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v^^,

l (nV^^@

LETTERS

&C.,

FIRST PriBLISHED IN THE "NORTHERN JOURNAL"

DURING 1871,

BY THB

Hon. JOHN YOUNG.

ir>

ON VARIOUS QUESTIONS

PUBLIC INTEREST.

►«■- ♦-♦^

MONTREAL

1872.

^ < ^<ii ^ ^&:^ ...i,^ . (^ .u.^^^1,^^^^.

LETTERS,

&c.,

FIRST PDBLISHED IN THE " NORTHERN JOURNAL.. •

' m
DURING 1871

BT THB

Hon. JOHN YOTOG,

ON VARIOUS QUESTIONS

PUBLIC INTEREST.

►♦-♦-♦<

MONTREAL J
1872.

PREFACE.

hav been much commented on during the pLent Election '.oTtst
fop the representahon of the Western Division of the city I have
ftought It best to republish them, in the hop, that, IhJu.h ™

Montreal, 23rd July 1872. '"'''' ^'''''''''

. INDEX.

PAGE

Our Oaoal Policy • /""* 7

,J {( "

.. a *' 1^

'Canadian Independence ^^

\ *'"ZZ!!!" 20

Commercial Treaties 22

Manufactures 23

Now Bridge across the St.Lawrence ^^

u »<

29
The Harbour and the Railways «■ ^^

Shall Canada retain the Carying Trade

The London Times and Canadian ludependence ^^

The Daily News and Reciprocity.. .•*';.*'"I • 07

American National Board of Trade and a ZoUverein for America.... 37

OUR CANAL POLICY.

In constructing the canals of Canada, and in giving aid in the build-
ing of railways, the chief aim of the Government and the people has
been to draw through the St. Lawrence, from the upper lakes, a portion
of the vast commerce of the interior. Twenty-five years ago, few had
any conception of the present magnitude of western trade, or of tho
wealth and population to-day. of the Western United States and of
Western Canada. 2(or do we now fully appreciate tho future growth
of the great interior of our country, and of the yet uninhabited West,
and in our opinion there never was a time when tiiere was more occasion
for greater energy, capacity and judgment, in adopting the necessary
means to develope the vast resources which everywhere abound.

In the possession of the St. Lawrence river the people of Canada
have the power of directing and controlling the route of interior com-
merce. It is a truth beyond all contrcver.«»y that Canada, by the for-
mation of the country, has not only far greater natural facilities for tho
best line of transport for the carrying trade of the Western and North
Western States to the Ocean ship at Quebec or Montreal, but has also
the best line to New York and to the New England States. But the
dilatory and tardy course of action by the present Government of Can-
ada in adapting our canals to the natural navigation of the river, is
fraught with the most imminent danger to our future commercial pros-
perity, nor can we passively submit, without raising a warning voice
against this Executive inaction. If we are to be contented and prosper-
ous ; if we are to be successful as rivals of our enterprising neighbors,
it must be through the full development of the resources which we pos-
sess within ourselves. These are the objects tc which we have a right
to demand that our public men should devote a large portion of their
care ; they are objects which require for their attainment, wisdom in
deliberation and vigor in action. Brt has this course been pursued?
We regret to say that it has not, for the public interests have and are
now suffering from this neglect, and the present Ministry will find ere
long that their negligence is rousing a spirit of dissatisfaction through-
out the country which it will be difficult to allay.

The subject of enlarging the Welland and the St. Lawrence Canals,
the deepening of the Rapids of the St. Lawrence and connecting Lake
Champlain with the St. Lawrence by Canal, has been urged on the
various Governments of Canada for the last twenty years by the Boards
of Trade in both Eastern and Western Canada, but with the exception
of the Holton-Dorion Government no attention whatever has been given
to the matter. At the Quebec Conference held in October, 1864, when
confederation was decided on, by which the policy of the Provinces to
be united as the Dominion of Canada was distinctly stated. On that
occasion it was then declared " that the improvements required for the

" development of the trade of the Great West with the Hcaboard are
"regarded by this conference as subjects of tlie highest importance tf>
" the Federal Provinces, and shall be promot<!d at the earliest possible
" period that the state of the finances permit." Yet seven years have
passed since this resolution was adopted, and all that has been done for
*' the development of the tnule of the Great West with the seaboard"
was last year to appoint a commission consisting (with one exception)
o"six non-professional gentlemen, who made a Report, which is almost
a copy of Keports published within the last twenty years by the engi-
neers, at the Public Works, and by others on the same subject. Surely
the able and skillful engineers now on the staff of the Department of the
Public Works were the parties to whom the Minister of that depart-
ment should have applied for information on a matter so deeply con-
cerning the public interest, and so long urged on the attention of the
Government by mercantile men. Under our system of Government it
was his duty to submit such a comprehensive scheme of Canal policy
*' as would enable Canada to compete successfully for the transit trade
" of the Great Western country," and not ask from gentlemen whose
attention and pursuits had never led them to study our Canal system.

The neglect of the Government in this matter may be judged by the
present state of the Welland Canal, the most important of all our public
works. It is stated by the Ontario Press, that it is in a most dilapidated
condition, and repairs which ought to have been made years ago are now
necessary to preserve the work from ruin. Even here in our city, there
is to-day over one thousand workmen out of employ, in consequence of
a want of water to drive the machinery in our manufactories and mills
on the Canal, all of which could have been prevented by the carrying
out of a work now in progress and which ought to have been completed
months ago.

It is in no hostile spirit to the Government we make these remarks. We
wish we could persuade men of all parties to unite in the support of these
measures, which all admit are necessary, and which must produce a large
measure of certain prosperity. The St. Lawrence is the mother which
has produced the cities and villages along its borders, and, looking at
the Western Lakes, and at the vast territory of which these lakes are
the centre, it is imperative that the whole system of our inland
navigation should be at once developed to the utmost capacity of the
natural navigation, and there is no Canadian, having the interests of his
country at heart, who will not approve of such a policy.

We shall, in future numbers of our journal, again allude to this
important subject. We are aware that there are other improvements
besides those referred to, which are required, and the Bay Verte Canal
to connect the Atlantic with the Bay of Fundy is one of these. Nor
should we omit to state the fact that the last new ship of the Messrs.
Allans, the *' Sarmatian," of 3,910 tons, has been compelled to discharge
her cargo at Quebec for want of water to come to Montreal, and her
c:ir outwards has had to be lightered to Quebec, at a very considerar
ble expense. This is a matter of the gravest import to the citizens of
Montreal and the owners of real estate, and we are glad it has engaged

the attention of he Board of Trade and the Harbour CommiHsioners.
It is true that at this season of the year, the water in the river is very
low, and although there is now twenty feet in the channel, yet ifweareto
have such ships coming to the St. Lawrence as the " Sarmatian," and
the tendency is that they will even be large;*, there should be no hesita-
tion in view of future trade, for those who have the control of such
matters, to ascertain if it is possible to secure a further depth of two or
oven four foet, thus making the channel twenty-four feet deep at lowest
water, and enabling steamers of 4,000 or 5,000 tons to come to our port
with inward, and take away outward cargo without lighterage. If this
is not done, and done speedily too, and every possible facility created in
the harboui" to give despatch to the Ocean and Inland ship, a blow may
be given to our progress as a city from which it may be difficult to
reov ver.

■880

NEW RAILWAY TO OTTAWA.

Whatever may have been the doubts of people twenty-five years ago,
as to the vast utility of railways, there ought to be no such doubt now ;
for in all countries where this system of cheapened and rapid transport
has been adopted, the result has been uniform in shewing its vast
advantages. To understand the usefulness and value of railroads, in
Canada, it must be borne in mind, that by far the greater part of our
people, and the greater portionof our territory, is devoted to a^ncMZ^Mre,
and that the surplus products must be sent to ocean ports for shipment.
When we find that it is pos^'^ 1o to move property upon a railroad at
the rate of 1-J centa per ton per luilo, or for one-tenth the cost upon the
ordinary road, every one must see the vast advantage of having railway
transportation, which is the auxiliary and assistant of canals, where such
are possible. The eiFect of the construction of the Grand Trunk
Railway throughout Canada is an instance of the advantages of the
railway system. The advance in th(! value of the land through which
it passes, arising from the increased value of agricultural products by
cheapened transport, would, we pi b5ume, be greater, if valued to-day,
than the whole cost of the road. Nor is it the country alone which is
benefited, for every town along Its route also shar^. jhe advantage.
And the grer . ^^rosperity which this city has shared for vears past may
be in a great measure ascribed to the extension of our railway system.
In Western Canada all seem to comprehend the advantage of construct-
ing railways from one point to another throughout the country, and all
are active in this gni»d work, while municipalities and towns willingly
tax themselves in aid of them.

We believe it is necessary for the interests of our city, that every

encouragement should be given to all railway enterprises, which will

' connect the surrounding country with Montreal. Nor should there be

, any doubt felt as to the policy of giving such aid. \v'^e had the plea-

'^ sure to-day of examining, in the office of Charles Legge, Esq., civil

engineer, the plans and sections of a projected railway, which start ^

fircm the River Rouge on tie Grand Trunk Railway, about four miles
below Coteau Landing, and proceeds to Ottawa city, a distance of
eighty miles, through a level and beautiful country. The point of
intersection wit? the Grand Trunk is thirty-threo miles from Mcntieal,
or one hundred and thirteen from Montreal to Ottawa. At present the
only route to Ottawa is via Prescott, a distance of one hundred and
sixty-six ciiles, and by the construction of this branch there would be a
saving of fifty-three miles. It would be dificult to over-rate ..he
advantage of this projected railway to the public generally, and
especially to Montreal. We understand- that the Company formed to
carry out this branch ask Montreal to give its bonds for $200,000, in
aid of the enterprise, which we hope \7ill be freely granted.

A large commerce with New England in lumber is no^ carried on
by railway direct from Ottawa, crossing at Ogdensburg, and thence to
Lake Champlain at Rouse's Point. The distance from Ottawa to the
latter place is one hundred and seventy-eight miles, while by this new
road, the distance to the same point, via Montreal, would only be one
hundred and sixty miles. W*> would earnestly direct public attention
to this subject, and while we exprecs our opinion in favour of this
shortest connection with the valley of uhe Ottawa, we are also in favour
of other projects. Continuous railways from tide water to Huron
upon the north side of the St. Lawrence and Ottawa rivers we must
have, and we are glad to see that measures are being taken to connect
the whole northern country by rail with Montreal and the United
States.

FREE TRADE WITH THE UNITED STATES A
NECESSITY FOR CANADA.

