] 
 
 I7i 
 
 17J 
 
 16 
 
 16 
 
 14i 
 
 21] 
 
 18J 
 
 12] 
 
 11 
 
 10 
 
 10 
 
 H 
 8 
 
 
 28 
 
 rtT3 
 
 ^ - 
 
 .ax: 
 
 fa 
 
 :^E 
 
EH OF 
 
 LS. 
 
 Canal and 
 
 L(iO TO 
 lEAL, BY 
 NER TO 
 !STON. 
 
 li rates. 
 
 
 O in 
 
 ^ - 
 ■C2 
 
 
 SB 
 
 U (4 
 
 "2 
 
 15 
 
 The foregoing table nhows the average of the rates nf fri-iglit in each 
 year since 1861 ; (\.) from Chic.igo to New York via Uuffalo and Eric 
 Canal; (2.) from Chicago to New York via 0-iwego ; and (3.) from Chicago to 
 Montreal via Kingston. The (tolurans showing highest rates by the U. S. water 
 routes are worthy of examination, — especially during the earlier years of the 
 period ; while the average rates by the three routes, has been largely in favor 
 of th^t via the River St. Lawrence, until within the past few years. It scarcely 
 needs to bo stated, however, that, whih' aiunigc rates for periods of years are 
 convenient criteria, they do not always afford sufficient data for conclusions 
 regarding particular seasons. It would be impossible to go into more detail 
 here, however. The average time of the trip of a graib -laden propeller from 
 Chicago to Montreal is less than is occupied by a loaded eai.Hl boat in passing 
 through the Erie Canal. 
 
 The rates of freight averaged in the table on p. 14 include the Canal Tolls, 
 — transfer charges at Kingston being also included in the rates to Montreal. 
 The full toll per ton of 2000 lbs., on Wheat, passing down the Welland Canal, 
 is 20o., or say ^c. per bushel of 60 lbs. When this rate is paid, the cargo is 
 entitled to pass free through the St. Lawrence Canals. This has been the 
 tariff rate for more than twenty years, — except when by Order-in-Council, of 19th 
 May, 1860, a refund of 90 per cent., in certain cases, was directed to be 
 made at Port Colborne, and free traffic was provided for on the St. Lawrence 
 Canals. The Order-iu-Council was revoked in 1863, as stated on p. 13, 
 
 The rates by the Erie Canal on a bushel of wheat transported from Buffalo 
 to Troy, in each season of navigation during nineteen years, were as follows : — 
 
 1861 
 1862 
 1863 
 1864 
 1865 
 1866 
 1867 
 1868 
 1869 
 1870 
 
 I'liKUillT 
 
 AND 
 
 Tolls alosb 
 
 WKHK. 
 
 i 
 
 Fkkioiit 
 Tolls 
 
 AND 
 
 ToUiS ALONK 
 WKRK. 
 
 V. in. 
 
 f. 
 
 C. Ill, f. 
 
 cf Ml. 
 
 f. 
 
 111. 
 
 1". 
 
 15 7 
 
 5 
 
 5 1 7 
 
 1871 
 
 12 6 
 
 2 
 
 3 1 
 
 
 
 15 8 
 
 4 
 
 6 2 1 
 
 1872 
 
 13 1 
 
 
 
 3 1 
 
 
 
 15 3 
 
 9 
 
 6 2 1 
 
 1873 
 
 11 5 
 
 7 
 
 3 1 
 
 
 
 18 7 
 
 8 
 
 6 2 1 
 
 1874 
 
 10 1 
 
 1 
 
 3 1 
 
 
 
 16 8 
 
 4 
 
 6 2 1 
 
 1875 
 
 8 
 
 1 
 
 2 
 
 7 
 
 IG 9 
 
 6 
 
 6 2 1 
 
 ; 187G 
 
 6 7 
 
 1 
 
 2 
 
 7 
 
 15 6 
 
 9 
 
 6 2 1 
 
 1 1877 
 
 7 3 
 
 9 
 
 1 
 
 3 
 
 15 (J 
 
 5 
 
 6 2 1 
 
 \ 1878 
 
 5 9 
 
 9 
 
 1 
 
 3 
 
 16 3 
 
 1 
 
 6 2 1 
 
 j 1879 
 
 
 
 : 
 
 3 
 
 U 2 
 
 2 
 
 3 1 
 
 1880 
 
 1 
 
 
 1 
 
 s 
 
 
 
16 
 
 No tolls are levied on any of t\n'. Ibllowiiiii; artiolt!-t wlicn transportfil on the 
 New York Canals: — 
 
 *Pork. 
 
 "Boef. 
 
 •Bacon. 
 
 "Cheese. 
 
 •Butter. 
 
 *Lard. 
 
 •Tallow. 
 
 •Wool. 
 
 •Live Cattle. Ho^jk, and Sheep 
 
 Cotton. 
 
 Tobacco, umiuuiiil'actur''il. 
 
 Hemp. 
 
 Clover and (IraHs Se<:d. 
 
 Flax Seed. 
 
 HopH. 
 
 DomcHtic SpiritH. 
 
 Oil ('like. 
 
 Uar and I'ig Luad. 
 
 DonicHtic WoollenH. 
 
 " Cottons. 
 
 Coffee. 
 
 The rate of toll that would he levied on the articles to which an asterisk (*) 
 is prefixed, on passing each way throujrh tlie Wtilland Canal, is 20c. per tou j the 
 rate upon the others is 40c. per ton. 
 
 
 1 1 1. -HARBOR DUES AND OTHER CHARGES. 
 
 3rd. A Statement showing the comparative cost of Harl)or Dues in Montreal, Ntnv York, 
 Philadelphia, Boston and Baltimore. 
 
 It may be stated liere, that the Council of the Jioard of Trade had the 
 questions of Pilotage, Towage, and Harbor Charges, under consideration more 
 than a year ago; and a report was made which contained an approximate 
 comparative statement of charges to a vess-el of 000 tons register, drawing l8 feet 
 water, inwards and outwards, as follows : 
 
 I'lLOTAOR TOWAOK. WhABPAWK. 
 
 Boston SR6.M7 ?<iO 
 
 '•*'■» ^o'" •"«" '■"' {.STotV 
 
 Philadelphia 162.no r.iO S3 per day. 
 
 Baltimore 162.00 150 Si per day, 
 
 Montreal 19.3. ."iO $450^1600 $4.50 per day. 
 
 Foreign ships pay a yearly tax of 30c. per ton register in the United States ports. 
 
 This general statement was necessarily partial, for the column of " Wharfage " 
 does not include ordinary charges to which all vessels are liable, owing to the 
 difficulty that was experienced in obtaining details. The particulars given on 
 pp. 17 to 23 inclusive, admit of very much fuller and specific comparisons. 
 
17 
 
 >a the 
 
 As supplementary to the taxes and dues levied at the ports referred to by 
 the Minister of Public Works the subjoined list shows the various items of 
 charge exacted by the Federal Government upon all vessels enga;:;ed in the foreign 
 trade on enieriug or leaving United States ports, — us provided lor by the 
 Customs aud Navigation Laws. 
 
 U. 8. Charges on Vesskls Inwakd. 
 
 Touiittgi- duties oii VesBels, in the luruigu trade, built in the 
 
 U. S., per toil register $ .30 
 
 Tonnage duties on Foreign Vessels, i»or ton register .50 
 
 Tonnage tax (besides the duty, in certain cases,) j)er Ion register ..30 
 
 Light-money, per ton register .50 
 
 Entry fee at Custom House, when cargo is tree goods 2.50 
 
 " '• '• when cargo contains dutiable goods 5.50 
 
 General Order .20 
 
 Each Jurat .20 
 
 Permits. To land Chronometer, Sails, kc .20 
 
 Unittd States Hospital Money. Charged on American Vessels 
 for each employe on board for their time of service 
 since date of last entry of Vessel in a U. S. port, — per 
 
 month .30 
 
 Post Entry 2.00 
 
 U. S. Commissioner's fees for paying crew, per man .50 
 
 U. S. Charges on Vessels Outward, 
 
 U. S. Commissioner's fees for 8hi[)piug crew, per man S2 .00 
 
 Charge for log-book and papers 3 . 00 
 
 Clearance from Custom House 2 . 50 
 
 Bill of Health 20 
 
 Crew Bond .40 
 
 Crew List certified .25 
 
 Shipping Articles .20 
 
 A communication recently received IVom the As.sistant-Secretary of the 
 Treasury of the United States, affords the following particulars from the Navigation 
 Laws, on the subject of " Tonnage Duties," which are worth recording here : — 
 
 ports. 
 
 ', 
 
 Sec. 4219.- Upon vessels which shall be enlercU in the United States from any foreign port or place 
 there shall be paid duties as follows : — 
 
 (/I.) On vessels built within the United .States but belonging wholly or in part to subjects of foreign 
 powers, at the r.ite of thirty cents per ton. 
 
 (d.) Uu other vessels not of the Untied States, at the rate oi fifty cents per tuu. 
 
 (V.) Upon every vessel nut of the United States, which shall be entered in one district from another district, 
 having on board ij;oods, wares, or merchand so taken in one district to be delivered in another 
 district, duties shall be p.tid at the rate of fifty cents per ton. Nothing in this section shall be 
 deemed in anywise to impair any rights or privileges which have been or may be acquired by 
 any foreign nation under the laws aiid treaties of the United States relative to the duty of 
 lounage on vessels. 
 
18 
 
 (H. ) <')n all foreign ve>isels which shall be entered In the United States from any foreign port or place, to 
 and with which vessels of the United States are not urdinarily permitted to enter and trade, 
 there i'.iali lie paid a duty at the rate of two dollars per ton ; and none of the duties on tonnage 
 abuve-nv, iilidiied shall be levied on the vessels of any tbrei^n nation if the President of the 
 United States shall be satisfied that the discriminating.' or countervailing duties of such foreign 
 nations, so far as they operate to the disadvantage of ttie United States have been abolished. 
 
 ic. I In addition to the tonn.'ige-duty above imposed, there shall be paid a tax, at tlie rate of thirty cents 
 per ton, on vessels which shall be entered at any custom-house within the United States from 
 any foreign port or place ; and any rig^'ti or privileges aci|uirtd by any foreign nation under 
 the laws and treaties of the United States relative to the duty of tonnage on vessels shall not be 
 impaired. 
 
 {f.) And any vessel, any oflFicer of which shall not be a citizen of tlie United States shall pay a ta-x of fifty 
 cents per ton. (See S 4131.) 
 
 Skc. 4220. — No vessel bclon T'ng to any citizen of the United States, trading from one port within the 
 United States t(j anolher port • ' the United States, or employed in the bank, whale, or other ti.sheries, 
 ^hall be subject to tonnage tax 01 duty, if such vessel be licensed, registered or enrolled. 
 
 Sf.c. 4221. -In cases of vessels making regular daily trips between any port of the United States and 
 any port in the Doniiuion of Canada, wholly upon interior waters not navigable 10 the ocean, no topn;ige or 
 clearance fees >hall be charged against such vessel by the officers of the United .States, e.xcept upon the first 
 clearing of such ve^^sel in each year. 
 
 Skc. 2793. — FJnrolled or licensed vessels engaged in the foreign and coasting trade on the northern, 
 northeastern and northwestern frontiers of the United .States, departing from or arriving at a port in one district 
 to o.' from a port in .mother <iistrict, and also touching at intermediate foreign ports shall not thereby become 
 liable to the payinent of entry uiul clearance tees, or tonnage la.x, as if from or to foreign ports; but such 
 vessels shall, notwithstanding, be required to enter and cleir. 
 
