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The influence of railways on continental and inland traffic and their bearing upon the natural and artificial water-courses of the United States and the Dominion of Canada, including the ques- tion of canal enlargement and the further deep- ening of the channel between Quebec and Montreal for the purpose of attracting the Western trade to the St. Lawrence route. A PAPER BEAD BEFORE THE QUEBEC BOARD OF TRADE . BY THE PRESIDENT, a"03- snEJH-Y-osr, Es<^, :Lff-£>.:p., On the 20th November, 1883. QXJ3e333EXC: PRINTED ilT THE " MOBNIKO OHBONIOLK *' OmCE. 1884, 015970 BAILWAT8 Tersus f ATEB-GOUBSES. ri At a special general meeting of the Quebec Board of Trade, held in the Board Eoom, Exchange Building, on Tuesday, the 20th November, 1883, an interesting paper, under the above title, prepared by the President, Jos. Shehyn, Esq., M.P.P., was read, received, and, by unani- mous resolution, ordered to be printed, as follows : ■§• Ff>r years past, continuous efforts have been made to in- duce the Government of the Dominion to continue the improvement of our water-courses from Lake Superior down to tidal water, on the ground that, without such improvement, the western trafiS.c would leave the St. Lawrence route. We all know how persistent the Montreal Harbour Commission have been in urging upon the Grovernment the necessity of relieving them of the ex- penditure already incurred for the creation of an artificial channel between Quebec and Montreal and what pressure was brought to bear upon our Federal authorities to get them to assume the responsibility of all further im- provements required to render the channel navigable for the largest actual and future steamships, on the pretext that this amelioration of the river St. Lawrence is in the general interest of commerce and navigation and con- sequently that the public, and not the Harbour Commis- sion of Montreal, should bear the expense thereof. The Quebec Board of Trade has, from the very commen-i cex^ent, been opposed to the pretensions of tl^e Montreal ! 1 Harbour Commission, holding that the improvements in question, being of a local nature, ought as such to be borne by the trade of Montreal, which is directly benefitted thereby. But, as Montreal is now more urgent than ever in its demands upon Government to relieve it from a burthen which it was willing enough to bear at the outset when the works of improvement were begun with the view of drawing ships to its harbour, it may be opportune to con- sider the question of the future destiny of the great con- tinental and foreign traffic of this country. My object, however, in treating so vast a question is not so much to S3ek to influence the members of this Board or to refute the Harbour Commission of Montreal as to bring the public mind to bear upon a subject in which it is largely interest- ed and to place before those who have charge of our destinies such views as may be useful to them in determin- ing the policy to be followed in all matters pertaining to our carrying trade — very few people, so far, having taken the trouble to look, in its broad, general aspect, at a question, which, so to say, has been pretty much left to the treatment of special localities according to their influence or their interests respectively. The great political economy of the question I am about to discuss is not whether certain localities are to have an ad- vantage over others, but what is to be the future destiny of the local and through transit traffic of our Confederation — what will be the great motors as regards the carriage of our products and those of the western plains to the seaboard — w^hat is to be the future destiny of our railways in this country and what influence will our water-courses have on its carrying trade— in fine, will our great transit trade bo absorbed by our system of railways or will it seek an outlet via our lakes, canals and rivers ? These are the aspects in which the question must be viewed and our best efforts should tend to its solution from 5 as broad and general a standpoint as possible. But, to ar* rive at satisfactory conclusions, it is necessary to review the progress made of late years in the carrying trade both on land and sea and to note well the changes that have taken place. We must carefully weigh the volume of traffic carried on our inland water channels and the important part played by railways not only in the matter of local traffic, but in the influence they exercise upon that portion of it which seeks an outlet to the sea. I do not anticipate that the conclusions I have reached will meet the interests or suit the tastes of every one. But I feel confident that, based as they are upon facts which can be verified by all willing to investigate the subject for themselves, they will stand the test of criticism. I must frankly admit that I would have been much better pleased if, after a serious study of the question in which we are all so much interested, I had arrived at conclusions more in accord with the wishes and expectations of all concerned for the rapid development and welfare of the Dominion through the acquisition of a larger share of the grain and produce trade, that is to say, by making the St. Lawrence the great vehicle for more of the immense transit trade annually finding its way to the seaboard. Facts are facts, however, and we must accept them as they are. It will not improve our position to allow ourselves to b ; carried away by our imaginations or to rest content with iijvtentions caused by breaks in the " canals would of itself, if generally understood, seem to *• afford sufficient reason for a diversion of a considerable " amount of tonnage from the canals, to say nothing of the " enormous expense which they entail upon the State. " It is a matter of surprise that no regular record or account of these casualties has been kept in any depart- ment of the State canals ; but a careful examination of the different reports shows that, from 1858 to 1882 in- clusive — embracing a period of twenty-five years — the detentions by breaks in all the canals of the State, so far as any record can be found, amount to nine hundred and twenty-five days ; and that their cost to the State has amounted to $2,042,103 and there can be no doubt that a large percentage may be added to these figures with perfect safety. " During the most busy portion of the season of naviga- tion, in September last, a serious break occurred in the Erie Canal, on the Jordan level, a few miles west of Syracuse, which caused a detention of nine days ; and another occurred on the same canal, at Brighton, only a day or two before the closing of navigation, in December, which has not yet been repaired ; but which, if it had occurred a few days or weeks earlier, would have caused very serious detention. " Practical Solution of the Canal Problem. — In view of all " the foregoing facts and conyiderations it would appear " that the true solution of the great canal problem may be " briefly stated as follows : " 1. The Erie Canal can never become self-sustaining, and " at the same time compete successfully with rival lines " of railway and other through channels of communica- " tion, for the great bulk of the carrying trade between the " west and the Atlantic sea-board. " 2. Inasmuch as the annual tonnage of the canals has " not been materially increased since the completion of the 2 L ' Id ** present enlargement, there appears to be no encourage- *• ment for advocating a further enlargement at the enor- " mous expense which it would entail upon the State ; " unless it be to add one foot to the depth of the water '• on the levels between locks, which would undoubtedly " be of great advantage to navigation. I i (( i( i( u tl (( (C i( " 3. Judging from the present dilapidated condition of the canals, which has been brought about by the want of necessary means to keep them in good working order and at the same time prevent their rapid disintegration and decay, there can be no doubt that the prompt action of the Legislature and the people, in adopting the recent amendment to the Constitution, affords the only means by which the usefulness of the canals can be perpetuated to the people of the State, by opening a free channel of water communication between the western lakes and their great commercial metropolis " 4. In order to realize, to the fullest extent, the benefits that are expected to result from this new departure in the canal policy of the State, the Legislature should promptly provide the means required for placing the canals in such perfect repair, and also for making such improvements in the prism and structures, together with such increased facilities for obtaining an adequate supply of water, as will enable the canals, at all times during the season of navigation, to be safely watered up to their iuU capacity, and all danger of detentions from breakages, blockades, and other causes be effectually avoided. It It (( ti « (C l( i( I* " It appears from the above table that the tonnage on the old canals increased from 1,178,296 tons, in 1837, to 6,598,785 in 1862 ; and that the tolls had incroased, dur- ing the same period, of twenty-five years, from $1,2!»2,623 to $5,188,943 ; also, that the tonnage on the enlarged canals has not materially increased since their completion, but has slightly liuctuated between 5,557,692, in 1863, and 5,468,311 in 1882, the average being 5,599,743 ; and the tolls, during the same period of twenty years, have rapidly diminished, from $4,645,207 to |685,5 18." 