The adjustment of our comnercial relations with the United States,
on a permanent and satisfactory basis, is a subject which demands
consideration and discussion, for the sake of its important bearings on
the future of the Dominion. The question is one which should be
calmly oxamineu, nor should there be any hesitation in freely express-
ing the results of such an examination. There can be u" doubt that
the indications of the time are, that Great Britnia has, by .ha Con-
federation of all the British North America: Colonies, been gradually
leading us from a position of tutelage, into a self-governing community,
and there is no question of greater interest to the people of the
Dominion than the consideration of measures, necessary to obtain free
intercourse Im trjide not only with the United States but adjacent
countries. The principle of federalism has been applied successfully in
the federation of the German States, of Switzerland and the United
States. Nor is it unlikely that Europe in the course of time will
resolve itself into one great federal union of many states like Vmerica.
We are aware that some mod ^n travellers have predicted that the
American States are yet destined to fall back into separate and unconnected
monarchies, but we believe the tendency of b Jiman affairs is not to go

backwards towards the old, but to advance towrrds the new, in which
the interests of the people shall be directed by the people and for the
people. The late federation of all the British North American Colon-
ies makes us no longer a mere set of disconnected States or Provinces
each having its separate exclusive rights. We are now almost indepen-
dent, having free commercial intercourse with each other, under one
general government, and we have, thereby, greatly increased our
financial, military and political power, as well as our general prosperity.
We are more nunsorous now than the United States were after the
Revolution had terminated. The union of the diflFerent Provinces
under one central governaient, admitting a free exchange of the
industry of each, whether in natural or manufactured products, has
already eflfected, and will, year after year^ effect beneficial results ; nor
is there any one in the United States who will not acknowledge that the
chief origin of the prosperity of that country has arisen from the free
exchange of all products between the different parts of the Union.
We believe similar results would inevitably flow from the same
principle, if there could be a free exchange, not only in natural
products but In manufactures free of all duty, between Canada and the
United Statea. We are aware that difficulties exist in carrying out
such a policy. Without some great change in the Tariff of the
United States its immediate success would seem impossible. It,
however, must be borne in mind, that while the public debt of the
Dominion is annually increasing that of the United States is rapidly
decreasing. Again, the population of the United States is increasing
in a much greater ratio than the population of the Dominion, and we
shall be able to shew, that in a short time the rate of taxation per head,
for the expense of the General Government of the Dominion and the
United States will be nearly equal. Of this, however, we are satisfied
that, owing to our geographical position, our interests like our territory
are inextricably Ttcdded to their own, and that the natural advantages
of neither country can ever be adequately developed, without the mutual
benefits and assistance which would result from a system of reciprocally
free imports, exports, and rights of transit. The German Custom
House Ufeion, or what is called the " German Zollverein," ought to be
a powerful argument in favor of a similar commercial union between
the United States and Canada. The first and simple object of this
asscciation, which commenced among the small independent municipali-
ties in Thuriagia, was to save the expense of each little state keeping
up Custom House guards all around its little frontiers, by equalizing
customs duties, so that duties once paid on the general froniier, the
goods could circulate free of all other duties or examinaticn^ through-
out all the States of the Union. A general tariff was adopted by all,
and the proceeds were divided in proportions according to the ratio of
their respective populations as taken every three years. The system
was begun in 1820. Its progress to the present tiaie is a proof of the
excellence of the principles it embodies, and the mode by which it is
carried into effect. In 1865 the benefits of the Gerina.. Zollverein had
become so well proved and appreciated that, instead of the three original

States or Duchies, it included fourteen with a population of 36,000,000.
In 1867 a new Zollverein treaty was concluded between the States of the
North German Confederation and the North German States, the scope
of which extends to the whole of Germany except Austria. Even with
Austria a liberal and comprehensive treaty was effected in 1868, mutually
reducing duties on both sides, and abolishing all transit duties, and
nearly all those on exports ; so that a traveller who has once crossed
the outline can now proceed without interruption from Belgium to the
frontier of Russia and from Tyrol to the Baltic, a distance of about 750
miles, including a population of 70,000,000. While this has been
the result in Germany after the experience of fifty years, it has also
produced similar results (as we have already stated) in the United
States, for it is admitted that no cause has contributed so much to the
welfare and prosperity of all parts of that country, as the perfectly
untrammeled intercourse which the States enjoy with each other. It is
easy to see how different it would be, if each state was commercially
independent — jealous of those around it, and continually contriving
how to exalt itself at the expense of the rest, rather than trying to
develope its own advantages and freely availing itself of the resources
of the others. With such a system enacted no discriminating duties
would exist in trade between any part of the Dominion and that of the
United States. The merchants of Chicago, if 'nterest dictated, could
purchase goods in Montreal or Quebec, and buyers from Manitoba might
buy and sell at St. Paul, Duluth, St, Louis, or New Orleans, as freely
as at Halifax, or St. Johns. There would be fair and complete compe-
tition everywhere within the Confederation, and the fullest scope would
be given to the development of every natural advantage, which would
save needless labor, or yield remunerative employment. Such a policy
would tend to lessen any hostility between governments, nor would it
interfere with their political institutions, while a strong bias would be
given towards the most friendly relations, upon the basis of mutual
interests and intimate social intercourse. Such a policy so necessary
to our advancement as a people would not be opposed by Great Britain.
The German Zollverein had not the slightest influence in diminishing
the trade of Germany with Great Britain, neither as the high protective
tariff of the United States had that result, for the statistics of the trade
of Great Britain with the United States shew, that the exports of the
former to the latter were greater when the tariff was at its highest
point. The fact is gradually being realized by the people and statesmen
of Great Britain and ovher enlightened economists, that the richer their
neighbors grow the better it is for them. They do not burn or bury
their acquired wealth. They lay it out, and those who get it lay it out
^ain. It goes round and round, increasing industry, widening the
markets of the world and the wealth of all. Witn such a policy, we
should in the Dominion have an equal chance with the people of the
United States to develope our spirit of enterprise, and with the character
of our people, our unequalled agricultural, mining, manufacturing and
commercial facilities, a fur greater impetus would be given to those
interests than now exists. We shall, however, further advert to this
subject in our next issue.

iifijhest

FBEE TRADE WITH THE UNITED STATES A
NECESSITY FOR CANADA.

We adverted in our last issue to the advantages of the federative
principle in commercial exchanges of industry, and to the principK on
which the German Zollverein had for the last fifty years been carried on.
At the meeting of the Dominion Board of Trade with the' National
Board of the United States, lately held at St. Louis, a series of resolu-
tions were adopted by the National Board, advising that a memorial
should be addressed to Congress, for the appointment of a commission
to meet Commissioners from Canada to see what could be done to in-
crease trade relations between the two countries. It was suggested that
not only the raw or natural products of the two countries should be ad-
mitted free of duty, but also that all custom houses on the frontier
should be abolished, so as to secure for the manufacturers and every
branch of industry of Canada and the United States a perfect freedom
of transit, as now exists between one State and another of the Union.
In other words, duties would be collected on the principle of the Ger-
man Customs Zollverein, on the Atlantic and on the Pacific, in Quebec
and Montreal, and a division would be made of the duties so collected,
in proportion to the populations of the Dominion and the United States.
We expressed the opinion in our former article that, however desirable
it was to have free intercourse commercially with our neighbours, yet
it seemed almost impossible, with the present erroneous tariff of the
United States and excise laws, that such a system could be carried out.
The present population of the United States may be stated at 40 mil-
lions, and the public debt at $2,250,000,000, which is $56 per head.
The public debt of Canada 's $116,000,000, which, divided among 3^
millions, is $33 per head. To perfect our Canal system will require
an expenditure of $18,000,000— to which, if we add $12,000,000 to
complete the Intercolonial Railway and other works, the public debt of
the Dominion will then amount to $146,000,000. Leaving out any
estimate for the proposed Pacific Railway through Canadian territory,
the liability per head of iiha people of Canada for this 146 millions will
be $42, against $56 to the people of the United States ; so that it would
require no great reduction there to make the rate of liability in both
countries about equal. If the United States were prepared to make
that reduction, then there could be no better plan in our opinion
adopted than the system of the German Zollverein, to secure to the
people of both countries the highest possible advantages in an exchange
of their labour or industries. Some may say that Great Britain would
not consent to such an arrangement. We do not hold this opinion.
Under such a system, with the power to exchange the products of the
Dominion with 40 millions of noighbours, there can be no doubt that our
material wealth would greatly increase, and, as we stated last week, the
richer we became as a people the better it would be for England. This
principle is exhibited in England's trade with the United States. In
1854, when the tariff of that country was much lower than at present,
the exports from Great Britain amounted to £18,662,603 sterling,

''^'"■"^"'■n'^^'^-^^nim

while in 1870, the exports under their highest tariff were £25,119,630
sterling. Tht- total imports and exports from Great Britain to the
United States in 1^55 amounted to £43,746,115, while in 1870 they
had increased to £67,721,000, one-fifth part of her whole foreign trade,
five times greater than the total trade with her North American Colo-
nies, and more than one half greater than Great Britain's total
trade with all her British possessions, including India. It is a mistake,
therefore, to suppose that England would try to prevent the policy of a
Zollverein being carried out with the United States. The exports now
from England to the United States consist of goods which cannot be
manufactured there, and more than one-half of our whole revenue is
collected on the same class of goods, which now pay 15 per cent. duty.
Another objection has been made that political Independence and a
National position would be the result of such a policy. In reply to this
objection, we say that it is the desire of the Government and people of
England, that we should assume such a position, and we believe that
such a course is imperatively necessary for our advancement as a people.
The .ate Fenimore Cooper, in his novel of the ** Spy,' ' declar^ that
the United States advanced more in forty years after Independence,
than she had done in the previous one hundred years. But what do the
members of the British Government say ? On the 26th April, 1870,
Mr. Gladstone, the present Premier of England, declared, that " look-
ing back at the history of transatlantic possessions, we see that it is in
the nature of such possessions to grow, and if they grow, to alter, (ia
obedience to laws more powerful than the will of any Government)
the condition of the relations of the Government which origin-
ally planted them till they arrive at that stage of prog "ess when
there should be a separation. It is to be hoped that such a
separation will be realized in a friendly and not in a hostile form.
The statesmen of this country have competed with one another
in their zeal to work out this policy." There are others again who
declare that the parties advocating Independence are not honest, and
that Independence means Annexation to the United States. We have
been consistent in protesting against this view of the matter. We
believe that while the great body of the people in the United States,
speaking the same language as ourselves, would desire to have free
commercial intercourse with us, yet we see nothing to shew, in the
movement of the Government of that country or of any party there,
that political annexation is desired. The Hon. John Bright, another
member of the British Cabinet, endorsed this opinion in a speech on 28th
February, 1867, when he ^aid, " I believe there is no greater delusion
than that there is a party in the United States that wishes to commit
any aggression upon Canada, or tD annex Canada to the United States.
There is not a part of the world, in my opinion, that runs less risk of
aggression than Canada, except with regard to that foolish and impotent
attempt of certain discontented, not long ago subjects of the Queen,
who have left this country. No American statesman, no American
political party dreams for a moment of aggression upon Canada, or of
anuexing Canada by force. For my part, I want the population qf

