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Tous les autres axempiaires originaux sont filmte an commandant par la pramlAre page qui comporte une ampreinte d'impreasion ou d'illustration at an terminant par la darniire page qui comporte une telle empreinte. Un dee symbolea suivants apparaitra sur la demiAre imege de cheque microfiche, selon le caa: le symbole — ^ signifie "A SUIVRE ', le symbols V signifie "FIN", Lee cartes, pianches. tableaux, ate. , pauvant dtre film*e i dee taux de reduction diff«rents. Lorsque le document est trop grand pour dtre reproduit en un seui clich*. ii eat film* i partir de I'angle sup*rieur gauche, de gauche d droite. et de heut en bas. 9n prenant la nomb^-e d'imeges n*cessaire. Les diagrammes suivants lllustrent la m*thode. 1 2 3 4 5 6 Harbor Dues and Transit Charges AT Montreal and Atlantic Ports. A COMMUNICATION FROM THE COUNCIL OF THE "MONTREAL BOARD OF TRADE," AND THE COMMITTEE OF MANAGEMENT OF THE "MONTREAL CORN EXCHANGE ASSOCIATION," IN REPLY TO A LETTER FROM t TIIK HON. H. L. LANGEYIN, 0. B MiNISTKK OK PUKI.IC WORlvS, OTTAWA, Jtlontreal : D. Bentlev & Co., Printers. 1880. // i'l ll t' i*' i r,' 2. 3. 4. Montreal, 12th November, 1880. Hon. H. L. LANGEVIN, C. B., Minister of Public Works, Ottawa. Sir, By instructions from the President of the Board of Trade, and the President of the Corn Exchange Association, I have the honor to transmit the joint reply of their respective Boards, to your letter of 28th June,— in which you were pleased to request answers to certain inquiries relating to Canal Tolls, Harbor Dues, &c. The communication is in four sections, viz. : Statements relating to the Carrying Trade; — on pages 5 to 13 inclusive. Keplies in Detail to the Inquiries contained in your letter ; — on pages 14 to 31 inclusive. Additional Information ; — on pages 32 to 42 inclusive. Summary of Conclusions ; — on pages 43 and 44. It is regretted that so much time has elapsed before this joint answer could be presented ; but it seemed to be essential that all particnlars in any way bearing upon the subject should be succinctly laid before you, and in doing this, much more time has been occupied than was at first anticipated. I am now to express to you the hope that the varied information submitted may enable you, in concert with your Colleague, the Minister of Railways and Canals, to present such recommendations to the Government, as will secure the speedy removal of all the burdens and disabilities which prevent the expansion of Canadian Commerce by the River St. Lawrence. If this shall be the result of your deliberations, you will be instrumental in conferring a great boon upon the Mercantile and Shipping interests, as well as upon the general trade of the whole country. I am only further to suggest that, if you consider it desirable to have a few more copies of the appended document to enable you to furnish one to such of the Cabinet Ministers as may, along with yourself, wish to examine the details submitted, — I am directed by the Presidents to comply with any instruction from you in the matter. I have the honor to be, Sir, Your obedient servant, WM. J. PATTERSON, Secretary, Board of Trade, and Com Exchange Association, Department of Public Works, Canada, Ottawa, nth November, 1880. Sir, I am directed to acknowledge, with the thanks of the Hon. the Minister, the receipt of your letter of the 12th inst., and the accompanying pamphlet, entitled " Harbor Dues and Transit Charges at Montreal and Atlantic Ports," being " a Communication from the Council of the Montreal Board of Trade, and the Committee of Management of the Montreal Corn Exchange Association." In accordance with the suggestion and offer contained in your letter, the Hon. the Minister requests that you will be so kind as to furnish him with fifteen (15) copies of the pamphlet, for the use of his Colleagues. I have the honor to be, Sir, Your obedient servant, F. H. ENNIS, Secretary, Wm. J. Patterson, Esq. Secretary Board of Trade, AND (Jorn Exchange Association, Montreal. LET TEH F. W. Ill Gknt Honorable inforinatio questions i from the 1 the St. L lowing is i Sir, recently la and Weht c I am (lesii Associatior possession Railways a would forr I hi Statementi l8t. A St< th 2ud. 3rd 4th. 6th. The Ast PI Whs or th The re b( -Wg<-.«.-„.^^^^-.,-j,j|...,-n».. .■^,a.,.i.,,-,y| ,,; ,..^^ INTRODIICTOHY. LETTER FROM THE SECRETARY OF THE BOARD OF TRADE, AND THE CORN EXCHANGE ASSOCIATION. F. W. Henshaw, Esq., Fresidenf Board of Trade ; AM) Robert Esdailk, Esq., Frendent Corn Exchntiqe Association : — (iENTLRMKN, Coinmunications were addressed to you respectively, by the Honorable tlio xAIinister ov Public Works, in which he requested sundry information, that lie mi^ht " be in a position to fully enter into and discuss the questions recently laid before the Federal Government by the several Deputations from the East and West of Canada,— viz.. tlie freedom, as far as practicable, of the St. Lawrence route." The letters to you were precisely alike lowing- is a copy : — The +V>1- Ottawa, 28//( -fiine, 1S80. Sir, In order to be in a position to fully enter into and discuss the questions recently laid before the Federal Government by the several Deputations from the East and Weht of Canada, viz. :— the freedom, as far as practicable, of the St. Lawrence route, I am desirous of acquiring certain information which, I believe, the Corn Exchange Association, [the Board of Trade,] and other Public Bodies can furnish me with, the possession of which would enable me, together with my colleague, th.^ Minister of Railways and Canals, to lay before the Privy Council such Report upon the subject as would form the basis of our discussions. I have therefore the honor to request that you will furnish me with the following Statements : — Ist. A Statement showing the comparative cost of Transport via the Erie Canal and the St. Lawrence Canal. 2ud. The Tolls charged on both routes. 3rd A statement showing the comparative eost of Harbor Dues in Montreal, New York, Philadelphia, Bostou and Baltimore. 4th. What reduction in Dues your Board would rerommend, either as to Tonnage dues on Vessels, or Wharfage rates on (loods, in order to successfully compete with the Ports above-mentioned ? 5th, The comparative cost of Pilotage at all the above-mentioned Ports, and what remedy your Board would propose in order to reduce the cost of this service below Quebec, as also from Quebec to Montreal. A I 1 Gth. What remedy your Board would propose to lessen the cost of Towage of Sailiny Vessels from Father Point to Quebec and from Quebec to Montreal. I will thank you to let me have the information above-named as soon as practicable, and also to furnish any furtlier data bearing upon this subject. I remain, Sir, Yoii.r most obedient servant, HKCTOll L. LANGEVIN. It having been determined that the inquiries could be more satisfactorily made and reported upon jointly, than were your Uorpor;.tions to submit separate statements, the undersigned was instructed to make investigation and submit proposed answers to the Minister's questions; presenting all particulars in the Ibrm that may be considered most explicit and useful. This I now have the honor to do ; and the only apology that can be made for the delay in presenting my report, is the range of the investigation that seemed necessary, extending over long periods, — and the diversity of particulars which were considered to have a bearing upon the general question. My aim has mainly been to collect and systematise all available information bearing, directly or indirectly, on matters referred to in the foregoing letter. This communication has assumed dimensions which, at the outset, were not contemplated. After much condensation, the first section is but little more than a synopsis of the progress of the Carrying Trade of North America during the past quarter of a century. The second, embracing the replies to the Minister's inquiries, is worlb examining; and it is hoped that the result of the consi- deration which the subject is receiving from the mercantile community and the Government, may be the adoption of a policy that will preserve the trade of Canada's Great Water Highway from being broken down, as has been that of the Erie Canal. The inquiry, of which the matter in the following pages is the out-come, has been a tedious but congenial one ; and I have only further to express my solicitude that the particulars adduced may tend to the speedy initiation of measures that will free the inland and ocean commerce of Canada from every obstructive burden. 1 am, Gentlemen, Your obedient servant, WM. J. PATTERSON, Secretary. MuNTKEAL, (Jth November, 1S80. INTj 8TA' HEPI CONTENTS. Paor. INTRODUCTORY :—Lkttkr krom thb Secretary of the Board or Tradk. and THE Corn Exchange Association. i STATEMENTS llELATING TO THE CARRYTNG TRADE :- Transportation from Lake Erie k Traffic Statements of New York Central and Eric Railways, and tlie Erie Canal g Comparative Traffic-earnings of the New York Railways and Canals 7 Transportation from Lake Ontario 7 Statements of Quantities and Percentages 8 Traffic Movkmekt from both Lakes S Comparative Statements for Railways and Canals during ten yuirs... 9 Results , f^ MOVEMEN OF BrEADSTUFFS AT THE SeABOARD 10 Comparative Statement relating to Atlantic Ports 1 1 Results as regards Montreal 1 r. Inferences prom the foregoing Statements ] 3 REPLIES TO THE INQUIRIES OF THE MINISTER OF PUBLIC WORKS:- I AND II.