19 ./JLITION OF CANAL TOLLS NO REMEDY. The Auditor of the Canal Department of the State ot New York for the year ending September 30, 1882, at page 8 of his annual financial report, makes the following state- ment : " In order to meet the provisions of the third section of " article Y of the Constitution, the revenues for the past •' year should have been sufficient for^ the following pur- " poses, viz. : — " To pay the cost of collection, superinten- dence, and ordinary repairs of the canals.. $653,510 01 " To pay the interest on the canal debt 638,602 00 " To pay the annual contribution to the sink- ing fund for the extinguishing of the debt. 450,000 00 " To pay the general fund for the support of the Government 200,000 00 $1,842,112 01 » Total revenue received 659,970 85 " Deficiency of revenue for the year ended September.30, 1882 $1,182,141 66 " The remission of tolls, as an independent measure, will " not increase the tonnage. " There will be no increase in the business of the canals " and it is doubtful whether the present tonnage can be " maintained, unless something shall be done to facilitate " the movement of boats through the locks and to quicken " speed. " The reduction in tolls and transportation rates has " heretofore proved ineffectual in causing an increased " movement by canal, and it is therefore evident that other " causes than tolls have prevented the canals from obtain- " ing a fair proportion of the yearly increase in the tonnage " moved. "^ In 1872, the freight transported by the canals " amounted to 6,673,307 tons, the largest movement rc- '• corded. ilH 20 " In the same year the total movement by the canals " and the two trunk railways of this State aggregated " 16,681,609 tons, the canals' proportion of the whole being *' 40 per cent, with tolls at the rate of 8 cents per bushel of " wheat from Buffalo to tide-water. II I •• In 1881 the canals transported only 6,179,192 tons out of a total movement of 27,857,394 tons by the canals and two trunk roads, the canals' proportion of the whole being only eighteen per cent, when the total movement by the three routes was sixty-eight per cent larger than 1872, and the tolls had been reduced nearly seventy per cent. Had the canals kept pace with the railways they would have moved in 1881, 15,215,283 tons or nearly three times the tonnage actually transported through them. " If nothing more is done to popularize the canals than " remitting the low toll which has been imposed for the " past few years it is quite clear, if the past is any index to " the future, that the time will soon arrive when the " business they will command will be no compensation for *' the cost of maintaining them. " The Progressive Spirit displayed on other Routes^ Hints for Canal Managers. — Upon all transportation routes by water, steam has almost entirely superseded every other motor. Every steamer constructed shows some improvement upon its predecessor, either in size, labor-saving appliances, or the more economical applica- tion of steam. On the Atlantic the earlier steamers, in order to compete with those of more modern construction, are lengthened, when it is found that their draft is diminished and their tonnage capacity and speed increased with no greater cost for impulsion. The old railway craft and the once famous packet now only find employment in, transporting freight too hazardous to be conveyed by steamers, or on routes not yet traversed by the iron steam- ers. On the Atlantic they are no longer recognized as competitors upon routes where steam has been permanent- ly established. They have become superannuated compe- titors of the steamers. " The Grain Trade gradually leaving the Canals — The *' cause and remedy suggested — It is but a few years since, n f i'l,: li'"; 11^ iiiii inr ih;; 24 portions of that sy&tem, W'hich has the appearance of an immense spider's web, extending its ramifications in all directions, embracing in its comprehensive grasp all the lakes, rivers and water stretches, tapping all the grain-pro- ducing regions, spreading out from the interior to tidal water all along the sea-coast, and having access to ports like New York, Boston, Baltimore, Philadelphia and New Or- leans open all the year round, whereas ours on the St. Lawrence are closed for six months. Can any sensible man look at this vast railway system controlled by any amount of wealth and intelligence and supported by a po- pulation of fifty millions, and ask himself whether in our present stage of advancement as public carriers we have any chance of successfully drawing away to any extent the western traific belonging to the Americans ? The idea to my mind is preposterous, unless we could aff'jrd to do the business at such rates as would cut out American compe- tition ? Now, it is clear enough that, on that point, we would soon have to give up the battle, as our position would be very much like that of a handful of men fighting against a large and well organized army. To hold our own, we will, indeed, have to do all we can, without entertaining the idea that we are destined to be- come in a near future the public carrier for a portion of the great transit trade of the United States. The chief draw back with us is our long and severe win- ter, which renders the working of our railways during that season difficult and expensive as compared with the Ame- rican roads. All our water communications are likewise shut up in winter. Water stretches will always have their usefulness and will, no doubt, continue to be utilized for the conveyance of all cheap and coarse stuff, which would bo rather too costly to carry by rail, and where time is no / 111. I! i : S5 tionsideration. But the bulk of the traffic will go by rail, as the tendency of the day is to shorten distances by im- proved modes of locomotion — larger steamers provided with greater speed and all modern appliances replacing those of less speed and carrying capacity at sea to shorten distances from one country to another, and the same efforts being made on land for the prompt distribution of the internal traffic. "Within the last few years, railways have wonderfully improved their carrying capacity and there is no saying to what degree of effectiveness they may be brought during the next twenty years. Our own railways are still in their infancy. When the Canadian Pacific will have been com- pleted and opened to through traffic, in addition to the Grand Trunk, and both reaching our new North West, the changes that will be effected by two such lines passing almost wholly through our own territory cannot be foretold. Both companies will be deeply interested in passing as much traffie as possible over their entire lines and w411 feel little inclined to hand over that traffic to our water routes. Our great trouble at present is the competition we encoun- ter at the hands of American railways and American ports. There is such a keen rivalry between the great American trunk lines and such an effort is being made by the dif- ferent ports to secure the largest possible share of the traffic, that rates are often reduced to a minimum and the business is run so fine that our own Atlantic steamers by the St. Lawrence route can scarcely keep up with those rates. Few people have anything but a vague or inadequate idea of the number of Atlantic steamers, outside the regular mail and passenger lines, which call at American ports in quest of cargoes. Rather than return empty, these vessels often take freights at ridiculously low prices. I have seen them charge as low as 10s. per cubic ton mea- -z-^-i — ^^jia^ liiilJ 26 surement, not for coarse, but for ordinary fine goods. More- over, freights on the Atlantic are brought down to their very lowest limits by the keenness of the competition. Two years ago, the Atlantic steamers had to pay for the transportation of grain and even our own lines here were" glad to get grain to stiften their ships with. To retain their business with the west, pur own lines of steamers are obliged to deliver a portion of their cargoes at Levis and forward them at their own cost to their western customers, who would otherwise procure them via the United States, and the same thing has to be done with passengers, for whom upon arrival, an express train to the west has to be pro- vided. TRIUMPH OF RAIL OVER WATER. !li'! I' ilili i!! i I think I Lave sufficiently establishf»d that railways all over the world are becoming the great carriers and are gra- dually displacing all other modes of inland conveyance. I believe also that, it has been made sufficiently clear that, in the near future, they will have become the sole channels by which the wealth of nations will be conveyed from the interior to the sea-board, and that water-courses will be only utilized for the transport of the lowest kinds of goods. "We can note under our own eyes what single lines of railway have done. They have actually drawn away al- ready the bulk of the traffic which at one time sought our water-courses. What may they or will they not do here- after, when we shall have increased their number to the proportions of such a system as that possessed by our Ame- rican neighbors ? Is it through want of water between Quebec and Mon- treal that we have failed of late years to materially increase, except through our own development, the grain trade and produce traffic through our water-courses ? Decidedly not ; for even at the present date there is a great deal more water in the St. Lawrence canals than in the Erie canal, that is, on the average. How comes it that our Atlantic steamers are obliged to complete their cargoes with deals at Quebec ? Simply because they have not return cargoes from Montreal. How it is that one of our largest steamship lines — the Allan line — is obliged to place and maintain a portion of its vessels on the American route, and how was it about a couple of sea- sons ago that, but for the subsidy accorded for the convey- ance of the mails, it would have abandoned the Halifax route ? THE TRUTH ABOUT THE WESTERN TRAFFIC. Before going thoroughly into this subject and when I was not conversant with the matter. I was, like many others, carried away by all the visionary ideas about the great western traffic. But when one comes to study the question seriously, where are they ? And those vast producing plains of the west, where are they ? In American territory and in the hands of the American people, with every facility to handle their own traffic on their own ground. We have no great amount of western traffic of our own to offer, so that practically, until our own North Western prairies have been settled and cultivated, we will be reduced to the transpor- tation of our own surplus of grain. In fact only for the cattle trade, which has assumed extensive proportions of late years, it is questionable whether we would not already have witnessed a serious diminution in the number of our actual steam traders. Except what our own grain and pro- duce forwarders are willing to handle on their own account and for which they are obliged to go to the Chicago market, we have in reality no great amount of western traffic. Even when our own North West will have become a great producing area, who will control its market, if not the great New York and Chicago markets, as to the route grain and other products must follow to the sea. \'n i, I iHliil I ii lilll ! 