^, V^ 'w^ 1 M IMAGE EVALUATION TEST TARGET (MT-3) ^^4v 1.0 1.1 2.0 III 140 1^ 114 IJ^ Hiotographic Sciences Corporalion 23 WIST MAIN STMIT WIUTn,N.Y. 14SM ( 71* ) 173-4503 ^^2^ 4^^ ^ CIHM/ICMH Microfiche Series. CIHIVI/ICIVIH Collection de microfiches. Onadton InnltuM for HIMorlcal Mlcror«productlon. / liwtltut c»wdi.n d. mierowproductlont hinorlqun > Technical and Bibliographic Notos/Notas tachniquas at bibliographiquaa Tha Instituta has attamptad to obtain tha baat original copy availabia for fitmlng. Faaturaa of this copy which may ba bibliographicaity uniqua, which may altar any of tha imagas in tha raproduction, or which may significantly changa tha usual mathod of filming, ara chackad balow. 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Tous las autras axamplairas orlginaux sont fiimte an commandant par la pramlAra paga qui comporta una amprainta d'imprassion ou d'illustration at an tarminant par la darnlAra paga qui comporta una taila amprainta. Un daa symbolas suivants apparattra sur la darnlAra imaga da chaqua microfiche, salon la cas: la symbols — ► signifia "A SUIVRE ", la symbols V signifia "FIN ". Las cartas, pianchas, tableaux, ate, pauvent Atre filmte A das taux da reduction diffArants. Lorsqua Is document ast trop grand pour Atre reproduit en un seul cllch6, 11 est filmA A partir da I'angle supArieur gauche, de gauche h droite, et de haut en bas. en prenant la nombre d'images nAcessaira. Las diagrammes suivants illustrant la mAthode. 1 2 3 32X 1 2 3 4 S 6 it 7-! I 'I i P [ ^ / BRITISH POSSESSiC AR£IA anAjPOPUMTIOAV AtPHtn Geo SqM? 167. 3. \G 261 50'Ji Lower Canada, NovO'Soolia Caf>e Breton 3'inee. Ec/A^ardili^ 10.680 • 1 .638 600 000 740.0001 172.9X2 ! 323 84-81 28. "3 00 1 38.6001 irORTIfAMSmCA TinglisliMaas u-'— 1— J I. Hf. 1— II t* 10 M i% I** Total 4-75.507 IBQAOttO ISP***' JVutntCnmi Suamshipt u ARI^A and. POPI'LArmX Lo'^vef (''XTtaA/t- No'va.tSeoUa Caf)e lirtton. ,\rpa in t*c Sq.M» I'l.piiUf? 167.S.\6 600 000 261 50 IS 740000 a* "791 .172.9X2 10.680 223 8*8 1 .^559 28.700 1 .6^8 38.600 i Tnt^i '4.r'-. SOT laoiiOttQ V c iifumaMari' UdL durwigjix -mervthrofllfiri/ ^"mbo« Stta-nuhipt THE SAINT LAWRENCE AND ATLANTIC RAILROAD. -w«ret G)My< CtiMuiicui' ■xiU ifvumif an/the of Wiii, nuhipt A LETTER TO THK CHAIRMAN AND DEPUTY CHAIRMAN OF THE NORTH AMERICAN COLONIAL ASSOCIATION, 11, LEADENHALL STREET. 1 '5 1 * ! !i LONDON: PRINTED BY J. UNWIN, 31, BUCKLERSBURY. MDCCCXLVII. f A LETTER TO JAMES DOWIE, ESQ., CHAIRMAN, AND ROBERT HARRISON, ESQ., deputy- chairman. Gentlemen, It having been decided by the Pro- prietors of the Saint Lawrence and Atlantic Rail- way to proceed with the immediate construction of that work, and operations having been already commenced upon extensive sections of it, it may be interesting to those connected with the trade of Canada to review the causes which have induced colonial enterprise to undertake a work of such magnitude. The trade of Canada has hitherto been almost exclusively carried on by way of the River St. Law- rence; a route which, from being interrupted during the winter months, has necessarily hampered the operations of commerce, and subjected it to heavy charges in respect of freight and insurance. These a2 disadvantages were, until very rocontly, rendered less onerous by the preference given in the British markets to Canadian exports. Now, however, that this preference has been in a great measure with- drawn, it has become a subject for very serious con- sideration, whether the exports of Canada will still be made by way of the St. Lawrence, or will obtain shipment at Boston or New York. By the equalization of duties the question be- comes one of simple cost, and unless it can be shown that the products of Canada can reach Great Britain at less cost by way of Montreal than by New York or Boston, it must be conceded that the colonial trade will be div*»rted into American channels. Under the impression that the protection afforded to colonial industry would be continued, a vast ex- penditure was incurred by Canada in the formation of a series of ship canals, connecting the navigable waters of the Saint Lawrence with Lakes Ontario and Erie. These canals, are calculated to permit the passage of vessels drawing nine feet water, ca- pable of carrying 3,500 barrels of flour, and were intended to compete with the Erie and Oswego Canals, leading to Albany, and thence to New York, which permit the transport of flour in barges carrying only 700 barrels The following comparative view of the estimated cost of freight by these respective routes to Boston, New York, and Montreal, is subjoined. In submit- ting this statement, it will be observed that the comparison is drawn with the Oswego route, as it will prove ultimately the cheapest route to New 5 York uiid Boston, althougli for tlie moment the 8cale of canal tolls has a tendency to force business to BufTaloc : — IlAlifnx Ciirr. ». «/. Cleveland to Oswego, average cost of transport for a barrel of flour by Lake Navigation and Welland Canal 2 Oswego to Albany, 200 miles, barges, at proportionate rate for the whole length of ^he Erie Canal in 1846 2 6 Albany to New York 7^ To New York 5 1^- If sent to Boston, the difference of freight per railroad, between Albany and Boston, and Albany and New York, is 10^ To Boston 6 Some small addition must be made for the re- peated removals from one mode of conveyance to another, and also for truckage on delivery in either New York or Boston. If sent by Buffaloe, an addition of one shilling must be made to the above charges. * From Cleveland to Montreal, by Lake Navigation, Welland and St. Lawrence Canals, the carriage of a barrel of flour is estimated to cost 2s. lie?. No transhipment will take place, and the flour will be carried in vessels containing 3,500 bis. It will thus be seen that flour can be delivered in Montreal at an estimated less cost than at Boston * Vide Appendix. \ of 3s. Id. per barrel, and at New York of 28. 2Jd. per barrel. The freight to Great Britain, however, at Montreal, averages from 2s. 4d. to 3s. higher than at New York, and insurance being also much dearer in the spring and autumn, it will be found, in practice, that deliveries at Liverpool can be made, via New York, a fraction cheaper than by Montreal : from Quebec they would possibly be a trifle lower than at Montreal; but the difficulties attendant on the short season of navigation, equally affect Quebec, and compel shipments to be made, whether the markets or freight be favourable or otherwise ; circumstances not occurring at New York, and giving it thus a decided advantage over the Canadian ports. For the importation of goods for the Canadian market, New York still more evidently possesses great advantages over the St. Lawrence, as having a constant communication with Great Britain, and enabling the merchants of Western Canada to pro- cure their goods as they may, from time to time, require them, as well earlier in the season, as in such quantities as may suit the demand. Under the operation of the former colonial policy, the protection afforded in the British markets en- abled the St. Lawrence to compete with New York, even under these disadvantages ; while, at the same time, the Americans by high frontier duties com- pelled British goods and Canadian products to seek Canadian ports. Both these causes have now ceased to exist. Canadian corn has at present, and will soon permanently have no advantage over American in Great Britain, and by a system of of f drawback duties, flour or goods may be transported through the United States, on paying a duty of 2J per cent, ad valorem. The extent to which this has already been done will be hereafter shown. ' ' , J i.'