— Rates of Freight and Canal Tolls 14 Comparative Rates of Freight for nineteen years 14 Comparative Rates of Freight and Tolls on Erie Canal for nineteen years 1 5 III- — Harbor Dues and other Charges Kj U. S. Charges on Vessels Inward and Outward n Extracts from U. S. Navigation Laws 17 1 . Port of Boston jy 2. Port of New York 20 3. Port of Philadelphia 20 4. Port of Baltimore 21 6. Port of Montreal .,2 IV. — Repeal and Reduction of Harbor Dues 24 4 Paob. V. EaTKS ok I'lLOTACB 1. Port of Boston ^^ 26 2. Port of New York 3. Port of Philadelphia ^^ 27 4. Port of Baltimore 27 5. Port of Jlontreal 28 VI.— The Towage Qokstion 28 1 . Port of Boston 28 2. Port of New York 29 3. Port of Philadelphia 29 4. Port of Baltimore 29 5. Port of Montreal 6. How the Towage Business is Worked 30 7. Suggestions towards a Bemedy ADDITIONAL INFORMATION :— 32 Rates of Ocean Fkeight Table of average Rates of Freight for heavy Grain per 480 lbs., from Montreal to Liverpool, during a period of nineteen years 33 Comparative Rates from Montreal and Boston to Liverpool, for two years Comparative Hates from New York and Baltimore to Liverpool, for two years Comparative Rates at Montreal and New York, for season 1880,.... 37 38 Ckaft for Ports of Call • Comparative Statements of Steamships and Sailing Vessels with their Cargoes for ten years 39 40 Ratbs of Marine Insurance SUMMARY OF CONCLUSIONS *^ ■i">i'waamai i-ini ■ -t i—mi STATEMENTS RELATING TO THE CARRYING TRADE. TRANSPORTATION FROM LAKE ERIE. The table on page 6 shows the volume of traffic which has been flowinj» from the level of Lake Erie towards the sea-boaid during the past twenty-four years, — the quantities of vegetable food of all kinds that were carried eastward by the New York Central and Erie railroads, — the quantities of breadstuffs moved in the same direction via the New York Canals, — the quantities of general eastward traffic by each of these routes, — and the combined aggregates of food and merchandise so transported. A glance at the last column of that statement will show, in a general w'ay, that the eastward current of traffic during the entire period, has been great, and steadily increasing, — the most notable exceptions being in 1875 and 1876. The railway columns indicate that, for many years by the Erie railway, and since 18H9 by the iNew York Central, much the larger proportions of breadstufiFs and general merchandise have passed from the Lake Erie region by these channels; while the Canal traffic, especially in breadstuffs, cannot be said to have been maintained at what it was years ago, — for, since 1861 and 1862, as regards Flour and Wheat, no year's business has equalled either of these. The immense increase in railway traffic to the sea-board through the State of New York, is all the more remarkable when it is remembered that other trunk lines have, for several years, been drawing away freight from the Western and North Western States to ocean ports at Philadelphia and Baltimore. Some idea of the magnitude and growth of the transportation of breadstuffs diverted to these cities, may be formed from the table on page 11. Out- 3 Ui a: o IS M is ^-*V.®.''i ^, '■'„"„<»« ^t- o r- « p- eo iM >o 00 S t- m S S '^ i2 '^°° ^ ■="■"" 6~a>~o'"o"t-^M~oo"-*"-H''o"«»fr-~oo"ort-' io lo lo lo «o !o oo"oD oo"ooo"o~(m"n io"o'"«o'oo~oo"j^so~i>ror '■d 05 «> 0> :,05 t-'^^,"' '^„^„'=i,*^M OO,'?^ '^-'t,® 5^S W a0C£O500^MQ0CV rJ.lOlM'MIMOOCrsOOt-OoSinc^oS !S!!!12r'9^9?''^'^ cTiff oo"'n of c-ft-Tfo ,jr ^^ (^ pTio -h" -■Ti<aji,TOOOiOCKIj:~OOr)-^l^lO-.lOt-T*'oo".^)"^'"Tt^^ T^irTtc"!-" ■* « in —I OJ ■* ;o o^ — < —I CS 1-- O C-l o •* rH 00 05 l— t-. S ro S3^'5!?£:'^-^°°°°'^®«0'^ooOToorH05«ott.jtSi3S '^°; '^,*^, <».''? «i,'T!.''l''^ '=". -1^ oo-*050oo>-^oeoi-S C-l(NC0MC0Tf(-^.^TtlC0-*Tt S52222222-2i2£'"'=°'"°°°°<»oo«<»«»ooS'oe ,-(,-|«_lrt,_lrtrti-li-lpH.--lr-<,H.-.,-lrHrH-rtrS-i5 yoai the 186! 1871 187: 187; ia7': The following concise statement ehows the easti;vard and westward traflfic earnings of the New York Central and the Erie railways, and the C;inals respectively for a period of twenty-four years, — the rates per ton per mile being also uiven. It appears that, though the rate by canal is 33 to 50 per cent. \o>ii than by the railways, the water-route has not been able to hold its own. Years. N. Y. Central Railway. Erie Iiailway. New York Canals. Amount of Average rate Amount nf Averajre rate Amount of Average rate Freight canied. per ton per mile. Frei;,^lit earned. per ton per mile. Freitfht and Tolls. per ton per mile. 1856 S 4,328,041 2.97 cents. S 4,545,782 2.48 cents. $ 6,573.225 1.11 cents, 1857 4.559.276 3.13 i( 4,097,610 2.45 II 3.876,000 7.99 mills. 1858 3,700,270 2.59 It 3,843,310 3 32 u 4,502,437 7.97 " 1859 3,337,148 2.13 11 3.195,869 2.17 II 3,665,806 6.72 '• 1800 4,095,934 2.06 u 3,884,343 1.84 II 8,049,450 9.94 " 1861 4,644.449 1.96 II 4,351,464 1.73 11 9,369,378 1.08 cents. 1862 6,607,331 2.22 a 6,642,915 1.89 il 10,780,431 9.59 mills. 18G3 7,498,509 2.4(1 « 8,432,234 2.09 II 9,065,005 8 76 " 1864 8,543.370 2.75 « 9,855,087 2 31 11 10,039,609 1.15 cents. 1865 8,776,028 3.31 « 10,726,264 2.76 11 8,605,961 1.10 " 1866 9,671,920 2.92 ,( 11,611,023 2.45 11 10,160,051 1.00 " 1867 9,151,750 2.53 i( 11.204,689 2 04 11 8.663,119 0.90 " 1868 9,491,427 2.59 (1 11.425,739 1.92 II 9,012,659 0.88 " 1869 10,457,582 2.20 II 13,046,804 1.60 11 8,492,131 92 " 1870 14,327,418 1.86 11 12,328,027 1.37 '' 7,552,988 83 " 1871 14,647,580 1.65 I! 13,232,235 1.47 (1 10,779,887 1.02 " 1872 16,259,647 1.69 11 1 14,509,745 1.52 .1 10,648,711 1.02 " 1873 19,616,018 1.57 II 15.015,808 1.45 ,1 9,267,503 0.88 " 1874 20,348,735 1.47 >• 13,740,042 1.31 11 6,972,607 0.73 " 1875 17,899,702 l.'.?7 11 12,287,400 1.21 1( 4,863,137 0.66 " 1876 17,593.265 1.05 il 11,429,9,30 1.07 11 3,898,919 0.68 " 1.S77 16,424.316 1.02 ,1 10.647,807 0.96 11 4,839,033 0.57 •' 1878 19,045,830 0.91 II 11.914,489 0.97 II ; 3,936,520 0.42 " 1879 1 "" 1 1 The foregoing particulars regarding the eastward movement from Lake Erie have been gathered out of the Annual Reports of the Auditor of the New York State Canals. TRANSPORTATION FROM LAKE ONTARIO. The following summary statement shows the aggregate of Flour and Grain which passed eastward from the level of Lake Ontario during the past eleven years. Tlio details have appeared from time to time in the Annual Reports of the Trade and Commerce of Montreal : — Hi HiiKi.H. 1869 30,862,440 1870, 30.120,551 1871 35,659,298 1872 31,878,596 1873 32,449,369 1874 35,124.651 UrSIIKLR, 1875 28,582,160 1876 27,850,724 1877 31,324,811 1878 29,808,196 1879 33,963,698 8 The annual average movement appears to have been 31,601,853 bushels. The lowest quantity (in 1876) was 11-85 per cent, below the average; the highest (in 1871) was 12-84 per cent, above it ; while the quantity in 1870 was 7-47 per cent, above the average oi" the period, and only 9-09 per cent, above the (juantity iu 1869. The iullowing per ceutages show that the current of transportation from Lake Ontario to the sea-board docs not nearly all flow down the River St. Lawrence : — OSWKOO. 1 ClIAIlI.OTTK. Fair Havkn. C'Al'K Vl.VCKXT OliDKXHIll RO. MOXTRKAL. 1>0I' ( 'ullt. ' I'll- «'l'llt I'er Coiit. ' I'or Cent. Fei- Cunt, IVr Ct'Mt. IHtii). 43-42 0-27 .... 0.08 13-36 42-27 1870 40 -77 ; 0.37 .... 1.51 15-43 •11-92 1871 39-04 0.29 1-49 13-89 44-69 18T2 28-83 0-60 1-35 14-00 55 - 22 1873 20-34 0-24 0-97 1 1 - 39 61-06 1874 37-02 C-30 0-97 11-96 49-75 1875 20-48 0-67 ... * 1 • 02 8-94 59-89 1876 27-:.7 0-54 • • • » 1-05 3-50 07-54 1877. .. 29-23 0-12 1 0.39 • 74 10-91 58-61 1878 17-34 • 2u . 50 0-76 11-20 70-00 1879 23-00 0-05 0-73 0-65 9-72 65-85 It appears that the movement via Oswego has diminished considerably, — a good deal of variation has taken place as regards Ogdensburg, — while the figures for Montreal indicate an increase. During five years (1870 to 1874) the annual average for Montreal was 50-53 per cent, of the whole; while during the last half of the decade, the yearly per centage was 64-38. i « ¥■ ■• ■• TRAFFIC MOVEMENT FROM BOTH LAKES. The preceding statements show separately the movements from Lakes Erie and Ontario, and how .^mall, comparatively speaking, is the traffic of the latter; — a concise view of this transportation question has also been presented in a seriijs of tables by the Commissioner of Inland Revenue, and presented in his Annual Report to the Dominion Government. Mr. Brunei's cln'isifieatioii is comprehensive, and the contrasts are made clearly,— confirming, from a different stand-point, the conclusion from figures derived I'rom other sources. 'J'he follow- ing table is re-formed from his Report ; — I k ♦ ■' * i I 10 In the I'vecA'mg table for the decade 1870 to 1879 inclusive, all the increases (+) or decreases ( — ) from year to year relate to the figures for 1869. 1. There were only two years (1870 and 1876) during which the quantities of food-stuffs carried by the New York Canals were less than in 1869, the difference in 1870 not being worth noting; — in each of the other years, with one exception, the increase was large. 2. As regards the movement by Welland Canal, there were increases during the first six years of the period, but diminutions during the last four which averaged 14-40 per cent, for each. 3. The movements eastward by the two great trunk railways in the State of New York, show a very different result. Every one of the ten years shows augmenting traffic; the increase in 1870 was 62-36 per cent., bounding upward year by year, until in 1879 the augmentation was over 300 per cent. 4. The Canal clearances at Buffalo and Tonawanda show large increases, except in 1870 and 1876. 