these Provinces to do that which they believe best for their own
interests, and to become Independent States if they wish it ; but what-
ever be their course, there is none in this House or in the Provinces
who has a more sincere wish for their greatness and their welfare than
I have !" Supporting ourselves by the late opinions of those eminent
statesmen of the British Cabinet, as to the questions of Independence
we shall now proceed to examine the advantages which would result
from a commercial union with that country. The Revolutionary War
in the United States proved that the Independence of that country, and
their consequent prosperity, contributed materially to the well-being of
Great Britain, and the belief has become more and more prevalent in
the Mother Country, that the means by which she can secure and
profitably derive the largest measure of real prosperity from her
Colonies, is by permitting them to direct their industry into those
channels which their natural position and advantage? indicate as the
most remunerative. With our export to the United States last year of
16,461 horses, 107,731 horned cattle, 107,135 swine, 147,355 shoep,
$65,597 worth of poultry, 2,439,766 pounds of wool, 6,663,877
bushels barley, 3,817,547 bushels oats, 846,882,000 feet of lumber,
112,128 packs of shingles, which paid a duty of $5,754,500, or there-
abouts, on articles which we are compelled to sell to the United States,
for England does not require them. The whole or nearly the whole of
this large amount could be annually paved to the people of the Dominion
by free trade with the United States. But large as is the «um we have
• named, it sinks into utter insignificance compared with the annual loss
to the country arising from our undeveloped Iron, Copper, Coal, Slate,
Gypsum, Salt, Marble and other mines, which cannot be worked profit-
ably under the present prohibitive duties of the United States. Then,
again, there is the important interest of manufactures, for which the
Dominion and especiallv the Province of Quebec is, from its water
power and labour, so well adapted. This must be the subject of enother
article.

tates,
free
the
;here,
other
28th

FREE TRADE WITH THE UNITED STATES
A NECESSITY FOR CANADA.

In our issue of the 20th ultimo, on the question, as to the necessity of
Free Trade with the United States, we alluded to our exports in 1870,
of the products of the forest, of agriculture, of cattle, horses, &c., on
which the duty paid unto the Treasury of the United States exceeded
the sum of $5,500,000, and that we had no other market for the sale of
those products than the United States. This large amount of Customs
duties is in great part an annual loss to the Dominion, all of which could
be sa^ed by reciprocal trade. We also stated that large as the amount
was, it was insignificant compared with the loss arising from our unde-
Teloped mines of coal, iron, copper, slate, marble, salt, &c., which cannot
now be worked profitably, unless admitted free of duty into the United
States.

. ...... .T

We now propose to shew the advantages which would flow to Canada
by devoting a portion of her labour to manufactures. As diflFerent soil ill
all parts of the world are adapted to different kinds of produce, so different
countries are adapted by their location, their climate, and treasures of
raw material, to become marked for some particular branch of industry.
England's manufactures in wool, in iron, tin, copper and lead, not to
n ention other things, are the effect of her being possessed of the raw
material in those productions, in great abundance ; and, it is in propor-
tion as a country possesses sucih materials at its door, if we may so speak,
that successful competition with its neighbour is possible. Machinery
and coal have been the two great agencies in British industry, for with-
out her coal, her machinery would have been comparatively powerless.
Canada has boundless resources in all those raw materials, which has
made England great. We have our mines of coal, iron, lead, copper, &c., yet,
all these treasures lie neglected, and cannot at present be utilised. In Lower
Canada, it is true, we have no coal ; but there is no country in the world
which possesses, on every river running from the north into the St. Law-
rence, such magnificent wat^r power. We shall, however, be asked, how is it
that Canada, possessingall these natural advantages, is not a manufacturing
country to any great extent ? Our reply is that with the Atlantic between us
and England, the cost of freight and insurance, with an adverse tariff, ren-
ders competition there impossible. In the United States also we are met
by a hostile tariff which almost prohibits any competition there, so that we
are confined to the home market of the Dominion for the sale of any man-
ufactures we can make profitably, or for the supply of three-and-a-ualf
millions of people. If the markets of the United States were thrown
open to Canadian industry, thereby giving us the opportunity of supply-
ing forty-four millions, can any one doubt that such a change would be
highly beneficial to our people, and that a great impulse would thus bo
given to the development of our vast material, but now comparatively
useless resources ? For more than half the year the inhabitants of the
Province of Quebec labour under the physical impossibility of dciufi any
regular out-door agricultural work. If they could weave and spin and
be otherwise engaged in such industries as each locality was fitted for, is
it not avident that our position as a people would be vastly promoted ?
We might not be able from our position to cross the ocean with our good.s,
but we would then have the home market of this Continent, and in every
country the home market is the great steady basis of its manulacturin^ iu-
dustry. With all the Colonies and Commerce of England, her largu com-
mercial capital, her unrivalled facilities for shipping and trade, her position
on the ocean and her free institutions, open to all the trading capital of the
world more than-two -thirds of her manufactures, not including agricultural
products, are used in her home consumption and only one third is exported.
The same remark is applicable to the manufactures of the United States.
The progress of the manufactures of the Dominion will, no doubt, gradu-
ally grow, but only in proportion to the growth of our population. It was
from this view of the matter that we expressed the opinion that the broad
and comprehensive views entertained by the National Board of Trade at
St. Louis, of abolishing all the Custom Houses between the two countries,

aod collecting duties on the Atlantic and Pacific frontiers was agoodono
for by such a measure Canada would have the chance of munuf'acturing
for the Jnited States. Under such a policy American capital would soon
be attracted into Ciinado, to develope our water powers and other resources.
Look at the instance of Lowell, in Mass., a spot where is concentrated the
greatest amount of manufacturing energy, and where you look in vain for
those tall chimnies and volumes of black smoke which ore to be seen in
England. In 1830 its population was not over 200. Its motive power
for nearly all its machinery is water ; yet, in 40 years its population has
risen to 50,000, and in magnitude is now the second city of Massachusets
and the twelfth in the United States. While Montreal, Quebec, Chambly,
St. Jerome and other localities in the province would be benefited, Nova
Scotia, New Brunswick and Ontario would dach receive not only the
advantages of their water power but also of their coal, iron, gold, salt and
other mines. We have in a previous issue expressed the opinion that
England would in no way object to our carrying out such a system with
the United States, because the richer we become the better it would be
for her. On this principle her statesmen have always acted, for they
have found that any increase of wealth and population in foreign States
inevitably creates an increased demand for her manufactures. The great
interests of our country are agriculture, commerce and manufactures, an^.
they are ins'jparable and must prosper or languish tc^ether. Any legis-
lation which tries to benefit one, at the expense of the other, is dangerous.
The employment of agriculture, of commerce and navigation, are all as
much branches of domestic industry as manufactures, and whenever duties
are levied it should be considered whether such duties should be given to
encourage any one of these branches of industry, at the expense of the
other branch. Theperfect freedom of citculation of industry in England,
the producing and consuming habits of the people, the macadamized roads
to every village, and the absence of restrictions of all kinds, has raised up
there a vast home market among forty-two millions of people, and it is
this home market for manufactures which has mack that branch of
industry what it is. A similar freedom of trado with Cn.r neighbours in
the United States, and with a moderate duty on imports, collected on
the Atlantic and Pacific, would lead to the best results for Canada. We
have before shewn that the interests of Britain did not suffer, but were
promoted by the application of the Zollverein principle throughout Ger-
many, and in the same manner the interests of Britain would be promoted
by the application of this same principle on this Continent.

CANADIAN INDEPENDENCE.

The question of Canadian Independence is, no doubt, a serious one ;
but if it is for the interest of the people of Canada that they should be
independent, it ought to be discussed. The question, however, is not
new, nor is it one which was first mooted in Canada. Some years ago,
in the discussion which took place in the Imperial Legislature on the
" Defences of Canada," it was then evident, from the opinions which

were then expressed by British statesmen, and on various other occaMO :»
Biace that time, that they looked forward to the period when Canada
would advance to an Independent National Position. Lord Stratford
de RedcliflFe, saw in the discussion, " the period when the Mother Coun-
" try would have to separate from her Colonics."

A member in the House of Commons declared " that the relation
"between Canada and Britain was rotten and mutually deceptive,"
" while another, and a Cabinet Minister^ said ** he looked forward with-
" out aj^prehension, and without regret to the separation of Canada from
* England." Nor are these new thoughts with British statesmen, for,
as far back as 1828, Mr. Huskisson, then Colouial Minister, said "he
" thought the time had come for the separation of Canada from the
" Mother Country, and her assumption of an independent state." H»
further added — " We should be well paid for all the sacrifices we may
" yet be called on to make if we are to add to the rich harvest of glory
" we have already reaped by being the mother of countries, in which
" the same happiness and prosperity that have distinguished this couu-
" try will, for ages to come, be enjoyed, and that will be our reward for
" establishing our superfluous population not only on the Continent of
" America, but in other quarters of the world. What can be a prouder
" feeling for Englishmen than that England has done its duty to the
" world by succecisfully attempting to improve it. Whether Canada is to
** remain forever dependent on England, or is to become an Independent
"State — not, I trust, by hostile sepaiation, but by amicable arrange-
" ment — it is stj" the duty and interest of this country to inbue it with
" English feeling and benefit it with English Uws and institutions." In
the same year, on the debate on the " Ordnance Estimates," Mr.
Huskisson again lid — " If he could be positive that the amount of the
" present vote was to be expended with the positive certainty that in
" fifty years to come the Canadas were to be free and Independent, he
" would not hesitate but would as heartily give his vote under such
" circumstances as he would give it now, because, if Canada in time was
* to throw off the control of the parent country, then independence
" would be the growth of national honour, opulence and* population,
" wid would be effected by natural events rather than by premature
"separation. When the separation did come, let it be like the sever-
ing of the members of the same family, who, long united
" by the same ties of blood and affection, find it at last
necessary to part, but with the kindest wishes for each Others
"welfare." Lord Howick, on the same occasion, said — " There could
" be no doubt that, in time, all of our foreign colonies would become
" independent of the Mother Country. Such an event was certain, and
" we ought in time to prepare for the separation, not by fortifying tha
" Canadas but by preparing them to become independent." The Earl
of EUenborough, in 1854, said in the House of Lords — " Whp.t was the
" use, what the practical advac^age of continuing our connection with
"the Colonies. Again, under these circumstances, he hoped the
" Government would communicate with the North American Coloniea
" with the view of separation." Lord Brougham followed the Ewl of

((

Ellenborough, and declared, " he was one of those who desired a separa-
•* tion of Canada from the Mother Country. The idea was not novel,
'* it had been entertuinfid and expressed by many eminent men. It was
"an opinion shared in by Lore' Ashburton and Lord St. Vincent. They
" believed after a certain period of time— after what was called, passing
•* the youth of nations — that of a Colonial life, the best thing that could
" happen to a country in Colonial connection with an older state, was
* without any quarrel, without .any coldness or alienation of any sort,
' ' but with perfect amity and good will, and on purely voluntary grounds
**• there should succeed to that connection a connection between two free
"and independent states.' The London Times said, two years ago —
'* If the people of Canada show a desire to sever the connection for the
" purpose of establishing formal Independence, England would do
" nothing to put constraint upon her w^hes.'' The Saturday Review
says — " All classes of politicians have long since made made up their
" minds to concede the independence of British America whenever the
" Colonists desire it." The Edinburgh Review describes us as " re-
', tainers who will neither give nor accept notice to quit." The Lon-
don Times, at a later period commenting on Mr. Gladstone's speech
" about Canada, said — " It is for the good of the world that adolesence
"should lead to Independen-o, and we can conceive no nobler ambition
"for those who have the direction of the policy of the great English
,' speaking people, than to lay the foundation of another existence and
" a separate history in the communities they govern."