.: 1 If the question were one merely affecting the Canadian trade, it might, perhaps, be considered as of minor importance ; but it must be remem- bered, that the same causes which may render New York or Boston the sea ports for Canada West, equally entitle Montreal and Quebec to compete with them for the trade of the vast territory of the United States, around or near the Great Lakes; comprehending in whole, or in part, the States of Ohio, Michigan, Illinois, Wisconsin, Indiana, Ken- tucky, and Missouri — states possessing the follow- ing population : — Ohio 1,519,467 by census of 1840 Michigan 304,278 „ 1845 Illinois 643,482. „ > .„ . Wisconsin 155,277 „ >, Indiana 685,866 „ 1840 Missouri 511,937 „ 1845 Kentucky 779,828 - <.'ii 1840 4,600,135 and including a portion of Pennsylvania, now cer- tainly giving a total of five millions, and increasing with unexampled rapidity, before whose trade that of Canada sinks into insignificance. The following extracts from a recent work on the I 8 lake commerce,* will partly show what it was, west of BufFaloe, a few years since, and what it now is ; while it is almost impossible to form an estimate of what the trade of that vast region will become. ^'^ "Prior to the year 1832, the whole commerce west of Detroit was confined almost exclusively to the carrying up provisions and goods for the Indian trade, and bringing back, in return, the furs and other matters collected by that trade for an Eastern market, and the freighting up of provisions and supplies for the troops at the different posts esta- blished around the Upper Lakes ; all of which furnished a limited business for a few schooners." (Page 4.) . ( • « This year [1834] two trips, with steam-boats, were made to Green Bay, and three to Chicago; and the amount of business done was $6f272'65. The greatest part of this sum was for business west of Detroit, a^* the trips to Chicago were made by a boat running from that place" (Page 6.) „ # # # * " I estimate that three-fourths of the steamboat business done by the Chicago and Green Bay boats this year [1841], is made from legitimate business west of Detroit, and amounts to «8^226,352*46." * * # * " I have not been able, neither is it possible, to show the annual increase of business west of * "Lake Commerce. Letter to the Hon. Robert M'Lelland, Chairman of Committee of Commerce," in United States House of RepresentativeB, by James S. Barton, Buftaloe, N. Y., 1846. | Detroit, since the year 1834 ; but I have been able to exhibit, and very correctly too, the astonishing increase in steam -beat freight and passenger business in that quarter, from that time to the close of 1841 ; and it is found to have grown, in the short period of seven years, from the trifling sum of ^6,272*65, to the magnificent amount of $226yS52'46. I shall now call your attention to the commercial business done by sail craft on the same lakes. « '*' ^ " I estimate the number of sail vessels owned on Lake Erie and the Upper Lakes at 250, varying in size from 30 to 350 tons : the largest one being an old steam-boat converted into a sail craft; the smaller sized ones are employed in wood, lumber, and stone business, and confine their operations principally to rivers and short trips ; while the larger ones are employed in freighting produce, merchandise, and other property, the whole length of the lakes, " The cost of these vessels varies from ^1,000 to 4? 14,000. I have taken 5,000 as a fair average ; which will show that there is employed in sai) vessels, a capital of ^1,250,000 ; these vessels will earn annually from ^500 to a;^6,500 each. I average them all at .;^3,000 ; which will show an amount of business done, ,;J7 50,000. Very many thousands dollars of this business is made from freight west of Detroit; how much, I am unable to say." (Page 9.) ,! " In the year 1845, there were the following number and description of vessels owned and run- 10 ning on the lakes above Niagara Falls, as near as can be ascertained by the most careful inquiry : — '•• Steam-boats 52 20,500 tons. Propellers 8 2,500 „ >» ♦ Brigs 50 11,000 „ Schooners 270 42,000 „ "380 76,000 „ costing, in their construction, ,;J4,600,000. And during the same year, the number on Lake Ontario was very near the following: — Seven steam-boats, which confined their trade to that lake; eight large propellers ; and about 100 brigs and schoon- ers, not merely engaged in that lake, but the largest-sized and greater number extend their ope- rations to the extreme end of Lake Michigan, via the Welland Canal ; and carry up and bring back an immense amount of business in merchandise, salt, passengers, agricultural productions, &c. The tonnage owned and built on Lake Ontario, I esti- mate at 18,000 tons ; and the cost of construction at ^il'l, 500,000. ^ ' ' • " In the year 1845, after the close of naviga- tion, there were put in construction around these Upper Lakes, the following vessels which I know of — several of them are finished, and are now em- ployed — viz., seven steam-boats, nine propellers, fourteen brigs and schooners, all of the largest class. Large additions were made during the past winter of tonnage, on Lake Ontario ; but I have no means of giving the amount." (Page 19.) That the American Atlantic cities are fully awake to the importance of opening up communi- 11 cations with this immense region, may be judged of by the works undertaken by Boston and New York alone, with a view to secure a share in the rich harvest, Boston has formed a railway of 200 miles, at a cost of ^10,000,000 to the Hudson River at Albany, where it meets the Erie Canal, and whence a line of Railway extends to BufFaloe, a distance of 336 miles, costing «;J8,000,000. This city has also another line of railway projected to Ogdensburgh, on the River St. Lawrence, about 100 miles above Montreal, and distant from Boston nearly 400 miles, of which 257 are now either constructed or in progress of con- struction. .. r In 1840 the Western Railroad from Albany to Boston was in part opened, in 1842 it was opened throughout ; the following is a comparative view of Boston in 1842, and 1845, and 1846:— Population. Real Estate. 1842 not taken $65,499,900 1845 114,366 81,991,400 1846 not taken 91,119,600 New York has formed Albany to BufFaloe, with its branches, at a cost of ^30,723,000.* It was opened in 1825. The busi- ness done by the Erie Canal alone has been as follows — 1836 • 124,982 Tons 1841 201,360 „ 1846 400,000 „ estimated. A detailed statement of the business of the Erie Personal Estate. Total. $41,223,800 $106,723,700 53,957,300 135,948,700 58,720,000 149,839,600 the Erie Cana! from I * Vide American Almanack, 1847. 12 ^ .'