 Skc. 4223.— The tonnage duty imposed on all vessels engaged in foreign commerce shall be levied but 
 once within one year, and, when paid by such vessel, no further tonn.ige ta.x shall be collected within one year 
 from the date of such i.ayment. lint this provision shall not exlend to foreign vessels entered in the United 
 .States from any foreign port, to and with wiiicli vessels of the United States are not ordinarily permitted to 
 enter and trade. 
 
 Skc. 4224.— Ves.sels within pay tonnage duties once in a year, shall pay the same either at their first 
 clearance from or entiy at, according to ••riority, a custom-house in the United States in each calendar y"ar. 
 Nothing in this sectloTi shall be construed to prevent customs ollicers fro ; coUecling such tonnage duty at the 
 entry of vessels at their respective custom-houses duri'ig the calendar year if the same has not previously been 
 paid for such year. 
 
 Sec. 4225. — a duty of fifty cents per ton, to be denominated " light-money," shall be levied and collected 
 on all vessels not of the United .States, which may enter the ports of the United States. .Such light-money 
 shall be levied and collected in the same :^\anner and under the same regulations as the tonnage duties. 
 
 Site, 422(5. — The preceding .section shall not be deemed to operate upon unregistered vessels, owned by 
 citizens of the United .States, and carrying a sea-letter, or other regular document, issued from a custom-house 
 of the United States, proving the vessel to be .American property. 
 
 VesssL'/s enteri)ig from tx foreign port or plaCi\ — \. All merchant-vessels entered in the United States 
 from any foreign port or place, are subject to the payment of tonnage duty. They may be divided into two 
 principal cla.sses, namely : -Vessels of the United States, and ' essel.> not of the United States. Vessels of the 
 United States are those documented according to lav. I'licy pay 30 cent.^ per ton under paragraph e, § 4219, 
 e.xcept those any of whose officers are not citizens of the United States, which pay 50 cents |>er ton under 
 paragraph f. The officers of a vessel are, under tlie rulings of the Department, the master and mates, and, in 
 addition, tlie engineers and pilots, if a sieani-vessel. 
 
 n. — Vessels not of the United Slates may h,.- divided, in relation to the rates of tonnage duty, into five 
 classes : 
 
 1. Vessels built in the United States but belonging wholly or in part to subjects of foreign powers. 
 
 2. Vessels not built in the United States, and belonging wholly or in part to subjects of foreign powers. 
 
 3. Vessels wherever built, owned in whole or in part by subjects of foreign powers, which enter from a 
 foreign place where vessels of the United States are not ordin.irily permitted to enter and trade. 
 
 4. Vessels not built in the United States, but belonging to citizens of the United States, and provided only 
 with ? sea-letter, or other custom-house document proving the vessel to be .American property. 
 
 5. VesRsels witnout documents. 
 
 111. — Vessels of class i pay 30 cents per ton under paragraph a, § 4219, 30 cents per ton additional under 
 p.iragraph ?, and 50 cents per ton " light-money" under § 4225, making $1.10 in all. 
 
 Vessels of class 2 pay 50 cents per ton under paragraph b, 30 cents per ton additional under paragraph <•. 
 and 50 cents per ton " light-money " under § 4225, making $1.30 in all. 
 
 Vessels of class 3 pay $2 Jier ton under paragraph d, 30 cents per ton additional under paragraph c, and 
 SO cents per ton " light-money " under § 4225, making $2.80 in all. 
 
 Vessels of class 4 pay 50 cents per ton under paragraph b, and 30 cents per ton additional under paragraph 
 e, making 80 cents per ton ; and if the owner or master refuses to take the oath required by § 4226, 50 cents per 
 ton "light-mon;y " under § 4225 must be paid, making $1.30 per ton. 
 
 Vessels of class 5 pay the same as vessels of class i or 2, accordingly as they are vessels built in the 
 United States or not The collector must satisfy himself, by evidence presented, that the vessel 'vas built in the 
 United States, before admitting her to payment under class 1 at .*fi.io per ton, (No iiiipor ations can be 
 permitted in vessels of class 5. See 8 2597, Rev. Stat.) 
 
port or place, to 
 nter and trade, 
 ities on tonnage 
 President of the 
 i of such foreign 
 en abolished. 
 
 ; of thirty cents 
 ited States from 
 ;n nation under 
 isel.5 shall not be 
 
 ay a tax of fifty 
 
 port within the 
 other fisheries. 
 
 lited States and 
 1, no totinage or 
 t upon the first 
 
 n the northern, 
 rt in one district 
 thereby become 
 ports ; but such 
 
 II lie levied but 
 within one year 
 d in the United 
 ily permitted to 
 
 iier at their first 
 1 calendar y-ar. 
 lage duty at the 
 previously been 
 
 ied and collected 
 ich light-money 
 duties. 
 
 ssels, owned by 
 a custom-house 
 
 United States 
 vided into two 
 Vessels of the 
 graph e, S 42iy, 
 per ton under 
 mates, and, in 
 
 : duty, into five 
 
 n powers, 
 ireign powers, 
 h enter from a 
 
 id provided only 
 
 dditional under 
 
 ler paragiaph e. 
 
 <ra;4raph e, and 
 
 nder paragraph 
 26, 50 cents per 
 
 els built in the 
 •vas built in the 
 ir.ations can be 
 
 19 
 
 1. — Port of Boston. 
 
 The following are the rates and dues levied on sea-going vessels at this 
 port : — 
 
 Customs Entry — 100 tons and over, dutiable cargo $5 . 50 
 
 " '• free cargo 3.17 
 
 Custom Clearance — under license . 50 
 
 under register 1 . 50 
 
 foreign vessel coastwise 2 .00 
 
 " foreign 3.30 
 
 gl^T With reference to the foregoing particulars from local source.s, see the lint of U. S. Government 
 charges u/ion foreign vessels, as well as upon American vessels in the foreign trade, on 
 pages 17, IS. 
 
 Wharfage, Dockage — Vessels discharging cargo, or loading grain at 
 
 elevators, or other cargoes at the wharves, are 
 free froff wharfage. 
 
 Steamers, Ic. i)er day per ton register. 
 
 Sailing vessels over 200 tons register ^c. per ton 
 per day. 
 
 Lay-iJuys free from Dockage as follows . 
 
 Loading. 
 200 to 500 tons 20 d tys. 
 
 500 to 
 
 800 •' 
 
 800 to 1100 '' 
 
 1100 to 1500 '• 
 
 Over 
 
 1500 •• 
 
 25 
 
 i ( 
 
 35 
 
 i t 
 
 40 
 
 a 
 
 45 
 
 a 
 
 Discharging. 
 
 200 to 500 tons 7 days. 
 
 500 to 800 '• 10 " 
 
 800 to 1100 ■• 15 " 
 
 1100 to 1500 '• 20 " 
 
 Over 1500 •' 25 " 
 
 NoTK — The fon-going information is from an ■• Judex to the Port of Boston." Some explana- 
 tions and further information have lieen received from a reliable source ag 
 follows : — 
 
 Wharfage. — No chart^e for wharfage is made to the vessel ; — the shipper 
 or receiver pays it. When a vessel goes to a railroad 
 dock to discharge, the wi.^ifage is free on that portion of 
 the cargo which goes over the road ; — and the same rule 
 applies tq a vessel loading at a railroad dock ; that por- 
 tion of her cargo which comes over the road is free from 
 wharfage. In all cases where cargo is rtx-civod from, or 
 delivered to ligiiter or other vessel over side, while the 
 vcsst'l is at a \^harf, the goods so received or delivered 
 are subject 'o half- wharfage. 
 
 Particular Rates. — When the goods do not come over a railroad, to its 
 dock where the vessel is loading, the charges on 
 principal articles are as follows : — 
 
 Flour per brl 4c. 
 
 " per sack 2c. 
 
 Cheese, per box Ic. 
 
 Lird, per tierce 7c. 
 
 Bacon, per box Q\c. 
 
 Butter, per tub Ic. 
 
 Hay, per ton , . . . 40c. 
 
 Cattle Feed per bag 2c. 
 
 Cattle, per head 1 5c. 
 
 Sheep or Hogs, per head .... 4c. 
 
 N, B.— Cattle, sheep, and Live Stock, are invariably subject to wharfage, 
 whether coming over the railway or not. 
 
20 
 
 Grain-Trana/er and other Charyea. 
 
 (train in bulk, delivered by floating elevator, ^c. to l^c. per bushel. 
 
 '• loadiufi and trimming, per 1000 bush Sl.50to$2. 
 
 Hire of bags (to be returned to port,) each 05 
 
 Stowing and tscwing bagK. each 01 j 
 
 (Jelling (Lining) lor cargo, l^c. per bush. ; — should serve 
 
 for 3, 4, or 5 voynges. 
 Surveyor's Fee 310 . 00 
 
 2.— Pout of New York. 
 The following rates and dues are paid by all sea-going vessels : — 
 
 Quarantine Dues S6 . 50 
 
 Hospital Dues — for Cajjtaiu 1 . 50 
 
 for each Mate 1 . 00 
 
 for each Seaman 50 
 
 Health Officer 6 . 60 
 
 SX^' With rfferewe to the /ongoing particulara from local suurcea, see the list of U.S. Government 
 charges upon foreign vesseh, as well as upon Ajnerican vessels in the foreign trade, on 
 pages 17, 18. 
 
 Wharfage — All vessels of 200 tons and under, per ton. ... 2c. per day. 
 
 All vessels over 200 tons, 2c. per day for each of the first 
 200 tons ; and for each additional ton Ac. per day. 
 The owner, or lessee of a wharf may charge 5c. per ton per day, for all 
 merchandise left on his wharf, after 24 hours have elapsed from 
 the time of being landed or left there. 
 
 Harbor Master's Fee, from S3 to §24, according to size of vessel, — Iho 
 legal charge being lAc. per ton. 
 
 Ballast— tlischarging " 35c. per ton. 
 
 Loading, stone, f. o. b 60c. " 
 
 shingle, f. o. b 65c. '• 
 
 '• earth, f. o, b 50c. " 
 
 Giain-Transfer and other Charges. 
 Elevating — intosiugle-deck vessels, including trimming, j). 1000 bu. §7.00 
 
 into double-deck vessels, including trimming, p. 1000 bu. 8.00 
 
 Delivering in bags on ocean vessels, per 1000 bushels 6.25 
 
 '• •' coastwise vessels including trimming 2.50 
 
 Loading bags, per 1000 bushels 6.00 
 
 Hire of bags (to be returned to port,) per 100 bags 4 . 00 
 
 c;eiling (Lining) for Grain in bulk, per 100 bushels 75 
 
 8.— Port of Philadelphl\. 
 The charges j»aid by all sea-going vessels are as ibllows : — 
 
 Entrance Fee $2 . 60 
 
 Harbor Master 2.00 
 
 Surveyor's Fee 3.00 
 
 Manifest Stamp $1 to $2 
 
 With reference to the foregoing particulars from local sources, see the list of U.S. Government 
 rhargea upon foreign vessels, as well as upon American vessels in the foreign trade, on 
 pag(s 17, 18. 
 
 Clearance Fee $2.50 
 
 Bill of Health 20 
 
 Certified Manifest 20 
 
21 
 
 ?2. 
 
 Government 
 gn trade, on 
 
 \\. 
 
 Wharfage Duen on a Ship ,^4.00 p.,- day 
 
 " on a Barque, Brig, or Schooner 3.00 
 
 While, in a general way, these rates are correct, the following items are 
 more specitic :— Charges at the city wharves, from $2^ to §5 per 
 (lay; at the oil piers, S3. 50 per day for vessels under 300 tons • 
 M.50 on vessels between 300 and 500 tons; $5.50 on vessels 
 between 500 and 800 tons; §6.50 on vessels between 800 and 
 1000 tons ; and S7 for vessels of over 1000 tons. Rates at grain- 
 loading wharves do not exceed §2 per day,--at some wharves 
 free. 
 