28 We should not lose sight of the fact, too, that our Cana- dian Pacific, which we are actually building at such . enormous expense, will in the future have to find an outlet to the s3a-board through American territory, if not in sum- mer, at least in winter, unless the Grovernment make Hali- fax or St. John a winter port. "While our railways, through an insufficient rolling stock, ^ are unable to handle the traffic offering, do we find our water-ways increasing their business in proportion ? DEEPENINa OP THE CHANNEL BETWEEN QUEBEC AND MONTREAL A DELUSION. I therefore safely conclude that, of itself, the deepening of the channel between Quebec and Montreal is a delusion as far as the increase of the western traffic is concerned, unless it form part of a great system of improvement first of all oar water-courses west of Montreal. To my mind, when contemplating the general trade of the country and the hostile influences we have to content with in order, to secure our own traffic and prevent it from seeking other channels, it is a very poor argument in favor of Montreal that wo can only obtain and preserve that traffic on the condition that a little more water be given to navigation east of that port, when all conversant with the subject know well that the improvements, of which more anon, should be to the west of it, if we are seriously anxious about securing a more extensive traffic from the west. The artificial channel between G-reenock and Grlasgow and the proposed scheme of a ship channel between Liver- pool and Manchester have been quoted in support of the project to deepen the channel between Quebec and Montreal. But they furnish no argument in favor of Montreal's pre- tentions, as the Grlasgow improvement was carried out not by the Imperial Government but by the city of Grlasgow iilli ! i 29 itself, and the projected canal to Manchester is to be built by a joint stock company, and not at the public expense. All such undertakings are laudable and the public spirit of the business men of those cities cannot be too warmly com- mended. No one can blame them for doing at their own cost what the Harbour Commission of Montreal would like to saddle upon our Federal Government without facts or figures to show how the great western traffic, of which sio much is Slid in a general sense, is to be attracted by a few inches more or less of water in the channel between Quebec and Montreal, and without any well digested scheme demonstrating satisfactorily how that traffic is to be secured throuajh our water stretches. The argument has also been used that the more inland ships can go, the better it is for trade. Now, on that principle, Ontario would have a perfect right to demand a ship channel to the port of Toronto or to Niagara. The Montreal papers have been latterly making frequent allusions to the increased traffic last spring upon the Erie Canal, attributing at the same time that increase to the abolition of the canal tolls. It is rather premature yet to jump at such conclusions. In a year or two hence, it will be time enough to say whether or not the increase in question is really ascribable to that cause. "When we obtain the full returns for the fiscal year 1883-84, we will then be in a position to judge whether the increase applies to the Erie Canal alone and not to the railways as well. We will then be able to decide with more certainty if this increase be due to a better demand for grain than during the previous year and if it will be of a permanent nature owing to the total abolition of tolls. The apparent increase of traffic on the Erie Canal last spfing is also used as an argument for the ebolition of our ;! i 'I Pi •■ ' i 'ill \h: ■ ! I i I : ^0 own canal tolls in order to better compete with the NeW York route. We can have no objection to see the tolls on the St. Lawrence route abolished, as the total amount of revenue raised from that source does not cover the outlay for repairs, maintenanee and management. But I will not go into this question now, as it is dealt with more fully in a subsequent portion of the present review. I feel certain, however, that whatever course may be adopted, it will not materially affect the result. I think I have now said enough to prove that tho deep- ening of the channel between Quebec and Montreal cannot be considered as a public work, if undertaken alone and not in conjunction with a well devised scheme of general improvement of our water-courses west of Montreal — the volume of water east of that city being quite sufficient for actual trade requirements. "While walking one afternoon last spring on Duflferin Terrace, I was struck with the spectacle of so many large sailing ships — over 100 — at anchor in the stream op- posite Quebec, with a harbor capable of comfortably accom- modating several times as many more. Under the cir- cumstances, is it surprising that I should have been led to contrast this magnificent spectacle with the pretensions of Montreal, with its diminutive port, without room for more than fifty steamers, which cannot leave the wharf without having their heads first turned down stream by two or three tugs and wiihout being obliged to steam away at once the moment they are head on, otherwise the least deviation of the helm or the slightest sheer would send them aground ? Such is the port to which its partisans apply the high sounding title of the port of the St. Lawrence and which they loudly proclaim the head of naviffation. 81 by am the uld its kst. 0/ The time is not far distant, I trust, when in Quebec vro will be in a position to give the vessals that frequent our port a very different kind of harbor accommodation and that, too, without asking the Grovernment to provide it for us. Railways nowadays are accessible and bring the traffic to the best Atlantic ports ; and a few miles more or less does not count much in their case, especially when engaged in a through transit traffic. THE MONTREAL HARBOR DEBT AND THE DUTY OP THE GOVERNMENT. "Would the Federal Government have been justified in yielding to the pressure exercised by the Montreal Har- bor Commission to induce them to assume the debt already contracted to date for the deepening of the channel between Quebec and Montreal and to take off the hands of the Com- mission the responsibility of all future improvements, such as giving the channel a further depth of 2J feet ? I think the Government acted very wnsely, indeed, in not assuming this grave responsibility. They showed good judgment in declining to be dragged into a policy, which would have thrown upon their shoulders a serious and dif- ficult problem, whose solution, if adopted, would have to embrace the general improvement of all our water-courses. Before committing themselves to such a policy, they would have to carefully consider : lo. The nature and extent of the requisite improvements in our water-courses to enable them — according to the theories of those in favor of water routes — to compete successfully with our neighbors for the western trade. 2o. The amount necessary to cany out such improve- ments, which naturally would have to be extended to all other parts of the Dominion as well as the St. Lawrence. li|l|!: !i III I;: lli'ii MM illl ! 82 80. The utility of this enormous expenditure in the face of the influence exercised by railways for the conveyance of all kinds of goods thrcagh the country and to the sea- board ; Such are the questions which the Government would have to study before adopting any particular scheme of local improvement such as that proposed by the Montreal Harbour Commission. As regards the first proposition, viz : the nature and ex- tent of the improvements required to utilize to the utmost all our water-courses : — Leaving aside for the moment the Ottawa route, which, being mostly used for lumber, does not require as great a depth of water as the St. Lawrence route, it is a well known and well established fact that, to render water- courses profitable and useful nowadays to trade and capable of competing with railways, the traffic has to be carried on in large propellers and barges of a carrying capacity of from 80,000 to 100,000 bushels and that without breaking bulk to tidal water. Mr. Alonzo Richmond, President of the Buffalo Board of Trade, who is greatly in favor of water-courses, in his re- port for 1877 on the superiority of the water route, is oblig- ed to admit that it can be made to compete successfully with railways only under certain conditions. In the course of his remarks, he says, alluding to the " Comparative Capacity of Vessels" : — " A very important saving in the cost of freight has been " made by increasing the size of the various crafts employ- " ed. No longer ago than 1842, ordinary lake vessels " carried only about 5000 bushels each ; in 1848, a capacity ** of 12,000 bushels was attained ; in 1850, it was about " 15,000 ; in 1857, it was 25,000 bushels ; in 1863, it was " 80,000 bushels ; and now 80,000 bushels are carried — lilii :| 81 •* the same class vessels bt'iiig sixteen times the rapacity of " those used thirty-five years ago. •' III 1850, the largest propeller on our lakes had a ca' •' city of about 600 tons. In 1853, it had inereased to abou. " 800 tons. The size has been enlarged from year to year, " until at the present time there are propellers on the '* lakes that carry from 2000 to 2500 tons. By the use of *' improved machinery and steam tugs, there is no difficulty " in managing large vessels and propellers. It is found " th;-.t, by the use of modern appliances, they can be '• bandied quite as safely, if not more so, than smaller " vessels in earlier times." Such is the description he gives of the improved lake tonnage. Large vessels of the kind can only be run upon the lakes where there is a great depth of water, but they cannot navigate the Erie Canal, owing to the altogether insufficient water for vessels of such dimensions. They come down to Buflfalo, where they break bulk — part of their cargoes going by the Erie Canal, but the greater portion being forwarded by rail to the sea-board. On page 8 of his report, he further says, after giving a statement of the charges upon the w^ater route, that it is only by similar steamers and barges that lumber can be moved at such low rates. Single steamers or vessels could not pay expenses. The above applies to a propeller and tow of bar- ?, ges, carrying altogether some 2,000,000 feet oflumberat |1.25per hundred $2500 00 Expenses for steamer and barges 2059 50 Profit $ 440 50 If we double the rate of the down freight, which would even then be not high, the account would stand as follows : Freighton 2,000,000 feet of lumber at $2.50 $5000 00 Expenses as before 2059 50 Profit $2940 50 8 I I' 'i Ml !"