• Canal done at BufTaloe will be found in the Ap- pendix, being too lengthy for insertion here, i a The increase above 1845 of bread stuffs alone, landed at tide-water, New York, last year, by the returns to 22nd November, was 550,463 barrels of flour, 1,407,013 bushels of wheat, 1,511,809 bushels of Indian corn, and 307,964 bushels of barley. . . The effect on the City of New York by the opening of the western trade is shown by the fol- lowing comparative view of the assessed value of real and personal property at different periods :* — Close of the War 1815 £20,409,010 Prior to opening of Erie Canal 1824 1825 1835 1845 1846 New York is now engaged in the construction of the Erie Railroad, in length about 500 miles, to Dunkirk on Lake Erie. With reference to the statement of business now done by Buffaloe and the Erie Canal, the writer previously quoted, remarks : — " This will show an important branch of the lake commerce, perhaps the largest, but far from being all ; much passes on the railroad between this city and Albany, via Erie, through the Pennsylvania Canal; Cleveland and Toledo, through the Ohio and Indiana Canals, and Erie and Kalamazoo Railroad ; Monroe and Detroit, by the Michigan Railroad ; and ' 'III.' 20,768,919 25,290,011 54,680,926 59,998,889 61,238,026 * Vide Appendix. /i'. i'r({i.-,.':r 13 yet more through the Welland Canal to Canadian markets ; and to New York, via the Oswego Canal, the whole of which, could it be arrived at, would increase the quantity I give you very greatly." * " In the year 1835 the following description of property came from the State of Ohio, being then the only exporting state on these lakes, and passed through Buffalo, via the Erie Canal to tide-water. BptcIs of Flour. Bushels of Wheat. Lbs. of Staves. 86,233 98,071 2,565,272 ' ' Barrels of Provisions. Barrels of Ashes. Lbs. of Wool. ' ' 6,562 4,410 149,911 -''^ ** In 1845 the exports of Ohio and other states around these lakes, sent off by the same channel — were Barrels of Flour. Bushels of Wheat. 717,466 1,354,990 Barrels of Provisions. Barrels of Ashes. 68,000 34,602 Lbs. of Staves. 88,296,431 Lbs. of Wool. 2,957,761 y\^ '/ The total amount of flour and wheat exported from the same states in 1845, and which passed over the lakes, exceeded 1,500,000 barrels of flour." Respecting the present export trade of Canada, it may be remarked, that last year the receipts of flour and wheat at Montreal from the interior by the canals and River St. Lawrence, were equal to 1,300,000 barrels of flour, of which were exported, via the St. Lawrence, equal to 800,000 barrels. A large quantity now remaining in store there (not- withstanding the great advance in price), from the absence of any route to the Atlantic. ; t n Hi h it U The foregoing statement of the trade of the Western Lakes is necessary as an introduction to the estimates which have induced the commence- ment of the St. Lawrence and Atlantic Railway. It will be universally conceded, that the natural outlet for all the commerce that is now afloat on the Great Lakes is the River fiit. Lawrence, now rendered navigable for the largest class of lake craft, and were this channel not interrupted by the severity of the winter, an amount of business would soon be done at Montreal and Quebec exceeding pre- sent belief. But as, unfortunately, for both British and colonial interests, this barrier to navigation will, probably, never be removed, Canada, is compelled to seek the same artificial modes of conveyance which are being so vigorously carried on by her rivals, and in supplying a remedy for the natural difficulties of her position, a railway communication between Montreal and the Atlantic, at the city of Portland, has appeared to be most essential. The distance between Montreal and Portland, by the line of railroad as surveyed, is between 270 and 280 miles; the cost is estimated as not exceed- ing £1,750,000, and the cost of conveying a barrel of flour will not exceed 2s. currency. i Recurring, therefore, to the statements previously made of the cost of delivering flour at Montreal, Boston, and New York, it will appear, that it may be delivered at Portland, with the expense of only one transhipment at Montreal for 2s. lid. +2s.= 4s. 1 Id., as against 5s. 1 Jd. at New York, and 6s. at Boston. ' " ** Portland, it may be here observed, is two days' sail 15 nearer Great Britain than New York, and possesses a most admirable harbour ; never subject to inter- ruption in winter, and from whence insurance can be effected as low as from any other port on the Atlantic coast. Vessels will also be here enabled to load direct from the railway cars, and expenses of truckage, storage, &c., will thus in a great measure be saved. : ?' ■ "" * The effect of the construction of this railway will be to give to Montreal and to Canada, an outlet at those times when the navigation of the St. Lawrence may be closed. It will, during the sum- mer, give Canada as well a choice of market, ar, of routes to the English market; tending to prevent injuriously high freights, or insurance. It will render unnecessary, shipments of produce, or im- portations of goods, at unfavourable periods, and will thus in all important respects place the mer- chants on an equal footing with those of New York and Boston. l To show it is high time this new channel of trade were opened, it may be here stated that the effect of the drawback on Goods' Billj passed by the United States, in 1845, has already been to create an extensive forwarding trade through the New York canals to Western Canada. Last year, it is stated, that fifty boats thus found employment on the Oswego Canal, and ,J5'75,000 of back entries were paid at the port of Oswego alone, for goods passing through to Canada, notwithstanding a differential duty of 7 per cent, exists in Canada on the importa- tion of British goods by way of the United States. IG : .1. The whole of tliis freiglit would, no doubt, be transported over the railroad on its completion, from the advantages offered by the navigation of the St. Lawrence above Montreal ; and a great in- crease may be anticipated in this trade, when the differential duty spoken of is repealed, which will, no doubt, soon take place, as the Imperial Parlia- ment have placed it at the disposal of the Colonial Legislature. > .-:--..;,. . This view of the altered position in which Cana- dian commerce will stand, on the completion of the St. Lawrence and Atlantic Railway, has induced the promoters of it to anticipate a large amount of business, both in goods and produce, with Great Britain, by way of Portland. The next object of importance which it is ex- pected will be gained to Canada by the construction of this railway, is the supply of the market now existing in the New England States, for the pro- ducts of the West ; a market from which want of communication has hitherto completely debarred the Canadian merchant from entering. And in refer- ence to this portion of the subject, attention must be drawn to the circumstance, that, in addition to the lines leading to Portland, a railway is now extending from Boston, with the intention of join- ing the main line at Sherbrooke, about 100 miles east from Montreal. This railway proceeds from Boston northward, through the wealthiest manu- facturing districts of New England, including the towns of Lowell, Nashua, Manchester, Essex, &c. One hundred miles is now in operation ; fifty more 17 will be opened in November next ; and of the re- maining 120 miles to Sherbrooke, 40 are now under contract. In speaking of the market for Western produce, afforded by New England, it will be well briefly to state the position of these districts, and the channels by which their present wants arc supplied. .. The State of Maine is the North-eastern part of the Union, lying between Canada and the At- lantic. It contained in 1830 a population of. . 