 Spanish, Portuguese. Italian, Russian, and South American Ships pay a 
 sum of 3J2.50 in addition to charges for Pilotage. 
 
 Stone ballast— $1 .00 to $1 .50 per ton. 
 
 Orain-Tramfer and other Chargen. 
 
 Loatling Grain in bulk, per 1000 bushels $2.40 
 
 i^bags, ■■' 5_go 
 
 Hire of bags, (to be returned to port.) per 100 bags 3.00 
 
 Ceiling (Lining) for bulk grain, :|c. to Ic. per bushel. 
 
 Surveyor's Fee jq q^ 
 
 'Si 
 
 ill 
 
 all 
 )m 
 
 ho 
 
 )U. 
 
 00 
 00 
 25 
 50 
 00 
 00 
 75 
 
 50 
 
 20 
 20 
 
 Government 
 gn trade, on 
 
 4, — Port op Baltimore. 
 
 The following rates are levied on all sea-going vessels :— 
 
 Vessels with dutiable cargo pay as follows : 
 
 Customs Entry ?2 . 50 
 
 " Survey 3,00 
 
 " Permits .20 
 
 Vessels with duty-free cargo pay :— 
 
 Customs Entry $2 . 50 
 
 " Survey 67 
 
 With reference to the foregoing particulars from local sources, see the list of U.S. Government 
 charges upon Joreign ves^^els, as well as upon American vessels in the forevjn trade, on 
 
 Quarantine and Doctor's fees— Ic. per ton register. 
 
 Wharfage per day :—Ve8.sel8 of less than 400 tons «;i.25 
 
 400 to 600 tons 1.50 
 
 600 to 800 tons 1.75 
 
 800 tons and upwards . . 2.00 
 
 These rates apply to wharves owned or leased by individuals, where 
 cargoes of all descriptions are landed and shipped. At wharves 
 owned by the City or State, the rat.* is Ic. per ton register per 
 day; at the grain-elevator, SI. 50 per day for vessels up to 500 
 tons register, and S2 if larger ; at oil-wharves, $3.50 per day on 
 all vessels irrespective of size. 
 
 Ballasti-pischarging, perton, 20c. to 30o. 
 
 Loading and cost of earth or stone, per ton 50c. to 70c. 
 
»■■'. 
 
 22 
 
 Grain-Transfer and other Charges. 
 
 Elevating bulk grain, per 100 bushels 38c. 
 
 Trimming « per 1000 bushels j^l.SO 
 
 Stowing bags, per 1000 bushels .05 
 
 Bag-hire (bags to be returned to port,) per 100 3 . 00 
 
 Sewing bags, per 100 .50 
 
 Ceiling (Lining) for Grain in bulk, 1 Jc. per bushel ; the same 
 
 lining, with slight repairs, should serve for 4 or 5 
 
 voyages. 
 
 Surveyor's Fee 1 . 00 
 
 5. — Port op Montreal. 
 
 The following dues and charges are levied on all sea-going craft : — 
 
 Hospital Dues 2c. per ton register. 
 
 ♦ Police Dues 3c. " 
 
 Wharf Dues — Steamships, of 50 tons 
 register, and upwards, 
 per day , l Ac. per ton register. 
 
 « Sailing Vessels, of 50 tons 
 register, and upwards, 
 per day Ic. " 
 
 The Harbor Commissioners are authorized by an Order-in-Council, dated 
 19th April. 1880 to levy rates upon "all merchandise, animahs, 
 and things whatsoever, landed or shipped in the harbor." The 
 printed tariff contains an enumeration of nearly ,^00 items, to 
 Avhich specified rates are attached. The charges on two-thirds of 
 these are at the rate of 20c to 50c. per ton, viz. :— on 13 items, 
 20c. per ton; on 38 items, 25c. per ton ; on 80 items, 30c. per 
 ton ; on 28 items, 40c. per ton ; and on 19 items, 50c. per ton. 
 
 Wheat, Maize, Peas, Barley, Malt, are charged 25c. per 100 bushels ; and 
 Oats 15c. per 100 bushels. 
 
 It is also provided :— " On all goods, wares, and merchandise whatsoever, 
 " the quantity of which by weight, measurement, or other mode 
 "of estimate provided for in the tariff, cannot be conveniently 
 " ascertained, it shall be lawful for the Harbor Commissioners to 
 " levy a rate of ^ of 1 per cent, on the value thereof." 
 
 Grain-Transfer and other Chargex, 1880. 
 The Harbor Commissioners levy the following rates (as above-noted) : — 
 
 Upon Wheat Indian Corn, Barley, Malt, Peas, &c., per 
 100 bushels 
 
 Oats, per 100 bushels,. 
 
 25c. 
 15c. 
 
 • Trinity Dues— 5 p.ct. on all Pilotage— is a charge deducted from the pilotage 
 accounts, and is uudttrstood to go into the Fund for Decayed Pilots. 
 
2.} 
 
 TraDBfer rates by floating elevators an' ;— 
 
 Elevating, (one-half of which i« payable bv the reeeiving 
 
 vessel) per bush ". ^^. 
 
 Filling and sewing Grain-bags, each bag a,, f,, j,. 
 
 Hire of Grain-bags, including filling and sewing (to be 
 
 returned to port,) per l»ag , 4 1,,. 
 
 Through cargoes of grain by railway fiom the West for shipment ut 
 Montreal for Europe, are tiansfcTred from the cars, floated to 
 vessel in harbor, and put f. o. b, for a chartr,. of r]c. per hu for 
 all local expenses, which charge is usually included in the 
 through-freight rate.—Fr.-e storage for a term'of 10 davs is also 
 granted when required. 
 
 Storage of Grain cargoes— ]c. per bu, for first five days. 
 
 |c. per bu. for each of next three terms of five 
 days each respectively. 
 
 }c. per bu. for each succeeding term of 10 
 days. 
 
 Winter rate for the season (Nov. 1 to Mny ]5) 
 2^ c. per bu. 
 
 Charges for Lining (Ceiling) for Grain-cargoes :_ 
 
 Wooden Ships, per register ton 45 t„ «oc. 
 
 Iron Ships, which are not lined higher than the turn of 
 
 the bilge, per ton , 3,^ ^o lO,'. 
 
 The same lining, with occasional slight repairs, should 
 serve for tlu-ee or four voyages. 
 
 Steamers with water-ballast tanks, when tank covers are 
 clear, dry and caulked, require no lining 
 
 Port Warden's Fee iix t,. ■,■ 
 
 .T>4 to -16 
 
 Special Ratex and Charges, 1880. 
 
 Harbor Towages— I''or one tug ^^ (Ti. MO 
 
 For two tugs g2o 
 
 Ballast- Wharfage on 10c. per ton 
 
 Carting away 20c '• 
 
 Laid down alongside, when required 50c. " 
 
 Tallyman, when required, S2. 00 per day of 10 hours. 
 
 Watchman, •' .-2 . 00 for 1 2 hours. 
 
 Customs Officer— overtime when discharging, $2 . Ro per night. 
 
 Shipjiing-Master's Fee for British Vessels, for 
 
 each man shipped or discharged 50 cents. 
 
 Noting Protest, $1 . 00 :— Extending Protest, when required, $6 . 00. 
 
 Stevedore's charges for discharging inwards, and loading outwards ' 
 cargoes, are from 16c. to 20c. per ton. for both weight and 
 measurement. 
 
 
w.; 
 
 ill 
 
 H!! 
 
 24 
 
 IV.-REPEAL AND REDUCTION OF HARBOR DUES. 
 
 4th. 
 
 What reduction in Dues your Board would recommend, either as to Tonnage Dues 
 on Vessels, or Wharfage rates on Goods, in order to successfully compete with 
 the Ports ahove-mentioned ? 
 
 1. Through rates of freight for merchandise, for instance, from Great 
 Britain to Toronto and other points in Ontario, are practically the same, whether 
 the ocean carriage terminates at New York, Boston, or Montreal. There are no 
 wharfage rates imposed at either of the two former ports, on merchandise in 
 transit for inland points either in the U.S. or Canada, Wharfage rates at Montreal, 
 however, are a considerable item. Taking the keenness of competition in every 
 department of mercantile life into account, it is thought that an eifectual remedy 
 would be, to have all thene rates promptly rejyealed, for they weigh heavily on 
 the foreign commerce of the Dominion, and send freight past Canadian ships 
 and steamers into round-about foreign channels, to find cheaper access to cities 
 and towns in Ontario. 
 
 2. The following statement shows the operation of the tariff which the 
 Montreal Harbor Commissioners were, in April last, authorized to enforce (see 
 page 22 ;) and it demonstrates the necessity for reducing the dues : — 
 
 
 1878 
 
 1879 
 
 1880 
 To 1st October. 
 
 Sea-going tralUc : 
 
 Wharfage dues on Imports , 
 
 $59,216 
 10.3,046 
 
 884,207 
 / 67.644 
 } 41.975 
 ( 16,442 
 
 891,200 
 57,500 
 
 [ 54,800 
 
 do. Exports \ 
 
 do. Steamships 
 
 do. Sailing Vessels. .. ) 
 
 
 $162,262 
 
 :?2 10,268 
 
 8203,500 
 
 Local traffic: 
 
 Wharfage dues on Goods 
 
 88,190 
 18,497 
 25,473 
 
 .?6,648 
 17,625 
 22,891 
 
 ' 830,514 
 
 do. Barees 
 
 do. Steamboats, &c 
 
 
 
 $52,160 
 162,262 
 
 .S47.164 
 210,268 
 
 830,514 
 203,500 
 
 "f Town's 
 
 S214,422 
 
 8257,432 
 
 8234.014 
 
 
 
 The . . . i r- . uf in 1879 amounted to 8269,596; — the dues levied on 
 importtcl . ii ■ 1 merchandise, appear to have been 56-52 per cent, of that 
 
 income. If tiie auc;3 on the steamships and sailing vessels carrying the goods 
 were added, the burden imposed would bo about 66 per cent. The effect would 
 simply be, the addition of about $180,000 to the cost of the property carried to 
 
JES. 
 
 nnage Dues 
 mpete with 
 
 'om Great 
 0, whether 
 icre are no 
 handise in 
 Montreal, 
 n in every 
 lal remedy 
 heavily on 
 iian ships 
 s to cities 
 
 •which the 
 iforce (see 
 
 1880 
 liit October. 
 
 S9 1,200 
 57,500 
 
 54,800 
 8203,500 
 
 §30,514 
 
 830,514 
 203,500 
 
 8234,014 
 
 levied on 
 
 Qt. of that 
 
 the goods 
 
 Feet would 
 
 carried to 
 
 25 
 
 and from the port of ^fontreal, — which would have beon saved in the ports of 
 Boston, New York, Philadelphia and Baltimore. 
 
 3. The subjoined statement shows how wharfage charges affect steamships 
 and sailing vessels in the several Atlantic Ports, as compared with Montreal, 
 according to the rates cited on pages 10, 20, 21 an(i 22, — the example being 
 that of a 1,500-ton vessel: — 
 
 SteainNhips. Sailinif Vessels. 
 
 • Boston per day 815.00 8 7.50 
 
 New York. . . do 10., TO 10.50 
 
 Philadelphia, do 4.00 4.0(1 
 
 t Baltimore. . . do J. 00 2.00 
 
 Montreal. ... do 22 . 50 11.2.') 
 
