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JOHN YOUNG, M.P.^ President. ' >•' i: ■ ■ ■•)■'■' ft A. S, V/OODBUBN, PRINTER, ELGIN STREET, OTTAWA. 1873. 1X01157 .'.■v.i^ V # -" VI i '. / 'a.' ^ } jY , ■f\ /U y^'u. \-. ; -1 :U " 4- A. ^ !^.J ■ ^^, :.r -.,,.: 0-. '■' •r->"''''"'v*- ■v»i" '•■ ' ' , » II .m ' w* MEMORANDUM FOR CONTRACTORS. • t7 The subject of connecting Lake Champlain with the St. Law- rence Eiver, near Montreal, at the Village of Caughnawaga, has for some time past, and is now, exciting not only the attention of the people of Canada, but the people of the Western United States, the Eastern States, and especially of the Cities of Boston and New York. The Trade and Traffic of the Western States, have grown to be so great that other Channels, than what now exist, through the State of New York, must be found to the Atlantic Coast, and it is important to enquire whether or not, there is a way of providing a great and permanent relief at a comparitively trifling cost. It is proposed in this enquiry to make Tide Water at Troy the easterly, and Buffalo, the westerly points for examination and ^comparison. The greatest amount of tonnage ever delivered at Tide Water in one Season, was in 1862, when according to the Auditor's Report, there was delivered 2,917,094 tons; while, in the same year, the the largest direct shipment from Buffalo to Tide Water which ever occurred was 1,980,982 tons. Ist. It is acknowledged from official sources, that it now costs ^4.60 to carry a ton of freight from Buffalo to Tide Water. 2nd. It takes ten days to carry it. 3rd. No more than 1,981,982 tons, can be shipped at Buffalo for Tide Water via the Erie Canal. Since 1862, the tonnage shipped at Buffalo, has been largely reduced per annum. In that year the Canal was crowded, freight moved slowly, and large amounts were moved by Railway from the West via the "Pennsylvania Central," the "Baltimore and Ohio," and down the Missisippi to New Orleans. In 1867, the New York Central Railroad, and the Erie Railroad carried through from Lake Erie to Tide Water, about 1,573,613 tons, an amount nearly equal to the Erie Canal capacity from Buffalo. Let it be granted that there is 6,000 tons now due to the easterly end of Lake Erie, and to the Erie Canal, then it is evident that this is about three times the tonnage that can be carried by the Erie Canal from Buffalo to Tide Water. ^^ilLi^aaitt^Mitdiiilili^ihi f When the Erie Canal shall bo in as good condition as possible, the traffic may be increased, but if this increase should amount to 1,000,000 tons more than at present, making 2,981,000, or in round numbers, 3,000,000 tons, even this would be insufficient to accommo- date the ever-increasing trade due at the easterly end of Lake Erie. In this embarassing state of matters in relation to the trade and traffic of the West, it has for some years been forcibly urged that the true remedy and route to cheapen transport between the West and the East, is through the St. Lawrence River to tide water at Troy. The Canadian Government will soon have under contract the enlargement of the Welland and St. Lawrence Canals. The capacity of the Welland Canal at present admits vessels of 400 tons, and the St. Lawrence Canals vessels of *750 tons. It is the intention of the Government of Canada so to enlarge the said Canals and improve the navigation of the Eiver to the Port of Montreal, that steam propellers of 1,000 tons burthen nay sail from Lake Erie and other interior lakes, through the Welland Canal of twenty-eight miles, through Lake Ontario, and down the St. Lawrence without breaking bulk. The Canadian' Government have granted a charter to a private Company to build a Canal from the St. Lawrence at Caughnawaga (nine miles above Montreal) to connect that river with Lake Cham- plain. The route of this Canal has been several times surveyed by eminent American Engineers, and its route determined. From the St. Lawrence through the proposed Canal the distance is thirty-two miles, and the lockage to Lake Champlain twenty-five feet. Suppose the present Canal from Whitehall to Troy was also enlarged to the same capacity as the proposed Welland and St. Lawrence Canals, then, what would be the power of the St. Lawrence route in attract- ing freight destined either for Boston, New York, or towns in Vermont, New Hampshire, Massachusets, New York, and Maine ? Vessels descending the St. Lawrence do not pass through the St. Lawrence Canals ; they go down the Eapids, and only use the Canals on the ascending voyage. The comparison of the routes would stand thus : Oannl, River and Lake. Lockage. Erie, - - - - 362 miles, 465, 554. 