399,955 Do. 1840 do . 501,793 Increase in ten years 101,838 and has since proceeded in like ratio. It is the principal market from whence lumber for the United States is supplied; it is largely engaged in the Fisheries ; in shipbuilding it exceeds any other state in the Union; while it is third as respects tonnage. A very large business is now carried on by Maine in supplying lumber and fish for the West Indies, South America, and the Mediterranean; which would be greatly in- creased, were the merchants of this state able to include bread-stuffs as an article of shipment. This, however, they cannot at present do, as their own supplies are now drawn from New York and Bos- ton, to an extent estimated by a gentleman of Bangor, intimately acquainted with the subject, at 300,000 bis. Flour ; 500,000 bush. Indian Com ; with Pork, and other articles in corresponding quantities. These amounts are fully borne out by 19 : t i the fact, that from New York alone there were last year shipped to the Eastern States, 255,000 bis* Fof lour ; and by the Western Railway there were also imported into Boston, for the same markets, 275,000 bis. Now the whole of these imports were brought to New York, at a cost of 5s. 1 Jd. per bl., and to Boston at 6s. ; while by Montreal they will be laid down at 48. lid. It may, there- fore, be safely assumed that the whole imports of Western produce into Maine will be made by Montreal, and the Saint Lawrence and Atlantic Railway. The comparative distance from Buffaloe to Port- land, will stand thus : — Boston Montreal, via Oswego. Navigation in Lake vessels, carrying 3,500 bis 370 200 Canal, by barges of 700 bis none 200 Railroad 275 200 Railroad, or coasting schooners. . . . none 106 ii. 645 706 Via New York the distance would be one-half more. Besides being shorter by Montreal, it will be ob- served, that the mode of conveyance will necessarily be cheaper. Allusion has been already made to the Railway now in progress of construction, leading from Boston to the St. Lawrence and Atlantic Railway at Sher- brooke. ; . * >■ ; , The importance of this outlet for the trade down 19 the St. Lawrence, may be seen by a brief statement of the present position of the principal mannfacturing towns along the line. Lowell, population in 1844, 25,163 ; capital invrstcd in mills, 1845, « 10,550,000; spindles, *228,858 ; operatives, 9,595. Nashua, popuUiiion, 6,000; spindles, 40,000. Manchester, population, 13,000; spindles, 100,000, &c., and many other separate mills. That this trade is greatly on the increase may be judged of by the fact, that in 1828 the population of Lowell was only 3,532, and the other towns had no existence. It would, however, occupy too much space to enter into any detail of the progress of manufactures in Massa- chusetts, a statement of the population of the state in 1830 and 1840, will best show their increase. 1830 1840 Population >f Increase 610,408 737,700 127,292 And it is said by the best informed men, that this progress continues in like ratio. Massachusetts and New Hampshire do not raise by any means a sufficiency of agricultural produce for their population, and the deficiency has to be drawn from the western states ; the amount of this deficiency on the line of the Western Railroad is shown by the deliveries of western flour at the way stations between Albany and Boston, and the extent to which facility of communication is enabling western produce to replace previous articles of b2 20 1842 1843 1844 1845 food, may be judged from the deliveries as given below. 172,110 barrels of flour 244,239 ,, 297,403 „ 328,183 „ other grains, butter, cheese, lard, &c., also form large items of traffic* These statements are rendered valuable from the circumstance that the Western Railroad is the only present route from Boston to the Lakes, and passes through a country not dissimilar in population to that traversed by the Railroad leading to Montreal, without, however, being in any respect a rival line, so far as way business is concerned. That portion of the line from Boston to Montreal, already completed, yielded net receipts for 1845, of 9^ per cent, on the cost of the Boston and Lowell Railroad.f 12| „ „ Lowell and Nashua. 10 ,, „ Concord. The latter Company have also leased a portion of the extension towards Canada, at a guaranteed in- terest of ten per cent. From these circumstances, it may be supposed that the mercantile community of Montreal, and the Di- rectors of the St. Lawrence and Atlantic Railway Company, attach very great importance to a con- nexion with Massachusetts and the city of Boston, * Report by the Railway Company to the State, 1846. f Vide Appendix. 21 and anticipate from it very beneficial results ; inas- much as the same causes which will, it is believed, make the Canadian route preferable for the American manufacturers to obtain their supplies of western produce, will render it also the most advantageous for the transmission of their goods to the interior. The same may be said of the importers at Boston of West Indian and Foreign productions, which the vast population enumerated as around the Great Lakes are necessarily, in a great measure, compelled to purchase at New York or Boston. Having thu^j completed a general review of the grounds upon which it is considered that the St. Lawrence and Atlantic Railway will become a great thoroughfare to Canada and the Western States, and also, it is thought, sufficiently demonstrated its ability to compete with the existing routes, for the traffic which they now hold, it will be proper to conclude this portion of the subject by stating that from the experience of the last few years, particularly of 1846 (when from the difficulty in getting pro- duce forward from Buffiiloe to Albany, freight rose from 45 to 118 cents, per barrel), it must be evident that it is unnecessary to anticipate that the success of the St. Lawrence and Atlantic Railway involves a diminution of business on existing routes, as it cannot be doubted that the present means of transport are insufficient to keep pace with the in- crease of business, and that new channels must be opened, among which the St. Lawrence River and Railroad, will offer, in diminished expense, greater facility, and much greater dispatch, advantages above any other route that can be suggested. f 1% 22 The foregoing considerations of the present state of the commerce of Canada, of the Western States, and of a part of New England, have been carefully weighed by the Directors of the St. Lawrence and Atlantic Railroad Company, in estimating their traffic returns, and having in view the certain augmentation which must occur before the line can be opened for through business, they have every confidence that the following results will be attained. And in proof of the belief entertained that an im- mense demand will be made on the capabilities of the railroad, it has been decided that the Canadian and American Railroad to Portland shall be con- structed with a guage of 5 feet 6 inches, as affording greater scope for a heavy freight business, than 4 feet S^ inches : — Barrels Flour for the State of Maine, and Eastern Provinces of New Brunswick and Nova Scotia 250,000 Flour to manufacturing districts of Mas- sachusetts and New Hampshire, say J the amount of way business of Western Railroad 164,000 Flour for shipment to Great Britain, West Indies, and foreign markets . . . 