5. The Canal clearances at Oswego, show a constant minus ( — ) difference, except in 1871. 6. Since the first two years of the decade the quantities of breadstuffs passing through the Welland Canal, between U.S. ports, have decreased, — the diminutiou'^beconiing much larger in the four years 1876 to 1879. MOVEMENT OF BREADSTUFFS AT THE SEA-BOARD. . The tabular statement on the opposite page shows concisely the total quantities of Breadstuffs received at, and shipped from, the Atlantic sea-board, during ten years, -Flour and Meal being given in bushels : — I ■P 11 rH ^-1 i-H »— I I i »r OJ ■* CO t- -H c 00 t- ir O OC »- CO If 00 o t- o o 0> — TJI 50 o 00 CO t- I- CO cr CO CO rH O 00 CO O 00 90 J2 e- O O rH -rf ■^-"^ TiW 00 t- CO c 00 CD ■* c rH CO co_.- rH_00_ CM 00 CO CO ^ « o CO CO b- O Tt> t- O rH 00 OC o"a6 o 00 00 t- 00 o •* ^^ 00 00 00 O O 00 O rH C-1 -H CV O -H •»1< o CO rH i -. 1—* »-t r-i »-H CM l-H >^ C'l r- CM rH CO N CO IM CM CM OO K -^ Ot- 'fiM 00 o 1--* ON T)(00 Ot- O CO O CM -J fO'-l OOO I^O 051^- 00 00 COOO 0-* OOt- ±-00 -* •* -H CJ < r. tOM ^Tfi 005 OlO •-1 o l-H-H coco rHCO ^^ '-^ i-_o^ o oq_ ui CA O rH 00«D incq 051M CO o Tjico cot- oco -^o cm''o" t-^ o" H -C OO OOO rte. CO t-O OOO OOt- rHO CO CM of ©■ s 1—4 ^ pH «--4 l-H l-H 1— 1 rH t-i r^ l-H r- H rH r- l-l f~ ' eq o CM i~- CO 1^ O CM Or 00 CO o eJ ■? o l-H CO -* CO o -* O't -*o ir. r^ oco o o r-^CO" C3 -^^ 00 O O -H CO o o cot- -*-;t< CMO CMO O CO rH O o 3 ■*„ CO CM cq -^ M CO CO t- o •- O rH O CO oo_^o_ CO t- M \a Tfl lO CO -H (M CM o O ^5 O CO ■* t- rjTt-" od'rH" t^ l-H -H rH l-H r-t r-^ l~\ 1^ li?! p-4 CO O t- o 00 O (T. O CO C- CO O O •* o ^ t- ■* s o •* O l-H Tfl o o CO CO 1- c cm ■* o CI o t- 00 Qj ,f r-4 ■* ■* o o CM O O ■* CM CC CO •* CI o o_^o_^ o_^co c a O «r O — ' o o CO o 00 t- o — O CM o -* cTo" •*"c4" _M t— 4 00 t- O tJ* CO o TfH O rH if CM a O CO •"^■*_ CO 00 ^ "5 i>r CM t- O I- O rH o"c£ CO cc t- CO ■* CO oo"©' CO'r-T Q < o O -H -* O CM t- O ^ ^ f"^ CM t- t- l- O -H O CM a CO ^ r-i O 00 CO CO r-i a - '-''„« t-_Tt ■* OC '1 "i. CM_^CO ij cs lo" O ■* ■*•<(< Tjt CO 00 OC o'ci itTci" o o t-^cf t-"o~ 1 »-( CM CM eq N (M CO cs CM 1- ■* CM -* CO CO CM CEi O 10-* CON toco -HIM 00 o CI rH CM OC CT 1— o »+ o CI ^ t~ t-f-t t-o coo t-t- o o 00 o o u- 00 — t- •* O CO o t- ./ i-hoo coo CO-* OO rH__CO O -i< CM r- i- c -<_o__ oc__o O CO >* 'i rtio com Oi-t t-00 CO^QO" o c; o c CO a CM^O" ■^"o" o^otT X. CM IT •^ r o o O CO o o O CM CM © !z; r~i rH ^^ l-H r-i f—* l-H t~~t CO CO CO CM Tt4 CM 00 CO 0- 00 00 t- — -H O O CO © t- o Tf 00 O CO O rH CO ir o o O C5 00 o CI r- ■* r- ^ ■ t-^ O O CM CO O CO o 0- CO C>1 T)<^CC t-__co_ 00_^© CM O 2 o ef t- 00 CO o O CO <~t t- CO CO o~-^ r~t l-H oo^iT rH^CO" H J3 o CO CO CM ^ O 00 CM OC o •+ rH t- O Tfl o t- CM ■<)< o3 3 1— 1 © O O rH O l-H CO 0- t-_^c CM o -M O -*-» rtl .2*£ .°ra 3 a .5^ a t^ _a g .s-s .5-3 ■s-a •s-a C C i. ^ 0^ ? C O C 9. ^ ■U C U '3 c u o c U ? A SJ 0< s.s< o ■?: O .„ rj .r< CJ — o •-• O 11- o — o .E ZJ <^ O IH a ,£ cj ^ a ja « ,a ^ rS ^ -^ iJ ,£ "U ,:s '•i-S ■-> JS o ^ «a Ph t/j M en M cc Wee P3x c^x ««: 05 x Mx «x • ./ -_y_> ^-v— ' — v-* -~^-' ■~Y — ./ w^ J —^ • --- ^y— ' o —1 CI CO •^ o CO t- 00 o © (- 1— 1— t- tr- t- t- t- t- t- 00 i; 00 OO 00 00 r~i r~^ '^ 00 00 rH 00 00 r-1 00 00 00 • 12 A close examination of the figures in the column for Montreal, will show an increase of receipts in 1879 of 5-74 per cent, over 1878, the latter year indicat ing 16 • 51 per cent, over 1877. The increase of shipments in 1879 over 1 878 was 17-15 per cent, — the increase in the latter year over 1877 being 15-61 per cent. Notwithstanding this local increase, the augmented movement along the sea-board shows that there had been a steady relative decrease, for a number of years, until the present season, when there appears, so far, to be a small increase. The table gives the following results : — ■ Receipts. Shipments. In 1870, Montreal's proport ious were 9-31 per cent. 1871, ;1 9-69 i; 1872, if l( 9-73 • I • • * • ■ 1873. 11 II 10-67 u 19' 98 per cent 1874. ti II 8-63 li 15-55 (1 1875. i( 11 9-14 16-87 •' 1876. ■ 1 «( 8-75 ii 14-12 11 1877, a " 8-72 u 13-53 II 1878, II II 7-09 (1 9-54 11 1879, ti II 6-66 a 8-82 • i •1880, 11 rt 7-13 11 9-26 11 The figures for 1880, to which an asterisk (*) is prefixed, in the foregoing table, only include the receipts and shipments at the several ports for the first nine mouths of the year. They are not from official sources; but have been so carefully collated, as to warrant the belief that they aiford a fair approximate statement for general comparison. A small increase in the per centagos of receipts and shipments is shown. It is believed that had the tenth month's, business for all the ports been included in the table on page 11, the per centuges for Montreal would have been decreased; because the receipts and shipments during Octf)ber, at this port, for the past and present years, show the I'ullowing unfavorable contrast : — 1879, Receipts, bushels 3,976,126 Shipments, - 3,671,150 1880. Decrctuso. 3,321,402 654,724 3,230,961 440,189 •l' 13 INFERENCES FROM THE FOREGOING STATEMENTS. 1st. The current of traffic, say, of grain for Great Britain, appears to flow increasingly eastward without regard (1) to distance, and preferring the longest route; (2) this preference being against the cheaper mode of transport by the Welland Canal and River St. Lawrence; and (3) a fair inference is, (as shown on p. 7,) that railway transport is now much leas expensive than it was twenty or thirty years ago. To enable carriers by water, therefore, to maintain a fair relative position, every impediment must bn removed, and every item of expense reduced. 2nd. The information tabulated in one of the statements (p. 7) shows, that the great reductions in Canal freights and tolls, from time to time, during the past quarter of a century, have not sufficed to increase, or even to maintain the volume of traffic by the water route. 3rd. The re-imposition of full rates of toll upon merchandise passing through the Canadian Canals in 1863,— (that is to say, the Order-in-Council dated 19th May, 18G0, which provided for a refiind of 90 per cent, of the tolls in certain cases, at Port Colborne, was rescinded before the opening of navigation in 1863,)— did not lead, for instance, to an increase in the average rate of I'reight on Wheat from Chicago to Montreal,— reductions being mside pari passu hnth by the Welland and tlie Erie. 4th. The opinion is entertained in Toledo, that the " cheapest route from " thence to Liverpool, via Montreal, has additional advantages over the extra '< charges in Buffalo and New York for transfer, and is a great protection to " western shippers." When the enlargement of the Welland Canal is finished, and the removal or reduction of s\\ encumbering tolls and charges is accomplished, the advantages referred to may be realized. Meantime, that opinion seems to be practically confined to those who give expression to it,— as may be inferred from the table and remarks on pp. 9, 10. 5 th. Whatever means may be adopted with a view to increase the export ' and import trade of the Dominion via the River St. Lawrence, it would seem scarcely worth while to consider what efifect, if any. would be produced by that action upon east-bound freight from the Western States, other than that in which Canadians may have a direct interest. 6th. The railway from Fort William, on Lake Superior, to Winnipeg and Selkirk, — as well as 150 miles of the main line of the Canada Pacific, to the westward of the latter point,— will be completed before Autumn, ISSl, and there is no good reason to doubt that the surplus grain-crop of Manitoba will find its way by railway and the lakes, via the Welland Canal and the River St. Lawrence to Montreal,— if not driven away by high rates of freight and other charges. This alone ought to be sufficient incentive to endeavor to lessen or entirely remove all the rates and dues that can be so dealt with. REPLIES TO THE INQUIRIES OF THE MINISTER OF PUBLIC WORKS. I. AND ll.-RATES OF FREIGHT AND CANAL TOLLS. I8t. A statement showing the comparative cost of transport via the Erie Canal and the St. Lawrence Canals. 2nd. The Tolls charged on both routes. Chicaoo to Nkw York, Chicago TO New York. Chicago to Via Buffalo. Via Oswego Montreal, by Years. 1-^ Highest rate Chicago to Buffalo. Highest rate Buffalo to New Yorl;. Average rate of Freight. Highest rate Chicago to Oswego. hi \ Q Average rate f of Freiglit. Schooner to Kingston. Through rates. _ ■ f'ts, 1 Cts. eta. Cts. t'ts. Cts. 1861 8^ i 26 ! 30 271 30 i 22 27 ■s s 1862 8.1, ' 17 i 24^ i 26.^ 221 18 26] 26 1 2 1863 9 12.', i 25 23 17 18 22 i} 16 IS 1864 10 18 i 22 28 J 24 18 281 18} 18S5 10 19 , 26 i 26:j 27 18 27 J 18} £0 S 1 1866 10 i 23 i 23 30i} 30 20 31:1 181 1867 10 15 1 25 221 m 17 22} 17} olri 1868 10 ' 13J : 24 23 16 17 23 17} ^1 1869 10 i 12 i 25 23 16.1 20 231 16 1870 10 1 10 j 16 17 15 12 181 16 rtT3 1871 11 18 i 17 201 20 14 2lj 14} l§ 1872 11 18 17 241 20 14 2 3:1 21.1 :l 1873 11 13 13 19 r 20 9 22 1 18* 1874 11 ^ 11} 1 14 i; m i ^^ 15 12,1 It t- 1876 11 6A 11 ll'] i! 10 i 9} 1 12f 11 £|5 1876 11 5 10 5^3 |l 7i i 9 j 1 1 'j ' 10 1877 11 6 12 11 i: 10 13 13. 10 ?g2 1878 10 i 5^ 8J 9 H 7i 13 8} 1879 1 •••• 1 •"• • • • • .... .... .... 8 .Efg !i . 