'l i ..1 St. Lawrence, - 125 " none, 698. It is estimated by Mills, Jarvis, and McAlpine, eminent Civil Engineers, that the cost of canning one ton of freight by this route z^^ IS possible, amount to r in round accommo- /ake Erie. trade and wged that the West 3 water at atract the B capacity s, and the ion of the i improve lat steam Erie and snty-eight i vvithout a private ;hnawaga ie Cham- ^ejed by ■rom the lirty-two Suppose d to the Canals, atlract- >wns in faine ? igh the use the routes . y.'fi fc Civil 8 route will be $2 65 per mile from Lake Erie to Tide Water, via the St. Lawrence, or a saving of $1 95 per ton. The time necessary for the voyage from Lake Erie through the Welland Canal, the St. Lawrence, Caughnawaga, and Champlain Canal to Troy, would bo 4 days and 13 hours, against 10 days by the Erie Canal. From adequate data it is estimated that the surplus tonnage of the Western States, northerly of the Ohio Eiver, which is due to Lake Erie, and would come to Lake Erie, if it could be carried promptly, is 20,000,000 tons. Give the Erie Canal, the New York Central K. E., and Erie Eailway credit for carrying six millioi of tons in the aggregate from Lake Erie to Tide Water, an amount which they have never yet carried, it leaves fourteen millions of tons to be distributed upon several Eailroads and Eivers running southerly, and to Southern Atlantic Ports. It is of course difficult to estimate what amount of these iburteen millions would be attracted by the St. Lawi-ence route, to Tide Water at Troy, or what portion of even the six million tons carried by the Erie Canal and two Eailways to Tide Water, but when it is considered that the time would be neai-ly half of that now taken by Erie Canal and that the cost per ton would be two dollars less than by the Erie Canal, it is not exaggerating the matter to say, that three million tons would be attracted through the St. Lawrence, and therefore through the Caughnawaga Canal to New York and the New England States. i Even if the Canal from Whitehall to the Hudson, was not made, the St. Lawrence route would still be the best with the Caughnawaga Canal completed into Lake Champlain, and to Burlington, — thence to Boston and intervening Country, by the various Eailways, radiating from the Lake. , . , .., No notice has been taken of the upward bound freight, nor of the convenience of shipping goods by steam proj)eller, either from New York or from Burlington and taking the same forward promptly, without breaking bulk, to any Port on the upper lakes. Fi'om the detention which, takes place in transport by Eailway, in consequence of the crowded traffic, it is evident that such goods and manufac- tures of the East, could be delivered nearly as soon by the Steamer, and in bettor order than is possible by Eailway. Then there is the trade of the Ottawa Valley in timber produc- tions, as well as the trade of Western Canada, with the United 6 States, through Buffalo, Oswego, Ogdensburgh, &c., all of which trade is bound eastwai-d to tide water. For the trade going from the Ottawa Valley, the only route by water is from Ottawa down the Kiver through the Grenvillo Canal, thence down the Lachine Canal to Montreal ; thence down the St. Lawrence to Sorel, thence up the Eichelieu River to Chambly, and thence into Lake Champlain by the Chambly Canal of 12 miles. The saving which will be effected by the construction of the Caughnawaga Canal in distance and lockage, for the business of the Ottawa Valley, over this circuitous route, would be 110 miles in distance, and 94 feet of lockage. This is best illus- trated by the fol'.owing certificate : — ' •; Ottawa, 13th March, 18*73. We the undersigned, manufacturers of lumber, largely engaged in the shipment of the same to the United States, hereby declare that the rate of freight current last season and this, of lumber from Ottawa to Burlington, on Lake Champlain, is $3.25 per thousand feet. The route at present from Ottawa into Lake Champlain is through the Grenvillo and Lachine Canal, into Lake Champlain. The proposed Caughnawaga Canal, when constructed from the St. Lawrence into Lake Champlain, will open up a route of thirty- two miles in distance from the St. Lawrence at Caughnawaga, instead of ninety miles of river navigation and twenty-one miles of canal navigation by the route at present followed. By this new route there will be a lockage into Lake Champlain of 25 feet, instead ot 120 feet as at present. The undersigned hereby declare that when said Canal is con- structed, the saving which thereby will be effected on the cost of transportation will be eq«al to 07ie dollar to one dollar and fifty cents per thousand feet on the rates now current, or on the rates current for the last four years. ' We fm'ther declare that the saving in time by this new route in transportation will be six days, the present route from Montreal to St. Johns being by far the most difficult navigation on the line. Bronsons & Weston, Pkrley & Pattee, A. Baldwin, Levi Young, .u.,^,^ -z',; '•, , R. Blackburn, ■ ; E. B. Eddy, J. R. Booth, H. Crandall & Co. I :■' !:.,■>■ Li I of which I}'' route by viUo Canal, wn the