We have given these utterances of the English press and of English
statesmen, to show, that the question of Canadian Independence was
first mooted in the Imperial Legislature. Lord Monck, our late
Governor Gener."l, was the first in this country to use the words " New
Nationality," while our present able and astute Governor General, Lord
Lisgar, in a speech spoken some time ago at Quebec, did rot find it
inconsistent with his high duties, cautiously, but significantly, as the
representative of great Imperial interests, to hint at the transition state
through which we were passing. Both at Quebec, and again at Halifax,
he said that Canadian statesmen and people are the best judges of their
own interest?, that their destinie," were in their own hands ; and that, if
they decided upon more changes, the proposition would receive from the
statesmen and people of England a goaerous and friendly consideration.
As the Hon. George Brown said, in 1864 — "We must look forward to
" the day, when we must be prepared to assume the full duties and
"responsibilities of a great and powerful nation" — and, surely if the
" Mother Country and people are ready for the change, we ought to be
*^ ready for it. The present Government of England declared last year
that part of its policy was to "throw the cost of self-defence on each
colony," and under this policy, troops and all munitions of war have
been removed from Canada. We hare no fault to find with England,
nor have we any quarrel with her, for she has been a generous mother,
and no colonial child ever had such a mother, but under such circum-
stances is it'not our duty to look our position in the face. With a population
of over four and a half millions, and with our growth and promise, we
have no right to hang to our Mother Country, as a child hangs on to ita

mother, an hour longer than the connection is mutually advantageous. If
it is the opinion of British Htateemen that we have passed the "youth of
nations" and reached maturity, it is not for us to deny it. Nor can we
do 80 consiBtently with our self respect. The assumption of national
responsibility is a grave nuittcr, hut have we not manhood enough in'
this Northern population to meet that responsibility ? We know not
what the future may have in store for us, but be what it may, it is our
bounden duty to prepare for it. To this position we have been gradually
brought Our Governor-General nominated by the Crown is the laat
link of colonial dependence, but this one link is as potent as a thousand,
and it should be unloosed, to permit Canada to elect the Governor. This
step forward would radically change our relation to the Mother Country,
and free her from all embarrassment on our account, while it would
place us in a position wherein we could stand on our own responsibility,
among and before the nations of the earth. And this, " without any
quarrel," as Lord Brougham said, and without any coldness or aliena-
tion of any sort, but with perfect amity and good will towards our
Mother Country and all the world.

The cry, however, may be raised against the policy advocated, that
Annexation to the United States will follow Independence. We desire
to meet this question fairly, and we would ask who are to be the judge.<i
in this matter ? Must it not be the four-and-a-half millions of people who
will, under Independence, be free to pursue and choose such a course as
they deem best? The design of every Government is, or ought to be,
to promote in the highest degree the general happiness and welfare of
its citizens, and that ought to be the best which conduces most to this
end. The foundation of our political institutions is la d, and we have
transplanted as much from England as can be transplanted ; still the
popular element must predominate in our affairs — and the government
must be by the people, for here we have not, nor can we have any order
of society auong us, born to hereditary privileges like the British
Aristocracy, and, therefore, for good or ill, we are committed to
Democracy, or to political institutions wherein the popular voice is, and
m;?si/ be predominant. We cannot see in these facts any necessary
aflSnity with the United States. Nature seems to us in some respects to
have designed things otherwise, for the St. Lawrence may be compared
to a great trunk of a tree having its roots in Newfoundland, Prince
Edward's Island, Nova Scotia and New Brunswick, with its brandies
spreading to the Ottawa, the Saskatchewan, and other rivers, making it
the avenue to an independent empire, — embracing a territory equal in
extent with the United States, and in every respect fitted to become a
free and independent state, united with the country that fostered them*
in infancy, by ties and treaties calculated to perpetuate reciprocal com-
mercial benefits. Nor ought we to have any quarrel with our neighbours
and brethren in the United States, sprung from the same stock as our-
selves. If, however, we are ever to become a great country, it must be
through the influence of manufactures and trade. With our rapidly
increasing agriculture, our abundant water power, our fisheries, and vast
deposits of ooal, iron, copper, silver, and gold, there is no limit to our

progress as a pooplo ; but, m we said in our last number, to secure the
full development of our vast reBources it ia imperative that we should
have the power of exchanging without duty, not only the natural products
of the country, but also our manufactures with the United States. We
shall however defer the consideration of this part of the subject till our
next issue.

CANADIAN INDEPENDENCE.

Wft alluded in our last issue to some Oi' the utterances of Briti.sh
«tatesmcn, and of the British press, ns to the advantages which would
result to the Empire and to the Canadian people, by ceasing to be Colon-
ists, and assuming the responsibilities of a National existence. We are
aware that in urging upon our readers the necessity of Canadiim Inde-
pendence, there will be many who diffjr with us in opinion, for there are
those who honestly believe that the Independence of Canada would con-
flict with the Colonial policy of the Empire, and who, taking their inspi-
rations from the traditions of the past, make England's glory to consist
in the vastness of her Colonial possessions; but the motto of "Ships,
Colonies, and Commerce" belongs to an age that is past. That was a
system of obstruction and restriction to all Colonial enterprise. Free-
dom in trade, and a better understanding of the Laws of Political Eco-
nomy have led to much higher results. The German Commercial Loagre,
on its formation in 1833, was supposed to be inimical to British imer-
ests ; but tliis view has been shown in practice to be as erroneous as it
was narrow, i'ov, it has been made evident to Biiiish statesmen, and to the
English people generally, that the healthier and the m re industrious
their neighbours became, the better customers they were in the world's
markets. Englatid did not find that the loss of her original American
Colonies dwarfed her industry or crippled her conunercc. The history
of the United States shows, that the rate of their growth has been great-
er since Independence than before that period ; and that they are the
best and largest customers for British manufactures, even when their ta-
riflF of duties on imports is the most protective and stringent. It is, how-
ever, not from England, as we have shewn, that any dissent comes to the
change we advocate. The opinion seems almost general with the Bri-
tish statesmen and the press of England that Independence is necessary
for our growth and progress; but the majority of Canadian statesmen
and the press of Canada are yet adverse to any change, and believe, that,
by the confederation of the late provinces under one government, we have
done and obtained all that is necessary for our progress as a people. In
this opinion we do not agree, for we believe that Independence is the
natural result of Confederation, and was so intended by the various
governments of England.

We admit the great boon of Confederation, aftd the advantages which
that act has conferred on the Canadian people. It is only a few years
since Nova Scotia, New Brunswick, Newfoundland, Prince Edward Is-
land, Canada, and British Columbia, had each their separate tariffs,
in antagonism and hostility to each other, preventing a free exchange of

tha industry of each. Confodoration, by foriuing the lato Provinces in-
to tho JDouiinion, has broken down all the barriers existing, and now
admits of a perfect free trade between each. Already, wo sec the enor-
mous advantages which such an exchange of industry has effected, and it
has been this free cschange of the labour between each and all of tho
United States that has done so much for the development of the resources
of that great country. Coufoderution, however, is not tho end — nor have
British statesmen ever deemed it to bo the end. No, we are passing
through a transition state, and the consolidation of the Provinces by
Confederation would lose none of it« advantages by the exercise of jove-
reign powers. Mr. Gladstone, the Prime Minister of England, during
the debate in the House of Commons upon tho subject of guaranteeing
the JIudson Bay Company loan, declared that tlie "guarantee was given
for Imperial objects, and to dissociate England from the inconvenience of
two extensive territorial possessions." " In former times," said Mr.
Gladstone, " the American colonies were entangled in a vicious system of
depmdcnce on England, <md the government wished to engender in
them a spirit of independence, to wind up the old system and seo the
Colonies make a new start." These gencul scuiimcuts of the debate pro-
voked no dissent in the House, whe.e all .shades of British opinion are
represented. If, therefore, a change must come, why not meet it?
How long must we hesitate and temporise ? No one can be blind to our
true position, and it is unmanly not to face its grave aspect.

But wc may be asked, where is the necessity for chan;;c ? Docs the
Mother Country fetter »is in the slightest extent ? In reply, we ask, are
we in possession of the Treaty-making power ? Has it not been through
the political complications of tho Empire that we have so far failed to
make a satisfactory Treaty of Reciprocity in trade with tho United
States? The four and-a-halfmilliouB which now iuhabii- this northern
portion of the continent are, as the London Times once said, '' merely
colonists, who could never be aught but colonists — a better sort of back-
woodsmen," who have no power or right to approach the United States
government officially, as to making a Treaty, except through the British
government, and British Minister at Washington. We believe it is just
and right that such a population should have this power, and wo also
believe that if we were in an Independent National position on this con-
tinent, froe to treat with the United States Government, that a satisfao-
V -.id permanent Commercial Treaty on the broadest basis could be
J -.b that country.

COMMERCIAL TREATIES.