15 The foregoing table shows the average of the rates of freight in each year since 1861 ; (1.) from Chicago to New York via Buffalo and Erie Canal; (2.) from Chicago to New York via Oswego; and (3.) from Chicago to Montreal via Kingston, The columns^ showing highest rates by the U. S. water routes ere worthy of examination,— especially during the earlier years of the period ; while the average rates by the three routes, has been largely in favor of that via the River St. Lawrence, until within the past few years. It scarcely needs to be stated, however, that, while average rates for periods of years are convenient criteria, they do not always afford sufficient data for conclusions regarding particular seasons. It would be impossible to go into more detail here, however. The average time of the trip of a grain-laden propeller from Chicago to Montreal is less than is occupied by a loaded canal boat in passing through the Erie Canal. The rates jf freight averaged in the table on p. 14 include the Canal Tolls, — transfer charges at Kingston being also included in the rates to Montreal. The full toll per ton of 2000 lbs., on Wheat, passing down the Welland Canal, is 20c., or say fc. per bushel of 60 lbs. When this rate is paid, the cargo is entitled to pass free through the St. Lawrence Canals. Thib has been the tariff rate for more than twenty years, — except when by Order-in-Council, of 19th May, 1860, a refund of 90 per cent., in certain cases, was directed to be made at Port Colborne, and free traffic was provided for on the St. Lawrence Canals. The Order-in-Council was revoked in 1863, as stated on p. 13. The rates by the Erie Canal on a bushel of wheat transported from Buffalo to Troy, in each season of navigation during nineteen years, were as follows : — Fri'.ioiit ToI.I.^^ ANll Tolls alonk WKllK. i i Fhkiqut Tolls ANU Tolls alonr WKRE. 0. 111. f. ('.. 111. f. cf 111. f. I'. 111. f. 1861 15 7 5 5 1 7 ' 1871 12 6 o 3 1 1862 15 8 4 6 2 1 1872 13 1 3 1 1863 15 3 9 6 2 1 1873 11 5 7 3 1 1864 18 7 a G 2 1 1874 10 1 1 3 1 1865 16 8 4 6 2 1 1 1875 H 1 2 7 1866 16 9 6 6 2 1 i 1876 6 7 1 2 7 1867 15 e 9 6 2 1 1877 7 3 9 1 3 1868 15 r each employe on board for their time of service since date of last entry of Vessel in a U. S. port,— per month , . 3Q Tost Entry 2.00 U. S. Commissioner's fees for paying crew, per man .50 U. S. Charges on Vessels Outward. U. S. Commissioner's fees for shipping crew, per man :?2 .00 Charge for log-book and papers 3.00 Clearance from Custom House 2 . 50 Bill of Health , .20 Crevv Bond .40 Crew Li,st certified .25 Shipping Articles .20 A communication recently received I'rom the Assistant-Secretary of the Treasury of the United States, affords the following particulars from the Navigation Laws, on the subject of " Tonnage Duties," which are worth recording here : — .Sec. 4219.- Upon vessels which shall be entered in the United States from any foreign port or place there shall be paid duties .ts follows :— la.) On vessels built within the United States but belonging wholly or in part to subject.^ii'=^;reVeaJ once within one'year, and, when paid by such Y^.^^^^ "°/" "l^" '°"";'f ^ forefgnvessek entered in the United enter and trade. .u • e, , Spc. 4,,4.-Vessels within pay tonnage duties once in a Ve^^: /h?" P^Y the^ame e.ther^^^^^^^^ clearance fro'nt or ento' at according to priority, - <="^'°"„^'°";^,',",ff^,Un ted S^^^^^ J ^^^ e^nf;of^rs^lsrtXrrS'ecHvTcr^^^^^^^^ ^- "- ^-^---'^ ^"" paid for such year. , , . , , n . j of the United States, proving the vessel to be American property. yesssels entering frcn a forei^ Port or plac.-^ ^V\-tertr' Th^Tmly'be'divFdT^^^^^^ from any foreign port or place, are 'f J^", '°. ''V= P''>^'^;^, ,f4°,"e"s^^^^ Unfted s'tates. Vessels of the addition, the engineers and pilots, if a steam-vessel. Il.-Vessels not of the United States may be divided, in relation to the rates of tonnage duty, mto five ''""'.'. Vessels built in the United States, but belor:ging wholly or in part to subjects "^/^-g" P°7^,^^, .. Vessels not built in the United States, and belonging wholly or in part to subjects -'^^Z^uZ . I Vessels wherever built, owned in whole or in part by. subjects of foreign powers which enter from a foreign DlacewheTe vessels of the United States are not ordinarily permitted to enter and trade. ^''.'vZinoZ^t in the United States, but belonging to c^-s of t h^ U„Ued S^^^^^^ provided only with a tea-letter, or other custom-liouse document proving the vessel to be American pr.^perty. 5. Vesssels without documents. I„._Vessels of class t pay 3, cents perton "-'- P-^^g^P^^.^^^t'o if all"'' '" '°" "" paragraph ,, and 50 cents per ton " light-money under § 4«5, making $1. 10 in all . Vessels of class . pay jocents per ton under paragraph t, 30 cents per ton additional under paragraph ., and so cents per ton " light-money " under § 422?. making $1.30 m all. "VLels of class , pay $. per ton under pa.agraph --. ^^"- ^,^ ^,,,,,, built in the Vessels of class s pay the same as vessels ol rl s ■ t > :'(.^"°'^'"!'^J that the vessel was built in the Uolwd States or not. 'rhe collector must satisf> "''^-■''.^^/.^'^^""J'/fo'"'^ 'ton (No Tmponations can be Uwted States, before admitting her to payment under cla.,s i at Si.io per ton, ^i h liermitted in vessels of class 5. See § 2597, Rev. S.at. ) 19 1. — Port of Boston. The following are the rates and dues levied on sea-going vessels at this port : — Customs Entry — 100 tons and over, dutiable cargo $5 , 50 " '' free cargo 3.17 Custom Clearance — under licenae 0.50 under register 1.50 foreign vessel coastwise 2.00 " foreign 3.30 With reference to the foregoing particulars from local sources, see the list of U. S. Oovernment ch'inies upon foreign vessels, as well as upon American vessels in the foreign trade, on pages 17, 18. Wharfage, Dockage — Vessels discharging cargo, or loading grain at elevators, or other cargoes at the wharves, are free from wharfage. Steamers, Ic. per day per ton register. Sailing vessels over 200 tons register Jc. per ton per day. 800 200 to 500 to 800 to 1100 1100 to 1500 Over 1500 Lay-Days free from Dockage as follows : — Loading. 500 tons 20 days. 25 :i 35 1; 40 11 45 II Discharging. 200 to 500 tons 7 days. 500 to 800 " 10 " SOOtoUOO " 15 " 1100tol500 " 20 " Over 1500 •' 25 " Note— The foregoing information is from an " Index to the Port of Boston." Some explana- tions and further information have been received from a reliable source as follows : — Wharfage. — No charge for wharfage is made to the vessel ; — the shipper or receiver pays it. When a vessel goes to a railroad dock to discharge, the wharfage is free on that portion of the cargo which goes over the road ; — and the same rule applies to a vessel loading at a railroad dock ; that por- tion of her cargo which comes over the road is free from wharfage. In all cases where cargo is received from, or delivered to lighter or other vessel over side, while the vessel is at a wharf, the goods so received or delivered are subject to half-wharfage. Particular Rates. — When the goods do not come over a railroad, to its dock where the vessel is loading, the charges on principal articles are as follows : — Flour per brl 4c. " per sack 2c. Cheese, per box lo. Lard, per tierce 7c. Bacon, per box 6jc. Butter, per tub Ic. Hay, per ton 40c. Cattle Feed per bag 2c. Cattle, per head 15c. Sheep or Hogs, per head .... 4c. N. B.— Cattle, sheep, and Live Stock, are invariably subject to wharfage, whether coming over the railway or not. r:s ;';«»»*! jm'i0t'"'Hi'*9tmm 20 Grain- Transfer and other Charges. ivR-n in bulk, '.lelivered by floating elevator, -jc. to l'|C. per bushel, • ' '• loading and trimming, per 1000 bush S1.50to>^2. Hire 01 bags Cto be returned to port,) each 05 Slowing and sewing bags, each 01 i Ceiling (Lining) for cargo. l{c. per bnsh. ;— should serve for 3, 4, or 5 voyages. Surveyor's Fee !:?10 .00 ■ 2.— Fort of New York. The tbllowiug rates and dues are paid by all sea-^-^-oing vessels :— Quarantine Dues ^6 , 50 Hospital Dues— for Captain 1-50 for each Mate 1.00 for each Seaman 50 Health Officer 6.50 With referenre to the foregoing particulars from local sourres, see the list of U.S. Government charges upon foreign vessel ■•<, -is well a.s upon American ves.iels in the foreign trade, on pages 17, 18. Wharfage — All vessels of 200 tons and under, per ton. . . . 2c. per day. All vessels over 200 tons, 2c. per day for each of the first 200 tons ; and for each additional ton ^c. per day. The owner, or lessee of a wharf may charge 5c. per ton per day, for all merchandise left on his wharf, after 24 hours have elapsed from the time of being landed or left there. Harbor Master's Fee, from S3 to S24. according to si/e of vessel,— the legal charge being lAc per ton. Ballast— discharging '^^^- P^'r ton. Loading, stone, f. o, b . 1000 bu, fT.OO into double-deck vessels, including trimming, p. 1000 bu, 8 . 00 Delivering in bags on ocean vessels, per 1000 bushels 6.25 (. .' coastwise vessels including trimming 2.50 Loading bags, per 1000 bushels 5.00 Hire of bags (to be returned to port,) per 100 bags Ceiling (Lining) for (irain in bulk, per 100 bushels T 00 75 :3.— Port of Philadelphia. The charges paid by all sea-going vessels are as follows : — Entrance Fee S2 . 50 Harbor Master 2.00 Surveyor's Fee 3.00 Manifest Stamp *1 to $2 \\'i(k reference to the foregoing particulars from local sources, see the list of U.S. GocernmenI charges upon foreign vessels, as well as upon American vessels in thcjoreign trade, on pagis 17, 18. Clearance Fee $2 . 