St. timbly, and 12 miles, on of the )U8ines8 of i be 110 best illub- 1873. y engaged 3y declare nber from thousand mplain is plain. from the pf thirty- a, instead of canal ew route nstead ot 1 is con- cost of ifii/ cents current w route ontreal line. 7 The business of the Ottawa Valley passing into Lake Cha.Ti- plain by the present route last year was : Of lumber, 573,500 tons of the forest, and 70,774 tons of other goods ; and the tonnage of vessels passing through was 543,220 tons. These ligures, being taken from Government returns, are correct. "Western Canada shipped last year 494,182,000 feet of lumber, and 7,000,000 bushels of grain, all of which went to tide water at Troy; and the tonnage required for this trade from Canada to United States ports, although there ai'e no official returns, may be estimated at 950,000 tons. ' ,. . .. The probable immediate revenue from the proposed Caughna- waga Canal may bo partially estimated from the actual business now passing on to Lake Champlain from the Province of Quebec. The proposed Caughnawaga Canal is about four miles longer than the Welland Canal ; but to apply the same rate of toll as is now levied on the Welland Canal, the result in revenue, o?i the present business from the Province of Quebec into Lake Champlain, would be as follows : The amount carried by water from the St. Lawrence, and via the Charably Canal into Lake Champlain was in 1872 : Lumber, 573,500 tons, at 30 cts $103,240 00 Of other goods, 70,774 tons, at 30 cts 21.232 00 Vessels passing through, 543,320 tons, at 2-^ cts 13,031 00 Lumber tz'ansported by Kailway from Ottawa and other points in 1872, via Ogdensbm-g, was feet equal to 154,000 tons, at 30 cts $ 40,200 00 '. .^ . • $184,403 00 The cost of the Canal will be from $2,500,000 to $3,000,000, which at per cent, would be 188,000 00 Add to this the trade of Western Canada in 1872, of ,.,-, .,•., lumber sent to the United States, all of which would pass through the Caughnawaga Canal, say : 494,182 feet of lumber, equal to 823,000 tons, at 30 cts..$247,081 00 7,000,000 bush, grain, equal to 212,121 tons, at 30 cts... 63,030 00 950,000 tons shipping, at 2Jcts 23,750 00 $334,407 00 Add to this the trade from the Western States of 3,000,000 tons, at 30 cts 900,000 00 _' - . ,' T f 8 We have thus an estimate of the business now actually done on the Chambly Canal, which is sufficient, with what is expected by Eailway to pay the interest of the work at 6 per cent. If none is attracted from the Western States the trade of one half of the trade of "Western Canada added to the trade of Eastern Canada would pay 12 per cent., but as the whole could be attracted, the revenue would be 18 per cent. If only 1,500,000 tons could be attracted from the Western United States, this alone would pay 15 per cent, interest, and added to Canadian trade would pay 33 per cent, interest. An effort has been made not to exaggerate the revenue of this important work, connecting as it will the St. Lawrence trade with the United States through Lake Champlain. No notice has been taken of uptrade in manufactured or other goods, nor on the trans- port of passengers, or live stock. The importance of the latter may be estimated by the fact that in 1872 there were shipped from Eastern and Western Canada, to the United States, 11,552 horses, 19,445 cattle, and 334,412 sheep. There can be no doubt that cattle, horses and sheep could by this route be shipped direct from the Western States, in steam propellers adapted for the purpose, at such rates as would make packing at the East, in Boston 'New York, &c. profitable business. No mention either has been made of the quantity of square timber which could be transported from the Ottawa through this Canal which lannot now be done to any extent. The Company have the right under their charter to enlarge the remainder of the Chambly Canal from the point at which it is inter- sected by the Caughnawaga Canal, a distance of five miles from Chambly, and to enlarge the lock at St. Ours, on the Eichelieu Eiver. This is an important concession, for it gives access to the Port of Quebec, and enables vessels or steamers of 1,000 tons to sail from thence to Troy, which is 160 miles nearer Liverpool via Quebec than m'ft New York. :,» 'i'- . ■ •. •.. •, >.i ■ -> ' ....