■ ' II l|:-' ' 'i 84 Tho Ibregoinj*: is exclu^ivo of insuruuce uud cost of re- pairs, both considerable items, so that the small vessel barely pays expenses exclusive of insurance and repairs, while the large vessel pays a small profit. The averag«' cost of repairs is about 7^ per cent. On page 28 of his report, ho adds : " I am sure that a '* oinal steamer on the Erie canal enlarged to as to use *• vessels of greater tonnage, which it has been proved can " carry for so much less cost than those of smaller size, '• can take a cargo to New York city from Buffalo in as " short a time as it takes to bring it from Chicago on large " lake propellers, and at as cheap rates. If this is so, we •' have no reason to fear the Welland and St. Lawrence '• canals, if wisdom governs the policy of our State." The above was written several years ago ; since then things have changed ; rates both by rail and water have become much lower ; and railways have much improved their carrying capacity, so that they can now do the traffic on more advantageous terms. WATER ONLY CAPABLE UF COMPETlNt rccommiHid hikjU an ♦MionnoUH expMiditiire, as ht» considers it UHoless lor the ohjoct to ho uttuiiied. It is now time to say Hometliing a jout our own water routes. TIIK CAN'AniAN C.WAf.S. The same dilliculties which are cueountered in the case of the American canals make themselves felt here. The advocates of the water routes are using the same ar- «?uments and, to make tho^e routi's available in their opinion for trafiie, they want, besides the comphrte abolition of tolls, the canals to be enlarged and deepened so as to permit of large vessels coming down to tide-water without breaking bulk. No doubt — according to the views of those favorable to water routes — if our water routes are to be utilized and made as serviceable as possible, if they are to compete successfully with railways, they must undergo a com- plete transformation, such, for instance, as a uniformity of depth, width, length ol locks, &c. With the exception of the Welland and the Lachine, all our other canals have no more than 9 feet — tb it is on the St. Lawrence canals. On the river Ottawa, tb' depth is still less, not more than 6 to 7 feet, and from Kideau to Kingston at the edge oi* the eastern end of T/ ce Ontario, 4| to 5 feet. The numl locks between Ottawa and Kingston is 47, both ascei ang and descending, total lockage 446J feet, 282 J feet of a rise and 164 l^ill at high water. Dimensions of locks ^34 by 33 Depth of water on the sills 5 feet Navigable depth through the several reaches 4 J feet "^1 mi m III I V Mil i: iliiiiiii liji ■ill' Depth of water on the sills 5 feet Navigable depth 4ifeet Breadth of canal reaches at bottom... 00 feet in earth do do do A4 " in rock do at surface of water 50 "inearth. On the Richelieu and Lake Charaplain canals the mean depth of water is 7 feet. The Trent River Navigation, from Trenton at the mouth of the Trent, on the bay of Quinte, on Lake Ontario, to Lake Huron. The term " Trent River Navigation " is applied to a series of water stretches, w^hich do not, however, form a connected system of navigation, and which, in their present condition, are useful only for local objects. I do not intend for my present purpose to go into details as regards the Ottawa, the Chambly or Ghamplain canals, but will limit myself to the canals on the St. Lawrence in which we are more immediately interested, as the latter is supposed to be the route to be utilized for the western traffic. 1 will first give for the public information a description of the canals between Montreal and Lake Erie, in order that an idea may be formed as to their actual state of elii- ciency for the western traffic, and also as to what is demanded bv those who are interested in the water routes in order to reach tidal water more advantageously than at present. Official report of the Minister of Railways and Canals, for fiscal year ended 1st July, 1882 : — .i' '/ HI ! t f/J als, Lachine Canal. ]jeiigth of canal 8J Miles. Number of locks 6 Dimensions of locks 270 feat by 45. Total rise in lockage 45|- " Depth of water | at two locks 16 " on sills, j at three locks 14 (14) feet. Breadth ofcanalatbottom, mean width, 150 feet. Breadth of water at canal surface 120 " This canal overcomes the St. Louis rapid, the first of the series of rapids, which bars the ascent of the river St. I^awrence. Beauharnois Canal. Length of canal , llj Statute miles. Number of locks 9 Dimensions of locks 200 feet by 45. Total rise in lockage 82J " Depth of water on sills 9 Breadth of canal at bottom 80 at water surface 120 (t <( u- (( This canal commences on the south side of the St. Lawrence, 16 J miles from the head of the Lachine canal. It connects Lakes St. Louis and St. Francis, and passes three rapids known respectively as the Cascades, the Cedars and the Coteau. Cornwall Canal. Length of canal 11^ Miles. Number of locks 7 Dimensions of lock ^ 220 feet by 65. Total rise in lockage 48 " Depth of water on sills 9 " Breadth of canal at bottom 100 " at water surface 150 (i (( i( %l \ :i The Cornwall canal extends past the Long Sault rapids i 'ji i W"\: ■'■]i 40 Farran's Point Canal. Length of canal | Mile. Number of locks 1 Dimensions of lock 200 feet by 45. Total rise in lockage 4 " Depth of water on sills 9 " Breadth of canal at bottom 50 " " " at water surface 96 " From the head of the Cornwall canal to the foot of Farran's Point canal the distance by the river St. Law- rence is 5 miles. This latter canal enables vessels ascending the river to avoid the Farran's Point rapid. Descending, vessels run the rapid with ease and safety. Rapide Plat Canal. Length of canal 4 miles Number of locks 2 " Dimensions of locks 200 feet by 45 Total rise in lockage llf " Depth of water on sills 9 " Breadth of canal at bottom 50 •' " " " surface 90 From the head of Farran's Point canal to the foot of the Rapide Plat canal there is a navigable stretch of 10 J miles. This canal was built to enable vessels ascending the river to pass the rapid at that place. Descending, vessels run the rapid safely. Galops Canal. Length of canal 7§ miles Number of locks o " 41 Dimensions of locks -200 feet by 4o Total rise in lockage lo^ " Depth of water on the sills " Breadth of canal at bottom C)0 " ' " " surface oi' w;iter.... 90 *' From the head of the Itnpide Plat canal to Iroquois at the foot of the G-alops canal, the St. Lawrence is navigable for 4^ miles. This canal enables vessels to overcome the rapids at Pointe aux Iroquois, Pointe Cardinal, and Cialops. r the issels Wetland Canal. (Main Line from Port Dalhousie, Lake Ontario, to Port Colborne, Lake Erie.) By the works of enlargement, passage is now afforded, at all stages of the Lake Erie level, to vessels drawing 1 2 feet of water, excepting at the point where the canal is carried by an aqueduct over the Chippewa River. Hence, the necessity of continuing to use the old work,- pending the building of the enlarged aqueduct, the com- pletion of which cannot be looked for before two years, renders care advisable, and the draught of vessels using their own motive power should not at this point exceed 11 J feet ; the draught of vessels in tow, however, may be 12 feet. At periods of low water in Lake Erie, and es- pecially during a continuance of strong easterly winds, the draught of all vessels, to enable them to pass freely through the present aqueduct, should not exceed 11^ feet. (Enlarged or New Line.) Length of canal, 26f Miles. Pairs of guard gates 2 Number of locks, lift 25 Guard 1 •■"• 'I " I " •^^nmmr^mm^ III''' f, lip'i IfS'i m%, iiiiiiiii 1 iiii it'! I ill >ih ' '! Ill ji I "■"IIP iiiii'iiiii I ; 42 /- 2 locks, 200 by 45. n Dimensions (old) J 1 tidal, 230 by 45. I (New 2Y0 by 45) i24 locks, 150 by 26^.] Total rise in lockage 326| feet. Depth of water on sills 12 " The difference in level between Lake Superior and the point on the St. Lawrence near Three Rivers where tidal influence ceases is about GOO feet. The Dominion canals, constructed between Montreal and Lake Erie, are the Lachine, Beauharnois, Cornwall, Farran's Point, Rapide Plat, Galops and Welland. Their aggregate length is 70^ miles ; total lockage (lis'ight directly overcome by locks) 533 J feet ; number of locks 58. Communication between Lakes Huron and Superior is secured by means of the Sault Ste. Marie Canal situated on the United Slates side of the channel. This canal is a little over a mile in length and has one lock 515 feet long, 80 feet wide, with 16 feet of water on the sills, and a lift of about 18 feet. St. Lawrence Cannls. In 1841, at the time when the system of canals between Montreal and Lake Ontario was designed, it was in contemplation to afford a depth, at all stages of the St. Lawrence waters, of nine feet, which, from the data then possessed, was seemingly secured through the works pro- posed. The River St, Lawrence is, howex'er, from various cawes, subject to fluctuations, whose extent it was im- possible, at the time when these canals were constructed, to establish with precision, and the continued observations and experience of subsequei years have shown that at ani th[ coj Pa 18j an] Qi M] 4n certain period.