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V, %••!.'; T T" wm The Interests of the British Empire IN NORTH AMERICA. The consolidation of British power in North America by the Union of her Colonies, renders a careful consideration of the .Political, Commercial and Military relations, which ex- ist between the Empire and the Dominion of Canada, a matter of imperative necessity ; especially because the phase of political existence into which the Provinces have entered, imposes new duties and enlarges their sphere of action. Politically — It would be absurd to suppose that the sparse population of the immense tei-ritory stre^ohing from the Atlan- tic ho the Pacific, known as " British America," would be able to maintain an independent existence. Annexation to the United States — which would follow the attempt — is opposed alike to the traditions, feelings, thoughts and piinciples, of the people of Canada. It would not be advantageous in any relation, because it would curb their personal liberty by taking the absolute control of their own affairs out of their hands — burthen them with taxes for which no equivalent had been received — confine their mercantile operations within prescribed limits — subject them to fiscal regulations and an excise system oppressive in the extreme — check their progress towards Free Trade — destroy their individuality end present autonomy by overturning their social relations — and deprive them of those securities against political oppression which their constitution- al arrangements so admirably provides. Great Britain protects the "Dominion" as an integral por- tion of the Empire — does not attempt to tax the people foi any purpose — is quite content with a sovereignty almost nom- inal — leaves the whole machinery of Government to be worked by the popular will — encourages free trr-de, and by the liber- rality of the institutions provided, promotes national develop- ment and prevents political oppression by having the theory of Governmant by and for the People practically applied — therefore the interests of the Dominion and Empire are identi- cal. Commercially — British North America furnishes an ample field for the enterprise of Great Britain and a home for the surplus population of the British Isles, in which their energies find opportunity for fitting developement and scope for the exertion of their physical powers to advantage, which rightly applied adds to the happiness of the people and the wealth of the nation. England as the workshop of the world requires a supply of raw material, a market for her manufactured goods, and food for the surplus population her commercial activity has called into existence, but which her own limited, though fertile area, is unable to provide. The resources of the " Dominion," only partially developed, helps to supply a portion of those wants, its area is sufficient to absorb a large proportion if not the whole of the actuxd surplus population of the British Isles. By the increase of population consequent thereon the number of producers of raw material and consumers of manufactured goods will be indefinitely multiplied. For many years to come bread stuffs will largely enter into the items of Canadian exports, while the measures necessary to develope commercial interests, in the shape of Railways and Canals, will tend largely to relieve the Mother Country of the useless hviman power which it costs her such an awful sacrifice to maintain and govern. Assuming that there are 250,000 able-bodied paupers in the British Isles, their maintenance and the arrangements consequent thereon would be equal to £40 sterling per capita, per annum, or £10,000,000 sterling, which at seven per cent, per annum would represent a capital of £143,000,000 sterling. One year's interest invested with them in Canada would relieve the Mother Country of a great burthen, and set free the capital respresented, for investment elsewhere. The commercial interests of the Dominion are with Great Britain,- from whom capital and labor are derived — not with the United States, who are her rivals for both, and also in the production of the I'aw material. Military — As the outlying bulwark of the Empire, the integrity of the " Dominion" is necessary to the political pres- tige and existence of Great Britain, its Geographical position may be defined as that of an almost impregnable Military post in an enemy's country, with its communications unassail- able; it is a position of [)ower, a guarantee for peace, a pledge of security, and the best i)ossible barrier against aggression. Hence it is tlie duty of the Imperial Authorities to look well to its defence, and of the Canadian people to make it effective by discharging their own recognized and natural obligations in that particular — the Military connexion with the Empire is therefore the discharge of a i)rimary duty. Foremost among the new duties devolving on the " Do- minion," is the necessity of rendering access to all parts of the Provinces a matter of facility, demanded alike politically for purposes of Government .and intercourse ; Commercially for* the developement of