(». Lumber from the Saguenay, the St. Maurice, and various rivers on the north shoi-e of the St. Lawrence below Montreal would all be sent through the Canal, together with hvavy freights of all kinds, while a new market would be opened up for the coal of Penn- sylvania and Ohio. The Commissioner of Public Works in his Eeport for the past year, in reference to the trade into Lake Champlain through the present route last season, says : 11 ■"•mm --^, dually done on expected by tt. If none is If of the trade (la would pay evenue would 3ted from the ient. interest, terest. i^enue of this e trade with ice has been )n the trans- )f the latter hipped from i,552 horses, doubt that direct from purpose, at ostor New i been made )orted from one to any sniarge the it is inter- niles from Kichelieu cess to the ans to sail via Quebec ■ I ' , i ous rivers 'uld all be all kinds, of Penu- the past ough the 9 " The trade over this route is yearly increasing. Durin/7 the busy season the capacity of the Canal [the Chanibly] was taxed to its full extent, when large quantities of timber passed through it for ;the American markets. Since the opening of navigation in May, he American canal boats and barges trading through -this canal 'have largely increased in numbers. They come in with cargoes of coal, sugar, molasses, &c., and take return freights of sawed lumber, which no doubt yields a profitable return." • .. ,> ^ The Company's Act of Incorporation is in every respect com- plete and comprehensive in its details. It empowers the Company I to survey, to take, appropriate, have and hold, to and for the use of I them and their successors, the line and boundaries of a canal between I the St. Lawrence and Lake Champlain, to build and erect the sairie, to select such sites as may be necessary for basins and docks, as may be considered expedient by the Directors and to purchase and dispose of same, with any water power, as may bo deemed best by the Directors for the use and profit of the Company. It also empowers the Company to cause their canal to enter into the Chambly Canal and to widen, deepen and enlarge the same, not less in siae than the present St. Lawrence Canals ; also, the Company may take, hold and use any portion of the Chambly Canal and the works therewith connected and all the tolls, receipts and revenues thereof upon terms to be settled and agreed upon between the Company and the Governor in Council. ■ ,; ; , ..r - The various surveys that have been made since 1848, ar^ now deposited in the office of the Dominion Board of Works, which, by the Act of Incorporation, are placed at the disposal of the Company. The Lock of the Canal will be 300 feet long and 45 feet wide. No mention has been made of the transport of Coal, from Pennsyl- vania and Ohio, nor of the vast deposits of Iron, the product of which depends on cheap transportation, but the opinions herein expressed will be found fully borne out by the following extracts from reports of the most eminent engineers on the continent, and speeches at various times by statesmen of the highest ability. ■' ■■ ' " i'- J. B. Mills, Civii Engineer, 1849. It is in the power of the Canadian Government, by the con- struction of the Champlain Canal, to say in what iirection the people of the North Western States shall go to market, and in 1863, — " the time has arrived when the trade and traffic reffored to must have greater means and facilities for its interchange, or the outwai'd 10 bound products of the Western States will and must find other chan- nels, than what the State- of New York affords, to the Atlantic coast' Hon. W- B. Robihson, Commissioner of Public Works. Public Works Report, 1849. That the early completion of this canal is imperatively called for, to complete the chain of canals already in use, and to render them profitable as well as convenient to the public. ,, , Hon. Chancellor Walworth, of New York, 1849, o?i beJialf of the American jjart of a Convention at Troy, said : — ; ■ •' . One source of revenue from the canal is the transportation of large quantities of coal from Pennsylvania and other States situated on the great Western lakes for the manufacture of iron, and the transportation of such iron for the use of the Western States. It is well known that a very considerable region of country in Northern New York is filled with the richest and most extensive beds of ore in the United States, or perhaps in the world. Many of these beds which have been opened, and are now being worked, are situated upon the very borders of Lake Champlain, or within a short distance from it. The present capabilities of the iron works in the vicinity of these mines, or on the shores of the lake are about 60,000 tons of iron annuaiiy, the production of which quantity will require 120,000 tons of coal. The future capabilities of these extensive mines for the p'oduction of ore, and the extent to which iron works may be erected in that region where water poN . c* is so abundant, are incal- culable, and cau only be limited by t le war'ts of the country, and this canal, by opening up a direct conL.7!'iriication with the Great Western States, and the fertile region of Upper Canada will furnish a new and constantly increasitig market for the iron of Northern Now York, and will supply return cargoes for the vessels which bring down the coal. ■.