500,000 Indian Corn and other grains in the pro- portion of i to flour, equal to 250,000 Bis. 1,164,000 Pork, Beef, Butter, Cheese, &c. &c. equal to 50,000 barrels of pork. Merchandize, West Indian produce, and foreign 23 goods, from Great Britain and the United States, it is estimated will amount to ten thousand tons. With reference to the Passenger Traffic, it may be remarked, that this railroad will form the most expeditious route for the mercantile community of Canada generally, to reach the Atlantic, whether their object be to proceed to Great Britain, or to transact business in the United States ; and during nearly six months of the year, will be the sole means of communication between the whole population of Canada East, and part of Canada West, now amounting to above 800,000 souls, and the United States and Great Britain. It will also form a rapid and easy communication between Canada, and the other British Provinces of New Brunswick and Nova Scotia, which is now much required. Halifax will, on the completion of this railroad, be brought within forty hours of Montreal, say thirty hours by steamboat, and ten by rail. Another source from whence much passenger traffic would arise, is the pleasure travelling in which the Americans indulge. The extreme heat and insalubrity of the Southern States in summer, compel great numbers to travel to the North, and even with the present communications above two thousand visit Montreal every summer. The St. Lawrence and Atlantic Railway, passing through a highly picturesque country in Canada, and ap- proaching in New Hampshire the grand scenery of the White Mountains (a favorite district for tourists), would no doubt attract many, to whom other routes liave become uninteresting. 24 It is also believed that a very considerable num- ber of emigrants would choose Portland or Boston as their landing port, were they enabled to reach Canada by railway. By leaving England in Fe- bruary, they could be actually established on their land in the month of April, thus giving them as regards a crop, the advantage of a year over those who proceed to Quebec, where they arrive in the end of May, or June. Of the business along the line of the Railway in Canada, it may be remarked that the population in the immediate vicinity of the route was, in 1 843, 96,976, (exclusive of the city of Montreal, contain- ing now about 50,000), who are almost universally small proprietors ; labourers, or persons of that clasp, forming but a small proportion of an American or Canadian rural population. The resources of this districts were by the census of 1843,* stated to be 263,778 bushels of wheat; 1,534,407 bushels of Indian corn and other grains; 1,731,161 bushels of potatoes ; 83,37 1 head of neat cattle ; 24,649 horses, and a great number of sheep and hogs. These amounts are now largely increased. • The passenger traffic by stages to and from the Eastern townships, (comprehending about one half of the above), were last year ascertained to average fifteen persons per diem, or about 4,500 per annum, exclusive of such as made use of their own convey- ance, which is done to a great extent. The freight of goods to and from .the Eastern ♦ Vide Appendix, 25 townships, at a cost of about £3. 15s. per ton, now amounts to above 6,500 tons, (the town of Sher- brooke alone has now 1 ,075 tons). This freight will be carried by Railway, for 25s. per ton, and it would, therefore, be fair to estimate a large increase ; but for the purpose of the present estimate, the amount to be carried by rail is assumed as above. The cattle, horses, sheep, pigs, &c., which now go on foot to Montreal and Quebec, would, it is anticipated, yield a revenue of £2,500 to the Rail- way; and grain and potatoes, and other agricul- tural produce, now debarred from market by the cost of freight, would, it is anticipated, amount to £5,000. The Canadian Seigniories, or that district tra- versed by the Railway lying between the Eastern townships and Montreal, is now densely inhabited ; several villages and one small town are passed by the line, and the intercourse with Montreal is con- stant. Large quantities of grain are sent there, and the tonnage is very considerable. This district gives employment, during summer, to two steam- boats, which are, even now, insufficient for the business. The distance by water to Montreal is 90 miles; by Railway 19 only. There is one item which will form a great article of traffic, for the first few years after the portion of the Railway now under contract, is opened ; it is the supply of wood, for fuel, to Montreal, which now costs about 25s. per cord of 128 cubic feet; while on the Railway line, 45 miles from Montreal, it can be delivered in any quantity at 5s. per cord. in mi im 26 The cost of transport to market will certainly not exceed 10s., allowing the Railway freight to he 7s. 6d. ; and it is, therefore, believed that a large portion of the supply of fuel will be thus obtained. The quantity of firewood consumed in Montreal is estimated at 150,000 cords ; of which one-third, it is thought, would pay the Railway toll of 7s. 6d. From the carriage of Sawn Lumber for the New York and Montreal markets, a revenue, it is ex- pected, of £3,000 would be derived. In summing up the resources on which the St. Lawrence and Atlantic Railway relies for its re- venue, it may be remarked, that the estimate is submitted, as evincing the variety of important points bearing in its favour, of which any one may be omitted without detracting from its claim to be considered as a highly remunerative undertaking. Necessarily much must have been omitted; and this may be taken as a further allowance against any supposed over-estimation. My object has been to show, on sound data, that this work, the importance of which to the trade of Ca- nada cannot, I think, be disputed, likewise combines a certainty of being a highly profitable investment ; for, although it is difficult to estimate the extent to which improved communications will increase the business, yet the cheapness of construction and of working the line, render a successful result to the Proprietors attainable, with a much less extensive traffic than is required on railways in Great Britain. 27 GENERAL ESTIMATE OF TRAFFIC ON THE ST. LAW- RENCE AND ATLANTIC RAILWAY, IN CANADA. Hal. Cur. Flour and Indian Corn, 1,164,000 brls., @ lOjd £49,470 Pork, beef, butter, cheese, &c., equal to 50,000 brls., @ Is. 3d 3,125 Merchandise from Gre-^c Britain and United States, West Indian produce, fish, &c., 10,000 tons, @ 25s 12,500 Eastern Townships tonnage, 6,500 tons @25s 8,125 Cattle, sheep, pigs, horses 2,500 Salt 750 Grain and potatoes 5,000 Canadian Seigniories tonnage, merchan- dise, grain, salt, cattle, &c 5,000 Fuel, 50,000 cords, at 7s. 6d 18,750 Lumber, 6,000 tons, at 10s 3,000 Passengers, including the travel from Sherbrooke to Montreal, at thrice their present number, (a usual and safe esti- mate), 30,000, @ 20s 30,000 Way travel between Montreal and stations west of Sherbrooke, and between all local stations, say, for Passengers . . . 