Trade; and, in a Military point of view, as a precaution for safety — it follows that the extension of Railway, River and- Canal communications are duties devol- ving on the Government which cannot be neglected. Commercially considered, the "Dominion" may be des- cribed as a narrow strip of country, extending from Halifax, in the Province of Nova Scotia, along the shores of the Gulf of St. Lawrence, the River and Lakes, to Sault Ste. Marie, at the entrance of Lake Sviperior, in no place over fifty or sixty miles in width, and traversed along the greatest part of its width by a single line of Railway. It will thus be seen, that to fill up the immense country to the North and North-West of the St. Lawrence and Lakes, the necessity for a further extension or developement of the means of communication is appareiit, and demanded by all the conditions and considerations hereinbefore defined. As a natural consequence of the constitutional revolu- tion through which Canada has passed, the extension of direct communication with the Pacific through British terrioory becomes a necessity. Such communication must possess the requisites of cheapness and speed. From Rainy Lake West- wards to Red River settlement, that can be attained by impro- ving the natural water-ways of the country — and continued for a considerable distance up the Saskatchewan River. To con- nect the navigation with the outer world, two links of Rail- way are requisite, viz : from Fort William on Lake Superior to Rainy Lake, about 350 miles ; and from Puget Sound, on the Pacific, to navigable water on the Saskatchewan, about 500 miles, total 850 miles. The unobstructed water ways are about 1700 miles in length, making the whole distance be- tween Fort Willier I.ukf^s, Tht; Ottawa Ilivcr is a stroani sci'oi hundred tiiid eif/htij iiiih's ill length, ilraininga conntry of 8}),()()() sijuare miles, (»i- one-fouitli of tlie area of the hite Province of Canada. Its course for (Jivee hundred /-two feet above tire level of tidal water ; it is the second of two sheets of water which receives the drainage of an area of nine tliousand square miles, i\n}. first, knowri as Lake Tamangamingue, lies to the Northward, at a considerable elevation above Lake Nippissingut;; it har an area of six hundred and fifttj square miles, and is connecteil with the latter Lake by Stur'^ )n River. It has never been ]>roperly surveyed or ex[)lored, although it lies in the midst of a rich country in minerals and natural products, at present practically inaccessible. The Atlantic and Paciiit; Railway must pass close to its Eastern shores, between it and the Ottawa ; it is believed to send one efHuent to that River, and tli >ther to Lake Huron. Lake Nipissingue is sixty miles in its greatest length, and tiuenty in its greatest width. The French River leaves it {thirty-one miles from its Eastern end and thirty-four from Trout Lake), at its South-Western extremity ; it has a course of forty-nine miles, falling into Lake Huron four hundsr''d and thirty miles West of Montreal, two hundred and seventy from the Straits of Mackinac, which connects that Lake and Lake Michigan, and five hundred miles from Chicago, thus making the distance between Montreal and that port mne -.."r 10 hundred and thirty viiles. By way of the St. Lawrence and Lakes tlie distance between these ports is thirteen hundred and fo.'ty-eu/ht miles heing four hundred and eighteen miles m favour of the Otta^^'a ror.te. As ti'^ne is an essential element in any system of transit limited to a certain season in each year, one of its most im- portant {tdvantages is found in this the shorter route. As it is, however, the only actual advantage, at present it will be necessary to investigate all the conditions of this line of com- munication for the purpose of establishing its claim to be, when constructed, the shortest and consequently the cheapest of all routes to the U})})er Lakes. At the point where the Matawan joins the Ottawa, the latter River is over thirteen hundred Jeet wide, and discharges 2,0 11, 9 3G cubic feet ot water per minute, its depth in the open reaches being {roin five to tiventy fatlioms. The general condition of the channel is that of a series of Lakes, connected by short reaches of rapids, generally in the form of cascades or low falls, the o,ctual obstructed portions being barei}^ tiuelve per cent of the length re(piired for the navigable purposes of this line of communication. The Matawan discharges 05,122 cubic feet of water per minute ; but, owing to the fact that the su})})ly of Trout Lake (its head waters), is derived from an area of a few scjuare miles, it will bo necessary to draw the sup|)ly from Lake Nipissingue, the discharge from which by the French River is eiiuai to 477,3()9 cubic feet per minute, the requirements of navigation, at its greatest developement, allowing six lockages per hour, would be 12,o()() cubic feet per minute. As there are eneral princii)les governing works of this description, having reference; to the capacity of the channel, the amount of trade and the capability of the harbours at the ports of concentration and dispersion, it follows that the Otta- wa 'navigation nuay be safely designed of ihe largest possible size. Chicago, the port of concentration for the grain trade of tiie Western States, has a harbour in which a depth of 13i feet has been produced by dredging, while at Fort William, on Lake Superior, the port at which the trade of the North- West territory must concentrate, almost any dei)th can be obtained, the harbor requiring no works beyond wharves. In tl-o first case the trade available at Chicago as freight, would more than equal 5,000,000 tons of grain, drawn from / < II an aroa of G()0,0()() square miles. Tlie construction of tlie canals necessary to o})en tliis route will create a trade at Fort William to which f»n area of ricli territor.