50 Bill of Health 20 Uerliiied Manifest 20 m Wharfage Dues on a «hip >^4.00 ptr day. '< on a Barque, Brig, or Schooner 3.00 " While, in a general way, these rates are correct, the following items are more specific :— Charges at the city wharves, from $2 to $5 per day; at the oil piers, $3.50 per day for vessels under 300 tons; S4.50 on vessels hetween 300 and 500 tons; S5.50 on vessels between 500 and 800 tons; §6.50 on vessels between 800 and 1000 tons ; and S7 for vessels of over 1000 tons. Rates at grain- loading wharves do not exceed S2 per day,— at some wharves free. Spanish, Portuguese. Italian, Russian, and South American Ships pay a sum of S2.50 in addition to charges for Pilotage. Stone ballast— ^1 .00 to §1 .50 per ton. (hnin-Traniifer and other Chargf^. Loading Grain in bulk, per 1000 bushels $2 . 40 " in bags, •• ^-^^ Hire of bags, (to be returned to port.) per 100 bags 3.00 Ceiling (Lining) for bulk grain, •|c. to Ic, per bushel. Surveyor's Fee , 10.00 4, — Port ov Baltimore. The foUowiiijz; rates are levied on all sea-going vessels :— Vesscils with dutiable cargo pay as follows : — Customs Entry S2.50 '• Survey 3.00 " Permits 20 Vessels with duty-free cargo pay :— Customs Entry !?2 . 50 » Survey 67 With rejerenre to the foregoimj particulars from local sourccn, see the list of ILS. Government charges upon foreign veiiels, as loell as upon American reasels in the foreign trade, on pages 17, 18. Quarantine and Doctor's fees— Ic. per ton register. Wharfage jier day ;_Vessels of less than 400 tons SI . 25 .i 00 to 600 tons 1.50 600 to 800 tons 1.75 800 tons and upwards . . 2 . 00 These rates apply to wiiarves owned or leased by individuals, where rargoesof all descriptions are landed and shipped. At wharves owned by the City or State, the rate is Ic. per ton register per "pyjifor. SI. 50 ix.'r day for vi-ksc^Is iin to 500 day ; at tin' g tons regist.-r, and $2 if larger ; at oil-wharves, $:!.50 per day on all vessels irrespective of size. Ballast : — barging. Loading per ton, 20c.to30c. nd cost of earth or stone, per ton 50c. to 70c. 22 Grain- Transfer and other Charge*. Elevating bulk grain, per 100 bushels 38c. Trimming " per 1000 bushels S^1.50 Stowing bags, per 1000 bushels '^•^^ Bag-hire (bags to be returned to port,) per 100 3 . 00 Sewing bags, per 100 -^^ Ceiling (Lining) for Grain in bulk, l^c. per bushel ; the same lining, with slight repairs, should serve for 4 or 6 voyages. Surveyor's Fee ••••• ^^-^^ 5.— Port op Montreal. The following dues and charges are levied on all sea-going craf* •— Hospital Dues 2c. per ton register. ■ Police Dues 3c. Wharf Dues— Steamships, of 50 tons register, and upwards, per day 1 Jc. per ton register. « Sailing Vessels, of 50 tons register, and upwards, per day ^c. " The Harbor Commissioners are authorized by an Order-in-Council, dated 19th April, 1880 to levy rates upon -all merchandise, anmials, and things whatsoever, landed or shipped in the harbor." The printed tariff contains an enumeration of nearly 300 items, to which specified rates are attached. The charges on two-thirds ot these are at the rate of 20c to 50c. per ton, viz. :— on 13 items, 20c. per ton ; on 38 items, 25c. per ton ; on 80 items, 30c. per ton ; on 28 items, 40c. per ton ; and on 19 items, 50c. per ton. Wheat, Maizp, Peas, Barley, Malt, are charged 25c. per 100 bushels ; and Oats 15c. per 100 bushels. It is also provided :— " On all goods, wares, and mercljandise whatsoever, " the quantity of which by weight, measurement, or other mode " of estimate provided for in the tariff, cannot be conveniently » ascertained, it shall be lawful for the Harbor Commissioners to '• levy a rate of i of I per cent, on the value thereof." Grain-Transfer and other Charges, 1880. The Harbor Commissioners levy the following rates (as above-noted) :- Upon Wheat. Indian Corn, Barley, Malt, Peas, &c., per 100 bushels •' Oats, per 100 bushels,. 25c. 15c. • Trinity Dues— 5 p.ct. on all Pilotage— is a charge deducted from the pilotage iictouutB, and is undnrstood to go into the Fund for Decayed Pilots. 2^ Trausfer rates by floating elevators are ; — Elevating, (one-half of which in payahlc by the receiviug vessel) per bush i^- Pilling and sewing Grain-bags, each bag Jc to le. Hire of Grain-bags, including filling and sewing (to be returned to port,) per bag 4lc. Through cargoes of grain by railway from the West for shipment at Montreal for Europe, are transferred from the cars, floated to vessel in harbor, and put f. o. b., for a charge of lijc. per bu. for all local expenses, which charge is usually included in the through-freight rate. — Free storage for a term of 10 days is also granted when required. Storage of Grain cargoes— J c. per bu. for first five days. ,}c. per bu. for each of next three terms of five days each respectively. \c. per bu. for each succeeding term of 10 days. Winter rate for the season (Nov. 1 to May 15) 2j c. per bu. Charges for Lining (Ceiling) for Grain-cargoes; — Wooden Ships, per register ton, 45 to 60o. Iron Ships, which are not lined higher than the turn of the bilge, per ton , 30 to -lO<-. The same lining, with occasional slight repairs, should serve for three or four voyages. Steamers with water-ballast tanks, when tank covers are clear, dry and caulked, require no lining Port Warden's Fee ?4 to r^6 Special Rates and Charges, 1880. Harbor Towages— For one tug $5 r??) ^^10 For two tugs $20 Ballast— Wharfage on lOc per ton Carting away 20c. Laid down alongside, when required 50c. " Tallyman, when required, S2 .00 per day of 10 hours. Watchman, ' :?2. 00 for 12 hours. Customs Oflicer— overtime when discharging, $2.50 per night. Shipping-Master's Fee for British Vessels, for each man shipped or discharged 50 cents. Noting Protest, $1 .00 :— Extending Protest, when required, $6,00. Stevedore's charges for discharging inwards, and loading outwards cargoes, are from I6c. to 20c. per ton, for both weight and measurement. 24 IV -REPEAL AND REDUCTION OF HARBOR DUES. 4tb. What reduction in Dues your Board would recommend, either as to Tonnage Dues on Vessels, or Wharfage rates on Goods, in order to successfully compete with the Ports above-mentioned ? 1. Through rates of freight for merchandise, for instance, from Great Britain to Toronto and other points in Ontario, are practically the same, whether the ocean carriage terminates at New York, Boston, or Montreal. There are no wharfage rates imposed at either of the two former ports, on merehandis3 in transit for inland points either in the U.S. or Canada. Wharfage rates at Montreal, however, are a considerable item. Taking the keenness of competition in every department of mercantile life into account, it is thought that an effectual remedy would be, to have all these rates promptly repealed, for they weigh heavily on the foreign commerce of the Dominion, and send freight past Canadian ships and steamers into round-about foreign channels, to find cheaper access to cities and towns in Ontario. 2. The following statement shows the operation of the tariff which the Montreal Harbor Commissioners were, in April last, authorized to enforce (see page 22 ;) and it demonstrates the necessity for reducing the dues : — 1878 1879 1880 To 1st October. Sea-going traffic: Wharfage dues on Imports S59.216 103,046 S84,207 I 67.644 1 41,975 ( 16,442 8<^1 200 do. Exports \ 40( steamships ' ^f. Sailing Vessels. .. ) 57,500 [ 54,800 S162,262 3210,268 8203,500 iM-al traffic: Wharfage dues on Goods $8,190 18,497 25,473 86,648 17,625 22,891 - 830,514 $Si Barges dipiv steamboats, &c $52,160 162,262 847,164 210,268 830,514 203,500 Yearly Totals $214,422 8257,432 8234,014 The harbor revenue in 1879 amounted to ^209,596 ;— the dues levied on imported and exported merchandise, appear to have been 5G-52 per cent, of that income, if the dues on the steamships and sailing vessels carrying the goods were added, the burden imposed would be about 66 per cent. The effect would simply be, the addition of about $180,000 to the cost of the property carried to ^ 1 25 andiVou. the port of Montreal,- which would have been saved iu the port, of Boston, New York, Philadelphia and Baltimore. 3 The subjoined statement shows how wharfage charges affect steamships and saUing vessels .n the several Atlantic Ports, as compared with Montreal according to the rates cited on pages 19 20 21 and 90 fi,„ . jontreai, that of a 1,500-ton vessel.- ' '~'^'' '^^"^^^^ ^''""^ •Rnstr^n A ■Steaiuship.s, Sailing Vessels. ^ewlfork. do 10.50 ,,,5 Philadelphia, do 4.00 .... ' 4-00 tBaltimore... do 2 00 o'nn Montreal.... do 22:50 .■.■.■;:: .■.■.•::; 11.25 4. It is understood that, during the past ten years, the revenue from foreign, traffic averaged 74-37 per cent, of the total revenue,-the expenditure on harbo",- works in ten years being about $80,000 less than was spent in seven years upon works in the river. The amount paid as interest on the Government loan in four 8840 000' Tl ""' "'"■ ^'''''''' ^"' ^" *^^ ^^^■^«'' ^«bt in ten years Id ! !f n ,^ 'Tt?^' ^r^'' ^''''' ''''' immediately relieved by Government, and by the City of Montreal, from debt obligations, an immense reduction (say 75 per cent.) in wharfage dues might signalize the opening of navigation in 1881 5. It will be observed that this suggested reduction does not affect revenue from local sources; such would very likely be increased by the influx of sea-ooin^ vessels. In that case, the Harbor Trust could give attention to other reduction: and economies, wh.ch ^oould soon make Montreal the cheapest port in the world .tor the sea-goxng craft of all nations. ■ <> » » ■ V. -RATES OF PILOTAGE. Sth The Compaiative cost of Pilotage at all the above mentioned Ports and wh^f remedy your Board would propose in order to reduce LTcosf 0/ th^sei^ e below Quebec, as also from Quebec to Montreal. L*. 