 4. It is understood that, during the past ten years, the revenue from foreitrn 
 trafific averaged 74-37 per cent, of the total revenue, — the expenditure on harbor- 
 works in ten years being about $80,000 less than was spent in seven yeans upon 
 works in the river. The amount paid as interest on the Government loan in four 
 years was not much under §200,000, and on the Harbor debt in ten years 
 8840,000. The revenue, in ten years, from wharfage dues on sea-goini: vessels 
 was 81,738,600 ; — if the Harbor Trust were immediately relieved by Government, 
 and by the City of Montreal, from debt obligations, an immense reduction (say 75 
 per cent.) in wharfage dues might signalize the opening of navigation in 1881. 
 
 5. It will be observed that this suggested reduction does not affect revenue 
 from local sources ; such would very likely be increased by the influx of sea-going 
 vessels. In that case, the Harbor Trust could give attention to other reductions 
 and economies, ichich would soon make Montreal the chanpest port in the world 
 for the sea-going craft of all nations. 
 
 V.-RATES OF PILOTAGE. 
 
 ■•ith The Comparative coat of Pilotas^e at all the above mentioned Ports, and what 
 remedy your Board wonld propose in order to reduce the cost of this service 
 below Quebec, as also from Quebec to Montreal. 
 
 1. — Port op Boston. 
 
 The rates for piloting a, 600-ton sailing vessel, drawing 18 feet water, from 
 Boston Light (distance 9 miles from Boston proper) are : — 
 
 Inward, S3 . 80 per foot draft, $68 . 40 
 
 Outward, $2 . 75 " " 49.50 
 
 LI7.90 
 
 • For some exceptions to the rule in Boston harbor, see page 19, under the word " Wharfage.' 
 t For exceptions, see paratrraph near the foot of page 21. 
 
26 
 
 Pilotsgo ifl practically compulsory, both for steam and sail vessels ; — they generally 
 lay-to and wait for a Pilot, rather than incur risk without one. If a vessel is boarded 
 15, 20 or oven 25 miles outside of Boston Light, in summer, (say April to November,) 
 the Pilot is entitled to no more than if he had been taken within 100 yards of it. In 
 winter he is entitled to distJince-money. but must ^'o on board four miles beyond Minot's 
 Light, which is 9 miles further out than Boston Light, — the total distance being 22 
 miles. The distance-money for 18 feet draft would be $13.68, making the winter 
 rate $13i. j8. 
 
 All U.S. vessels, regardless of size, are < xempted from the neceesity .to engage a 
 Pilot when under coasting license. Vessels under 200 tons register, when sailing under a 
 register, may decline the services of a Pilot, and pay half pilotage. 
 
 2. — Port of Nrw York. 
 
 The charges for pilotinjz; a 600-ton sailing ve.tsel drawing 18 feet water from 
 Saudy-Hook to New York (a distance of 21 miles) are : — 
 
 Inward, $5 . 50 per foot draft, S99 . 00 
 
 Outward,. "iSd. 10 " 
 
 73.80 
 
 SI 72. 80 
 
 The distance from the Battery, (the southern point of the city.) to the bar, and over 
 it, at Sandy-Hook, is 21 miles. When the wind is fair. Pilots usually leave the vessel when 
 well over the bar; if the wind is ahead, they take the vessel to the light-ship, which 
 is 6 miles farther. 
 
 The sum of $4, is added to the rates inward and outward respectively, between Ist 
 November and 1st April. 
 
 Pilotage is compulsory for all foreign vessels ; but the Act regulating the service 
 provides that "no master of a vessel belonging to a citizen of the United States, and 
 " licensed and employed in the carrying trade by way of Sandy-Hook, shall be required 
 •' to employ a licensed Pilot." 
 
 3. — Port of Philadelphia. 
 
 The cost of pilotage from Philadelphia to the Capes of the Delaware (103 
 miles) for a GOOton sailing vessel drawing 18 feet water, would be: — 
 
 Inward, 84.50 per foot draft $81.00 
 
 Outward, same rate, 81 .00 
 
 600 
 
 $162,00 
 
 I. 
 
 Pilotage is compulsory for all vessels arriving from, or bound to, a foreign port. 
 Spanish, Portuguese, Italian, Russian, and South American ships have to pay $2.50 
 iu addition to the usual cost of pilotage. 
 
 
27 
 
 4. — Port of Baltimore. 
 
 The pilotage distance to Cape Henry is 177 miles. The charges to a 
 600-ton sailing vessel, drawing 18 feet water, are: — 
 
 Inward, i?6 jut foot draft, S90 .00 
 
 Outward, same rate, 
 
 . 90.00 
 ::<180.00 
 
 If a vessel is hailed outside tlie limit at the Cape, she must take a Pilot ; but if 
 inside on being hailed, it is optional with the master to do so or not. 
 
 Coasting vessels pay a yearly tiix of 6c. per ton, and are e.xempt from pilotage. 
 
 5. — Port of Montreal. 
 
 The pilotage charges to a 600-ton sailing vessel, drawing 18 feet water, when 
 towed, are as follows: — 
 
 Father Point to Quebec, 161 miles,— S3. 60 per foot. . ..$64.80 
 Quebec to Father Point,— S3 . 15 per foot, 56 . 70 
 
 S121.50 
 
 Quebec to Montreal, 150 miles, $2 per foot, S.36 .00 
 
 Montreal to Quebec, same rate 36.00 
 
 72.00 
 
 $193.50 
 
 It should be stated, that, from 10th to 19th of November, the rates from 
 Father Point or Bio to Quebec and return, are $4.60 and .$4.15 
 per foot draft respectively. The pilotage of a vessel of 18 feet 
 draft, towards the close of the season, would therefore be ,$229.50 
 
 It appears from the foregoing pilotage statement?, that the disadvantage to 
 Montreal, is very mucli more one of distance than expense. The rates are 
 all higher to other ports than to Montreal ; and the totals for the summer season 
 compare as follows : — 
 
 To and from 
 
 Boston 
 
 New York 
 
 Total 
 Mileage. 
 
 18 .... 
 
 42 
 
 Pilot.ige 
 Charges. 
 
 $117.90 
 172.80 
 
 (1 
 
 Philadelphia .... 
 
 206 .... 
 
 162.00 
 
 i< 
 
 Baltimore 
 
 3.''>4 .... 
 
 180.00 
 
 (( 
 
 Montreal 
 
 622 .... 
 
 193.50 
 
 1. It is suggested that when the system of telegraphic communication in the 
 Gulf and River St. Lawrence is completed, pilotage arrangements may be very 
 much simplified, and the services of Pilots be made more available than here- 
 tofore, and their numbers largely reduced. This may be effected by the establish- 
 ing of a station or stations, with which the masters of in-coming vessels could 
 communicate by use of the electro-signal service. 
 
28 
 
 2. The Pilot-Hervico ought to be an open one, — to which all competent men 
 8houlfl he a'liiiitff'd, and each IMIot allowed to reccnvo and liold all his own 
 earning". 
 
 3. No decp-scii pilotage oharges should be exacted from any vessel, upward 
 or downward, when in tow of a tug, the Master of which ia a duly licensed Pilot 
 of the flrst-class. 
 
 4. Rates of pilotage should be rodiiccd, and all int^fficiont or incapable men 
 removed from the Pilot rolls. 
 
 VI -THE TOWAGE QUESTION. 
 
 6(h. What remcily yoiir Dcifinl would propoKe to lessen the cost of T()W(i!j;e of Siiilinef 
 Vessels from Fatlier Toint to Qtiehec and from Quebec to Montreal. 
 
 Although rates of towage at other ocean-ports are not asked for by the 
 MiiNiSTER OF Public; Works, it has been conyidcu-ed worth while, as far as 
 practicable, to make a couiparison on a basis similar to that on which the 
 information about Pilotage has been given. 
 
 1. — Port of Boston. 
 
 The rates for towing a 600-ton vessel, drawing 18 feot water, from Ronton 
 
 Light to dock, and vice versa, are : — 
 
 luwiird, ?35 . 00 
 
 Outward, 35.00 
 
 STO.OO 
 
 If a vessel takes a tug outside of Boston Light, inwards, — or is towed outward 
 beyond that Light, — the additional service ia a matter of agreement between the vessel 
 and the tug. 
 
 2. — Port op New York. 
 
 A fiOO-ton vessel may be towed at the following rates : — 
 
 Inward S35.00 
 
 Outward, 35 .00 
 
 $70.00 
 
 Masters of vessels make bargains with tug-boats to tow in ncoordance with the 
 neceRsities of the case. Sometimes, wind and tide favoring, the tug leaves the vessel at 
 the Narrows, which is 6 miles from the Battery ; — with wind and tide unfavorable, the 
 tug will go 15 to 20 miles. 
 
 " There are no legal rates established for towing, the charge depending on distance. 
 " state of weather, and size of vessel. In favorable weather, a vessel of 300 or 400 tons 
 " can be towed in for §30 ; 600 tons, $35 ; 1000 tons, ,S45, and if the vessel knows 
 '< where she is to be docked, this is included. //' the vessel is, for any reason, obliged to tise 
 " steam to come in, much higher rates are required. Outward towage is governed by the 
 " same rules." 
 
29 
 '.i. — Pout of Piulademmiia. 
 
 The chargefl for towing a 600-ton vessel, drawing 18 feet water, from tlie 
 Capes of the Delaware to the city, a diistance of 103 miles, would be : — 
 
 luwunl, 5Uc. pfi- niilu $61 .60 
 
 Outward, 75(.'. ptr mile 77.25 
 
 S!128.76 
 
 Suniiuer rates aio by agiefineut. lnwunl-lxnuul craft frequently sail up to Reedy 
 Ifiland, which is 46 uiiles from the city, and tliure take steam. It in not usual for outward 
 vesHels to tow below Reedy Island. In that case the towage would only cost $57.56. 
 
 The tug-boats on the Delaware River are said to be the most powerful in the world, 
 being each of about 2,riO0 liorso power. 
 
 Bo.'ston 
 
 4. — Port or Baltimore, 
 
 Towage charges on a GOO-ton vessel, 18 feet draft of water, from Uape Heurj 
 to Baltimore, 177 miles, would bo: — 
 
 Inward $142.00 
 
 Outward, 142.00 
 
 i«284.00 
 
 5. 
 
 -Port of Montreal. 
 
 It would be misleading to (luote rates of towage here, as in the forcoioL' 
 examples ; lor tlio simple reason that though tow-boat officials sometimes refer to 
 the " regular tariff," there is practically no recognized tariff of rates for tug-boat 
 service in the Gulf and liiver St. Lawrence. There seems to have been one, 
 however, bearing date 187'!; because the Canada Shipping Company framed a 
 list'of charges for season 1880, for the services, when required, of their tug " Lake," 
 the terms being mentioned as 50 per cent, less than those of 1874. According to 
 that reduction a GOO-ton vessel, drawing 18 leet water, would be charged 4Ge. per 
 ton for fir.st-class service, from Quebec to Montreal, or S27G for the trip, (the 
 downward rates by both tariffs being 25 per cent, less.) while the charge under 
 the regime of 1874 would presumably be 8552. But there • as in 1876, a 
 towage tariff issued by "Opposition Tow-Boats," according to which the rate for 
 a vessel as above, was 91c. per ton, or ^546 up from Quebec. The difference 
 between the supposed-to-be regular tariff of 1874, and the one of 187G, was so 
 small as to lead to the belief that the opposition was of a very nominal kind, 
 —serving only to mislead unsuspecting ship-masters. The above-mentioned 
 Company's rate from Father Point to Quebec is $175, or S306.25 both ways. 
 
80 
 
 6. — How THE Towage Business ir Worked. 
 