10,000 Mails 2,000 £150,220 Expense of working line, @ 47 per cent.,* 70,603 Nett Annual Income £79,617 * The average rate of all the Railroads in Massachusetts. 28 "i'V^ C? ^,The foregoiog estimate of the traffic on the Ca- nadian portion of the Montreal and Portland Rail- road shows a surplus of about £80,000 Halifax cur- rency, which the Directors have every confidence in anticipating, after the line shall have come into full operation. > - The whole length of line to ba. constructed in Canada is about 130 miles; and although the detailed estimates are not quite completed, it is expected the cost of construction will not ex- ceed £825,000 Halifax currency ; forty-five miles, including the cost of wharfs and terminus at Mon- treal, having been contracted for, on terms that ren- der the completion of this section attainable, for £275,000 It will thus be seen that putting the commercial importance of the undertaking out of the question, the St. Lawrence and Atlantic Rail- way has claims to be regarded as in the first rank of similar enterprises. The Directors wished to have placed the entire Canadian portion of the line under contract for immediate completion, but unfortunately the panic which has recently affected all railways in England, compelled them for the present to forego, in a great measure, the assistance, in raising the required ca- pital, which they had expected in this country, and to commence the work with very little more than the stock subscribed in Canada. The great impor- tance of the undertaking, however, will, they believe, when properly considered, strike every one inter- ested in the prosperity of the colony, and it is in the confident belief that this railway can never be 29 permitted to languish, that, notwithstanding all dis- couragements and obstacles, the proprietors unani- mously directed the work to be prosecuted to the full extent that the means at the commt. 1 of the Directors permitted. That it will be ultimately completed by colonial resources alone, if necessary, I do not doubt ; it is, however, well worthy the consideration of those connected with the trade of this important country, \,hether, if the foregoing statements be correct, it is not their interest to secure a more speedy termi- nation to the construction of the St. Lawrence and Atlantic Railroad. In conclusion, I have to express my acknowledg- ments for your obliging permission to address these remarks to you ; and I have the honor to be, i? Gentlemen, Your most obedient humble servant, - A. T. GALT, : 5 A Director of the St. Lawrence and Atlantic Railway Companj. • • "' '.■'tat? '"I ' 1 , l< i' '','J I! * »' . APPENDIX. Crnnparative Statement of Cost of Transport of a Barrel of Flour from Cleveland^ Lake JSrie, to New Yorkf Boston, and Montreal: — 8. d, Cleveland, in Ohio, to BufPaloe, by Lake navigation, 1 , „ average J Buffaloe to Albany, by Erie Canal, average for 1846. . 4 4 * Albany to Boston 1 6 Total cost of freight for Flour from Cleveland to 1 „ . Boston, exclusive of transhipments J To New York it would be Is. less, or 6 1 Cleveland to Montreal by Canal and Lake navigation "I „ « without transhipment, average .' . . . J Canal Tolls 5 Total 2 11 t^ 4lU •6V 21 4 6 U 1, )70 TABLES.^, Michigan. Illinois. . . TABZaB Mo. 1. (from the west.) Ohio business of 1 844 1 .. 1845/ .. 1844 1 . 1845/ .. 18441 .. 1845/ .. 1844 1 .. 1845 ( . 18441 .. 1845/ .. 18441 .. 1845/ .. 18441 .. 1845/ .. 18441 1845/ .. 18441 .. 1845/ .. 1844 . 1845 .. 1844 .. 1845 Wisconsin . . j> Indiana .... j» Pennsylvania >> Kentucky. . . . >» Missouri .... j> Canada , Total from Western? States, anil Canadaj New York . . Aggregate business of 1845 .. 1844 .. 1843 THE FOREST. PRODUCT OP WOOD. Fur h Peltry Boardi 81 Bcnnll'g. Bhinglei. Hounds. Timber. 98,52U 107,364 122,500 144,675 24,550 59,292 4,204 7,828i 94,772 189,983 1,853 1,834 4,157 1,810 346,399 516,943 15,047 28.154 545,097 361,446 483,796 Feet. 1,557,676 1,976,334 77,139 306.773 6,000 660 344,774 1,214,554 2,880,168 4,602,541 C. Keet. frtave».__ PoundA. 8,312 7,310 52,388,447 60,604,854 8,082,548 19,271,577 323 1,478 35 298 190,000 244,000 166,052 7,638,000 312.000 348,000! Wood. " Cordi. 4,859,759 8,106,862 10,642,693 11,825,247 17J.I 363 i 244^1 191 ! 8,312 9,086 2(10 2,354 19,932,0691 15,502.450 8,66 1.361 1 554 2G2 221 11,440 8,512 1,564 60,949,047 88,296,431 566,189 877,6 79 89,174,110 61,515,236 34,747,261 409 ^0 980 409 917 Ah i tun Barrelir 16,806 19,714 11,827 11,156 7f) 101 254 282 1,252 1,891 1,76S 1,456 54 3'2;04t 34,602 5,325 3,81^ 38,417 37,365 38,261 TASXiS NOi IXe (to the west.) Ohio . . business of 1844 1 ... „ .... 1845/ 4,725 2.910 ,, 2,562 480 Michigan • • • ,, ■ . . . 1844 1 . . . 1845 j 4,110 , , ), ... ... 1,330 900 , , . . Illinois ... ,. • . . . 1844 1 ... 1845/ 2,280 , , ,5 ... ., • 3,600 , , Wisconsin . . . ... „ ... 18441 ... 1845/ 800 ,, ... 3. • 360 , , Indiana ... ., . ... 18441 ... 1845/ 160 J, ... ,, , , , , , , , , Pennsylvania • • ,, ... 18441 ... 1845/ 422 • . . . »y ... ,, 220 , J , , Kentucky ... ,, ... ,, ... 18441 ... 1845/ Missouri .... ... ,, ... 18441 ... 1845/ , , , , , , „ ... ,, Tennessee . . . ... ,, . . 18441 ... 1845/ , , , . • • » ... ,, . , , . , , • . Alabama ... „ . . . 1844 1 ... 1845/ . , , . , , . . »> ... ,, , , , , , , Iowa ... ,, ... 1844 . , , , , , „ ... „ ... 1845/ . . . , • • , • Canada ... ., ... 18441 ^J84^ ^^^^H • • •• 6ta es and Canada 3 . • • • ,, ... 1845 4,112 5,340 ' .. •• New York . . . „ .... 1844 2,375 2.819,496 109,499 96,325 14,440 .... „ .... 1845 10,750 3.135,615 84,344 137,580 13,025 13,025 Aggregate- • . . business of 1845 14,862 3,140.955 1 .. 84,344 137,580 „ ... 1844 14,872 ! 2,822,40e > 109,499 96,325 14,440 » .... „ .... 1843 31,731 908.83: J 7 ' 45,612 151,480|1 2,428 TABLES. — Showing the amount and description of Property^ received at and shipped fi EST. A( ' WOOD. PRODUCT OP ANIMALS. k-tave*. 1 Wood. AHheii Pork. 1 D««f. BacOn. Ch<.mfl. 1 Butter. Lard. Wool HIdei.. Flour. Wheat. Pounda. Cordi. Barrel!. barrels. 1 Barrels. Poundi. PouiidR. Poiindi. Potinda. Pounda. Poundi. Uarrela. Buiheli. 252,388,447 16,806 38,558123,616 , , 1,404,631 3,668,082 , , 1,720,947 21,386 440,244 695,71( 060,604,854 19,714 21,141 25,802 779,259 1,370,917 1,719,040 1,837,171 2,250,438 171,895 404,029 262,29- 8,082,548 A 11,827 1,626 617 34,644 210,283 . . 256,407 19,348 373,461 224,96: 19,271,577 11,158 325 914 6,761 3,977 6,633 42,86!; 352,081 40,623 265,858 255,12: . , 79 1,002 7,372 . , 375 40,812 . . 71,436 220,545 7,824 472,56i , , . 101 3,507 5,184 98,051 18,555 82,346 162,199 386,840 6,487 479,271 , , 254 80 510 . , . , 2O0 12,221 13,027 4,530 157,66f 190,000 . i 282 1,304 , , 389 , , 37,324 33,578 2,804 186,551 , , . ! 1,252 10,530 751 . , 1,493,774 , , 12,811 9,922 24,104 235,19^ '8 244,000 1,891 3,092 76 314,095 3,975 876,528 35,965 15,534 37,735 168,22i 166,052 1,768 66 34 . , 120,694 123,953 , , 15,767 168 , . 