1. — Port op Boston. ^ The rates for piloting a 600-ton sailing vessel, drawing 18 feet water, from Boston Light (distance 9 miles from Boston proper) are :— Inward, S3 . 80 per foot draft, . Outward, 82.75 k .1 . 968.40 . 49.50 S117.90 * Vw some exceptions to the rule In Hostou harbor, see , t I'or uxieptions, see piiraurapli near the foot of paye '-'l' paK-o 19, under tlie word " Whaifu^{e,' 26 Pilotage is practically compulsory, both for steam and sail vessels ; — they generally lay-to and wait for a Pilot, rather than incur risk without one. If a vessel is boarded 15, 20 or even 25 miles outside of Boston Light, in summer, (say April to November,) the Pilot is entitled to no more than if he had been taken within 100 yards of it. In winter he is entitled to distance-money, but must go on board four miles beyond Minot's Light, which is 9 miles further out than Boston Light, — the total distance being 22 miles. The distance-money for 18 feet draft would be $13.68, making the winter rate §131.58. All U.S. vessels, regardless of size, are exempted from the necessity to engage a Pilot when under coasting license. Vessels under 200 tons register, when sailing under a register, may decline the services of a Pilot, and pay half pilotage. 2. — Port of New York. The charges for piloting a 600-ton sailing vessel drawing 18 feet water from Sandy-Hook to New York (a distance of 21 miles) are : — Inward, $5.50 per foot draft, S99.00 Outward, $4.10 " '' 73.80 $172.80 The distance from the Battery, (the southern point of the city,) to the bar, and over it, at Sandy-Hook, is 21 miles. When the wind is fair, Pilots usually leave the vessel when well over tbt; bar ; if the wind is ahead, they take the vessel to the light-ship, which is 6 miles farther. The sum of $4, is added to the rates inward and outward respectively, between 1st November and 1st April. Pilotage is compulsory for all foreign vessels ; but the Act regulating the service provides that '< no master of a vessel belonging to a citizen of the United States, and " licensed and employed in the carrying trade by way of Sandy-Hook, shall be required '' to employ a licensed Pilot." I I ' i 3. — Port of Philadelphia. The cost of pilotage from Philadjlphia to the Capes of the Delaware (103 miles) for a 600-ton sailing vessel drawing 18 feet water, would be: — Inward, $4.50 per foot draft $81.00 Outward, same rate, 81 .00 $162.00 Pilotage i.s compulsory for .al! vease!.". arriving from, or hound to^ a foreign port. Spanish, Portuguese, Italian, Russian, and South American ships have to pay $2.50 In addition to the usual cost of pilotage. '.I. J i ( 27 4. — PoKT OF Baltimore. The pilotage distance to Cape Henry is 177 miles. 600-ton sailing vessel, drawing 18 feet water, are: — The charges to a Inward, $5 per foot draft, S90 .00 Outward, same rate, 90.00 5^180.00 If a vessel is hailed outside the limit at the Cape, she must take a Pilot ; but if inside on being hailed, it is optional with the master to do so or not. Coasting vessels pay a yearly tax of 6c. per ton, and are exempt from pilotage. 5. — Port of Montreal. The pilotage charges to a 600-ton sailing vessel, drawing 18 feet water, when towed, are as follows: — Father Point to Quebec, 161 miles,— S3. 60 per foot S64.80 Quebec to Father Point,— $3 .15 per foot, 56 . 70 >S121.50 Quebec to Montreal, 150 miles, $2 per foot, ,S36 .00 Montreal to Quebec, same 1 ate 36.00 72.00 $193.50 It should be stated, that, from 10th to 19th of November, the rates from Father Point or Bic to Quebec and return, are S4.60 and S4.15 per foot draft respectively. The pilotage of a vessel of 18 feet dralt, towards the close of the season, would therefore be S229.50 It appears from the foregoing pilotage statement;;, that the disadvantage to Montreal, is very much more one of distance than exjyense. The rates are all higher to other ports than to Montreal ; and the totals for the summer season compare as follows : — Total Pilotage Mileage. Cliarges. To and from Boston 18 ?117.90 New York, 42 172.80 " Philadelphia 206 162.00 ." Baltimore 354 .... 180.00 " Montreal 622 193.50 1. It is suggested that when the system of telegraphic communication in the Gulf and River St. Lawrence is completed, pilotage arrangements may be very much simplified, and the services of Pilots be made more available than here- tulbrc, and their nuiiibcrs largely reduced. This may bo effected by the establish- ing of a rtatiou or stations, with which the masters of in-coming vessels could communicate by use of the electro-signal service. 28 2. The Pilot-service ought to be an open oue,~to which all competent men larnt .. ' " " ' """^ ^"'' '"'^'"'^ '' ''''''' '^"^ ^'^^ ^» ^'^^ ««'« 3. No deep-sea pilotage charges should be exacted from any vessel, upward or downward when in tow of a tug, the Master of which is a duly licensed Pilot 01 the nrst-class. 4 Rates of pilotage should be reduced, and all inefficient or incapable men remo/ed from the Pilot rolls. ¥ I 6tli. VI -THE TOWAGE QUESTION. '' vlTWuT^;ifr?-r."'nP7^°^'^ '^ •^'^^^'^ *»'" ^°«t «*• Towage of Sailing Vtssels ftom tatlier Point to Quebec and from Quebec to Montival. Although rates of towage at other ocean-ports are not asked for by the Minister ok Phblic Works, it has been considered worth while, as fL as practicable, to make a comparison on a basis similar to that on which the mtormation- about Pilotage has been given. 1. — Port of Boston. The rates for towing a 600-ton vessel, drawing 18 feet water, from Boston Jjight to dock, and rice versa, are : — ^™' S35.00 <^"*"'«i'1 35.00 >70.00 2. — Port of New York. A 600-ton vessel may be towed at the following rates :— ^"^^^(ij $35.00 ^"tw«»f<, 35.00 iv/r . . !S70.00 neceRSofl;?rJ' "^^'^ J'^'S^'^' with tug-boats to tow in accordance with the / \m the • 29 •{. — Port op Philadelphia. The char<,'es for towing a 600-toii veHsel, drawing 18 feet water, from the Capes of the Delaware to the city, a distance of 103 miles, would be :— Inwartl, 50c. per niik- Sol • 51' Outward, 75c. per mile 77 .25 S128.75 Summer rates are by agreement. Inward-bouud craft frequently sail up to Reedy Island, which is 46 miles from the city, and there take steam. It is not usual for outward vessels to tow below Reedy Island. In that case the towage would only cost f 57 . 5b. The tug-boats on the Delaware River are said to be the most powerful in the world, being each of about 2,500 horse power. 4. — Port of Baltimore. Towage charges on a 600-ton vessel, 18 feet draft of water, from Cape Henry to Baltimore, 177 miles, would be : — Inward, $142.00 Outward i-12.00 i^284.0() 5. — Port of Montreal. It would be misleading to ((uote rates of towage here, as in the foregoing csamples ; fur the simple reason that though tow-boat officials sometimes refer to the " roiTular tariff," there is practically no recognized tariff of rates for tug-boat r — " To the Gulf and River St. Lawrence. There seems to have been one, ,iO log date 1874 ; because the Canada Shipping Company framed a list 01 . for season 1880, for the services, when required, of their tug " Lake." the ten ig mentioned as 50 per cent, less than those of 1874. According to that reduction a 600-ton vessel, drawing 18 feet water, would be charged 46c. per ton for first-class service, from Quebec to Montreal, or S276 for the trip, (the downward rates by both tarifts being 25 per cent. Icsn) while the charge under the regime of 1874 would presumably be 5fo52. But there was in 1876, a towage tariff issued by " Opposition Tow-Soats," according to which the rate for a vessel as above, was 91c. per ton, or $546 up from Quebec. The difference between the supposcd-to-be regular tariff of 1874, and the one of 1876, was so small as to lead to the belief that the opposition was of a very nominal kind, —serving only to mislead unsuspecting ship-masters. The above-mentioned (Company's rate from Father Point to Quebec is $175, or $306.25 both ways. 30 fi —How THE Towage Business is Worked. The towino-service in the River and Gulf of St. Lawrence has been charac- terized as inefficient,-it being alleged that there are steamers of one kind and another eniia-ed iu it, that were not originally intended for that sort of work, and which, as miuht be expected, are poorly adapted for it. The tariff rates char-ed, too, are exorbitantly high, the mode of exacting them is arbitrary and irregular, often oppressive— it seeming to be the settled belief of tow-boat organi- zations, that the commerce of Canada's Great Water-Highway must afford them revenue.'*^ A number of detailed lists have been obtained of vessels,— showing tonnage, draft, rates of charge, &c., &c.,— towed for varying distances between Bic and Quebec up to Montreal, and return, in the seasons of navigation 1878, 1879 and 1880;— and they indicate how inconsistent and inequitable are the rates levied. It would unnecessarily swell this answer, to give the lists here-referred-to in full ; but the following brief resumd of some of them may be sufficiently explicit. Season of Navigation, 1878.