 ?!,:{ 
 
 The towinu'-sorvice in thu Kivt'i- and Gulf of St. Lawrence lias been charac- 
 terized as inefficient, — it hein;; allcued tiiat tlu-re are .steamer.s of ono kind and 
 another (^njiaj^ed in it, that were n(»t orijiinally intended for that sort of work, 
 and whicli, a.s mii;ht be expected, are poorly adapted for it. The tariff ratCvS 
 cliarged, too, are exorbitantly hi^h, the mode of exactini,^ them is arbitrary and 
 irregular, often oppressive — it seeniintr to be the settled belief of tow-boat oruani- 
 zations, that the cdinuierce of Canada's Great Water-Highway iniist afford them 
 revenue. ■•'■ 
 
 A number of detailed lists have been obtained of vessels, — showini;' tonnaj^e, 
 draft, rates of eharue, ^c, vVe., — towed for varyinj; distances between Bic and 
 Quebec up to .Montreal, and return, in the seasons of navigation 1S78, 1879 and 
 1880; — and they indicate how inconsistent and ine(juitable arc the rates levied. 
 It would unnecessarily .swell this answer, to give the lists hore-ref'erred-to in full ; 
 but the fiillowiug brief r<f.sK»i^ of .some of them may be sufSeiently explicit. 
 
 Si'dtioti of' Niivigntion, 1878. — Out of one list of 24 vessels towed up to 
 Montreal and back t<t Quebec, the sum exacted in four instances was 8550, the 
 tonnages being respectively 80li, 840, (>!)0, and 349. Four vessels paid §500 each, 
 the respective tonnages being 744, 699, 739, and 388. Four vessels paid 8300 
 each, the respective tonnages being 633, 398, 490, and 288. A vessel of 633 
 tons paid 8285, and one of 414 tons paid 8212. 
 
 Season of I^dvigatioii, 1879. — Out of one list of 14 vessels, one of 510 
 tons paid 8811.45; — one of 813 tons paid 8500; — 8450 was paid for one of 
 729 tons;— 8440 for S30 tons;— 8425 for 628 tons, and 8195 for 521 tons. 
 
 iSeason of Xitvigution, 1880. — Out of 14 vessels, the amount exacted in 
 two instances was 8500 each, the tonnages respectively being 871 and 872. The 
 sum of 8450 was paid for 787 tons ;~8400 eaeli for 729, 364, and 354 ;— 8350 
 for 769;— $330 for 396;— 8250 for 237 ;— §230 for 147.:— and 8225 for 249 
 tons. 
 
 Further /or 1880. — A banjue uf 1(M)0 tons paid 8600 f'jr towage irom 
 below Quebec to Montreal and return; while a ship of 1135 tons had to pay 
 
 • A well-informed person at Quebec, writes somewhat roughly, under date 20th 
 September, as follows: — 
 
 "The Tariff made by the Beaver Lino, is just one-half of that for 1876, but wo 
 " don't even get that for four-fifths of the vessels. There have been seven vessels taken up 
 "this year, that have paid full tariff; but that was caused by the ignorance of the Masters, 
 "and the unblushing lying of Agents, which some of the Tng-owners keep for the pur- 
 "pose. Several of us have given orders not to take Montreal vessels at the low rates 
 "current, — but to give Quebec vessels a preference in all cases. The detention of Pilots 
 "up and down, expenses in current, and moorages in harbor, have rendered the business, 
 •' at current rates, a losing one." 
 
 
81 
 
 81,325. In the latter instance, the Mantcr was on his first trip to tho Ilivor 
 St. Lawroiice ; and ho imaj^inod the matter was all right when, without stating 
 any sum, the official on the tug said he would be towed up for ]H) per cent, le^s 
 fhnn the tari(f' rate ! A bar(|Ur of 770 tons was charged $250 ; while another ot" 
 5(t(i to!»s had to pay SH1(» tor like scrvicv. A hrigantine of 508 tuns recently 
 paid Sf-l)0 from beluw Quebec tu Montreal and return; tiie same Agents having, 
 in 1K7!', a barijue id" 510 tons which had to pay more than three times that 
 amount tor similar .service. A tug offered (u take a vessel up to Montreal 
 and back td Quebec tor 8450, — tu which tlm Captain as.sented, on condition 
 that it' his Agent at the latter jmrt had made any arrangement, In- should 
 not be re(|uired to pay more than the Agent had bargained for. On arrival it 
 was found that an agreement had been made tor 8M0O. 
 
 The vessels which sutler most are those which come into the St. Lawrence 
 trade for the first time ; and their experience is often so hard and cheerless that 
 they never return. The greatest perplexity and annoyance; experienced by 
 owners of toniuige' in Europe are believed to arise mainly from the unci-rtainty of 
 towage expenses; and there cau hardly be a doubt that this keeps away many a 
 ship from Montreal, giving color to the exaggerated reports which have gained 
 credence respecting exorbitant charges of every kind to which all vessels are 
 subjected. 
 
 7. — SuaOESTIONS TOWARDS A KeMEDY. 
 
 1. Hates of towage should be reduced to a minimum, and the Harbor 
 Trust of Montreal might be empowercid to provide towage facilities, at not more 
 than cost of service. 
 
 2. Or, a Company with suitable vessels, might be subsidised for the 
 purpose of procuring strict adherence to rates under cost to vessels, 
 
 ii. Or, it might be worth consiciering, whether the service should be left 
 open to competition by all tow-boats that may be Uccnscd as to their iitness, and 
 to be governed by a uniform taritf of rates, which shall be maxima. Vessels 
 towed could be left, during the busy season, in Hoclielag.i Bay. until there is 
 berth-room, — aud then brought up by the chain-tug, and docked by a harbor-tug, 
 at fixed rates, which should be deducted from the tow-boats' accounts. 
 
 4. The Captain of all tug-boats should be ll-.dnsed Pilots. 
 
 5. For the prevention of any possible over-charge, all rates for towage 
 might be made payable at the Office of the Harbor Trust. 
 
ADDITIONAL INFORMATION. 
 
 RATES OF OCEAN FREIGHT. 
 
 There is a current theory that the larger the vessel the less the cost of 
 transport. As regards the Upper Lake Trade, the President of the Jiuffalo 
 Board of Trade has put the case thus: — 
 
 " At the same rates a vessel carrying 60,000 Burfhels of corn makes a profit of §740 
 ()U the round trip from Chicago ti) Buffalo and return, where a vessel v,arrying 21,000 
 Imshels gains bu*^^ S83. 30, the rates in this case being 2 cents per bushel for corn and 
 $1 .00 per ton for coal (carried on tiie return trip), giving to each vessel the same pro- 
 j)ortionate return cargo. Calling the rate 4 cents per bushel for corn and SI. 00 per ton 
 for coal, the smaller vessel would gain S743.50 while the larger one would show ?2,5-10 
 on the profit side of the ledger." 
 
 Writing to the Secretary, under date 2nd JSovemher, 1874, the lute 
 Hou. John Young, then Chairman of the Montreal Harbor Commission, 
 said : — 
 
 " The effect on the cost of outward freight, by the deepening of the channel to 20 
 feet, and employing the large ship, has been to reduce freight 33j per cent., compared 
 
 with the rates current previous to the improvement ot the channel The Harbor 
 
 Corami.ssioners believe that the cost of ficight will thus be diminished, and, as a conse- 
 ijuouce, that the value of what is exported will be increased to the producer, and imports 
 cheapened to the consumer." 
 
 Only a day or tv " before Hon. Mr. Young's decease, he requested that a 
 statement of ocean freight-rates at Montreal should be prepared, — going as far 
 back as the record of the Corn Exchange Association would admit of, — he being 
 of opinion that the quotations would show a continuance of the reduction. 
 
 Since then a good deal of labor and care have been expended iu arranging 
 a table of average rates of Ocean freight for heavy Graiu to liiverpool, by 
 steamships and sailing vessels, for each month and for each year irora 18G1 to 
 1879 inclusive, — see next page. 
 
38 
 
 ie cost of 
 e liuffalo 
 
 fit of S740 
 ing 21,000 
 r corn and 
 same pro- 
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 low S2,r)40 
 
 the late 
 iumisi<ion, 
 
 U)i;l to '20 
 compared 
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34 
 
 ili 
 
 'i^ 
 
 
 The average annual rates for steam and sail are shown in the last column. 
 Separating these yearly averages into two periods of nine years each, — the first 
 one (1862 to 1870,) gives an average rate of 5«. Id. Stg. per 480 lbs. for sail- 
 craft, and Gs. Gd. for steamships, — the averages for the second (1871 to 1879,) 
 being respectively 5.s. lie?, and los. '6d. These results show an increase of 4d. 
 for sail-craft, during the last period, but a decrease of Sd. for steamships. It 
 would appear, therefore, that, on the foregoing theory, all the advantages of 
 larger vessels have not yet accrued to Montreal exporters. There can be no 
 doubt, however, that the greater tonnage of the vessels employed in the regular 
 grain-carrying trade of the River St. Lawrence (especially of steamships) in 
 later years, has given facilities for vastly more rapid transportation of larger 
 
 cargoes. 
 
 A remark made elsewhere, regarding freight-rates on inland waters, may be 
 repeated here, viz., that while averages for periods of years are convenient criteria, 
 they do not always afford sufficient data for conclusions. The tables on pp. 35 
 and 36, will enable the enquirer to ascertain the rates of ocean-freights on one 
 day in each week during the seasons of summer navigation in 1878 and 1879, 
 at Montreal, Boston, New York and Baltimore ; while a table on page 37 affords 
 data for comparing rates once a week at New York and Montreal, in the present 
 year (1880). 
 
36 
 
 last column. 
 1, — the first 
 lbs. for sail- 
 1 to 1879,) 
 rease of 4d. 
 mships. It 
 i vantages of 
 3 cau be uo 
 the regular 
 amships) iu 
 on of larger 
 
 ters, may be 
 tent criteria, 
 les on pp. 35 
 eights on one 
 '8 and 1879, 
 Tc 37 aflfords 
 a. the present 
 
 Comparative Rates from Montreal and Boston to Liverpool for two yenra. 
 
 Datk. 
 
 Jan. 
 
 II 
 <, 
 II 
 II 
 
 II 
 II 
 II 
 
 March 7 
 " 14 
 " 21 
 28 
 4 
 11 
 18 
 25 
 2 
 
 3 
 10 
 17 
 24 
 31 
 
 7 
 14 
 21 
 28 
 
 II 
 
 April 
 (I 
 
 May 
 
 li 
 
 II 
 II 
 II 
 
 June 
 
 II 
 
 II 
 
 K 
 
 July 
 
 II 
 
 II 
 (I 
 
 Au?. 
 i< 
 II 
 
 Sept. 
 II 
 
 (I 
 
 II 
 
 Oct. 
 « 
 
 (I 
 
 II 
 II 
 
 Nov. 
 (I 
 
 <[ 
 II 
 
 Dec. 
 
 « 
 
 9 
 16 
 23 
 30 
 
 i> 
 13 
 20 
 27 
 
 4 
 11 
 18 
 25 
 
 1 
 
 3 
 15 
 22 
 29 
 
 5 
 12 
 19 
 
 2r, 
 
 3 
 
 10 
 17 
 24 
 31 
 
 7 
 14 
 21 
 28 
 
 5 
 12 
 19 
 26 
 
 1878. 
 
 MONTRBAL TO LIVERPOOL. 
 Per 480 lbs. 
 
 Sail. 
 
 S. (1. 8. 
 
 .... fd) . 
 