- • , ... , ..,,,... u Again, connected as this canal would be with the Ottawa as well as other rivers which flow into the St. Lawrence, either above or below Montreal, the shores of which rivers are now lined with immense forests of the most valuable pine timber, it would bring to Lake Champlain, and through the Champlain canal to the Huu /tn river, the product of these forests ; and will thus cheapen that spe- cies of lumber, which, from its scarcity, is now commanding exorbi- tant prices. This of itself would, for many years, afford a handsome revenue to the canal. A largo branch of trade, through the Eicheiieu Eiver, would bi; opened up with Newfoundland, Labrador la ti In r [C( F tin |w jm % b( I in ^lat vc th ^ai: ?flc m in J les ^by rei JY( ■■* tai I ^^ frc at m( St ? ca I of >-• 11 d other chan- lantic coast.' Works. atively called md to render 3, on heJialf of asportation of tates situated iron, and the States. It is ' in Northern e bed 3 of ore of these beds are situated ihort distance 1 the vicinity 50,000 tons of luire 120,000 ve mines for orks may be mt, are iucal- country, and th the Great will furnish of Northern essels which 3 Ottawa as either above w lined with )uld bring to the Huu 'ta )en that spe- iding exorbi- a handsome through the id, Labrador and Nova Scotia, for there Is no doubt, as Mr. Young has stated, that their fish, oil, gypsum, coal, &c., would be delivered on Lake iChamplain and at Troy at a less expense for transportation than the lame articles are now delivered at these points via Eoston and New ork. But when you add to this the trade of Northern Pennsylva- Inia, from Lake Erie, the trade of Ohio, Michigan, Illiu' is, Wisconsin, Iowa, &c,, and the fertile peninsula of Upper Canada, and when it is considered that the lands now cultivated there are only in a small proportion to the wild lands, and that such will be the gradual increase of production there that the Erie and Oswego canals, even ^|whon enlarged, will be totally inadequate to such increased com- % merce, there cannot be a doubt but that the contemplated canal will I be constantly adding to the value of its stock in proportion to the Jj increase of the population in the Western and New England States land in the Canadas. By this single improvement, steamers and I vessels, from all the upper and western lakes, as well as from ^ the Gulf of the St. Lawrence, can reach Burlington, Whitehall, and W all other ports on Lake Champlain without breaki:.g bulk. The '{ flour, pork, beef^ coal, and all other products of the West, can, by means of the railroads now in course of construction, be distributed in the interior, and also be landed at Boston at a less expense, with ; less depreciation in value in transport, and in a shorter period than ! by any other route. This has been proved by Mr. Young of- Mont- real, in his tables of comparative freights. To the city of New York the construction of this work is of the greatest possible impor- I tance. With the Champlain canal of 06 miles to Troy or 72 miles t to Albany, enlarged to the same size as the proposed canal, vessels i from any western lake port could, without breaking bulk, discharge at the port of New York, and could there load with emigrants and merchandize for the West. From Lake Erie to New York, by the St. Lawi'ence, on the downwai*d voyage, there would be 123 miles of f canal with 604 feet of lockage, against 363 miles of canal with 698 I feet of lockage by the Erie canal. In the one case no transhipment I of cargo ; in the other, two transhipments. i From these and other facts, it has appeared to the Committee I that the canal in question is of too much magnitude not to receive |l the^attontion of Northern and Southern New Y'ork, and Northern I New England as well as of the Canadas ; and viewed as a source of income merely, that it cannot fail of richly rewarding those who embark in its construction. ,.,, i „i^_> >)r'i •nil n\<\ •^tir^'i'v, i ••' '^A-^Wi, Tur J .6 12 Messrs. Young and Killaly, Commissioners oj Public Works, 1851. Wo beg to point out to Your Excellency that until this work is completed, our canals will fail to compete successfully with the Brie canal and the railroads of New York, in transport from the West to the East, but when this canal is constructed a route will then be opened which will admit of through transjjort without transhipment, betwaen the great commercial emporium and the lakes, and such a route will inevitably take the lead of all existing or possible commu- nications during the season of inland navigation. , "'I Thomas C. Keeper, Civil Engineer, 1851. , , By connecting Lake Champlain with the St. Lawrence, we will not only be able to pour Canada brejidstuifs into the heart of best market in America before supplies can come from any other quarter, but also so reduce the cost of transport that our farmers will receive a higher price for all they have to sell. , ;. Hon. Mr. Killaly, Civil Ungineer, 1S66. i ' •• j * The absolute necessity for this connecting link in the chain of the immense inland navigation through this Province