— Out of one list of 24 vessels towed up to Montreal and back to Quebec, the sum exacted in four instances was §550, the tonnages being respectively 803, 349, 690, and 349. Four vessels paid $500 each, the respective tonnases being 744, 699, 739, and 388. Four vessels paid $300 each, the respective tonnages being 633, 398, 490, and 288. A vessel of 633 tons paid $285, and one of 414 tons paid $212. Season of Navigation, 1879.— Out of one list of 14 vessels, one of 510 tons paid $811.45:— one of 813 tons paid $500;— $45.. was paid for one of 729 tons;— $440 for 830 tons;— $425 for 628 tons, and $195 for 521 tons. Season of Navigation, 1880.— Out of 14 vessels, the amount exacted in two instances was $500 each, the tonnages respectively being 871 and 872. The sum of $450 was paid for 787 tons ;— $400 each for 729, 364, and 354 ;— $350 for 769 ;-$330 for 396;— $250 for 237 ;— $2.30 for 147 ;— and $225 for 249 tons. Further for 1880.— A barque of 1000 tons paid $600 for towage from below Quebec to Montreal and return; while a ship of 1135 tons had to pay • A well-informed person at Quebec, writes somewhat roughly, under date 20th September, as follows: — "The Tanff made by the Beaver Line, is just one-half of that for 1876, but we " don't even getthat for four-fifths of the vessels. There have been seven vessels taken up "this year, that have paid full tariff; but that was caused by the ignorance of the Masters, "and tbe unblushing lying of Agents, which some of the Tug-owners keep for the pur- i.posfi, Several of us have given orders not to take Montreal vessels at the low rates "current,— but to give Quebec vessels a preference in all cases. Ihe deteiUion ot i Hots "up and down, expenses in current, and moorages in harbor, have rendered the business. " at current rates, a losing one." 31 81,325. In the latter instance,, the Master was on his first trip to the River St. Lawrence ; and he imagined the matter wa.s all right when, without stating any sum, the official on the tug said he would be toiced up for 20 per cent., less than the tariff rate ! A barque of 770 tons was charged 8250 ; while another of 500 tons had to pay 8810 for like service. A brigantine of 508 tons recently paid 8260 from below Quebec to Montreal and return ; the same Agents having, in 1879, a barque of 510 tons which had to pay more than three time.^ th^t amount for similar service. A tug oifered to take a vessel up to IVloutreal and back to Quebec for 8450,— to which the Captain assented, on condition that if his Agent at the latter port had made any arrangement, he should not bo required to pay more than the Agent had bargained for. On arrival it was found that an agreement had been made for 8300. The vessels which suffer most are tho.se which come into the St. Lawrence trade for the first time ; and their experience is often so hard and cheerless that they never return. The greatest perplexity and annoyance experienced by owners of tonnage in Europe are believed to arise mainly from the uncertainty of towage expenses; and there can hardly be a doubt that this keeps away many a ship from Montreal, giving color to the exaggerated reports which have gained credence respecting exorbitant charges of every kind to which all vessels are subjected. 7. — Suggestions towards a Remedy. 1. Rates of towage should be reduced to a minimum, and the Harbor Trust of Montreal might be empowered to provide towage facilities, at not more than cost of service. 2. Or, a Company with suitable vessels, might be subsidised for the purpose of procuring strict adherence to rates under cost to vessels. 3. Or, it might be worth considering, whether the service should be left open to competition by all tow-boats that may be licensed as to their fitness, and to be governed by a uniform tariff of rates, which shall be maxima. Vessels towed could be left, during the busy season, in Hochelaga Bay, until there is berth-room,— and then brought up by the chain-tug, and docked by a harbor-tug, at fixed rates, which should be deducted from the tow-boats' accounts. 4. The Captain of all tug-boats should be licensed Pilots. 5. For the prevention of any possible over-charge, all rates for towage might be made payable at the Ofl5cc of the Harbor Trust. ADDITIONAL INFORMATION. RATES OF OCEAN FREIGHT. There is a current theory that the larger the vessel the less the cost of transport. As regards the Upper Lake Trade, the President of the Buffalo Board of Trade has put the case thus : — " At the same rates a vessel can-ying 60,000 Bushels of corn makes a profit of S740 on the round trip from Chicago to Buffalo and retiun, where a vessel carrying 21,000 bushels gains but S83. 30, the rates in this case being 2 cents per bushel for corn and $1.00 per ton for coal (carried on the return trip), giving to each vessel the same pro- portionate return cargo. Calling the rate 4 cents per bushel for corn and Si .00 per ton for coal, the smaller vessel would gain S743.50 while the larger one would show S2,540 on the profit side of the ledger.' Writing to the Secretary, under date 2nd November, 1874, the late Hon. JoEiN Young, then Chairman of the Montreal Harbor Commission, said : — " The effect on the cost of outward freight, by the deepening of the channel to 20 feet, and employing the large ship, has been to reduce freight 33j per cent., compared with the rates current previous to the improvement of the channel The Harbor Commissioners believe that the cost of freight will thus be diminished, and, as a conse- quence, that the value of what is exported will be increased to the producer, and imports cheapened to the consumer." Only a day or two before Hon. Mr. Young'.'* decease, he requested that a statement of ocean freight-rates at Montreal should be prepared, — going as far back as the record of the Corn Exchange Association would admit of, — he being of opinion that the quotations would show a continuance of the reduction. Since then a good deal of labor and care have been expended in arranging a table of average rates of Ocean freight for heavy Grain to Jjiverpool, by steam.^hips and sailing vessels, for each month and for each year from 1861 to 1879 inclusive, — see next page. 33 , ■» 1^ o o o <3 o o )-] o 00 < Pi O o o X W C <: -in — *i -«N -Cl -« •^I - 1 w* -*« E •0 ^ o © © O k^. cc »c to -^ o ir- © © >n V. « o 0) © «D o ■n t- IC -^ to 1^ to ffl la « ifl c: ^ >a M -*< -ffl HM -IN ^Cl "T > c "C O 1- 1- ro o 00 a c e^ o O Tt" o cc »-• o Ot N ■* < '3 '-* '^ X *: l^ 00 o o •* ■^ o ■* W iA o C3 CO o o o lO in ■>* H o !z; '^' '. o •^ 3 1— ' HITJ o o iC Ifl « a o ^1M 1.- "CI Ifl c ^ «> *° ; N « •o 1- I—" 1^ oc 'J 30 L- yt »^ 00 IT. 1- o © "C « cv "rt< ;:;' o Oi M © © - O ^ 1—1 L~- O © f—4 « "^ « 05 a> m ■"f o 00 ..-. t-- TT t~ !-• C<1 •^ cc m l~ o z -■ u o u O .-(MOpH©'tt-C-■; U5 1- © ^^ o (35 © >n cq C5 lO O >-i >-• © © CS T^i 1^4 i- oo' ^ l^ ^ 1^ © Cj -^ in O I"- ^ O ^Td "CI "CI "C^ "-*« — ^ -^it in I— t— © "iti •.■■; © I-- r— 1 30 © -t © 00 C5 © ■* -T Ci©iOTji'')'^^05 ©i>«mT}im©'^io •»^»o©x© inofomc": ";CI "CI i-*N • HCl f>; t- "H N rH . 05 00 ^ r"l »j t- I" © la ■* o © 1— m •* —.CI t- ^ C5 7^ O CC "» 50 M to © © © © © © 1- I- 1- t- 1- »- '- 5" »"- '- OOCOOOOOOOOOOOOOQCOOOOQOOOOOOOOCCOajOO The average annual rates for steam and sail are shown in the last column. Separating thei... . 9 OtTi) 8^ ...fa--.... 8 0^ « a • • It 10 11 ii 9 11 8 " 5 i. 17 " " 9 . . . . " 6 G " 5 II 24 II 9 II 6 6 •' 5.V It 31 i: •'.... 10 ;i 6 6 " 5j Feb. 7 "... 11 10 . . " 6 G '• H (1 14 ~i " ... •? " .... 10 . . . . " 6 G " H u 21 i " ... . i " .... 9 II 6 6 " 5i 11 28 O " ... ^ '•.... 9 . . . . " 6 6 " 5i March 7 C 11 • * • g " .... 8 . . . . " G 6 " 4 3 " 4 3 3 " 4 .'» 6 II 25 4 6 " 5 ( ) 4 6 " 5 Gl 3 9" 3 9 " .'^ 7 Aug. 1 4 " 4 < 5 4 " 4 6 6-1 5 0" 5 9 5 " 5 ;i 8 11 8 4 0" 5 ( 3 4 " 5 6j 5 " 6 5 ■' 6 (1 8 II 15 4 " 4 3 4 " 4 6 6| 5 » 6 5 " h 8 II 22 4 " 4 ( 3 4 " 4 6 Gi 5 " 6 5 " c (1 7 11 29 4 3 » 5 ( ■) 4 3 '• 5 4 4 6 " 5 4 G " E 7 Sept. 5 4 6 " 5 ( -) 4 6 " 5 H 5 0" 5 9 5 " .f) 9 6 11 12 4 6 " 5 ( 3 4 6 " 5 6,V 5 3 " G 5 3 " 6 II 6 11 19 4 " 5 ( ) *••• ^' ■•*• 6 5 3 " 6 5 3 " 6 (1 7 11 2G 4 3 " 4 ( 3 4 3 " 4 6 6 5 9 " G 6 5 9 " fi G 7J Oct. 3 5 •' 5 . 3 5 " 5 3 6 II 6 " (] G H 11 10 .... '* • • • 6 « 5 3 6 II (i " 7 G 8i 11 17 . . . . " 5 " 5 3 6 . . . . " 7 " 7 G 9 11 24 4 G " 5 ( 3 5 •' B 6 7 " h 1 G " a «i 11 31 5 " 5 ( 3 5 " 5 6 n 11 .... .... G G " 7 G 8 Nov. 7 5 () " (5 ( 1 5 6 " 6 8 II 6 G" 7 8 11 14 6 « " 7 ( 3 6 6 " 7 ■^•j .'..'. " .... 6 " 6 G 1 11 21 II . • > • ... l: *•.* «... 1 " G " ( G 6 11 28 " ,1 .2-,- " "". li " .... 7 11 " 8 G G Doc. 11 5 12 7 1 . . " '' 8 '^ 7 G G 6 K 19 ss " ... §5 «' .... 6 . . .. " • • . . " 7 4A II 26 'A '1 .., '^ " .... H . . . . " . . > < " 7 6 36 Comp'imtivp Rates from ^ew York and Baltimore to Liverpool for two years. 1 S78. 1 1879. ItATK. New -^ 'OKK 1 1 Baltimork Nvw ^ 'ORK 1 Baltimoke To LiVKKPnoi,. To LlVKRPOOL. To LlVBRPOOI,. To LiVKRPOOIi. Pel- 00 lbs. Per 00 lbs. Per 00 llw. Per CO lbs. Stt'iini. 1 8ail. Steam. Steum. 1 Sail. Steam. <1. d. .1. d. i1. (1. d. Jiiiiiniiv 3 9 A 8i 11 ^ lU 5.1 • . . ■ 6 ti 10 10 «'. 1 io| rfi) 11 6 . . • • ei II 17 9.V « 11 fS) m 5:i .... H .i 24 9% 7^ ' 11 fa) U\ 6-1 6 7 II 31 9\ 7.i 11 H 6 7* Fclinaiy 7 9.1 n 11 i ^i 5] 8 ii 14 10 il 11 1 6 5 6f II 21 il 7l 11 6 5.1 6^] fa) 7 ii 28 8 7^ i lOi /?!) 11 6 5i 7i Mill, h 7 'i 7 10" rf/) 10,^ ' 61 5* 7h 11 14 ^1 6i ; 9i 6* 5^; il II 21 6' fii : 9 ^r) 9} 6 5i 'i .. 28 7 c>l i 9 ^ 9.H 5^ 5^ Cy\ fa) 7 April 4 81 7i 1 9 5; 5* , ^" a 1! 