 K 
 II 
 
 O 
 
 5 
 
 
 
 II 
 II 
 
 II 
 <i 
 
 " 5 
 3 " 5 
 3 '•■ 5 
 
 5 9 " 6 
 5 9 '• 6 
 
 .... " 
 
 II 
 
 6 " 5 
 
 6 '• 5 
 
 " 4 
 
 " 5 
 
 " 4 
 
 " 4 
 
 3 '■ 5 
 
 6 " 5 
 
 6 •' 5 
 
 " 5 
 
 3 '• 4 
 
 " 5 
 
 4 
 
 6 " 5 
 
 
 
 5 
 
 " 5 
 
 6 
 
 5 
 
 6 " 6 
 
 
 
 6 
 
 6 " 7 
 
 
 
 • • 
 
 II 
 • • 
 
 
 3 
 
 II 
 
 _: '1 
 
 
 ■r3"3 
 
 is " 
 'A (I 
 
 Steam. 
 
 .s. d. s, fi, 
 9 Ofcb .... 
 
 ii 
 
 li 
 II 
 
 " 
 
 ...' II 
 
 s •• •• 
 II 
 
 li 
 
 II 
 
 11 
 
 • • • • 
 
 • • • • 
 (I 
 
 o 
 
 5 
 c 
 
 -A 
 
 II 
 (I 
 (1 
 
 " 5 
 3 '< 5 
 3 « 5 
 6 " 6 
 9-6 
 9 " 6 
 6 " 6 
 5 9 " 6 
 6 " 6 
 6 '' 5 
 6 '• 5 
 6 " 5 
 " 4 
 " 5 
 " 4 
 " 4 
 3 '•' 5 
 6 " 5 
 6 " 5 
 
 4 3 " 4 
 
 5 '< 5 
 5 " 5 
 5 '< 5 
 5 •' 5 
 
 6 
 3 
 3 
 3 
 6 
 5 " i") 6 
 
 5 6 " 6 
 
 6 6 " 7 
 
 li 
 • • • • • • * • 
 
 .i 
 c • • • • 
 
 O • li 
 
 € 
 
 BOSTON to 
 LIVERPOOL 
 \x (iO lbs. 
 
 Stram, 
 
 a. 
 8* 
 
 9 
 
 9 
 
 9 
 10 
 10 
 10 
 
 9 
 
 9 
 
 8 
 
 7 
 
 7 
 
 6 
 
 i 
 
 6.1 
 
 7' 
 
 7 
 
 7 
 7 
 7 
 
 n 
 n 
 n 
 n 
 
 6| 
 
 H 
 
 6 
 6 
 6 
 6 
 6 
 7 
 
 8 
 
 n 
 
 7 
 7 
 7 
 7 
 6 
 5^ 
 
 1879. 
 
 MONTKRAL TO LIVERPOOL. 
 Per 480 Ih.s. 
 
 Sail. 
 
 3 
 2 
 
 2 
 
 2 
 
 3 
 
 3 
 
 3 
 
 2 
 
 3 
 
 3 
 
 5 
 
 5 
 
 5 
 
 5 
 
 4 
 
 5 
 
 5 
 
 5 
 
 5 
 
 II 
 
 II 
 
 li 
 
 ii 
 
 II 
 
 II 
 
 II 
 
 II 
 
 II 
 
 li 
 
 * • 
 II 
 
 . .. " 
 
 . . . '' 
 
 . . " 
 II 
 
 3 " 
 6 " 
 
 Ii 
 
 9 " 
 9 " 
 3 " 
 3 " 
 " 
 9 « 
 " 
 9 " 5 
 '■ 5 
 " 
 •• 
 " 
 6 " 
 " 
 3 " 
 3" 
 9 " 6 
 
 II 
 
 II 
 
 . " . 
 
 . " . 
 
 II 
 
 II 
 II 
 I, 
 
 6 
 6 
 6 
 5 
 .') 
 6 
 6 
 
 
 6 
 
 
 
 
 
 3 
 
 3 
 
 3 
 
 
 
 3 
 
 
 
 9 
 
 
 
 
 
 
 
 
 
 9 
 
 
 
 
 
 6 
 
 Stkam. 
 
 8 
 8 
 6 
 6 
 6 
 6 
 6 
 6 
 6 
 6 
 G 
 6 
 6 
 6 
 6 
 
 4 
 3 
 3 
 3 
 2 
 2 
 2 
 2 
 3 
 3 
 3 
 2 
 3 
 
 il. s 
 Ofd) 
 " 
 6 " 
 
 6 " , 
 
 6 « , 
 
 6 '• . 
 
 6 " . 
 
 6 " . 
 
 6 " . 
 
 6 " . 
 
 6 •' . 
 
 6 " . 
 
 6 " . 
 
 6 " . 
 
 6 " . 
 (1 
 
 5 
 5 
 5 
 
 4 
 5 
 5 
 5 
 5 
 6 
 6 
 
 ( 
 
 7 
 G 
 6 
 6 
 6 
 
 
 
 
 
 
 6 " 
 6 « 
 6 " 
 3 " 
 6 " 
 6 " 
 9 " 
 9 " 
 3 " 
 3 " 
 '• 
 9 " 
 " 
 
 O .1 
 
 " 
 " 
 " 
 " 
 G " 
 '< 
 3 " 6 
 3 " 6 
 9 « 
 (I " 
 " 
 " 
 G " 
 6 " 
 6 " 
 " 6 
 " G 
 " 8 
 •< 8 
 '• 7 
 C " 7 
 " 7 
 
 6 
 6 
 
 7 
 7 
 8 
 7 
 7 
 
 3 ! 
 
 n I 
 :-i i 
 " i 
 
 
 
 
 (I 
 
 fl 
 
 
 
 G 
 6 
 
 ^' 
 
 nl 
 
 G 
 
 6 
 G 
 6 
 6 
 6 
 
 
 
 BOSTON to 
 llVFRPfiOl 
 
 p. fill lbs. 
 
 Stram. 
 
 il. 
 
 5 
 5 
 
 5.i 
 
 5i 
 
 H 
 
 6 
 6 
 
 5^ 
 H 
 
 H 
 
 ^1 
 
 5 
 
 5 
 
 5 
 
 5 
 
 5 
 
 5 
 
 5 
 
 5 
 
 5 
 
 4 
 
 4 
 
 3 
 
 6 
 
 7 
 
 fl 
 
 8 
 
 8 
 
 7 
 
 7 
 
 6 
 
 6 
 
 7 
 
 ^ 
 u 
 
 8| 
 
 9 
 
 8.1 
 
 8 
 
 8 
 
 I 
 
 6 
 
 6 
 
 6 
 
 6 
 
 4i 
 5 
 
 I 
 
36 
 
 Coinparntivc Rates frovi New York and Baltimore to Liverpool for two years. 
 
 
 
 
 1878- 
 
 
 1879. 
 
 Hatk. 
 
 
 Nkw 
 
 VORK 1 
 
 Bai.ti.more 
 
 Nkw 
 
 VORK 
 
 Baltimork 
 
 
 
 To LlVKRl'OOI,. 
 
 To LivKiirooi.. 
 
 To lilVKRPOOL. 
 
 To LiVKRPOOL. 
 
 
 
 PerUOllw. 
 
 Per fio U.S. 
 
 For CO llw. 
 
 Per GO lbs. 
 
 
 
 Steam. 
 (1. 
 
 Sail, 
 d. 
 
 Stcairi. 
 (1. <1. 
 
 StBani. 
 .1. 
 
 Sail.- 
 
 c1. 
 
 Steam. 
 d. 
 
 .Jaiiniirv 
 
 ?, 
 
 9.1 
 
 8* 
 
 11 fa> 114 
 
 5i 
 
 • • • • 
 
 6 
 
 It 
 
 10 
 
 10 
 
 81 
 
 10:i fa) 11 
 
 6 
 
 • ■ • ■ 
 
 n 
 
 II 
 
 17 
 
 n 
 
 8 
 
 11 fcD lU 
 
 5i; . 
 
 > ■ • • 
 
 H 
 
 II 
 
 21 
 
 9.', 
 
 7:i 
 
 11 rci) U\ 
 
 61 
 
 6 
 
 7 
 
 II 
 
 31 
 
 9l 
 
 7i 
 
 11 
 
 ^4 
 
 6 
 
 n 
 
 Foliniaiy 
 
 7 
 
 9i 
 
 Ii 
 
 11 
 
 5'} 
 
 51 
 
 8 
 
 11 
 
 14 
 
 lo' 
 
 n 
 
 11 ! 
 
 G 
 
 5 
 
 6| 
 
 II 
 
 21 
 
 9 
 
 7,i 
 
 11 
 
 6 
 
 54 
 
 6'j fa) 7 
 
 4t 
 
 28 
 
 8 
 
 7^ 
 
 lO.V ^11 ' 
 
 6 
 
 54 
 
 7.i 
 
 Martli 
 
 7 
 
 7^. 
 
 7 
 
 lo" fa) 104 1 
 
 6.1 
 
 54 
 
 74 
 
 II 
 
 14 
 
 «!■( 
 
 64 
 
 H ' \ 
 
 ^ 
 
 5^1 
 
 74 
 
 II 
 
 21 
 
 Q'i 
 
 4 
 
 9 fa) 9^ \ 
 
 6 
 
 54 
 
 74 
 
 ii 
 
 28 
 
 7 
 
 c, 
 
 9 Id) 9;] 
 
 i S:l 
 
 5:1 
 
 6^ ra 7 
 
 April 
 
 4 
 
 8] 
 
 7^ 
 
 9 
 
 1 5:1 
 
 5J 
 
 6:1 
 
 It 
 
 11 
 
 8 
 
 7 i 
 
 8| 
 
 i 6 
 
 5:1 
 
 n ra) 7J 
 
 (1 
 
 18 
 
 7 
 
 64 
 
 81 f8) 81 1 
 
 1 6 
 
 5:1 
 
 7 fSi 7^ 
 
 (. 
 
 25 
 
 7.1 
 
 7" 
 
 8.1 
 
 : 6.1 
 
 5^ 
 
 6:i 
 
 HI ay 
 
 2 
 
 8i 
 
 8 
 
 9 1 
 
 51 
 
 5f 
 
 6} 
 
 K 
 
 9 
 
 8 
 
 7 
 
 9' fa) 9.] 1 
 
 5.1 
 
 
 6\ fS) 6i 
 
 II 
 
 16 
 
 8 
 
 7 
 
 8'J fed 9 j 
 
 51 
 
 5 
 
 G\ fa) 64 
 
 II 
 
 23 
 
 7:1 
 
 6.', 
 
 8 ^ 84 ! 
 
 5i 
 
 5 
 
 6 
 
 a 
 
 30 
 
 8 
 
 7' 
 
 8 " ! 
 
 ! 5,; 
 
 5 
 
 6 
 
 June 
 
 (J 
 
 «] 
 
 
 ^i : 
 
 ' 51 
 
 5 
 
 5 
 
 II 
 
 13 
 
 8.! 
 
 
 S'i ffi) 9 ' 
 
 i 5 
 
 41 
 
 44 fS) 6 
 
 II 
 
 20 
 
 8.i 
 
 7' 
 
 9 ! 
 
 ; 4:1 
 
 4^ 
 
 6 asked 
 
 ii 
 
 27 
 
 7:i 
 
 71 
 
 8:J fa) 9 
 
 41 
 
 4} 
 
 4^4^ 
 
 July 
 
 4 
 
 7 
 
 
 8| ^ 8^ 
 
 4 
 
 4{ 
 
 4 fa) A\ 
 
 II 
 
 11 
 
 7 
 
 > . . . 
 