^ of low watev this deptli ca mot be miin- tained. Tlie distance between Montreal and Kingston via the canals and unobstructed navigation is about 109| miles. Kingston to Port Dalhousie, Lake Ontario 170 " Welland Canal 27 '* Port Colborne to Amherstburg, Lake Erie 232 " Amherstburg to Windsor River, Detroit 18 " Windsor to Foot of St. Mary's Island, Lake St. Clair 2r> " Foot of St. Mary's Island to Sarnia, River St, Clair 38 " Sarnia to foot of St. Joseph Island, Lake Huron. 270 " Foot of St. Joseph Island to Sault Ste. Marie, River St. Mary.... 47 " Sault St. Mary to the Head of Sault St. Mary Canal 1 ♦« ' Head of Sault St. Mary, Point aux Pins, River St. Mary 7 " Point aux Pins to Duluth, Lake Superior 290 " 12891 " All the figures I have just given you as regards the deptli and dimensions of the canals are taken from the report of the Minister of Railways and Canals for the past fiscal year ended 30th June, 1882 ; therefore they can be ronsidered a/3 correct. The following is an extract from the report of Mr. Wm. Patterson, Secretary of the Montreal Board of Trade, for 1882, showing the comparative distances from Montreal and indicating that the all water route via the Welland Canal is 338 miles longer than the rail and w^ater route via Midland City : sss Ir Ml ii >. Hfl. i:^';;ilii. l: I 'I, ', ! ; i I t ! if' l| ; ..,1, 11!'' i !ii illli mm \ **From Montreal to Fort William. " 1. By llivcr St. Lawieiice, Welland Caual, and Lake Erie, Huron & Superior 1,263 wiled. 2. By Railway to Goderich,— thence to Lakca Huron and Superior. l,0i!6 " 3. By Railway to Owen Sound, — thence by Georgian Bay and Lake Superior 080 " 4. By Railway to CoUingwood, — thence by Georgian Bay and Lake Superior 971 '• 5. By Railway to Midland City,- thence by Georgian Bay and Lake Superior , 925 " *' There will be a sixth line of rail-and-water commun- ication, on the opening of navigation in 1884. It is ex- pected that the Canadian Pacific Railway will be com- pleted to Algoma Mills, on Lake Huron, by the end of 1883 ; and three first class, full-powered swift prop.^llers will ply between that place and Port Arthur on Liik(i Superior, connecting these with the railway, whence pas- sengers will take trains to Winnipeg and through to the foot of the llocky Mountains. " But there is to be another very important line of inland communication in the near future. Ere long, the Canadian Pacific and the Grand Trunk Railways and their combi- nations will converge at and cross the Ste. Marie River by a bridge at the Sault, thence connecting with the Northern Pacific Railway, and affording it and its connections in the North-Western States, a short route to the sea-board." The Superintendent of the Welland Canal, in his report, says : " The amount of business done through the canal has " been fair up to this date, and some very large propellers " have passed through, notably the J. C Orault, from " Toledo, carrying 43,000 bushels, 15,000 of which had, in " each case, to be lighted or elevated at the Port Colborne " Elevator and taken down by the Welland Railway Com- " pany, and put into the vessel again by their elevator at " Port Dalhousie. The railway company's charges for that " service, although very moderate, proved too much to " admit of the " Gault " successfully continuing the busi- •* ness through our canal and competinff with the low rates " to Buffalo and through the Erie Canal" al I l,r. .H 45 I unties. J " " I " !5 " imuii- is ex- com- nd of Lako je pas- te the inland nadian combi- iver by orthern i in the report, ,nal has ■opellcrs It, from had, in ;3olborne ay Com- \rator at for that tniich to ;he busi- [ow rates We see, by the above statement of the Superintendent, that the Welland Canal, which is the deepest of all our canals, can only allow the passage of vessels carrying no more than thirty thousand bushels. With the exception of the Lachine Canal, all the others on the St. Lawrence havo no more than 9 feet of water under the most favorable circumstances, being only available for vessels of a tonnage equivalent to 15 to 20,000 bushels. All these canals have another disadvantage in not being of a uniform size and of an equal depth all through, some of them having one depth in one part and another in another part. According to the opinion of all parties favorable to waterways, the only chance for a through traffic lies in making ail these canals of a uniform length of lock- age, depth, &c., so that it is practically admitted that they can be made useful for the western trade only on condition that they can be so improved as to allow vessels of from 50 to 60,000 bushels' capacity coming through to Montreal. It is only on these conditions that these canals could be fully utilized for the western traffic. To enable large pro- pellers and vessels to get through, the locks would require to be about 300 feet long, the depth to be 14 to 16 feet, and the rise in the lockage to be modified as much as possible to avoid delays, for it is well known that large vessels are very difficult to handle from one lock to another and are liable to occasion accidents to the canals if not very skilfully managed. According to the evidence before the select committee on inter-provincial trade taken in the session of 1883, it was generally suggested that the canals could only be made of some utility in cheapening freight by giving them a uni- form depth all through of at least 12 feet. ' ! rri— •■• jJ, J»M ■ I;, ii ii . ' III ill ill! HI it iiil 46 At page 38, Sylvester Neeloii, Esquire, merchant, miller and ship owner, of St Catherine's : In reply to the Chairman as to the depth of water in the canals, answers, " 9 feet. " If the canals wete deepened to 12 feet, and the locks " made, say, 275 feet long, the vessels could carry larger •' cargoes and thus reduce freights. *' The largest propeller that has been built is one at Hamil- " ton and one by myself at St. Catherine's. Mine is an iron ** boat, 180 feet long, with a 36 feet beam and 16 feet hold, " will carry 50,000 bushels of grain, with 12^ feet of " water." A good deal of the evidence given before that committee shows that experienced men do not seem to have much confidence in the water route increasing the inter-provincial or the through traffic, except in so far as it would serve as a check on our single lines of railway, which have the trade in their own hands. In fact, their only hope appears to rest upon creating a competition to the railway lines. They all admit that no steam or barge lines on the water routes can subsist wherever they run parallel with lines of railway. They agree in saying that, as soon as a line of steamers is started, down go the railway freights, so that in a short time the vessels are run off, not being able to stand the competition. At page 13, Mr. James A. Chipman, flour and commis- sion merchant, of Halifax, N. S., being examined, says : " I am persuaded that, without some arrangement by Par- " liament or Government, it would be impossible for any " line of propellers engaged in the water service to exist " against the action which would be brought to bear upon " them by the railway service. I mean that, supposing a " line of propellers was established to connect with the " Intercolonial Railway at Levis and at the Niagara t)istrict, 47 calling at the intermediate ports, unless that line of prO' pellera had a subsidy from the Government and a through traffic arrangement with the Intercolonial Railway, the Grand Trunk would kill off any moderate sized comi)any of ordinary means, as soon as they would go into opera- tion, so, that in the present state of things the water-ways are wholly useless, as no cor .^ any could be formed to work against the Grand Trunk without the aid of Par- liament." At Page 40, Mr. Sylvester Neelon says : " No doubt the " city of Montreal has diverted the trade from the city of " Quebec, by deepening the channel at quite a large ex- " pense, but the men in Montreal holding real estate to-day " are increasing it at the cost of the people, and will con- " tinue to do so, as it is the consumers and producers who are " paying their harbour debt and the city of Montreal pays " nothing comparatively." At page 40, the same part^', in answer to a queistion, says : *' No doubt vessels have been working for next to nothing, " but this has been largely caused by the scarcity of freight " and the competition between rail and water." He admits that for the last few years grain from the west by water to Montreal has been carried for nothing. " Q. — But the city of Montreal wants the Government to " assume its harbour debt i "yl. — In that case I think the city of Montreal should " shoulder one half of the debt ; New York being a free " port of entry, vessels go there from all parts of the world, " and there are olten more vessels offering there than " freight." Mr. Neelon evidently confounds the State of New York with the Federal Government, as the free port of New York is at the expense of that State and not at that of the Federal Government. But all the evidence adduced points unan- imously to the conviction that no line of propellers from the Niagara district to Point Levis, could subsist without a subsidy from Government of at least $10,000 to each boat. * '": !i I:' lit „.:lil It-: ■•! 