8 7 1 8i- i 6 5^ Ii fd) 7J II 18 7 6.} ; 8^ fed 8.\ 6 n 7 fd) 7| ii 2.-) 7> 7 8.\ " ^ 6] 5k 6^ May O S.l 8 ': 9 '. 5.\ 5| 6} 11 9 S 7 9] fa) 9.\ \ 5^ 5'i- 6] f(l) 6J h t • • ■ 6A /?» 7 i 6i • . . . 6j /Q) 6; II 19 5* f « • • el ^ 6J 7^ 7 6,', ^ 6: II 2(i t>.! • > > ■ 6^, 7^[ • ■ • t 7 ^ 8 October 3 GA 6 6* 9 9 9 ii 10 (ii H 6^6* 1 9 9 9 <« 17 7.1 • • ( ( 8 8J 8 yf II , 24 '•i • • • • 8 7:i 7* 8A II 31 8 7A 8 6;f el 9 Nuvonber 7 '•'i 7l 8J 8 7" 9 II 14 ^* 7.1 8§ ^ 8| 1 H 7 d fa) ^ II 21 '''■'i 7i sit- ^ 8f 6^ 7 7 usked II 28 7 7A ' 8§ 6.i 6 6 '?/ 6} Deeeiuber 5 n 7i 7ii /Tz) 8 5i C 5 11 12 <; 8i 4 ^ 4 II U' 51 • • • • 7i 4 H 5 II 2G 6| — 7 ^ 7J 3 .... 5 37 The f'ollowiug quotations for 1880, show rates in Montreal as compared with New York : — Y \.' Date. Montreal. 1 New York. Per Qu ARTER OP 480 LBS. HPerKlsh. OF 00 LBS. Per BrsH . OF 60 LBS. 1880. Iron Clipper and Steam. Iron Clipper and Steam. Steam. Sail. May 7 s. 4 il. (a) «. 4 d. 6 = 6 ^ a. 4* d. ^ (( 14 3 9 1. 4 3 = H •' 61 4i ^ (. 21 3 9 .1 4 3 r-= H '■ 6| 5 3i ® 4 i> 28 3 f> 4 5:1 .1 6 3 .... June 4 3 6 4 (") = 5.1 •• 6 4 3 fa 3A t( 11 ?, 9 .1 4 3 =. H II Q^i 5 3J tt 18 4 4 3 = 6 11 62 5 nr. 5.1 4j 25 4 3 11 5 =r= n .1 n 6 4A fd) 5 July 2 4 9 " 5 3 = H 11 '!i .... u 9 4 9 1, 5 6 = n II 81 6 /fi) PA 5 11 16. 4 6 11 5 6 = 6| •' 81 6i 6A II 23 5 1. 5 fi = 7i .1 Sj 8 -c i-i a> S9 i-~ I ;a n CQ JS (O 00 01 05 -H l-l N r- 05 o> CO ■•O CO 01 .— I ^ c^i ^ -- N M (O 00 40 be seen how heavily and arbitrarily the charges for that service, bear upon the class of vessels which have heretofore been in favor for ports of call. There is another view of this part of the subject, as regards the trade of Montreal, which is very seldom taken into account, — viz., the loss that would be sustained by tradesmen and dealers, if the vessels here referred to are compelled to forsake the St. Lawrence. It may be stated, on the authority of firms doing business in this city, that, exclusively of pilotage, towage, harbor dues, &c., the average disbursements of vessels of 600 to 1000 tons register, is about $800 each. If this be so, then the absence of 35 port-of-call vessels in 1879, (that being the difference as compared with 1878), involved a loss to the local trade of 328,000. RATES OF MARINE INSURANCE. 1 1 < t i a t d s 1 01 f( The question of Marine Insurance is one of considerable importance in relation to the trade of the River and Gulf of St. Lawrence — rates heretofore having often constituted a considerable charge both upon imports and exports, and sometimes without equitable discrimination as to risk. The following are comparative (nominal) rates at the ports of New York and Montreal : — To London . . . . Liverpool , . Glasgow . . , Cork Havre Hamburg \ Bremen ) Bordeaux . , Smyrna "^ Trieste J Nkw Yokk. Sail. per cent. I fa) 2i ^ " n STBA.M. per cell J ret i '• i " i " 3 " 24 ; i " 1 " 2 i .1 U •' 2 , ^ " ]\ Montreal. Hah.. Steam. per cent. per cent. •i rcc 3 ^ /© IJ ^ " 3 ^ " H t " 3 i " H t " 3 1 " H ^ " 3 ■i '• 3 1 " 3A 1 " a 41 The rates thus formulated would be apt to mislead, without a word or two of explanation; for, even if the quotations were uniformly obtained, there is a deduction of 20 per cent, made at both ports by American Companies, and 10 per cent, by European ones, the rates of the latter being said to be lower. Both of the statements give a wide range for the season. At Montreal, before the 1st of September, risks have been taken this year on grain in A 1 steam tonnage at ^ths per cent., and at h to f ths per cent, by iron clippers and steamers in the regular trade. There is a rule, — not exactly an iron-clad one, — by which there is a rise iu rates of ^th per cent, on and after 1st September, and further similar advances on 15th September, 1st October, and 15th October respectively. Each addition of -J-th per cent, is eijual to SI on every 1,000 bushels of wheat so insured ; the increase of A per cent, within the six Aveeks would, therefore, be equal to 84 on every 1,000 bushels of wheat, and would add more than S7,000 to the cost of the quantity (about 1,785,000 bushels) shipped from Montreal from 1st September to 20th October, in the present year. It is said that the ratio of advance on and after 15th October depends upon the weather; this there- fore, involves a special arrangement. The rates tabulated above are somewhat higher for Montreal risks, than for those of New York. It has been remarked, however, that insurances have been effected on some occasions lately in which the difference favored shipptjrs here ; and Insurance Companies appear now to be tacitly acknowledging tlie lessened risk by the competition which exists at variable rates, and below >vhat may bo called tariff charges. To say the least of it, there seems to be no good reason now for the same Companies exacting higher premiums on grain cargoes, for instance, shipped from Montreal, than are accepted by them from New York ; for, during a period of seven years, (1873 to 1879 inclusive), of all the shipments from Montreal under the Fort Warden's regulations, — not a si7ig]e accident or Ions occiured all that time, iu comequtncv of a vessel being grain-laden. On the other hand, during a period of about nine months, (1st September, 1878, to 11th June, 1879), of the vessels which loaded grain at New York, seven (7) were abandoned, and thirteen (13) reported missing. The arrangements which have been in progress during the past three years, at the instance of the Dominion Government, for extending the telegraphic system to the principal islanls of the Gulf, — notably, Anticosti, the Magdplon and St. Paul's Islands, Bird Rocks, cS:c., are now on the eve of completion. The light-houses in the River and Gulf of St. Lawrence will be placed iu telegraphic connection with the shore-liue.s and sigual stations, to work iu accord with the International Code, which is capable of indicating 78,(i42 distinct signals. The project includes the establishment of a daily Telegraphic Bulletin, for trans- mitting froijuent reports about the weather, vessels passing inward or outward, cat^ualties, and communicating with i)ilot stations, tug companies, iS:c. When the 42 work is completed, — as it will probably be about the opening of navigation in 1881, — it will be easy and safe for ships to navigate the great Canadian Water Highway. This surely warrants a considerable reduction in rates of marine insurance, and a large increase in the steam and sail fleet in the trade of the St. Lawrence. 4 "t r *> •■ i «> i- 5, t ff 4 -., i "I r SUMMARY OF CONCLUSIONS. ^1 ^ I .«> »> i. V S^ %n) f 1. The carrying trade of Canada, via the River St. Lawrence, is embar- rassed by a multitude of charges and rates of one kind and another ; some are large, while many, singly and apart from the others, erroneously appear to persons unacquainted with details, to be of very little consequence. Water-borne merchandise from and to the West by the St. Lawrence route should be relieved from every extraneous burden. — otherwise, our fair share of West-bound traffic, and the proportionate volume of the eastward traffic will continue to decrease. Such an untoward result would make it appear that the many millions of dollars invested in the Canals and Ship-Channel have been expended in vain. It seems, therefore, to be the dictate of wisdom that the water-highways of the Dominion should, in the meantime, be made available for enlarging and extending Canadian commerce, whether they yield any present direct revenue to the Government or not. 2. Montreal can be made the cheapest and best Port in the WORLD, for sea-going steam and sail tonnage. Such a consummation would be of incalculable benefit to the trade and commerce of the whole country ; and the hearty co-operation of the Shipping Interest and the Commercial Organizations, with the Harbor Trust, the Civic Authorities, and the Dominion Government, is invoked for its accomplishment. 3. The Dominion Government should immediately relieve the Harbor Trust from the expense attending the deepening of Lake St. Peter, and improving the Ship-Channel between Montreal and Quebec. 4. Wharfage on all ocean-cargoes, inward and outward, should be reduced to the lowest possible rates, or if practicable abolished. Wharfage on ocean- tonnage should be reduced to the level of Baltimore and Philadelphia, and abolished on grain-carrying inland craft. 5. Canal tolls on Breadstuff's and Provisions should be abolished, and inland traffic should be exempted from all obstructive charges. The use of the electric light in the harbor of Montreal, now admits of loading and unloading at night, — to prevent detentions, therefore, between Kingston and Montreal, it 44 will be essontial to have Lakes St. Louis and St. Francis lighted, so as to be navigable by night for tows of barges. 6. The Harbor Trust of Montreal ought to be authorized to provide for an efficient towage service, at lowest possible rates. 7 With a view to greater efficiency, and to provide for the anticipated increase of vessels coming into the St. Lawrence trade, the Pilotage service should be remodelled, and pilotage charges reduced. 8. Rates and charges incident to the transfer, storage, and loading of Grain cargoes should be reduced to a minimum. 9. An effort should be made to reduce rates of premium of ocean marine insurance in accordance with lessened risks secured by the Port Warden's service, and the electro-signal and telegraphic system in the Gulf and River St. Lawrence. 4»