 81 fa) 8J 
 
 5 
 
 4} 
 
 5 
 
 11 
 
 18 
 
 6:,' 
 
 .... 
 
 7 
 
 6.', 
 
 
 7 fd) 7^ 
 
 II 
 
 25 
 
 6 
 
 5 
 
 3 
 
 74 
 
 • • • • 
 
 74 fci) 8 
 
 August 
 
 1 
 
 r-i 
 
 6 
 
 8 
 
 : 71 
 
 ■ • • * 
 
 8] fa) 8f 
 
 II 
 
 8 
 
 8 
 
 6 
 
 8 
 
 ^ 8i 
 
 .... 
 
 8} fU) 8i| 
 
 II 
 
 15 
 
 8 
 
 
 T), fa) S 
 
 74 
 
 74^8 
 
 8 fa) U 
 
 II 
 
 22 
 
 n 
 
 
 ' 74 
 
 : 7i 
 
 7 
 
 8 
 
 II 
 
 29 
 
 7 
 
 
 74 ^ 8 
 
 ! 7;; 
 
 7 
 
 7.1 fa) 8 
 
 September 
 
 5 
 
 6] 
 
 .... 
 
 " 74 ; 
 
 7 
 
 * • • • 
 
 7^ 
 
 II 
 
 12 
 
 H 
 
 ...» 
 
 64 rS) 7 ! 
 
 6^ 
 
 • . . • 
 
 6J ® 61 
 
 II 
 
 19 
 
 H 
 
 .... 
 
 6-i fii 6J , 
 
 7^! 
 
 7 
 
 64 ^ 6| 
 
 II 
 
 26 
 
 6.1 
 
 .... 
 
 6.1 : 
 
 7:1 
 
 ... 1 
 
 7^8 
 
 October 
 
 3 
 
 Gh 
 
 6 
 
 6^ 
 
 9 
 
 9 
 
 9 
 
 II 
 
 10 
 
 4 
 
 6h 
 
 6 (S) ej i 
 
 9 
 
 9 
 
 9 
 
 ii 
 
 17 
 
 n 
 
 • • • • 
 
 8 
 
 8J 
 
 8 
 
 91 
 
 11 
 
 24 
 
 7 J 
 
 • > ■ > 
 
 8 
 
 1 7^ 
 
 n 
 
 8J 
 
 a 
 
 31 
 
 8 
 
 u 
 
 8 
 
 1 6' 
 
 64 
 
 9 
 
 Novimber 
 
 7 
 
 7:1 
 
 7i 
 
 8i 
 
 1 S 
 
 7' 
 
 9 
 
 u 
 
 14 
 
 U 
 
 n 
 
 8f fa) 8| 
 
 6-^ 
 
 7 
 
 9 fd) 9\ 
 
 II 
 
 21 
 
 ^ 
 
 n 
 
 84 fS) 8f 
 
 i 61 
 
 7 
 
 7 awked 
 
 II 
 
 28 
 
 ri 
 
 7h 
 
 ' 8J 
 
 1 6.1 
 
 6 
 
 6 fd> G\ 
 
 December 
 
 5 
 
 7.1 
 
 7.} 
 
 7i| iW 8 
 
 5} 
 
 5 
 
 5 
 
 II 
 
 12 
 
 6 
 
 
 8i 
 
 4 
 
 4* 
 
 4 
 
 " 
 
 19 
 
 5.1 
 
 .... 
 
 7i 
 
 4 
 
 4J 
 
 5 
 
 II 
 
 26 
 
 5^i 
 
 .... 
 
 7 fa> 7j 
 
 3 
 
 
 6 
 
 

 mpi«ii 
 
 (1. 
 6 
 
 H 
 
 7 
 
 n 
 
 8 
 
 6| 
 i ra) 
 
 n 
 
 n 
 n 
 
 \ ra) 
 
 6:i 
 
 6i- 
 [ (d) 
 1 (a) 
 
 6 
 
 5 
 
 5 
 \ (cb 5 
 
 asked 
 
 (a) 4^ 
 
 7^ 
 
 6J 
 6* 
 
 5 
 
 /a 
 
 i lib 
 \ (Ti) 
 
 (Cb 
 
 8 
 
 4i 
 
 8 
 8t 
 
 8<l 
 
 6i| 
 
 8 
 9 
 9 
 
 9.1 
 
 8J 
 
 9 
 
 9 
 
 /a 9j 
 
 ankid 
 
 m Q\ 
 
 5 
 4 
 5 
 6 
 
 37 
 
 Tlio fbllowiug quotations for 1880, show rates in Montreal as compared 
 with New York : — 
 
 Date. 
 
 
 1880. 
 
 May 
 
 7 
 
 11 
 
 14 
 
 1, 
 
 21 
 
 (. 
 
 28 
 
 June 
 
 4 
 
 II 
 
 11 
 
 1. 
 
 18 
 
 .1 
 
 25 
 
 July 
 
 2 
 
 ii 
 
 9 
 
 a 
 
 16. 
 
 II 
 
 23 
 
 (. 
 
 30 
 
 August 6 
 
 II 
 
 13 
 
 II 
 
 20 
 
 II 
 
 27 
 
 Sept 
 
 3 
 
 « 
 
 10 
 
 II 
 
 17 
 
 II 
 
 24 
 
 Oct. 
 
 1 
 
 (1 
 
 8 
 
 II 
 
 15 
 
 Montreal. 
 
 PBR (^UARTBR op 480 LBS. 
 
 Iron Clipper and Steam. 
 
 4 
 3 
 3 
 3 
 3 
 3 
 4 
 4 
 4 
 4 
 4 
 5 
 6 
 5 
 5 
 4 
 3 
 3 
 2 
 2 
 2 
 3 
 4 
 4 
 
 ti. 
 
 (Cb 
 
 9 '• 
 
 9 '• 
 
 6 '• 
 
 6 •• 
 
 9 " 
 
 ■• 
 
 9 
 9 
 6 
 
 3 
 6 
 
 
 
 
 9 
 9 
 9 
 3 
 
 
 
 .V. 
 
 4 
 4 
 4 
 4 
 4 
 4 
 4 
 5 
 5 
 5 
 5 
 5 
 
 rf. 
 6 
 
 3 
 
 3 
 
 
 
 3 
 
 's 
 
 
 3 
 6 
 6 
 G 
 
 fct 
 
 ■\Per I'.rsH. OF 60 LBS. 
 Iron Clipper and Steam. 
 
 d. 
 = 6 
 
 = 5f 
 5;: 
 
 - 5^ 
 
 - 5.! 
 
 = 6 
 
 6 
 
 6 () 
 
 5 9 
 
 5 
 
 4 3 
 
 4 
 
 3 6 
 
 3 6 
 
 3 9 
 
 4 
 
 5 <i 
 5 
 
 6^ ■' 
 
 Tf^ •' 
 
 1\ " 
 
 6^ - 
 
 7.! •' 
 
 n " 
 
 8i .' 
 
 n\ - 
 
 6 " 
 
 5.1 ■■ 
 
 4* '' 
 
 ^\ " 
 
 4J " 
 
 4 J II 
 
 6 " 
 
 6 " 
 
 6:; 
 
 6i 
 
 6 
 6 
 
 6^ 
 62 
 
 7-J 
 8 5 
 8] 
 
 8{ 
 9 
 
 9 
 
 Sf 
 
 7.', 
 
 Nkw Vouk. 
 
 Per Rrsii. ok 00 lbs. 
 
 6^ 
 G 
 
 6 
 
 .steam. 
 (/. 
 ^\ 
 
 4:1 
 5 
 3 
 •% 
 5 
 5 /?>' 5.1 
 
 6 (cb 6.1 
 
 6^ 
 
 8 
 9 (a 91 
 
 8 
 
 71 
 6^ 
 
 61 
 
 51 
 
 5:1 
 5] (cb U 
 5.f, /5; 5 if 
 
 Sail. 
 
 ^\ 
 4^ 
 
 3A ra 4 
 
 3 ^<' 3.^ 
 
 4] 
 4.1 (a. 5 
 
 7i 
 
 6| 
 6 
 
 There is a cousideiatiuu tiiat must not be overlooked, viz : that, other 
 things being equal, the prevalence of high rates of ocean freight might be 
 expected to induce vessels to seek the port where these can be obtained. A fair 
 axiom would be : — High rates of freight, ctt. par., should bring tonnage to the 
 St. Lawrence, — more vessels would, by competition, tend to lower rates, — and 
 this cheapening of transportation would naturally bring more freight to Montreal. 
 The question is, therefore, a pertinent one : — What has prevented more vessels 
 from seeking the port where they could seemingly earn most money ? — and the 
 

 38 
 
 reply is, — nothing but the more than countervailing charges that would be incur- 
 red. The hoped-for advantages of lower rates of freight, will be the result of 
 lower port dues, less exorbitant towage charges, cheaper pilotage, and such 
 improvements for navigating the River and Gulf as will lead to lower rates of 
 insurance. 
 
 But notwithstanding all the drawbacks and disadvantages, there are, this 
 year, two features in the trade of the River St. Lawrence, deserving of notice. 
 (1.) There has been a steady flow of Grain from the West for shipment across 
 the Atlantic on other than Montreal account ; and (2.) steam tonnage seeking 
 charter, appears to be beginning to prefer Montreal over other Atlantic ports 
 when offering rates are the same. As before suggested, this is, no doubt, to be 
 attributed to the increased depth of water in the ship-channel, as well as to the 
 agitation about reduction of dues and other charges. 
 
 /I 
 
 CRAFT FOH PORTS OF CALL. 
 
 It is worthy of note that, while the caai"!. 's i-icid. ut to the deepening of the 
 ship-channel bear heavily upon tonnage and morchandise, this is measurably 
 compensated for by the much larger class of steam and sail vessels now engaged 
 in the regular trade between Montreal and Great Britain ; for it seems that 
 increased carrying capacity has not, within the past fifteen or twenty years, 
 further resulted in materially lessening freight-rates. But there is another class 
 of serviceable vessels, of much smaller tonnage, (say 400 to 700 tons,) and that 
 with a full cargo, draw from 15 to 18 or 19 feet of water, which it is considered 
 desirable to keep in the St. Lawrence trade. It is alleged on behalf of such 
 craft, hailing from Norway, Sweden, Germany, Austria, Italy, Spain, &c., thai 
 the improvement of the ship-channel to any depth beyond 20 feet, involves an 
 inequitable per centage of assessment on them. The pilotage and harbor charges, 
 and especially the uncertain and arbitrary rates often levied for towage, have 
 tended to drive them away. The table on page 39 shows the number and tonnages 
 of vessels (steam and sail) which came to the port of Montreal during the past 
 decade, and cleared with Grain to ports of call "for orders." 
 