'Ill ill 48 In other, words a line of the sort would have to bo kept up nt Government expense and be thus constitute.l a compe- titor to all other private enterprise. However, all are about ujianimous in the opinion that our canals must be deepened in order to compete with our railways and to make them useful for the western traffic ; although they are not even sure that any improvement upon them will attain the object desired. But they advocate that expenditure, thinking that thereby they will succeed in keeping down railway freights. UNCERTAINTY OF BENEFICIAL RESULTS FROM CANAL IMPROVEMENT. I think I have said enough to show that, to make our water routes of any use as a means of securing a part of the through traffic, they would require to be deepened, &c., and even then experienced men, supposed to have some knowledge of the subject, do not feel sure that the water routes would secure the traffic from the west as against our railways. It is clear from all the evidence adduced that ex- perienced men in the water routes unanimously concur in the opinion that the canals should have a uniform depth of from 12 to 15 feet, locks of 300 feet, &c., and that they cannot be utilized for the purposes of a large western traffic unless made to admit the passage of propellers of 50,000 bushels carrying capacity from Lake Erie to tidal water. • »• It is not many years since the Legislature of the day contemplated giving to our canals a depth of 14 feet, for we see that Mr. Page, Chief Engineer of Public Works, alludes to the question in his reports for 1877 and 1880 on the progress of canal enlargement between Lake Erie and tidal water. On page 1 of this report, there is a letter of his addressed to the Secretary of Public "Works and dated at Ottawa the 30th January, 1877, as follows : — 49 " Siu,— III compliaiico with iustruttions convoyod in " your lei tiT No. 37,70;], I have the honor to subuiit the •' followingr report on matters conuectt'd with tho enlarir*'- *• ment of the cimal.s and other works in projfress on the " direct line of water communication between the western " lakes and the hcmd of navigation at Montreal. " It may, however, be stated, that all recent gi>neral reports on these subjects have had reference to the con- struction of canals, 100 feet wide at bottom, with locks 270 feet long between the gates, 45 feet in width, and with a depth suited to the passage of vessels drawing 12 feet of water — these being the dimensions recommended by a special commission appointed (in November, 1870 ) to enquire into matters connected with the inland navigation of the Dominion — a conclusion that was sub- sequently assented to by the Government and com- municated tome by your letter of the 22nd July, 1871. These instructions continued to be acted upon until April, 1875, when your letters Nos. 29,863, and 29,864 were received;" At that dat/, the Government's policy would seem to have been to give an uniform depth of 14 feet to all the canals, but this policy appears to have been relinquished. I believe that the works on the St. Lawrence canals were not continued by the Government on account of their prospective cost and for other reasons. THE UNIFORM DEEPENING OF THE CANALS A CONDITION PRECEDENT TO THE FURTHER DEEPENING OF THE CHANNEL BETWEEN QUEBEC AND MONTREAL. Consequently, the Government should not listen to the demand of the Montreal Harbour Commission until it is prer tired to resume the policy of giving an uniform depth of 14 feet to all the canals. It will be then time enough to consider the question of the further deepening of the channel between Quebec and Montreal. Practically, the Government stands committed to the policy of first m{|.king 4 , ■ iiii is. u la . i r)0 the Si. Lavviviwo cannls oruii uniform dt'pth all over of 14 feet. That policy was ri'L»ularly assented to, and, if it has been eHl'ctually, it has iiul yet hi'on olliciuUy abandoned. ]iat it is well to note tliat by the tinit^ we shall have properly deepened the channel through these water routes, we will have long' lost the throujrh transit tratU*- from the "West. Whatever therefore may be urged for or against the deepening of the channel between Quebec and Mon- treal, I maintain that the canals should be livst improved, before taking any account of the channel east of Montreal, in order to give it the color of a public undert iking. In that case, tin? Ciovernment would show the earnest- ness of its desire to place our water routes in as great a condition of efficiency as possible with the view of afford- ing a cheap and economical outUt to the western tralHc. But no one acquainted with the subjett can for a moment be persuaded that the mere deepening of the channel between Quebec and Montreal will increase the general traffic of the country. If the Government, however, should decide upon the continuation of its canal improvement policy and carry it out to completion, Montreal's claim might then be consider- ed as part of the scheme of general amelioration. But the former should be realized before the latter. IIESULTS OF A GENERAL SCHE^IE OF CANAL IMPROVEMENT. But, supi)osing such a general scheme to have been decided upon, what would be the nature of the improve- ments required in the channel between Quebec and Montreal? Would a further depth be found sufficient ? Doubtless, if the tonnage of our Atlantic steamers was not likely to further increase, a depth of 27| feet would answ^er the i>urpose. But there is no saying what changes may take place in the next few years in the size of Atlantic t'i 61 U LOS, LUst iicst- oat a Ibvd- rallic. •mont aiinel lueral .11 the arry it isider- ut tlio 2MENT. e been aprovo- ec and iicient ? tvas not answer res may A.tlantic stcaiiiors. IT wo .judgi' oi' thi' riituro by tlie past, it is safo to conclude thai th»' proportions of their tonnage will continue to aui>nuMil, lor it is now a recog'iiized axiom that th(^ hugvr a {stcuuier, thf more erouoniital is its carryinj^' capacity and thi' more prolitably can it be ran ; and, under such circumstances, it will not ) o a depth of 27J feet, but a greater depth that will bo nejded. I have heard it urged, howiver, that the steamships of th(! future are likely to increase rather in breadth of beam and that there will be no increase in their draught, which wovdd consequently obviate the necessity of any further deepening of the channel ; but it remaiiis to be seen whether this idea will be realized and, if so, whether it will be successful in practice ; and here wo have another strong argument against the Government undertaking the further deepening of the channel, as, in that case, the i)re- sent draught of water between Quebec and Montreal will bo sufiicient. , .. But, at any rate, if the waterways of Montreal are to be deepened, it would then be necessary under these circumstances to enlarge the width of the channel from 300 to 600 feet, lor, if the trailic in large ocean steamers increases between Quebec and Montreal, a 300 feet chan- nel would be t(X) dangerous for safe navigation. As it is, it offers serious diihculties and it is notorious that, despite the skill of the Montreal pilots, accidents are of frequent occurrence. Thi? is, of course, not surprising, as every one conversant with the subject can readily under- stand the many dangers to which a steamer of 400 or 500 feet is exposed in moving in so cramped a space. For instance, if a steamer of that size had to check its headway to get clear of one or more other steamers coming in the contrary direction or to avoid any other obstacle such as the fogs which so suddenly spring up in that quarter, and if it did not happen to answer its helm as quickly as might I > ■ 1 52 my W be desirable under the circumstances, the least sheer would send it aground. These are the imin'ovoments needed if the river west of Montreal be so ameliorated as to permit propellers and barges of a large tonnage to come through to Montreal and Quebec without being obliged, as at present, to tranship at Kingston into small barges. In fact, to meet the views of the advocates of the water route, our system of canal navigation would require to be considerably modified in order to compete successfully with rival routes. It is needless to say that the adoption by the Government of such a policy would entail an enormous outlay, which would have to be borne by the public at large, without any direct return in the shape of interest upon the capital invested in the undertaking, considering the admission that our water routes can only be etf'ectually utilized on the condition of a complete exemption from tolls as in the case of the Erie Canal. If the Government were to make such a policy of general improvement a part of its programme — although I am not prepared to say that it would be acting wisely in so doing — I nevertheless could not but admit that those improvements should then be regarded as works of a public character, and that, as such, they could not bo opposed as being purely local undertakings. Under this phase, the question assumes an altogether different aspect from the mere deepening of an artificial ship channel to Montreal w^ithout the accompani- ment of other improvements more urgently needed for the western traffic. NECESSITY OF CAUTIUN. Consequently, I (an only hope that the Government will commit itself to no policy on the subject without having previously well considered its necessity in the interests of 53 lid of ind iind p at 'ater Q be with r the naous ic at terest ering tually a tolls 3neial mnot )mg— inents ?r, and purely ssumes Q- of ail mpani- for the 5iit will having rests of the Dominion ot large and tlio best system to be adoi)ted for the purpose of utiHzing our water routos to the fullest extent. The consideration of such a policy would also ne- cessarily involve the question of its cost and the nature of the improvements actually required to further develop the traffic of the country, especially in view of the actual achieve- ments and the future possibilities of steam power on sea and land, not ov^erlookiug what is presently oocurr; ig under our own eyes upon our own water routes and those of our neighbors, and what is being and is likely to be accom- plished by railways in the future. Now, as to the cost of carrying out such a policy and its consequences : The Government has on its hands a very serious under- taking in the building of our Canadian Pacific Kailway by a Syndicate. "We should not lose sight of the imjDortant fact, too, that it has to build and complete at its own ex- pense 554 miles of that railway, a portion of which in the Rocky Mountains is sure