\ , over ;)()(),()()() si^uare miles, will contribute. The calculations, therefore, on which the necessary comparative values of the existing and [U'oposed channels are based f two hundred and tiventy days, and at six lockages per hour, would be 31,080,000 ions, or io.840,000 tons downwards, and a like (quantity upwards. It is a navigation peculiarly adapted to large screw pro- pellers, the frequent expanses of the open reaches and small extent of Canal on the route, enables a high degree of spee(] to be maintained throughout. The distances of the different classes of the channel through which a vessel Avould pass between Chicago and Mon- treal would be as follows, viz: Lakes, ,/iye hundred and thirty miles ; River, three hundred ami seventy miles : Canals, thirty miles. Its relation to time : Lake and River, nine hundred mi, es, at eight miles per hour, say one hundred and thirteen hours. Canal, ^U'o miles per \\o\\y, fifteen hours. The locknffe will be six hundred and eighty-t I vo feet, oi' which sixty will be up- wards and six hundred and twenty-two downwards, at u)).e minute per foot, tiuelve hours. Total, one hundred and forty hours, or Jive days tiventy hours. From Montreal to Liverpool, the distance is 2,73o miles, making the total distance from Chicago bv this route 3,0()3 miles. The cost of transmitting a ton of freight would be $19.98 by this route, as follows : Chicago to Montreal, thirteen cents per bushel— $4.81 per ton of 37 bushels Montreal to Liver- pool, $9.25, or tiuenty-fve cents per bushel. Dock dues, Com- mission, Light-house and Imperial dues, Insurance, fcc, sixteen cents per bushel, $5.92, being a total of $11). 98 per ton, or at the rate of fifty-four cents per bushel, an.d this is by no means a favourable calculation, as it could be transported for thirty- two cents per bushel, profitnbly. As jireviously stated, the St. Lawrence Canals are forty- three miles ill length and the Welland twenty-eight miles, milking a total distance of seventv-one miles, and a lockage height of 540 feet. It has lU] locks ; those on the St. Law- I'ence are 240x4.) with nine feet water on the sills. The Wel- land locks are 180x20 with ten feet of Avater on the sills. The fornior admits vessels of 800 tons burthen, the latter vessels of 400 tons. The distance from CJhicajxo to Montreal by this route is as follows: eleven hundred and forty-five miles Lakt;, one hundred an H It has been stated that the Maritime Provinces (New Brunswick, Nova Scotia, fcc.,) were dependent on the Western States for Breadstufts, and that tlie opening of the modes of communication necessary to develope the lesources of the Do- minion, wouhl create a vahiable coasting trade. Grain and Flour now find their way from Chicago to Fali- ftix by New York. The dir.tances are, Chicago to New York, vi(i Lakes, Erie Canal and Hudson River, 1,511 miles ; New York to Halifax, G2() miles ; total, 2,131 miles. If the Ottawa navigation was open the distance would be, Chicago to Quebec, vld Ottawa and St. Lawrence, 1,080 miles ; Quebec to Hali- fax, via River and Gulf and Gut of Canso, 850 miles ; total, 1,930 miles, being 200 miles in favor of the Ottav/a route. Time by Lakes and Erie Canal from Chicago to New York, 14 days ; sea voyage, 8 ml es per hour, G4 hours or two days 8 hours ; total, 16 days 8 hours. Chicago to Montreal, via Ottawa and Lakes, yiye days 20 hours; to Quebec, 150 miles, at 8 miles per hour, 20 hours ; to Halifax, 850 miles, at same rate, 110 houis — 5 days 10 hours — a gi-and total of 11 days hours, being 5 days 2 hours less than by way of New York, or a saving of 33 per cent, on the voyage. The cost of the works on the Ottawa River, as estimated by Walter Shanly, Esq., C. E., and M. P., were £5,000,000 ster- ling. Its condition, from Montreal to the mouth of the Mata- wan is at present, including the Lachine Caral, (common to it and t|ie St. Lawrence), and St. Anne's lock 9 miles ; Carillon and Grenville Canals=12 miles — total, 21 miles, obstructed in whole or in part by rapids, 23 J miles ; open navigation, with a depth of three to tiueniy fathoms, 2G0f ; total, 305 miles. The Matawan River is 40| miles in length, of which \1\ miles are obstructed in whole or part — 29 J miles open navigation. French River is 49 miles in length, of which 5| miles are obstructed and 43| open navigation ; general depth of four fathoms. The height of land is 3 miles in width. :j^f' ?