and the United States, becomes more and more important every succeeding year. Hon. Wm, H. Merritt, W. P. fro7)i a puhlisJied letter to Hon. Mr. Chihot, Commiadoner of Public Works, 1852. The constnK cion of this Canal has become a national object. It cannot with safety to the trade, be delayed a single year. Its construction will secure a large revenue for Canada and enable us to further reduce tolhi. It was not till 1849, when the Hon. John Young (the projector of the work,) explained it to me, that I became convinced cf its necessity ; and I respectfully urge it on your attention as Commissioner of Public Works. • ... s.. . John C. Jarvis, Civil Engineer, 1855. '. This route, from the upper lakes through the St. Lawrence and Lake Champlain, has no equal on the globe. The idea of a vessel of 1,000 tons loading at an inland port and proceeding, without break'- ing bulk, 2,000 to an ocean port, can no where else be indulged, and I have no hesitation in advising the immediate construction of the proposed canal from the St. Lawrence into Lake Champlain m a work important for the interests of Canada and which cannot fail to yield a large return on the capital invested. ' ' ■; • '< 4 13 Public Worka^ i this work is tvith the Erie 1 the West to will then be ranshipment, , and such u sible commu- ence, we will heart of best ither quarter, B will receive the chain of nee and the y succeeding to Hon. Mr. ional object. year. Its enable us to 1 Hon. John me, that I urge it on 1 awrence and a of a vessel thout break- idulged, and iction of the mplain as a annot fail to , John Page, Chief Engineer, Public IVorks, 1850. The project of constracting a canal to connect Lake Champlain with the St. Lawrence has my entire approval. Western produce, as well as the lumber from L^pper Canada and Ottawa would thus find an easier and cheaper conveyance to the markets of the United States and the large upward freight of heavy tods for supplying the populous Western States would be attracted through the St. Lawi'ence. • ' ' ' ^ ■■>■ '. ' Hon. Mr. J. McAlpinb, Jame^ p. Kirkwood, Captain John Childs, Civil Engineers, 1858. I^rom their Report to Harbour Commissioners of Montreal. The construction of the proposed Caughnawaga canal from the St. Lawrence, opposite Lachine, to Lake Champlain, will allow the large lake vessels to continue their voyage to Whitehall, (two hun- dred and ten miles from New York, and one hundred and thirty- seven miles nearer the seaboard, than can be done by the way of Oswego), at less cost, even if the Champ] fi in canal should not be enlarged so as to allow the vessels to go to New York. It may not be generally understood that the vessels which would take the Caughnawaga canal would pass by the mouth of the Lachine canal within seven miles of the city of Montreal, and when at Burlington and Whitehall would be nearer to any of the towns of New England than when at Albany. The economy of time and transport by Lake Champlain could not fail to attract a very large share of the trade between the Western States, New I'^ngland and Boston, as well as a considerable share of New York trade. Hon. Eobert J. Walker, formerly Secretary of the Treasury, 1863. Vermont upon Lake Champlain, by the said enlarged system of canal from the Hudson to Lake Superior, connecting her not only with the Hudson but the St. Lawrence and the lakes, would be greatly advanced in wealth anJ population. But with cheapened transportation to and from Lake Champlain on the Hudson, and not only Vermont but all New England, in receiving her coal and iron, and her supplies from the West, and in sending them her manufac- tures, will enjoy great advantages and the business of her railroads be greatly increased. So also. New England in the sound, and in fact, the whole seaboard and all its cities, Bridgeport, New Haven, 14 t }i i New London, Providence, Fall Eiver, New Bedford, Portland, Bangor, Belfast and Eastport, will all transact an immense increased business with Now York, Philadeljihia, Baltimore, and the West. As the greatest consumer of Western breadstuffs and provisions, and of our iron and coal, and the principal seat of domestic manufactures, the augmented reciprocal trade of New England with the South and West will be enormous. The products of New England in 1860, exclusive of agriculture and the earnings ot commerce, were of the value of $-494,0*74,498, but in a few years after the completion of these enlarged ca.iolc^ this amount will be doubled. Such is the skilled and educated :'ndustry of New England, and such the inventive genius of her people, that there is no limit to her products, except markets and consumers. Montreal, April 1873. " "' 'r ' '•• , 'UVf.' r»-o-«o-4- I ^,1 ■' ' ' •d, Portland, nse incroased id the West, ovisions, and lanufactures, le South and and in 1860, were of the ompletion of Such is the id such the lor products. tf^v-c^i^-'/'i'mp-