to swallow up an enormous amount of money. In addition to the transfer of these portions to the Syndicate when completed, the G-overnment is obliged to furnish $25,000,000. Besides the Canadian Pacific, the Government railways and the subsidised roads will also call for a further large expenditure. These various enter- prises are already absorbing a considerable amount of our revenues and swallowing up the available surpluses inci- dental to our actual system of prvotection. Within the last few years our revenues have exceeded our total expendi- ture by several millions annually, but these surpluses can- not be looked upon as permanent things, as we do not know the day when our receipts will begin to fall oflf again. "We are fast developing manufactures, which will before long supply in great part the wants of our own people, to the reduction in the near future of our importations. During %\ i- IS lii li!' ■; m 54 the last few seasons, we have been blessed with good harvests and the lumber trade has been favorable, but a depression in these two items would at any moment further lower our con- sumption of foreign goods. It should not be forgotten that, if the Grovernment is serious respecting the improvement of our waterways, it will have to pursue a vigorous policy at once ; otherwise these improvements will be too late, as the water route is intended to create a competition against railways in order to keep freights low, although I do not myself fear much on that head, because our rail- ways will be obliged, as far as the through traffic is con- cerned, to compete energetically with the American lines ; otherwise this traffic will rapidly find its way to those lines ; and, for the local trade, our water-courses will always operate as a check upon the railways in summer ; but, in winter, we are at the mercy of the latter, wherever there are no rival roads. DANGEES TO BE APPREHENDEI). Sir Charles Tuppor, in his railway explanations to the House, when speaking of the ways and means by which the large expenditure of the country for railways was to be met, had to include in his calculations all our available sur- pluses for the next few years, so that all our disposable means from all sources will be absorbed by the payment of the immense sums demanded from the Grovernment for the construction of our Canadian Pacific, and any diminu- tion in value of our present large importations would not only entail a disappearance of those surx)luses, but neces- sarily involve us, if not in embarrassment, at least in the necessity of borrowing to meet our engagements. Under the circumstances, it can be readily understood that with its present liabilities towards the Canadian Paci- fic Syndicate, it is out of the question for the Government to adopt a policy that would necessarily entail an outlay 65 of millions, without having first well and thoroughly studied it in all its aspects ; for it must b''l)or)ie in mind that if tho Federal authorities once admit the pretensions of tho Montreal Harbor Commission, they will open the door to a host of other claims just as urgent and well founded. Halifax, St. John and Quebec, would have an iiidisputable right to ask for similar advantages. The W'Orks on our canals are proceeding very slowly. Indeed, at the rate at which they have l>een progressing for the last few years, it will take some twenty years and more before they are completed and made capable of giving to the St. Lawrence all the facilities which the exigencies of the case require ; so that, by the time an uniformity of depth will have been secured, the contest for the carrying trade between rail and water will have been long 'decided. TVe must not overlook the grave fact that our gr«^i\ v < mpetitors for that trade are our neighbors, who are al j^ 'y armed with all the appliances necessary for moving the traffic from one end of the country to the other. Neither should we lose sight of the equally important fact that we propose to compete with them on their own srou'nd. INSUFFICIENCY OF ACTUAL CANAL REVENUE. TJp to the 30th June, 1882, our canals had cost us, for construction and enlargement, a total sum of $43,418, 602.- 87, their total revenue being equal to an interest of f per cent peV annum. The cost of the Welland canal, to 1882, with its con- struction account still incomplete, was $20,309,365.09 — its revenue from tolls amounting to $116,350.88 or a little more than one-half per cent. Its account for 1882 stood as follows : — I i ■ ! \ ¥■ U 6G Wetland Canal Ordinary repairs -1^104,744 00 Staff and mainti>nanoe 74,641 00 $179,386 00 Revenue 116,350 00 Deficit $63,035 00 So that the "Welland does not pay the cost of its own re- pairs and maintenance. The St. Lawrence canals cost about $14,000,000. Eevenue, $114,578 or a little more than three quarter per cent on the outlay. Their receipts and expenses for 1882 were as follows : — St, Lawrence Canals. Ordinary repairs $52,010 00 Maintenance 82,604 00 $134,614 00 Revenue 114,578 00 Deficit $20,036 00 Expenditure on canals, Dominion of Canada, during the fiscal year ended 30th June, 1882 : Construction $1,633,166 41 Repairs 207,770 71 Staff and maintenance ^ 235,120 00 Total expenditure i|2,076,057 21 The revenue accrued from the working of the different canals during the past fiscal year 1881-1882, as ascertained from the Department of Inland Revenue, was as follows : vide page 11 of Reports of Canals for 1882— for details : 67 Tolls $.^04,014 40 Hydraulic rents 22,826 31 Total revenue $326,440 71 Total expenditure for repairs and maintenance. 442,890 80 Excess of expenditure over revenue $116,450 09 So that the tolls levied on all our canals were insufficient to cover our total canal expenditure for repairs and mainten- ance, exclusive of construction account and interest on the outlay. "We see what has been expended upon our canals and still we have not a depth even in the "Welland canal of more than 1]^ feet at certain seasons. •■Si! m 'ii ESTIMATED COST OF CANAL IMPROVEMENT LIKELY TO JJE LARGELY EXCEEDED To give an additional depth — say an average of 14 feet — it would require an additional expenditure of millions. According to the Engineer in Chief, to increase the draught of water to 14 feet in the St. Lawrence canals including the "Welland canal, an additional outlay of |8,500,000, would be required. I do not wish to dispute Mr. Page's correctness in the connection, but out experience teaches us that, as a rule, it is hard to give in advance rdore than an approximate esti- mate of such extensive works. In any case, the estimates of the original cost of our canals has been exceeded, and Mr. Page himself only gave this estimate as an approximate one. The additional cost to make them 1 2 feet deep on such works as have been undertaken would involve an expendi- ture all through more or less of $20,000,000 exclusive of the $8,600,000 for a 14 feet channel, making in all about $30,000,000. 58 In his report on the progress of cannl enlargement be- tween Lake Erie and Montreal, bearing the date of the 30th January, 1877, Mr. Page — at page Cjfi — gave the following estimates : — Welland Canal. Original estimates for a draught of 12 feet |9,240,000 Adapting canal and the different entrances to a depth of 14 feet on the lock sills... 3,000,000 $12,240,000 St. Lniorence River and Cannis. Williamsburg Canal — original estimates.. $2,110,000 Cornwall " " '• 2,lt)i),000 Beauharnois " " " 2,4o0,000 Lachine '* " '• 5,920,347 Deepening the bed of the river at various places.. 1,520,000 $14,160,347 To deepen the St. Lawrence Canals and river be- tween them to pass vessels drawing 14 feet, will cost at least an additional sum of. $5,500,000 $30,200,000 The Welland and Lachine Canals are the onlv two canals that have depth — the former having 12 feet, while the lat- ter has 14 and 16 feet. All the others have only a depth of 9 feet. The amount expended on the Welland Canal to last year was $20,309,365. The estimated cost of its 12 feet channel was $9,240,000, so that the estimate was actually exceeded by upwards of $3,000,000. Consequently, my estimate of the cost of giving an uni- form depth of 14 feet all through to the St. Lawrence canals, with uniform locks of 270 feet by 45 wide, with 100 59 feet at bottom, which is put down iit |20/iOO.000 to $30.- 000,000, is not exaggerated. But, it we jiulge l)y what it has cost to give a unilbrm depth to the \V<'lland Canal, it would take fullv the amount .slat''d. Mr. Page puts down his estimated cost at !s30,200,000. But since then sf^ 19,000,000 have been expended up to the iJOth June, 1882, and yet the works are not completed on the "Welland for a 12 feet channel, those on the Lachine are also unfinished, and the St. Lawrence canals have scarcely been touched ; so that, to carry them v : lo com- pletion, the cost will not fall far short of the amount stated. Then, there are the system of the Ottawa navigation and the Rideau Canal, which will also require to be improved to meet the views of the advocates of the water routes ; while the Eichelieu and Lake Champlain system will fur- ther absorb a large sum for needed improvements. The canals on the Ottawa and from Rideau to Kingston would have to be improved, and it wpuld absorb several millions to make a proper ship channel between Quebec and Montreal. But it is further claimed on behalf of Montreal that it should be made a free port. In that case Halifax, St. John and Quebec would expect and demand similar privileges; otherwise there would be favoritism charg- ed for the advantage of one place over another. The next thing would be the abolition of tolls on our canals, which would not be a serious thing, as the revenue derived from them does not exceed | per cent, and in 1881 a reduction had already been made. The small amount derived from our St. Lawrence canals cannot have been a serious impedi- ment to the western traffic, as, besides this reduction in the tolls, our lake vessels have been working at unremunerative rates, and it is admitted that, to compote with New York, grain had to be brought down at the same rate as it would have been by the New York route. ;!!'