•■>.. The Ottawa has .' 44| miles obstructed. Matawan Hi " " Height of Land 3 " " ; French River 55 " " ^^r V)I- " Total. .. .^. rr.... . G4imileB. Leaving 36 5 1 miles open navigation. Of the portion obstructed, less than one half will require artiticial works. M four In considering the value of a measure of this description, it must not be forgotten that it would be a powerful agent in settling the country through which the series of water passes, as it would atfoi-d employment for 20,()()() men for three years ; it will be easily understood that a large number indeed would be absorbed in the pursuit of the industries it would call into existence, and many more would settle down on the farms to be found ahmg its shores. The Chats Canal is a notable instance of what works of this description effect in the way of settlement. Commenced in 1854, at the Chats Rapids (30 miles above Bytown, now the City of Ottawa), in a very wild and partially settled part of this country, it placed over 100 families there as permanent settlers, who have prospered exceedingly. At the time the works were connnenced neither potatoes or oats were procura- ble in any quantity ; in fact the parties connected with the works had to procure them in Ottawa. A very large surplus is now produced, and the comparatively barren country is now in a prosperous and fertile condition. As the falls in the rivers constituting the Ottawa naviga- tion are admirably placed for manufacturing purposes, it may be as well to state what power is really sup})lied. The Otta- wa River, with a fall of 350 feet and an average discharge of 1,000,000 cubic feet per minute, can supply 497,159 horse power ; the Matawan, with a fall of 148 feet, would give 12,745 horse power; the French River, 40,707 horse power — total, 550,711 horse power, so placed as to be most advanta- geous for vessels seeking an exchange of cargo and for manu- facturing purposes. It is evidently the plain duty of the Government to keep its measures for the public good ahead of the wants and re- quirements of the state. Political changes have followed each other with such rapidity that this rate of })rogress has not been maintained, and the organs of public opinion have been so occupied with the advocacy and defence of the measures leading to and consequent thereon that thay have had no time to attend to what would be considered a minor affair. How- ever, it is very evident that this question of communication by extending the Canals and Railway Systems of the Domin- ion cannot be longer neglected without grave damage to the stability of the Union. :• . An enumeration of the various works necessary to devel- i6 op the resources of Canada and their cost is sufficiently start- ling, but it must be met as in political matters. Woe betide the people making a retrogi-ade step. The Intercolonial Kail- way — cost, £5,()0(),()()() sterling; Ottawa Navigation, £."),()()(),()()(); Atlantic and Pacific Railway, 850 miles, at $12,()()() sterling per mile, £1(),2(){),000 ; improvem nt of 1700 miles of water, from Rainy Lake to head of steamboat navigation on 1/he Sas- katchewan, say £5,000,000 ; total, £20,000,000 sterling. The full development of all those works would cost at least £120 - 000,000 sterling. The able-bodied pauper population of the British Isles co.st the country £10,000,000 sterling per annum to support 250,000 non-producers, whose labour is rec^uired to develope the resources of the " Dominion." Is it not possible to make some arrangement with the Imperial Government by which Canada could acquire any number of those persons she could ^ find employment for, with one year's maintenance (this would enable her to import labour and capital by one operation), set them to worlc on the Canals and Railways, and restore the balance (deducting cost of transport and outfit) at the end of two years, in the event of the parties wishing to become set- tlers. A measure of this description would relieve Great Britain, set free a large amount of capital, add to the population and resources of the North American Provinces, and enable them to obtain the Imperial guarantee for the loans necessary to cai-ry out these gi-eat works. It would also absorb the surplus population of the empire, give profitable investment to capital, extend its manuftxcturiiig interests, and make these colonies at once the safeguards and glory of the British Empire. Are there statesmen to be found in the Dominion .capable of working out this gi'eatest of all ])olitical and social prob- lems? or has the effort to compass a union (imperfect and im- potent without these great measures) exhausted at once their powers and en^^erprise — Quien sale. <( EiiUATA. — Note. — At page 5, last line of third paragraph, read along its greatest length," instead of "width." itly start- 'oe betide nial Kail- ),()00,00(); ) .sterling ::»f' water, I ohe Sas- ng. The St £120- ish Isles > support cleveloi)e to make y wh it'll he could is would iion), .set tore the i eud of )me set- Britain, ion and [e them ^sary to empire, cturinc: rds and 3apablo d prob- and im- ;e their h, read