While we believe that it is necessary for our progress to have free and
assured commercial intercourse with the States, which they need as well
as ourselves, yet such a retult as this is, we fear, impossible while we
remain a mere colony of Great Britain. Canada, however, great as she
is in natural resources, with one foot on the Atlantic and another on the
Pacific, and with her large population, has yet no power to negotiate a

» ■ '

treatj'. We can oxcrolso no diplomatic functions, beouuso we have no
recognized foreign relaltions. Now lot us suppose thit wo were an
independent nation ; what, under such circumstances, should be our
policy ? The Gorman people, as in many other matters, have given to tho
world i\n important lesson on this subject by the formation nearly forty
years ago of what is known as " tho German Commercial League/' Tho
object of this association of states and independent principalities, wis
made at first, to save the expense of each little state keeping up ci.stom
houses all round their frontiers, by equalising the customs' duties on
imports and exports, so that one tariff of duties, adopted by all, once paid
at the general frontier, all goods could circulate free of duties or examin-
ations throughout all the States of the Union, The duties now collected
throughout Germany, embracing a population of about thirty millions,
are divided among the different States of the league or union in propor-
tion, according to the ratio of their respective populations as taken every
five years. Why cannot such a system be introduced between Canada
and the United States ? The best interests of the two countries require
that such a sye^ein should be introduced. Wo are opposed to political
annexation with the United Stiites, and it is foi this reason wo desire an
independent national existence. We have, however, no objection to com-
mercial annexati.^n, because if such a measure was carried out ita prac-
tical results, its tendency, would bo to increase the material wealth and
well-being of the people of both countries. The late :var in the United
States created a vast debt, which is being rapidly paid off, and, consider-
ing the cost and probable unproductive character of the Intercolooial
Kailway and other necessary public works in such a vast territory as
ours, it is evident that while the debt of the United States is yearly
decreasing, that of the Dominion is on the increase. This will in a abort
time make the taxation of the four and a-half millions in Canada about
equivalent, in proportion to the taxation of the forty millions in the
United States. Why, then, should not Canada under such circumstances
adopt the principle which has been so successfully carried out in Ger-
many, and abolish all the custom houses between the two countries, so
as to have a perfectly free trade, not only in all natural products of the
States and the Dominion, but also in manufactures ? If we had the
power to make a treaty between the Dominion and the United States, it
might be framed on the following basis : —

1st. — The introduction of all manufactures and products of tho United
States into the Dominion free of duties on imports and taxes ; and the
like concession by the United States to the manufactures and products of
the Dominion.

2nd. — Uniform laws to be passed by both countries for the imposition
of duties on imports and internal taxation , the sums collected from these
to be placed in a common treasury, and to be divided between the govern-
ments according to population.

3rd. — The admission of Dominion built ships and vessels to American
r€^istry enrolment and license, and to all the privileges of the coasting and
foreign trade.

4th.— The Dominion to enlarge its canals and improve the navigation

wmm

I !

of the St. Lawrence to its largest capacity ; counect the Bay of Fandy
\iiih the Atlantic by canal, aud to aid in the building of any great lines
of international railroads, and to place the citizens of the United States
in the same position as to tho use of such works as enjoyed by the citizen^
of the Dominion ; the United States and the severd Statas giving the
citizens of the Dominion the same rightsjand privileges over works of the
same character in the 1 ited States.

MANUFACTURES.

Would not a measure like this be far preferable to the late Recipro-
city Treaty ? It would give absolute and permanet«t free trade between
the two countries, while, in our opinion, it could be more easily obtained,
and would be a favorite arrangement with the Americans both in tL"
West and at the East. It would abolish smuggling along the frontier,
and save both parties iminense expense, and disband a whole army of
custom hf^use officers on both sides of the line. 'While it would be
highly advantageous to our neighbours in the United States, it would
make Canada a great agricultural, mining and manufacturing country.
It would rsettle for ever all questions relating to the fisheries and the
navigation of Lake Michigan and the St. Lawrence ; it vould open up half
the continent to American enterprise and capital, while it would give us
access to the markets of forty millions of people, and bye and bye to one
hundred million. We only glance at the result of such a measure ; but
Wft think its consideration is worthy the attention of both peoples. Nor
do we tnink we have overdrawn +he picture. It is true, we have no
coal in Quebec or Ontario, but while England burns coal to create i
motive force in stearapower we have that motive force in water from
every river runnijig from the North into the valley of the St. Lawrence.
Moreover, during the winter months, while it is a physical impossibility
to do any regular out-door agricultural work, manufactures of all kinds
could be successfully carried on by those who at present are unemployed,
and instead of 27,000 of our French and other populations, who last
year sought employment in the mills of the United States, we could then
furnish that employment here, while hundreds of thousands more would
be attracted from abroad, and our country would be dotted with nume-
rous mining and manufacturing villages throughout the length
and breadth of the land. If this is not done, it is mere folly to
spend our energies in inducing emigration, for under our present
system, all our efforts to do so only end in the United States
receiving all such emigration, and for whom Canada is at present
only an Emigrant agent. Look again at the vast depoaits of coal
in the Maritime Provinces, computed in Nova Scotia alone to amount to
seven billions of dollars at two dollars per ton, and which cannot be ex-
ported in any quantity at the pres^ent rate of duty to the United States.
We feel that we have only glanced at some of tbe results of the change
suggested. It is a matter, however, which should be discussed, for the
vital iiit( rests of the country are involved in it. We have tried to show

that national independence is only a s^^cond but necessary step in the
scheme of confedoration — that it indicates no revolution and no violent
distoition of our institutions. We have shown that England desires the
change and that we need it. We have shown how the vast territories,
the important population and immense resources of the Dominion entitle
us to a respectable place among the nations of the earth, and that we are
strong enough to stand alone, and that we should not insist on perpetuating
a connexion with England which her statesmen declare is a weakness to
her. On the contrary, we should make up our minds to take the position
of an independent nation. The necessity of this change is not our doing,
and, whether for good or ill, it has come to us in the natural and ir.evitable
order of things from our geographical position on this continent. The
duty of the people of the Dominion is the development of our resources
and the pursuit of industry. We have an ample domain, and as fair a
start as a country ever had. We have no quarrel with England, and we
ought to haye none whatever with our neighbours and brethren in the
United States, — sprung from the same stock as ourselves, — nor can they
have with us, and with both, we are linked together by the strong ties of
blood and commerce.

ON THE NECESSITY OF ANOTHER BRIDGE
ACROSS THE ST. LAWRENCE.

To the Editor of the Northern Journal.

Sir, — In 1846, when I was actively engaged with my friends, Sir A.
T. Gait, the Honorable L. H. Holton and others, in striving to secure
for Montreal a railway connection not only with the Atlantic at Portland,
but \\ith Kingston, Toronto and the Western States, the St. Lawrence
Kiver at Montreal was deemed a formidable and insuperable difficulty ivk
the way of forming a continuous railway connection between its northern
»nd southern banks. The directors of the St. Lawrence and Atjantio
Railway fixed their terminus of the Portland Road at liongueuil and
built expensive wharves at that point for its trade, while others advocated
the plan of building the line on to Moffatt's Island, opposite the city,,
and constructing warehouses on the south shore. It was at this time
that I published in the ** Canadian Economist/' a free trade paper,
the following : —

" Why should we go to the expense of building warehouses on the
other side of the river if this can be avoided ? But how can it be
avoided ? We reply, by building a bridge across the St. Lawrence. There
way be those who will think this a visionary scheme, but we speak
advisedly V'hen we say it will be found quite practicable. Such a bridge
can he erected fVom this side some little distance below Nun's Island^
at which part ct' the river the water is comparatively shallow, and the
shoving of the ice nothing like so violent as it is lower dowr the river.
By means of this bridge we sh^U have constant access to the opposite,
shore to the great convenience of trade, and the freight and passenger

railway company can, by this means, both from the eas!^ and west, run to
a basin on the canal or river for the use of vessels loaded for the railroad.
Such a bridge, it may be said, will obstruct navigation, but masted
vessels with cargo must iiecessarily come down the canal, while it should
be at such an altitude as to allow steamers to pass under it without
difficulty Such a scheme would at once do away with the, necessity of
building wharves on the other side of the river, as we'l as the use of
ferry boats. It would afford a means by which the conatry people could
cross it with their horses, cattle, &c., and a considerable revenue could
be obtained from foot passengers, while the freight and passenger trainr
could pass by a tunnel under the canal into the city depot, both in
summer and in winter. This is a work that the people of Montreal
should move in, for every m n that owns a foot of property should give
this and the railways his attention and support, ii\ upon a survey and
examination by competent engineers, it will be found as practicable as
we now with full confidence declare that it is. The inhabitants of the
city should shake off the apathy which so eminently is their character-
istic; and zealously address themselves to the execution of this project."

Like all no^ schemes this idea of a bridge across the St. Lawrence
was received with ridicule ; my '* sanity " was doubted for urging it. and
the comments as to its " absurdity," ** folly," ko., were freely used. But,
believing in its necessity, I persevered in having surveys made. Mr.
Morton, the engineer of the St. Lawrence and Atlantic road, reported first
on its being practicable. In 1847, Mr. Gay, of Philadelphia, made a sur-
vey and Mr. Gzouski in 1849. Then Mr Keefer, in 1851, gave plans of the
bridge, and made a valuable report, but all agreed that the site below the
Nun's Island was the best. Thus matters stood, when the agents of the
Grand Trunk Company came to Canada, when I suggested to the Hon.
Mr. Holton, then president of the Kingston Railway, that all our rights
and privileges in that road, under our charter, should be given up to the
Grand Trunk Company, on condition that they should construct and
build a bridge across the St. Lawrence, to connect the Eastern with the
Western railways. The suggestion thus made was accepted. Such is a
brief history of what is now the Victoria Bridge, which was completed in
1859. The influence of the Gran-' Trunk Railway and of the bridge in
cheapening transport and of adding iacilities to the commerce of the country
cannot be over-rated, nor can it be denied that these works have been one
of the principal means Thich ha.i contributed to the present position of
Canadian trade, and to the present great prosperity of Montreal.

The object I have in writing this letter is to shew that, although all
vill now acknowledge that the Victoria Bridge, across the St. Lawrence,
n as a necessity and a work of the greatest utility for th3 benefit of the
whole country, yet, in my opinion, the time has arrived when another
bridge across the St. Lawrence must be built.

The great increase in all branches of trade at this port since the com-
pletion of the Victoria Bridge in 1859 is something wonderful, yet I see
no reason whatever to doubt that in the next eleven years the increase
will be as great, and, ahould the Government of this great couii try awake to
the necessity of adapting our canals to the utmost capacity of the natural

•4^

^m «

navigation, such an impulse will be gi.ven thereby io our whole system of
railways, and to the advantages of the St. Lawrence route for Western snd
Eastern trade, that the increase in the future will far exceed any increase
in the past. Look at the increase in the last eleven years. The
receipts at the port of Montreal of grain and flour in 1859 were equi-
valent to 3,790,738 bushels, while in 1870 the receipts were 13,190,798
bushels. In 1859 the taxable property in Montreal amounted to
$26,800,296, while in 1870 it had increased to $50,559,840. In 1859
the tonnage arriving from sea was 94,660 tons, but in 1870 the tonnage
was 316,846 tons. The revenues of the harbour in 1859 were 879,714,
whil( fheyhad increased at the same rates to $169,787 in 1870. Last year
there was shipped from five lake ports in the Western States grain and
flour equal to 122,000,000 bushels, while in 1859 the export of same
commodities from same ports was only equal to 67,000,000.