 The decrease of vessels and cargoes in 1879 is remarkable, and unless the 
 shipments formerly " for orders " are now being made direct to Continental Ports, 
 it may be fairly inferred that shippers of Grain have so far lost some advantage 
 which they formerly had when they used the class ot vessels here referred to. 
 The enlarged capacity of steam and sail vessels in the regular trade, and the 
 constantly increasing per centage of steam tonnage, do not entirely compensate 
 for their absence. From the statements on pp. 29, 30, 31 about towage, it will 
 
39 
 
 J 
 
 < 
 
 H 
 ^ 
 
 ©" 
 
 re 
 
 00 
 
 d 
 
 CO 
 
 M O 
 
 a> 00 
 
 CO CO 
 
 00 irt 
 
 — a. 
 
 lO — " 
 
 O CO 
 
 CO -H 
 
 
 t- 
 
 M 
 
 CO 
 
 0) 
 
 t- 
 
 l~ 
 
 N 
 
 
 05 
 
 1-^ 
 
 00 
 
 CO 
 
 
 1ft 
 
 W 
 C 
 
 o 
 < 
 
 
 CD 
 
 lO 
 
 1 
 
 '- 
 
 CO 
 
 
 
 Oi 
 
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 o 
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 00 
 
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 co_ 
 
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 03 
 
 
 
 CI 
 
 3 
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 O 00 
 
 o cr> 
 
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 c^ 
 
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 c 
 
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 c^ 
 
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 Oi 
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 CD~ 
 
 in 
 
 00 
 
 t- CO 
 
 CO' rJ' 
 
 — ' M< 
 
 !■- CM 
 
 in 
 
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 CO 
 
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 00 
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 00 
 
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 oc 
 
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 co" TjT 
 
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 iri~ ©" 
 
 05 
 
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 oo" 
 
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 on 
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 CD_^ 
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 lo" 
 
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 in 
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 co_^ 
 
 co" 
 
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 w c 
 
 '•£> CO 
 
 00 m 
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 i-c I- 
 
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 c^ 
 
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 c -"t 
 00 t- 
 
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 05 
 
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 00 
 
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 00 
 
 
 
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 CD CO 
 
 CD in 
 
 I- CO 
 1- OS 
 
 © 
 
 05 
 
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 CO 
 
 1^ 
 
 •V 00 r-l t-H 
 
 "I ^ fi 
 
 CO 
 
 tf 
 
 O 
 
 1— » 
 
 < 
 
 l- 
 
 t- 
 
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 00 
 
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 ""* 
 
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 00 
 
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 00 
 
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 C<l 
 
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 05 
 
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 00 
 
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 I-H 
 
 m 
 
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 00 
 
 05 
 
 
 c^ 
 
 CO 
 
 e^ 
 
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 ■* 
 
 00 
 
 © 
 
 OJ 
 
 cq 
 
 05 
 
 o 
 
 1- 
 
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 in 
 
 
 
 
 
 c^ 
 
 •—I 
 
 00 
 
 05 
 
 CQ 
 
 t~ 
 
 in 
 
 f— * 
 
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 05 
 
 05 
 
 CO 
 
 ^^ 
 
 
 
 
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 >-l OJ 
 
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 •* 
 eq 
 
 c^ 
 
 CO 
 
 CM 
 
 «0 
 
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 00 
 
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 I-H 
 
 
 
 
 t^ 
 
 ^f 
 
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 C<1 
 
 CO 
 
 Cvl 
 
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 05 
 00 
 
40 
 
 be seen how heavily and arbitrarily the charges for that service, bear upon the 
 class of vessels which have heretofore been in favor for ports of call. 
 
 There is another view of this part of the subject, as regards the trade of 
 Montreal, which is very seldom taken into account, — viz., the loss that would be 
 sustained by tradesmen and dealers, if the vessels here referred to are compelled 
 to forsake the St. Lawrence. It may be stated, on the authority of firms doing 
 business in this city, that, exclusively of pilotage, towage, harbor duos, kc, the 
 average disbursements of vessels of 600 to 1000 tons register, is about S800 
 each. If this bo so, then the absence of 35 port-of-call vessels in 1879, (that 
 being the difference as compared with 1878), involved a loss to the local trade 
 of ^28,000. 
 
 RATES OF MARINE INSURANCE. 
 
 The question of Marine Insurance is one of considerable importance in 
 relation to the trade of the River and Gulf of St. Lawrence — rates heretofore 
 having often constituted a considerable charge both upon imports and exports, 
 and sometimes without equitable discrimination as to risk. The following are 
 comparative (^nominal) rates at the ports of New York and Montreal : — 
 
 To London .... 
 Liverpool . . 
 Glasgow . . . 
 
 Cork 
 
 Havre 
 
 Hamburg \ 
 Bremen \ 
 Bordeaux . . 
 Smyrna "j 
 Trieste J 
 
 New York. 
 
 Sail. 
 
 per cent, 
 
 i " ^ 
 
 i " H 
 
 3 
 
 Ji 
 
 1 " 2 
 
 1^ " 2 
 
 SlKAM. 
 
 per cent. 
 J ffi) 1 
 
 i •• 1 
 f " 1 
 \ " 1 
 
 1 * 
 
 11 " u 
 
 I " 
 
 i " 1} 
 
 MONTKKAL. 
 
 Sail, 
 
 (ler cent. 
 
 ?i " 3 
 
 3 " 3 
 I " 3 
 i '• 3 
 
 I " 3ii 
 
 Stba.m. 
 
 per cent. 
 
41 
 
 upon the 
 
 1 trade of 
 would be 
 iompelled 
 ms doini; 
 , &c., the 
 jut $800 
 79, (that 
 )cal trade 
 
 jrtance in 
 heretofore 
 |d export?, 
 )wing are 
 
 \.L. 
 
 Stkam. 
 
 icr cei 
 
 It. 
 
 ■^ (TO 
 
 1^ 
 
 h " 
 
 n 
 
 h " 
 
 li 
 
 -1 " 
 
 H 
 
 t •• 
 
 u 
 
 •; " 1* 
 
 " 2 
 
 
 The rates thus formulated would be apt to niislead, without a word or two of 
 explanation ; for, even if the quotations were uniformly obtained, there is a deduetion 
 of 20 per cent, made at both ports by American Companies, and 10 per cent. 
 hy European ones, the rates of the latter being said to be lower. Both of the 
 stateiueuts give a wide range for the season. At Montreal, before the 1st 
 of September, risks have been taken this year on grain in A 1 steam tonnage at 
 i|ths per cent., and at \ to ^ths per cent, by iron clippers and steamers in the 
 regular trade. There is a rule, — not exactly an iron-clad one, — by which there is 
 a rise in rates of ^th per cent, on and after 1st September, and further similar 
 advances on 15th September, 1st October, and 15th October respectively. Each 
 addition of ^th per cent, is eijual to $1 on every 1,000 bushels of wheat so 
 insured ; the increase of i per cent, within the six weeks would, therefore, be 
 e(jual to S4 ou <'very 1,000 bushels of wheat, and would add more than 87,000 
 to the cost of the quantity (about 1,785,000 bushels) shipped from Montreal 
 from 1st September to 20th October, in the present year. It is said that the 
 ratio of advance on and after 1 5th October depends upon the weather ; this there- 
 tore, involves a special arrangement. 
 
 The rates tabulated above are somewhat higher for Montreal risks, than for 
 those of New York. It has been remarked, however, that insurances have been' 
 effected on some occasions lately in which the difference favored shippers here ; 
 and Insurance Companies appear now to V)e tacitly acknowledging the lessened 
 risk by the competition which exists at variable rates, and below what may be 
 called tariff charges. To say the least of it, there seems to be no good reason now 
 for the same Companies exacting higher premiums on grain cargoes, for instance, 
 shipped from Montreal, than are accepted by them from New York ; for, during a 
 period of seven years, (1873 to 1879 inclusive), of all the shipments from Montreal 
 under the Port \V arden's regulations, — not a single accident or toss occurred all 
 that time, in consequence of a vessel being grain-laden. On the other hand, during 
 a period of about nine months, (1st September, 1878, to 11th June, 1879), of the 
 vessels which loaded grain at New York, seven (7) were abandoned, and thirteen 
 (13) reported missing. 
 
 The arrangements which have been in progress during the past three years, 
 at the instance of the Dominion Government, for extending the telegraphic system 
 to the principal islands of the Gulf, — notably, Anticosti, the Magdalen and 
 St. Paul's Islands, Bird Rocks, &c., are now on the eve of completion. The 
 light-houses in the River and Gulf of St. Lawrence will be placed in telegraphic 
 connection with the shore-lines and signal stations, to work in accord with the 
 International Code, which is capable of indicating 78,642 distinct signals. The 
 project includes the establishment of a daily Telegrapldc Bulletin, for trans- 
 mitting frcijuent reports about the weather, vessels passing inward or outward, 
 casualties, and communicating with pilot stations, tug companies, &c. When the 
 
 V 
 
42 
 
 work is completed, — as it will probably be about the openiiiL; of navigation in 
 1881, — it will be easy and safe for ships to navigate the great (Canadian Water 
 Highway. This surely warrants a considerable reduction in rates of marine 
 insurance, and a largt; ijicrease in the steani and sail fleet in the trade of the 
 St. Lawrence. 
 
■ 
 
 vigation 111 
 
 liau Wivtxir 
 
 of marino 
 
 rade of the 
 
 SUMMARY OF CONCLUSIONS. 
 
 1. The carrying trade of Canada, via the River St. Lawrence, is embar- 
 rassed by a multitude of charges and rates of one kiud and another ; some are 
 large, while many, singly and apart from the otliers, erroneou.sly appear to persons 
 unacquainted with details, to be of very little consequence. Water-borne merchandise 
 from and to the West by the St. Lawrence route should be relieved from 
 every extraneous burden. — otherwise, our fair share of West-bound traffic, and 
 the proportionate volume oi tlie eastward traffic will continue to decrease. Such 
 an untoward result would make it appear that the many millions of dollars 
 invested in the Canals and Ship-Channel have been expended in vain. It seems, 
 therefore, to be the dictate of wisdom that the water-highwai/s of the Dominion 
 should, in the meantime, he mnde dvni/able/or enlarging and extending Canadian 
 ■x>mmerce, whether they yield anij present direct revenue to the Government or not. 
 
 2. Montreal can be .made the cheapest and best Port in the 
 WORLD, for sea-going steam and sail tonnage. Such a consummation would be of 
 incalculable beuelit to the trade and commerce of the whole country ; and tiie hearty 
 co-operation of the Shipping Interest and the Commercial Organizations, with the 
 Harbor Trust, the Civic Authorities, and the Dominion Government, is invokad 
 for its accomplishment, 
 
 3. The Dominion Government should immediately relieve th( Harbor 
 Trust from the expense attending the deepening of Lake St. Pett^r, and improving 
 the Ship-Channel between Montreal and Quebec. 
 
 4. Wharfage on all ocean-cargoes, inward and outward, should be reduced 
 to the lowest possible rates, or if practicable abolislied. Wharfage on ocean- 
 tonnage should be reduced to the level of Baltimore and Philadelphia, and 
 abolished on grain-carrying inland craft. 
 
 5. Canal tolls on Breadstuffs and Provisions should be abolished, and 
 inland traffic should be exempted from all obstructive charges. The use of the 
 electric light in the harbor of Montreal, now admits of loading and unloading 
 at night, — to prevent detentions, therefore, between Kingston and Montreal, it 
 
 * 
 
4 
 
 m 
 
 
 N 
 
 44 
 
 it 
 
 
 will be csscutial to have Lakes St. Louis and St. Francis lighted, so aa to be 
 navigable by night for tows of barges. 
 
 6. The Harbor Trust of Montreal ouf';ht to bo authorized to provide for 
 an efficient towage service, at lowest possible rates. 
 
 7. With a view to greater efficiency, and to provide for the anticipated 
 increase of vessels coming into the St. Lawrence trade, the Pilotage service should 
 be remodelled, and pilotage charges reduced. 
 
 8. Rates and charges incident to the transfer, storage, and loading of Grain 
 cargoes should be reduced to a minimum. 
 
 9. An cffi)rt should be made to reduce rates of premium of ocean marine 
 insurance in accordance with lessened risks secured by the Port Warden's 
 service, and the electro-signal and telegraphic system in the Gulf and River St. 
 Lawrence. 
 
 S'79'^ 
 
as to be 
 
 rovide lor 
 
 aticipatcd 
 ice should 
 
 ofG 
 
 raiD 
 
 in mariDc 
 Warden's 
 River St. 
 
 fCD