7,638,000 1,456 1 382 197,121 437,434 52 79,263 553 3,52( 1,746 312,000 54 . . ' • * * )8 348,000! . 32,040 38,745 - •• 12 60,949,047 , 51,862 32,900 , , 1,560,344 5,537,104 2,089,589 284,2281850,331 1.78. .09; ^6 88,296,431 . 34,602 28,066 33,662 1,198,166 1,572,015 2,186,020 2,838,966 2,957,761 648,470 717,466 1,354,99( 10 566,189 409 5,325 555 448 , , 744,483 744,437 . , 553,559 92,101 849 54 877,679 980 3,815 'i8,'417 169 422 20,645 1,187,913 1,211,664 13,475 483,556 121,391 4,425 ( 4089,174,110 980 28,235 34,084 1,218,811:2,759,928,3,397,690 2,852,441 3,441,317 769,861 721,891 1,354,99 1261,515,236 409 37,365 52,417 33,348 2,304,827:6,281,577 . . 2,643,148 376,329 851,180 1,786,10 6434,747,261 917 38,261 48,556'26,666 * 2,901,77817,985,628 * 1,249,524 880,868 1,699,72' • • • ■5 5 1 1 i * * 1 • • ■ • * • • 1,696 1,118 89 2,658 .. 615 92 5,593 129 • • 3,520 4,050 2,016 63 " 184 5,726 4,113 112 10,800 4,770 4,857 3,931 2,035 1,770 10,823 296,452 308,449 ' 3( 7: 3' 7 1 ( 2( 10,91 ■ 99 44 96,325 137,580 14, 13, 440 025 4 12 31 • 1,785 3,776 2,924 3,482 92 6,337 5,248 1,228 "200 2,366 3,310 44 99 12 137,580 96,325 151,480 13,025 14,440 12,428 4 43 '5 7,258 4,709 9,930 7,565 5,340 6,878 200 14,913 5,838 166 319,272 298,222 3,310 2,366 2,275 2 11,0 7,5 * Previous to 1845 no distinutioii was made betwe jedfrom Buffaloe, on the Erie Canal, in the years 1843, 1844, and 1845. (2\ikfn from AORIOULTURS. VEGETABLE FOOD. Wheat. Buiheli.' Hye. Buihcls. Corn . Buiihel*. mTnQ 1,289,1097267 J62,294} 767i 33,069 524,963 555,127 172,562 179,272 57,668 86,552 J35,194 68,225 Barley. BuAheli. 3,520 78v ,097 354,990 7 6 354,996 786,104 699,724 1,216 136 5,262 2,505114,529 903, 33,069 44 . . .. 25 903 33,094 2,549114,529 2,832207,806 55 55 11 jOthUrain. UrfcH.htutf I'l.fc Bni. Uiithvlii. , Buiheli. 5941 412 316 276 4,084 2,604 1,718 6,402 2,904 1,829 6,136 Potatoei^ Biuheli. 9,040 8,231 22,096 15,045 3,266 25 182 910J 895 16| 692 3,2661,587 15,045| 927 9,9112,179 410 150 6 6 2,640 Dried Kniif I Puitiids. 176^339 6,047 1,611 2,749 525 140 3,212 102 243 323 181,224 6,510 12,048 1,327 3,455 102 65 7,837 193.272 144,219 A CoHon Pouiida. LL OTHER AORKlILTrHAI. HROnHOT.^. ToljMoco. Clu. & (ir. Hetfil. Flax tSred, i Ho|ili. Potiiiiii. I'ouncl'i. PuiiiMln, 204,361 2,485,2lTi 80,061 580,464 2,109.401 126,735 I 531,656: 13,0(il 261,069! 8,580i 9,600 3,100 9,785 100,126 19,565 9,909 18,656 3,889; 26,903 1,902' 982 210,152 3,138,582 608,349 2,427,576 j 109,906 I 59,760 608,349 2,487,336 210,1523,248,488 1,779,49912,660,794 6,121 23,219 423 I'oiitiiU, 17^04 1,770 3,881 2,666 IJoiii (iiill 42,1 252,1 9, 18, 116,34121,185; 5J,| 133,2791 4,436 270 10,141! 815 Hi] 51,284 i .. i 184,563! 1,436 27; 126,482:22,030; (i!)J 787,669|23,736ili)s] 30 73 34 75 10 9 34 13 6 3 3 90 203 10,982 68 271 11,072 7,508 3 "3 2,424 5,139 2 325 2,248 325 5,141 4,642 5^872 '\ 1,013 4,967 17 16 2,248 8,316 19,564 1,000 44,433 45,354 45,354 44,433 85,524 230 100 73,700 2,882 8 122,504 3,220 79,921 3,239 9,951 3,530 19 6 _348 367 6 32 238 30 1,468 1,706 30 180 2,439 9,441 289,606 13,054 517.993 807,599 22.495 28,307 12.261 7,839 230 26,594 9,975 291 888' 2,439 45,216 48.475 50,914 45,216 25,693;(^) . . 28,537 58,352 32,515 62.J)12 120,364 61,052 166,072 4,848! 548 2,009. 2,009 5,396 4,861 6,16^ 11,558 6,870 2,428 I 1,522 i 111,867 i .. I 1,193 ■ 4,36.1 2,553 5,887 15,613 6,296 19,472 35,085 12.183! 19,701! le between Pork and Bacon, or between Butter and Lard. t Hemp. Lard Oil. § No Cotton Factory in BufTaloc il (Taken from JRAL PROntlCTS. Uinii Seed. Vlnx Sped. I Hop.. IS pi I'oiiiiiU. 1 I'oundi. «»11 !lli 80,061 1 7,304 42, 01126,735 1,770 252,1 56 13,0(il 3,88 1: 9,1 169! 6,121 2,6G(i 18, >80 500 . . 100 . . m , , 126 23,219 , , 565 423 , , )09 , , 356 1 ■ 582 116,34121,185 52, )76 133,279! 4,436 27(lJ 306 10,141 845 Hi,] 760 51,284 .. 1, 336 184,563i 4,43(i 272, 488 126,482:22,030) (\\)\ 794 787,669,23,736 liKS, 1,522 1 S48 11,867 1,193 4,365 548 009 • • 1 ■ ■ '> 55.S \ '■'■ u ■ • < ■! ll • • 1 • • i \}n of Property^ received at and shipped from Buffaloe^ on the Erie Canal, AGRICULTURE. J,009 5,396 1,861 5,162 .'5,887: 1.5,613 6,296 19,472 1 1,.5.58 5,870 2,428 .. 135,085 1 .. 12,183, .. 19,701! Cotton Factory in Buffaloc i JIMALS. VEGETABLE FOOD. er. I.ard. Wool Hide... Flour. Wheat. Kye. BuihcU. 1,289 Corn. Barley. Buihela. (Uh.Oraio. Buahela. Brill 8. Muff Pi.il I lis, Puilndi. Poundi. Pounds. Uarreln. Biuheli. BiMhela. 109,267 Buahala. Buah ,082 1,720,947 21,386 440,244 695,710 4,()84 59 ,040 1,837,171 2,250,438 171,895 404,029 262,294 7&7 33,069 , . 2,604 41 ,283 256,407 19,348 373,461 224,963 , , , , 31 ,6.33 42,869 352,081 40,623 265,858 255,127 . . , , 27 ,812 71,436 220,545 7,824 472,562 , , , ,555 82,34(J 200 162,199 12,221 386,840 13,027 6,487 4,530 479,272 157,668 ' 389 37,324 3.3,578 2,804 186,552 . . , . , , . 774 , . 12,811 9,922 24,104 235,194 1,216 5,262 . , , , 975 876,528 35,965 15,534 37,735 168,225 136 , , , , , , 2 953 , , 15,767 , , 168 , , , , , , , , 1,718 • 434 52 • • 79,263 1,746 38,745 553 3,520 • • * * • • 18" 104 2,089,589 284,228 850,331 1.786,097 2,505 114,529 , , 6,402 91 026 2,838,966 2,957,76! 648,470 717,466 1,354,990 903 33,069 , , 2,904 89 437 .55.3,559 92,101 849 / 44 , , 55 1,829 15,045 1 664 13,475 483,556 121,391 4,425 6 903 25 . . 6,136 3,266 69 690 2,852,441 3,441,317 769,861:721,891 1,354,996 33,094 , , 9,040 3,266 1,58 577 2,643,148 376,3291851,180 1,786,104 2,549 114,529 55 8,231 15,045 92 628 * 1,249,524 . . 1880,868 1,699,724 2,832 207,806 11 22,096 9,911 2,17 1 3,526 4,770 30 , , , 015 . 4,050 4,857 73 5,139 2,248 ■ • 1( 92; 2,016 . . 34 , , , , , , 593 63 3,931 75 2 , , 10 325 , , 129 . * • • ■ • 9 34 .. 1 .. .. ! .. i . . ' • • • « 1 i : 184 2,035 • ■ • 13 6 3 ^ 1 .. 1 .. 1 . . • • 3 .5,726 1,770 3 • "92 . 90 325 .. 537 4,113 10,823 203 5,141 2,248 1 J48 112 296,452 2,366 10,982 4,642 ^ , 44,4.'33 228 200 10,800 308,449 3,310 68 3 5,872 11,013 8,316 19,564 45,354 34 56;) 200 14,913 319,272 3,310 271 3 45,354 36 340 . . 5,838 298,222 2,366 11,072 4,967 44,4.33 p78i . . 166 ■ ■ 2,275 7,5081 .. 2,424 1 17 1,000 85,524 3 * Previ ous to 1845 no distinct on was ini ide between Pork ar id Bacon, or betwee n Butter and Lar d. iNAL, in the years 1843, 1844, a?id 1845. (Taken from Mr. Barton's Letter on Lake Commer 1 MANUFACTURES. | ALL OTHER AGRICULTURAL PRODUCTS. Domeilic Bar and Pig luil i^. b Bnt. Potatoci^ Buihclt. Dried Kniit Cotton Tobacco. Clo. & Ur, 8i! .5,671,06 1' 3,770,162 6,05 3 747,97 8 J, 829,550' .. 1,20. 5 721,22' 4 88,29C036 » 7,717,20' 1 66,145 2 4,02.3,191 1,718,259 32 I I .9 •M m m 1 • 8 5 S 5 *i Track gress. rrack. a 0) V ^ o ^ £ 1 gs.-§, W If S / h ^i 00 00 »>. © «o lo .^1 (N «5 «o eo (N TT eo • to • • ■ ka . 0-5. c5 erj CO CO -^ -^ 00 (N t->. t>. ^^ '•g| i« irj Tf e^j o wi CO ■'3' CO ■^ Cent Ann. Cost. «H« .0 O 00 T 00 (M © t>. 04 r-^ ^H 1-^ l-H i t>. w r>. t^ c^ » © «o IS 5 (M CO " 1-^ 04 CO . O -^ O O (M -^ CO © to 04 V 1 «0 . ifl (N . •«#««\*«n*««k «t •\ A X Tf 00 00 OS » (N M (S ■^ CO CO (N « -H — < ^M «o H 1-H CO i. t^ !0 t>. t^ Tf O Oi o tN» 40 yi •S* o ^s. « in 00 CO 04 r»H «o Oi ^ 0s 9\ *\ 9% ^ m #\ •\ s 04 -H !>. bs. ^ CO © 00 oT o> _flj £ 00 »>. 00 00 (N O lO » ^"^ ^=^-1 CO tfl o Tf M a» t>. (N © 00 «Ci TT CO © 04 -< 00 !