It should be borne in mind, too, that only one- tenth part of the land
of these Western" States is yet occupied, and that the North-western
region of British America has an area lying west of the 98th meridian,
and above the 43rd parallel, which is not inferior in size to the whole
Uaited States east of the Mississippi, all of which is perfi y adapted
for agricultural purposes. Then, again, look at the great valley of the
Ottawa, and to the trade which, I think I shall be able to show must
inevitably flow through that valley from the Pacific Ocean, and to sit
immense trade in lumber, and even the most cautious will acknowleged
that there is good ground for the expression of my belief, that the con-
struction of another bridge is necessary at Montreal to connect the United
States railways of New England and New York with those of Lower
Canada. I shall, however, defer the further consideration of this subject
for another letter.

Your obt. servant,

JOHN YOUNG.

Montreal, Oct. 10th, 1871.

A NEW BRIDGE ACROSS THE ST. LAWRl NCE-

LETTER II.

To the Editor of the Northern Journal.

Sir, — In my last letter, I gave a brief history of the first bridge
across the St. Lawrence, and alluded to the benefit which that work, and
the Grand Trunk Railway, had conferred on Canada and the commerce
of this city. I also gave some statistics, shewing, that the receipt of
grain and flour, the taxable property in the city, the harbour revenues
and the tonnage of vessels from sea, had all moie than doubled during
the past eleven years; and I expressed the opinion that, as the increase
in the next eleven years would be far greater, another bridge across the
St. Lawrence was absolutely and imperatively necessary, in view of
Western, Ottawa and Quebec railways.

la 1854 I prepared and presented a petition to Parliament, whic i I
read amid the lai^hter of members, for the construction of a railway from
the Pacific Ocean to the Atlantic, via the south shore of Lake Superior,
crossing at Sault St. Marie and passing down the Valley of the Ottawa
to Montreal and thence to the Atlantic. Only six individuals signed
that petition, of whom Sir A. T. Gait and myself are the only survivors.
I mention this fact to illustrate the great change of opinion in these few
years, for to-day the *• Northern Pacific Railway Company " have built
several hundred miles of their railway from Duluth on Lake Superior,
and are energetically pushing forward that great work towards the Pacific.
It is true that this line of railway is being built in United States territorv.
It is, however, proposed to build a parallel line to the Pacific, wholly in
Canadian territory, passing from the St, Lawrence at Quebec and Montreal
through the valley of the Ottawa, running to the north of Lake Nipissing,
and North of Lake Superior to Bute Inlet on the Pacific.

Considering the growing friendly relations with our neighbors in the
United States, and considering also the value and need of the capital
necessary to perfect our Canal system and develope the vast resources of
the Dominion which everywhere abound, it ought to be a serious question
— in view of the actual construction now going on of a Pacific railway
by the people of the United States — whether it wouW not be better to
defer for many years the consl,ruction of a parallel road in Canadian territory.
Would it not be far preferable to run branches from our territoiy (where-
ver and whenever required) into the line in the United States, and thus
save a vast expenditure in constructing a rival and more northern parallel
line, through a yet uninhabited region, and for no other reason than
because it is in British territory ? The Northern Pacific line, terminating
on Lake Superior, must come east through Minnesota on the south side
of Lake Superior. World it not be wiser, instead of building the pro-
posed line north of Lake Superior to the Pacific, to meet the United States
line by bridging Sault St. Mari*^. and from thence run almost a direct
ailrline, south of Lake Nipissingj thiough the Valley of the Ottawa to
Montreal and Quebec ? The Pacific Ocean would thus be connected by
railway with Montreal, Quebec, Halifax, St. Johns, Portland, Boston and
New York, with a less distance than by any other route, through the
United States, while the Ocean port of Montreal, accessible for the largest
ocean ships, is 500 miles less distant from the Pacific by the Ottawa
Valley route, than any port on the Atlantic.

If then, I am right as to the advantage of meeting the '* Northern
Pacific," now constructing, at Sault St. Marie, why risk all the commercial
prospects of that line for one, which, like the Intercolonial Railway, there
may be military reasons, but its commercial disadvantage of being 250
miles longer from this city to Halifax than the route to the same point
through the United States, ought to have condemned it.

Waiving the question as to whether the route should be via Sault St.
Marie and the south shore of Lake Superior, or by a route enti/ely north
of that Lake to the Pacific, in either case the Valley of the Ottawa, via,
Pembroke, Hull, St. Th^r^se or St. Jerome to Montreal, is the best and
shortest. If. however, ihere is only to be the Victoria Bridge across th-a

iwa

St.
rth

tb^

St. Lawrence it would be impossible lO reach it, because the Ottawa road,
in order to avoid the Mountain of Montreal, would require to take a sweep
from the north to Lachine, and, if this could be done, St. Th^rdse, St.
Jerome aad the whole northern country below St. Andrews, culd have
no railway transport, neither could the Pacific Railway connect with the
North Shore Road to Quebec, except through and over the narrow and
now crowded wharves of the Harbour. This I think must be evident to
every one. The present Victoria Bridge naturally accommodates the trade
of the St. Lawrence Valley, the Lakes Ontario, Erie and Michigan, and,
while a large trade must always flow from that direction by nnlway, and
in greater volume when the water routes are made larger and more com-
plete, it ia not designed for that part of the commerce of the North West
and of the Ottawa Valley. Then, again, I believe the North Shore
Railway from Quebec to Montreal will soon be a reality. There can be
no railway bridge to the South Shore at Quebec, and, coasid' ring the
enormous extent of the lumber trade of the St. Maurice, and other rivers
on the North Shore where mills are established, and which would furnish
much freight for the railway to American markets, it would seem absurd
that such freight should be carried up to Lachine or near it so as to reach
the proper level to pass over the Victoria Bridge. It is true that a tunnel
might be cut through the Mountain, but there is a limit to the traflSc on
this bridge. A train takes about ten minutes to pass over it from one
Bide to the other, and this gives 144 trains in 24 hours. This speed
might, no doubt, be increased, still not much, and when, as I am informed,
nearly 100 trains per day pass over now, it will be seen that, in view of
all the facts stated, as to the increase of our future trade through the St.
Lawrence Valley and by the Northern Pacific and Ottawa Railway, the
Victoria Bridge is not suflBcient for the whole of that trade, and that,
therefore, another bridge is necessary.

From these statements, which I believe cannot be controverted, it will
be found that the best route into Montreal from, the north will be by the
east end of the Mountain, and to connect the Pacific, Ottawa and Quebec
Railways with the American system of railways on the south side of the
river, a bridge will be required. When the scheme of the Victoria
Bridge below Nun's Island was suggested in 1846, it was then argued
that the best site was opposite St. Helen's Island, while others advocated
a tunnel. Charles Legge, Esq., Civil Engineer, whose experience in the
construction of the Victoria Bridge enables him to speak with great
authority on such a matter, lias chopcn a different site, and has lately
made a survey of the location. He has stated to me that, leaving the
North Shore opposite FuUum Street, and thence over Isle Ronde, and
the south channel to the St. Lambert shore, a little below St. Helen's,
there is no insuperable difficulty in construction.

The Current St. Mary, or navigable channel of the St. Lawrence,
possessing a width of 1450 feet with an extreme depth of water of 30
feet, will be spanned with a high level Iron Tubular Bridge of fine
openings, supported on massive stone piers, rising to a height of at leask
120 feet above the surface of the river to allow of vessels from sea passing
under it. The span over the channel will have a length of 340 feet,

It ■

while the adjoininpj openings on each side will span 240 feet each.
From Isle Ronde to the south side over the unnavigable portion of the
river the bridge will consist of twentj-six spans of 200 feet each, of wood
or iron, supported on stone piers.

From the north side, the grade of the bridge will descend to the level
of the ground by a succession of spans, and join the " Montreal Northern
Colonization " anjj the " Quebec North Shore " Railway. From each
side of the tubular portion of the bridge carriage ways of ten feet in
width will prcject, being supported by brackets placed on the top of the
tubes, for the accommodation of ordinary cart traffic, while the top of
the tube and carriage ways will be planked over, forming a roadway of
thirty-six feet wide from end to end of the bridge. On the space so
provided, tracks can be laid and city horse cars, vjpith passengers, can
traverse the river, and get access by a side track to St, Helen's Island at
all seasons of the year, in the event of that Island being converted, as it
should be, into a Public Park for the people. Pedestrians can also use
this space for crossing the river. During the six or eight weeks of the
year, (Fall and Spring) when crossing t^e river by boat or vehicle ia
stopped, this bridge will furnish the required facilities for connecting
ordinary traffic with the south side of the St. Lawrence.

At either season of the year thousands of citizens and visitors from
abroad would avail themselves of the bridge for the purpose of enjoying
the magnificent prospect from its elevated level.

The total width of the river at this point is about 6800 feet, or 2400
feet shorter than the Victoria Bridge, with the viaduct portion over the
mainland on the Montreal side. However, the entire length of bridging
will probably be about equal to its rival, but at a much less cost.

The " Montreal Northern Colonization Railway," connecting at Mont-
real with the " Vermont Central " or other American lines, by means of
this proposed bridge, and continuing to Hull and Pembroke, uniting
with the Canada Central, from thence by the most direct and best line
to the Sault St. Marie, and joining there the Northern Pacific Railway,
will give nearly an air line from the Pacific to Montreal and the Atlantic
Ocean, and, as said before, five hundred miles shorter than by any
existing route.

The rails of the " Northern Colonization," and *' North Shore" lines,
would, of course, be brought down to the city and harbour level, which
would necessitate a large harbour extension in Hochelaga Bay for lumber
and other freight purposes.

Such is a brief sketch of this new bridge across the St. Lawrence ; bnt
I cannot leave the examination of this subject, so deeply affecting all
interests, without again, and perhaps for the last time, urging on my
fellow citizens, the necessity of providing larger facilities m the harbour
tha'i now exist, which the present aspects of the trade of Montreal
render necessary.

Having said this much on the matter of the new bridge and railways,
I must also refer to what is necessary to secure for all of these railways
necessary accommodation in the harbour, and what should be done by the
citizens of Montreal to maintain that pre-eminence as a depot for com-

merce which she now enjoys, but this must be the subject of ano'.iier
letter.

Your obdt. servant,

Montreal, 18th October, 1871.

JOHN YOUNG.

all
my

km-

THE HARBOUR AND THE RAILWAYS.

LETTER III.

To the Editor of the Northern JoraNAL.

Sir, — The necessity of a new bridge across the St. Lawrence, as sug-
gested and surveyed .by my friend Charles Legge, Esq., was the subject
of my last letter ; and I now propose to shew the necessity of increased
accommodation in the harbour, not only for the Ocean and Inland
vessels, but also for the various railways terminating at our Port, either
from Quebec, the Ottawa, or the Grand Trunk.

It must be evident to every one, who will take the trouble of walking
from one end of the harbour to the other that a vast increase of harbour
accommodation is required ; and that it may be ruinous to the best in-
terests of Montreal to delay making provision for the same until a. pres-
sure for it shall arise. We have seen the effect of past improvements on
the St. Lawrence, both above and below the city. The opening of the
St. Lawrence Canals was followed by an immediate expansion of the
trade with the Western country, and a great reduction in rates of freight
both upwards and downwards. The improvement made in the channel
between this city and Quebec has been followed, as the deepening was
made by a gradual increase of the size of the ships, and, as a consequence,
of the reduction of ocean freights, until we have now steamships of 3000
tons trading to the St. Lawrence, and one of 3,910 tons which has not
yet been able to come to our port. Such facts alone, are, in my opinion,
sufficient to render it imperative on us to provide wharf accommodation
on a much larger scale than any which at present exists But, as I believe
it will be quite practicable to make the ship channel between our harbour
and the sea 24 feet deep at low water, with a minimum width of 300 feet at
bottom, the conclusion becomes inevitable that the number of such large
vessels will increase from year to year to keep pace with the development
of the trade and resources of the boundless country lying on either side
of the St. Lawrence, and of the great inland lakes above it. The extent
of this vast trade, of which as yet the St. Lawrence route only attracts
about twelve per cent — both by the present canals and railways — is so
enormous, that there ought to bo no room for any jealousies between cities,
far less should there be, as there has been, jealousy as to whether harbour
improvements should go on at the west or at the east end of the city, be-
cause there is enough for all, and the trade which will naturally flow to-
the west end is a different trade from that which will flow to the east end.

When I was appointed a Harbour Commissioner in 1849, the limits of
the harbour of Montreal extended from the mouth of the Canal to the

Barracks, but haying at that time an exalted opinion as to the future
growth of the city, and of the possibility of making it a great depot fo!"
commerce, I succeeded in inducing my colleagues in the Commission to
petition Parliament for an extension of the harbour, and an Act was
passed in 1850 extending its limits to the Rivi6re St. Pierre at the west, and
to Ruisseau Migeon at the east. Under the same impression, and believing
that a great mistake had been made in not extending the Lachino Canal
into Hochelaga Bay, Messrs. Gzouski and Keefer, at my suggestion, were
employed to survey and ascertain whether it was not then (1852) possible
" to extend the Canal from the St. Paul or St. Gabriel level through the
city into Hochelaga Bay, with the view of constructing warehouses on
euch side of the Canal.'' but the excessive cost of land and buildings, and
the cutting oflF drainage, water pipes, gas, &c., obliged the Engineers to
condemn the plan as too late, but they favoured the enclosure of that
unnavigable space, consisting of about 120 acres, below theVictoria Bridge,
with the view of forming a dock there and a winter harbour, a plan which
was unanimously approved of afterwards in 1858, by Messrs. McAlplne,
Kirkwood, Childs, and Legge, eminent Engineers, who specially reported
on the subject. In 1853, at the request of the Harbour Commissioners,
I reported on harbour enlargements, in which I stated " that a very large
extension of the present harbour accommodation must be made in the
course of time in the direction of Hochelaga Bay. The trade in sawn
lumber and other wood goods is rapidly increasing, and should the Montreal
and Bytown Railway be constructed (as I have no doubt it will be), and
made to pass out of the city by the east side of the Mountain, it appears
to me that, in that case, Hochelaga Bay will become a large shipping
point for the lumber and wood goods that will arrive from the Ottawa
Valley, thereby necessitating a large increase of wharf accommodation
in that direction. But, although this may be found necessary in the
course of time, yet, from the fact that no warehouses can be erected there
and made secure from the ice shoves in winter, any more than in the pre-
sent harbour, it in no way detracts from the necessity which I believe to
exist for the construction of Docks upon the Point St. Charles Shoals,
in connection with which suitable warehouses to any extent could be
erected, and railway connection could thus be made with these warehouses
and the ships, and facilities created superior to any port on the Conti-
nent."

This plan of harbour improvement, after being approved of in 1858
by the most eminent Engineers on the Continent, was also approved of
by the Board of Trade, although it was obnoxious to the people of the
eastern section of the city, who, on my appearance at a public meeting ia
company with the late lamented Mr. McGee, threw bricks and stones at
us, and we with difficulty escaped serious injury ; and as the late Mayor,
Mr. Workman, in his letters of " a merchant, " said Mt. Young, Mr. T.
D. McQee and their party wer6 " driven from the ground before the
indignant scowl of iaipatient public sentiment and for advocating a
scheme so obviously absurd."

Against this view Messrs. McAlpine, Kirkwood & Childs, the eminent
Ame^ ican Engineers, declared, after a full examination of all other plans,

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th" t " frf^m all these considerations, and from th^ vast amount of Western
trade likely to take the St. ]j iwrence route, we "hro united in opinion
that a dock harbour of one hundred and twenty acres is the best form
for a permanent increase of accommodation, and that Point St. Charles
is very much the best site therefore." These Engineers further were
unanimous in stating " that the port of Montreal is the proper place for
transferring cargoes from the interior to the sea vessel ; and therefore the
Harbour Commissioners are right in their plans for deepening the channel
between Montreal and Quebec, " and " that the present harbour facilities
of Montreal are entiisly inadequate to accommodate the present trade
and its certain increase, and that large additions are required." Now,
the opinion I desire to convey to your readers is, that the Grand Trunk
Railway co;ning into Montreal from the Valley of the St. Lawrence,
and that to come into Hochelaga Bay by the east end of the Mountain,
from the Valley of the Ottawa, the Pacific and Quebec, have each
separate and distinct functions to perform, nor does the trade of the one
interfere with the other. According to the views expressed in my last
letter, each will have its bridge across the St. Lawrence for the acoora-
modation of its business. The Grand Trnnk, by the system of docks
at Point St. Charles, could have unlimited railway tracks around the
whole dock and down Mill Street, and on to the reclaimed land in the
harbor of twenty-one acres, filled up and dei.gned for a freight station,
and as the depth of water in the dock would be twenty-six feet, goods
intended for railway transport could be taken direct from the sea-going
vessel. Wharves to a large extent would be vequircd in the harbour
at Hochelaga Bay for the trade of the Ottawa Valley, and then
each branch of trade could have every facility it required at its
natural depot. The western vessel or propeller could in such a
d6ck discharge rapidly her cargo of grain into the elevator, while the
ocean ship could as easily be loaded from the elevator. Flour, provisions,
oil; &c., from the Western States and Ontario could be stored and
insured there at the lowest possible cost, and be also at a point where such
property could be moved by railway to Britain, New York, Portland or
St. Johns, or by water to the Maritime Provinces, the West Indies or
to Europe. I am satisfied that with these improvements carried out,
and the canals of the Dominion adapted to the natural navigation, so
great will be the increase of the commerce on the St. Lawrence, and
particularly at Montreal, that, with the vast water power at our doors
for manufacturing, nothing could compete with the facilities which can be
created for trade, and by union and energy it is in the power of the citizens
of Montreal to secure these great results. But, if they do not at once
adapt the necessary means to this end, and provide greatly extended
accommodation and deepen the channel to the sea for ships, to twenty-
four feet at low water — and that immediately — trade will be forced
away from Montreal. The Harbour Commissioners have lately decided
to adopt the reclaimed land at Windmill Point into a Basin for canal
boats, and also to deepen several of the basins to accommodate large
ships. This, I think, is a mistake, for it must be borne in mind that
the local trade of the harbour wilh the surrounding country, and with

the Lower Provinces in ainall vessels of a lij^ht, draft of water, is greatly
on the increase, and for such vessels most of the present wharves are
admirably adapted and have ample water. As a proof of this increase,
I may state that, in 1859, the tonnage ariving in the harbour of vessels
not from sea, amounted to 388,137 tons, while in 1870 the tonnage was
721,334, and the increase of this local trade in the next eleven years will
be much greater than during the same time in the past. If so, is it not
evident, seeing the present crowded state of the harbour, that other
accommodation for the large ships should be obtained. Transport by the.
Grand Trunk Railway must keep pace with the growth in production aad
population of the Western country, and to facilitate the business of
that large enterprise, accommodation on a most extensive scale is required
with the means of discharging the loading cars with the greatest
rapidity. I have shewn that, with a new bridge near St. Helen's Island,,
all the trade by railway at the east end of the city can meet the rail-
ways from the southern shore and be accomodated in Hochelaga Bay,
while, by the docks and other improvements, the rails of the Grand Trunk
can meet the ocean ships. The farthing-candle policy of bringing the
rails on to our narrow wharves, built and intended for the discharge of
assorted cargoes for distribution in the interior, by .hv; merchants of the
city, not only destroys the facilities for trade in the harbour, but is a
means so paltry and inadequate, in providing that ample space for the
conduct of the business of such a railway as that of the Grand Trunk,
that one is surprised at the apparent want of foresight in those who con-
trol it. In conclusion, I would say that it depends entirely on the energy
and enterprise of the people of Lawer Canada, of Quebec and Montreal^
to say how much of that vast interior trade can be attracted by canal
and railway, to the St. Lawrence, and through the Valley of the Ottawa,
either for export to the Eastern States, or for shipment to Europe. With
Canals and docks completed — with unlimited water power at our com-
mand for saving time and charges by machinery, with a 24 foot channel
to sea at lowest water, and with the Victoria and St. Helen's Bridges
affording an easy means at all seasons of the year for transport, there is
' no place superior on the continent to this, and, with these improvements,
Canada would be in a position to compete successfully with the state of
New York for the vast and ever-increasing interior trade. To myself,
personally, it is a matter of little moment whether those views which I
have so long urged on public attention shall be carried into effect or not.
But as every year has only tended to impress me more and more with
their truth, I cannot help thinking that it will soon be a matter of regret
that action had not sooner been taken on a subject so vital to the inter-
ests of this city .

I am'your obedient servant,

JOHN YOUNG.
Montreal, 25th Oct., 1871.

lot.

]th

i-et.

SHALL CANADA RETAIN THE CARRYING

TRADE ?

Oar late articles on our Canal Policy and on Rdilways ; our corres-
pondents' articles on the present state of harbour accommodation n-'d
the want of increased facilities for trade, have excited considerable cuai-
mcnt and attention thereon. Wo trust that, by a little well-timed co-
operation and exertion, a practical solution may be given in the affirma-
tive to the question — " Are wo likely to retain the carrying trade of
produce, &c., by the Si. Lawrence?" Some individuals of a sanguine
temperament will at once answer, " Not a doubt of it. Nature has not
conferred on us that magnificent river, with its noble chain of lakes
stretching 2,000 miles from the Ocean into the interior for mere
ornament." Others will reply as decisively in the negative, while they
enlarge on the intricacies and exponsivcness of that navigation, and the
superior advantages of the southern route to the Atlantic ; but the
greater number will listen and supinely leave it for the future to decide.