>. t^ 00 J b a !>. «0 0» 0» . 00" O) < 1— 1 l-H 1— 1 ^H • 0> {N 0» — O 00 05 © ifS ifS on * ■n" CO «0 CO © 00 «o © © TT 2 o f-iX— «« CO CO 1 00 r>. 04 lo (M o « (N 1-^ CO Oi "^ Tf TT O t>. Oi CO ^H CO ^ -4" in . ifl © t>.© © © ec i« © © ! 1 t>. © -; © » ■>q< ITS rp «? •^ 1—1 . ~' ■^ . . a ; 1 * o 4-> • . . V a < O fa o : . § S3 1 1 1 II g § 1 1 ■] 1 1 1 C I'll 5H OQ » 0) .a V M I) H 2 ;: 2 : <: 0> B 8 A *» • 9) in ;z; s T3 l-N s .§ «r J-- Q^ h» CO o S {H 1 1 ni" *tt 4^ O Oi Cd ■4^ ^ CO V "^ :S Q CJ n CO i i« M M «« •s ! '§> 1 1 CO •I »^ ft. •« M s •* 1 Per Cent of Receipts for Expenses. ir> o •o 00 • t>l o © CO CO T T CO -r CO ent. nn. )St. mIm -K MK Mir HN i O < ^ 5^ F-* »>. l^ O -~. o .-s p^ M^ ^a4 »— 4 U h S « a p^ a, o • o> « CJl Oj «o »-H © 1 1 a l>. TT «o t-N o^ • •• CO 1 1;^ S^ X 00 00 irj 00 00 1 V u *> «s rs A •\ 1 5^ S l« ^^ CO ir? o^ CO (g «o ec »«t CO In. CO o> o J^ «i ^ CO o i S s QO lo 00 ■^ irs •^ CO 00 t>. o !>. i-C CO f^ "" . ■^ © S ,5 (O O) ifS . (N •S^ el t>. ifS o» t>. l-H •rs 00 5S 3 «% A M •s » •H «\ « fe CM o ■^ 04 « i>. Tf O «rt (M lo (N i-H 00 lU h Average Costpe MUe. Pounds In. 00 t>. (M (O CO O) ^^ . CO rC o TT c. «o ^^ o c» i>: c^ 00 »C ifT o> ■^ t>. OS l« a 00 "V 40 . o CI !>. TP ^ © eo 1 1 CO 1 1 1 1 1 i d •^ a 1 i s 1 i § .a i e r 1 « i "IS •a •^ 9 la § ti 1 p p <«5 -«1 E- ^ K « " The total riiie and full ia uver 40(10 fot't. The leuglh uf curvfil line on tJiis rond is /iH niiles, or -JH per cent, of its whole length, nnd the minimum rtidius is H57i ^<^<*^- " Relative to the grades on the road from Montreal to Port- land, I have already stated, that the inelinations probably on one-half the whole distance will not exceed 20 feet per mile. The maximum grade, as indicated by the surveys thus far, will be about 50 feet per mile, and this is confined to comparatively a short distance. It is believed that from HO to 90 per cent, of the whole road will be straight, and the curvatures will be easy. '• In the comparison therefore of these roads, it is believed that we are fully sustained by the above facts in the conclusion that the cost of transportation on this road will not equal, but fall con- siderably below, that on the Western Road. In referring to these roads, we desire to be understood as not wishing to draw any invidious comparison, or in the least to detract from the great merits of these roads as a means of com- munication with the West ; for both are entitled to the fullest confidence of the public. The New York and Erie Railroad is as yet unfinished, but the present business of that portion now in operation affords the most gratifying evidence of the entire success of this great project when it shall have been completed. The Western Road has been in operation several years, and as a great thoroughfare it is eminently successful. With its present rate of increase of business it will, in a few years, rank among the most profitable Railroad investments in the country. These roads have been referred to, only with a view to exhibit their leading features, as contrasted with this work, and to illus- trate more forcibly the success which will always attend works of this character. The gross receipts of the Western Railroad for 1845, were ^6203,370 The total expense of operation the Road for the same year, was £92,655 S) 'ii Annual net income equal to. . . . at'll0,71.i IV.) The St. Lawrntcc and Atlantic, and the Atluulic And St. L&W' rruce Railroads, will hr aliout 2H0 miles in length, 130 miles ut' which are in Canada, and the net annual income, snpposing it to be in the name proportion as the Western Road, will amount to £\W,7U). We will assnme for the present the two roads forming a con- tinuous line from Montreal to Portland, constructed in the most permanent manner, and fully equipped .vith cars, engines, dep6t buildings, &c., for the most extensive business, will cost the sum of £2,000,000. To which if we apply the net annual income as obtained above, we have as the result an annual dividend of nearly 10 per cent. It will be observed that in the above estimate of revenue it is assumed that the cost of transportation on your road will be as great as on the Western Road, which evidently will not be the case. And it is also assumed that the cost of the whole road to Portland will be two million pounds, currency, which is a much greater sum than it ever has been estimated to cost. Applying as above the business results of the Western Rail- road for 184.5 to your road, and assuming the cost of the road to be £1,750,000, the net revcime gives a dividend of 11^ per cent. I would further observe, that the Western Road, in connexion with the Boston and Worcester Road, forms a continuous line from Boston to Albany of 200 miles in length, and its design is to secure to Boston the Western trade. In its construction great obstacles were to be overcome. A mountainous section of country was to be crossed, requiring, as already stated, heavy grades, and a large expenditure of money. This has been accom- plished, and the experiment (for in this light it was viewed by many) has succeeded. To give an idea of the formidable obstacles encountered, I would state, that one section of this road known as the Mountain Division, comprising a distance of 14 miles, cost £245,000, or a61 7,500 per mile, and a single mile cost ^654,980. The total cost of the road up to January 1st, 1840, was £1,999,888. In its business it has to contend with a strong competition with steam-boats on the Hudson river, and another Railroad. 40 'IV-' Notwithstanding these unfavourable circumstances, the gross receipts in 1815 were ^203,370, and its net receipts for the present year will probably equal a dividend of over 6 per cent, on its cost, /f With reference to your road as a great thoroughfare, it occupies a most remarkable position, connecting as it does the St. Law- rence and the Atlantic, at a point where the New England coast approaches nearest to the western waters ; and having a large and populous city at either terminus, with capacious harbours, and a rich intervening country, it cannot fail to be one of the most important and profitable roads yet commenced. From its peculiar position it never can be subject to competi- tion. It is the shortest and cheapest channel through which the travel and trade of the provinces can reach the seaboard. With a long line of natural and artificial communication con- necting Montreal with the western waters, and the far west, it cannot be doubted that the completion of this last link will change entirely the channel of trade, open new resources, and add vastly to the business of the public works of the province, and to the wealth and enterprise of the country through which it passes. To the city of Montreal it is of vital importance ; situated as she will be at the foot of this long line of communication on the one hand, and within ten hours' ride of one of the best harbours of the Atlantic coast on the other, she must unavoidably receive large accessions to her trade and commerce, and a vast increase of wealth. + • n ? ,1151 ;:), '\^f 1, Uawln, PrlnUr, 91, BuokUrtburf, Londoa. gross )r the cent. upies Law- coast large tours, f the ipeti- tithe con- st, it tange astly the isses. sshe e one rs of ceive rease +