Now, there is no denying but this is a most important question, the
most important, perhaps, that could be put, affecting the interests of
Canada, and it is one which we regret to say too the Government of the
country have not given adequate attention. We have no doubt as to the
advantages of the northern route through the St. Lawrence, if properly
improved, being the best. The question as to the best route has to us
been of the deepest interest. It involves a great struggle. It suggests
a field on which rival nations are to fight, not by force of arms, but peace-
fully, yet strenuously and energetically for a commercial advantage. It
will be a warfare of years, for the question is not to be decided in a day,
and it will be the means of implanting habits of enterprise and activity
among all who engage in the strife.

We do not doubt the result, because we believe that, in such a contest,
we possess the greater elements of strength. Nature has been lavish to
us, and all that is wanted is, for art to aid what nature has given, in
adapting our canals and other improvements to the navigation. This
done we think it certain that such reductions can be made in the cost of
transportation, both in our internal forwarding and in our outward freight,
as will enable us successfully to compete with New York, Boston and
Baltimore for Western trade. There is, however, one element which we
must have, and that is a free intercourse in trade with our neighbours in
the United States — nor can we see how this is to be brought about with-
out the people of Canada possessing the Treaty-Making Power. This
cannot be obtained without our securing National Indepenence ; but this
is a question we will discuss in future numbers of our journal. We
coincide with the Honourable George Brown, who, in a speech in 18G4
to his constituents of the South Riding of Oxford, said : " We cannot
" expect that Britain will always send her Navy to guard our shores ; we
" cannot expect that British troops shall always stand ready to defend us
" against attack ; we must look forward to the day when all British
" America will stand together, and in close alliance and heartiest syra-
'' pathy with Great Britain, be prepared to assume the full duties and
" responsibilities of a great nation."

11 '

t!i

THE LONDON TIMES AND CANADIAN
. INDEPENDENCE.

The departure of Ilor BIojestv'H troops from Quebec, and tli- Domin-
ion, has been a fruitful subject fi)r comment by the British Pret^s. Wo
aro weekly put in poasessiou of the sneers and taunts of newspapers and
magazines for our want of spirit in continuing to hang on to old Mother
England. A Sheffield paper the other day asked " when we were going ?"
while another declares that " Englishmen wore right in withdrawing their
troops, as they could not longer bo expected to bear with patience the
accounts of the prosperity of a colony for which they were paying, while
its inhabitants wore contributing no hing to the Empire." The London
Times, in a late issue (2nd Dec), devotes a column and a half to our
case, and tells us •* that the withdrawal of the troops is now effected, not
to meet a temporary exigency, but to satisfy a deliherate policj/,'' and in
reference to one particular regiment, the 60th Rifles, it states that: —

" The history of that fine regiment is closely bound up with the history
of Canada. It owed its origin to the zeal with which England entered
into the momentous European struggle known as the Seven Years' War —
a zeal which burnt no less fiercely in the American Colonies than in the
Mother Country. To the Seven Years' War the Colonies contributed a
regiment, which then and for years after was known by the name of the
Royal Americans, which turned the tide of battle in the famous struggle
on the Heights of Abraham, and which, after the Declaration of Indepen-
dence, became the 60tb Royal Rifle Corps. It is somewhat singular that
a regiment thus intimately connected with the early Colonial empire of
England in America, and with the transfer of Canada from French to
English rule, should by its departure inaugurate the new ( Jonial policy
of the British Government."

We are again informed : —

" We can understand how keenly the Colonists feel what they believe
to be the disruption of a bond which unites them to England. We can
appreciate tlie stjusation of nervousness and the natural hesitation which
aflect a new country with a sparse population and resourcos only in part
developed when, after years of tutelage, it is hidden to embark on a career
of independence, self government, and self-d fence. The shock of separa-
tion, and of a sudden plunge into new duti.;: md responsibilities, cannot
but cause alarm and anxiety. But that tlook sooner or later must have
been encountered, and the Canadians wou i have been the last to put
forward the discreditable pretext that they were unable to defend them-
selves, and were therefore unworthy of self-government. Such a line of
argument was, indeed, advanced before the close of the American Civil
War, but the result of that great struggle taught among varioiis collateral
lessons, that Canada with its enormously lengthened frontier, exposed
throughout its whole length to the attack of a powerful neighbour,
could not be defended with success, by British arms in the event of
a war. It was agreed by politicians of every shade of opinion, by
Mr. Bright and by Sir Charles Adderle^, that the Canadian frontier
could not be protected against an invasion from the side of the United

al
id

r,
of

States by any forco which Erigland could possibly wnd ocross the Atiantlo
to ropoltho n«;<jrc83ors. The only hope of security for Canada lay evidently
in the organization of a national force in the Colony, and it was quito
evident from the exporionco of the past that such a forco would never bo
organized so long as Great Britain maintained a 8iug[e rogiraont in gar-
rison or held a single fortress in Canada."

Hero we are told by this the most influential press in Britain, and the
best informed, that wo have boon fur years " under tutelage," and we
were " bidden to emhnrJe in a career of iiidcpendenee, self-gnvernmeiit
and self -defence" Have the four millions of Anglo-Saxons and French
descendants, who now inhabit this northern portion of the American
continent, with one foot on the Atlantic and the other on the Pacific,
not spirit and manliness enough to accept the offer and undertake the
responsibilities of self-government ? The Tinirs furth.cr says : —

" In spite of the slanders of party opponents, and the querulous^
remonstrances of short-sighted Colonists, this policy has been carried^
out, the murmurs of the discontented have died away, the Colonists are
growing reconciled to a destiny they cannot avado and which is fruitful
in possibilities of greatness. The withdrawal of the last Battalion of
the British Army marks the commoncciuent for the Canadian Dominion
of a new career."

These utterances of the great London Times are in accordance with
those of the loaditig statesmen of England, and of the members compos-
ing the British Cabinet. Why should wo therefore hesitate to adopt a
policy so evidently the desire of our parent country ? It is we believe for
the interests of England that she should be entirely freed from all
political complications on this continent, and every one loyal to those
interests, should aid in carrying out her wish that we should assume an
independent national position However reluctant, we are yet irresistibly
led to the conclusion, that on this continent the offspring of England
must be the predominating power, but the consolation in this is, that
this power and its influence in the world will still be in the bauds of
our own race. By Independence we will assist England in being
better able to retain and maintain her position in Europe ; we shall,
although remote, still be animated by a kindred spirit and attach-
ment to her. We are aware that many dread our proximity to the
United States. We have no fear for America politically, for reasons we
have in for^aer numbers stated, nor is it by surrounding ourselves by the
panoply and pomp of war that we can maintain our position, but by the
steady promotion and encouragem,ent of industry. With our vast material
for future greatness everywhere — on the Pacific, as well as on the Atlan-
tic slopes — with our enormous territory, and the advantages we have for
turning our resources into account, is it possible for any one to doubt
the necessity that exists for a free commercial intercourse with the United
States ? With Independence, and the Treaty-making power this result
can be attained, and when attained an impulso will thereby be given to
Canadian industry and to the progress of Canada, in wealth and popul-
ation, of which it would be difficult to estimate, while peace between the
two peoples would effectually be secured by bonds of mutual interest in
navigation and commerce.

ssspi

THE DAILY NEWS AND RECIPROCITY.

Our contemporary the Daily Nems has taken us to task for our views
cm Canadian Independence, and for the expression of our opinion, th it
it would be highljj advantageous to the best interests of the Canadian
people, as well as those of the [Jnited States, if a system was inaugurated,
by which the industries of both countries could be exchanged without
duty or restrictions of any kind. The News refrains from publishing
our article, while he draws conclusions quite at variance ^rith its plain
meaning. We think that reciprocal trade with our neighbours, not only
in the natural products of the two countries, but also in manufactures,
would be of advantage to all, but the News declares that suoh a system
" would give the Americans the contvol of our manufacturing trade" —
that, " if American manufacturers had free admission int--' our markets,
three-fourths of our manufacturers iu Canada would have to call their
creditor? together " — that, " our shoe and sugar factories would be forced
to close their doors " — that " if we could ship lumber free of duty into
the United States, we would not own a stick of pine in a dozen years,*'
and, " that the true policy of the Government of Canada is not to think
about Independence or Reciprocity in trade with the United States, but
to build the Pacific Railway " in Canadian Territory, through present
uninhabited forests and prairies. It is pl-iin from these statements that the
News has a very poor opinion of the energy and skill of Canadian work-
men and manufacturers to compete with their neighbours in the United
States. We are told " the weak point " of our position is, that wa
have only four uiillions of customers, and that, with such a population,
" manufactures can soon overtake consumption." Now, the main point
of our argument in urging free trade with the United States was, that in-
stead of four millions we should have forty-four ni'llions of customers on tliis
continent, and bye and bye, a hundred millions. As regards lumber, what
is the diflferenoe now, as to its export, from what it would be under re-
ciprocal free trade ? There is now no hindrance by law, to its export, and
it is one of our great staples of commerce. We now export over eight
hundred millions of feet of lumber, and, on crossing the frontier, this has
to pay 20 per cent, duty, or about two dollars per thousand fuet, which
amounts on this item alone to over $1,600,000 annually, which, in our
opinion, is nearly all lost to Canada, yet the News, as v e understand,
would consider the repeal of this duty injurious. We annually csport
over $6,000,000 of horses, cattle, swine, sheep, &c., on which we pay
twenty per cent, duty, and the taking off of this duty would, according to
the News, also injure our farmers, who have no other market to which
these surplus animals can be sent. Then again we Tpny four cents per
pound on butter and cheese, ten cents on wool, fifteen cents on every
bushel of oats, barley and rye (for which we have no other market), and
yet our contemporary would lead his readers to believe that the repeal of
thes.-' duties are not matters we should strive for, and that we arc better
as we are. We lia^e no sympathy with suoh opinions. We believe that,
with a fair and open field, our woikmen and manufacturers are quite ca-
pable of competing successfully with our neighbours. With our unlimited '

and cheap water power, with our abundant labour and raw materials free,
and with a tariff of duties on imports from abroad, the same in the Unit-
ed States and Canada framed for revenue! purposes, we have no doubt that
Canada would rapidly assume the position of being a favorable point for
manufaoturino; industry. Bujf, as the News !\dinits, "the weak point is
that we have now only four millions of customers," or, us Mr. Dunkin
has founM by his census. 3,484,51 1. With forty-fou'' millions, however,
the case would be entirely chnnired. Under such a chanjj;e, according to
the News, this Northern people have not th^ power, if free trade exis^^ed
with the United States, to compete with the people there. We entirely
dissent from this view, for we are not prepared to admit that the people
of Canada are inferior in enerjiy and enterprise to our neighbors on the
other side of the lines. Nor do we believe that there is one manufac-
turer here or elsewhere in Canada who would not consider it a great
boon to have the United States market open to him, and we even doubt,
if our esteemed neighbour, the proprietor of the Daily News, would
not himself rejoice at the opportunity of contending with New York o?
other printing estiablishments in the United States, for the sale of hh
books.