■' wmr 60 CONSEQUENCKH OF FAVORING MONTREAL. AVhat I have just cited will give an idea ol'the expendi- ture which the G-overnment would have to make to place our w^ater routes in such order as would enable thein to compete for an additional amount of traflic. These public works would swell our public debt by two or three millions per annum for interest alone, and this will most assuredly be the result if the (jrovernment once undertakes to build a ship channel for Montreal. In spend- ing a large amount of money upon our water routes without deriving any returns upon the capital iiivtjsted, not even a revenue sufficient to cover the cost of su}) >rin- tendence and repairs, our Federal authorities will assume an immense responsibility, considering that they will then take upon themselves to a certain extent the role of public carriers and thus seriously interfere with vested rights and private enterprises. I do not know how the Grand Trunk and the Canadian Pacilic — the lattei* being specially built for the purpose of opening out the North West and of carrying through our own territory all the products expected to be raised in that part of the Dominion, whenever it shall hav^e become more settled — would view the adoption of such a policy by the Government. Would St. John and Halifax look complacently on this one-sided policy ? Have they not a perfect right to demand that either place should be made our winter port, with much better reason than Montreal to be considered the head of navigation ? It will thus be easily seen that, if the Government was once to yield to such a policy, there is no saying where the expenditure would stop. 61 Bjfore the Committee struck last session for the purpose of taking iiita consideration our inter-provincial trade and how to best develop it, it v^ras suggested to have a line of propellers plying between Toronto and Levis, but at the same time, as already stated, it was admitted that this line could only be made to work successfully provided it was subsi- dized by the Government to the extent of $10,000 per boat for each season. The Government, in that case, would be at once entering into competition with the Grand Trunk Railway, Richelieu Co., our Gulf Port steamers, and all other private interests concerned. USELESSNEdS OF 8UCH VAST EXPE.NDITURE. But is there any real necessity for launching into all this vast expenditure for the improvement of our water routes ? This is the question I now propose to consider. The various improvements I have specified would absorb an enormous sum, and I do not think I exaggerate in setting it down at $50,000,000, which, added to what has already been expended on our water routes, would bring their cost up to about $100,000,000, in round figures. But, in addi- tion to the absorption of this enormous amount of capital, which would increase our annual expenditure by at least some two or three millions for interest, we would also have to provide for the annual ctjst of management and repairs, seeing that upon the abolition of the tolls in order to compete with the Erie Canal we would derive no revenue from our canals. At present, ordinary repairs and superintendence cost the country upwards of $400,000 per annum, and naturally, with the extension of the works, we would have to prepare for a corresponding increase of this figure — for an augmentation, which would bring these $400,000 up to a million. The Harbor Commission of Montreal and other advocates m 6S f, m »:* of the water routes are fond of referring to the example of the Erie Canal ; and they claim a similarity of privileges in order to be able to comp 'ti» sikkjoss fully with it. I think I havo sulfioiently dejiionst rated already that for years a gradual redui'tion of tolls and charges on the Erie Canal has been taking place, to such an extent, in fact, that dur- ing tho iisoal ye;ir end*>d in 1882, only $050,000 were collected from all sources, and that, notwithstanding such reductions, there has bn'u no inerease of traffic for a period of twenty years. This sum of $(5)0,000 only represents a small fraction of a percentage on thii outlay. It is therefore clear that the total abolition of tolls on the Erie was adopted for the purpose of iucreasing a business which is actually seeking other outlets. The outcry against our own canal charges is not serious, as the amount collected last year was only a trille. C^onsequently, the failure of our water routes to attract a largo r tratlic cannot be attributed to that cause, and surely no one can be in favor of such routes, when they cannot even pay their own ordinary running expenses. It must strike every intelligiiut mind that, if the traffic on the Erie Canal had been a good one or at least had been increasing from year to year, a demand for the abolition of the tolls would never have been heard or thought of It is also obvious that the abolition policy adopted by the State of New York has not improved the Erie's traffic, and yet, ill face of this fact, a similar policy is demanded with re- gard to our own canals, under the pretext that they have to contend with the Erie Canal. It seems needless to say that this argument caunot hold. Virtually, we have derived no revenue worth mentioning from our canals, and no reasonable man will pretend that the trifling three-quarters of one per cent collected from tolls is such an obstacle as would militate against an increase of traffic over our water routes. But what do the advocates of the water routes want to render the latter useful ? In their opinion, the canals should be given a unitbria tlopth of 14 Jeet and no charges should be levied or revenut* derived upon the cost of the improve- ments. In oth«'r words, they want to saddle the tux-payers with Ml additional burthen of from four to liv»' niiliioiis annually, without the certainty even of ultimately rstcurinq' the much coveted western trade. An attentive perusal of the evidence ftiviui before the (Committee on inter-provincial trade last session fshow.s an unanimous admission on the part of the witnesses that wher- i^ver lines of vessels come in contact with railways they can- not successfully compete with the latter, but not one of those witnesses speak with certainty as to the likelihood of the great western traffic being really secured by the enlarge- ment of our canals. Now, suppose tor an instant th(3 advocates of the water routes to be correct in their conclusion — 1 am giving this, bear in mind, merely as a supposition — what would become of our lines of railway in the event of the water routes be- coming the great channels for the through transit and the local traffic ? They would naturally be run off the field. But would that contingency be desirable, especially in view of our long winters ? Where would Lwe been the use of building the Canadian Pacific, the Intercolonial, North Shore and our various other roads, including the Grand Trunk, which has been so serviceable to the country, if the Government were to undertake to make at an enormous cost a ship channel and to keep i't up at its own expense, thus offering serious opposition at the same time to private enterprise ? LOWER RATES BY WATER COUNTERBALANCED. Another of their strongest arguments is that the'traffic can be done much cheaper by water than by rail, and on that account our water routes should secure a large share of the carrying trade. 1!^; ■ 'fii I' (ill 04 They fori^ot, howover, that speed, safety, prompt deliv«;ry. and no insurance risks, will countt'ibalancc to some extent the inducement of lower rates. NotvvithMtanding all the supposed advantages offered by water routes, we see that railways on this continent are steadily increasing th'' tonnage on their roads, whilst canals are going behind. The following table will shew the rates by water from C!hicago to New York, and by rail and water to the same destination, also the rates from Chicago to Montreal by water, for years 187()-1870. In 1870, the average lake and canal and rail freight on wheat and corn between Chicago and New York was — Average for the Season. From Chicago to Buffalo on wheat per bu- c. m. f. shelofeolbs...^ 3 11 From Buffalo to New York 6 7 2 9 8 3 Corn— Chicago to Buffalo 2 6 Buffalo to New York 6 9 8 6 9 Wheat — From Chicago to Buffalo by water.. 3 11 " 1^'rora Buflalo to New Y^'ork by rail.. 6 7 1 9 8 2 Corn — From Chicago to Buffalo by water.... 2 6 From Buffalo to New York by rail... 6 13 8 7 3 IN 1879. "Wheat — Chicago to Buffalo by water 4 7 2 ♦' Buffalo to New York by water 6 9 6 11 16 8 05 Corn — Chicago to Buflfalo by water 4 2 8 •• Buffalo to New York by water 1 5 Wheat — Chicago to Buffalo by water 4 7 2 Buffalo to New York by rail 7 8 2 Corn — Chicago to Buffalo by water 4 2 8 " Buffalo to New York by rail 7 3 2 10 4 l:^ 12 5 4 11 6 The abolition of tolls on the Erie Canal is equivalent to 1 cent per bushel. All rail from Chicago to New York would i)robobly cost a little more. The average rate of freight from Chicago to Montreal by water was (I J to 11 cents. Main average 8 J cents. It will be seen by the above statistics that the rates b/ all water and by water and rail are the same. NO HOPE 0/ SECURING THE WESTERN TRAFFIC. I am convinced in my own mind that we cannot count upon securing the western grain traffic, while the great markets for it continue to be Chicago and New York and while there are so much capital and so many facilities in American hands for handling it between the interior and t- ; . «'»aboard. According to my humble views, it is preposteroa. to think of competing successfully for this trade with our neigh- bors upon their own ground and with all the advantages of wealth, intelligence and an immense population on their side. Even granting that we were to do our best to draw it away from them, all they would have to do to check iis would be to make such reductions in their transportation rates as would at once neutralize all our efforts. Indeed, with their extended system of railways and their numerous 5 i !-,J if 6, 66 harbors open in winter as well as in summer, it is obvious- ly absurd for us to dream for a moment that our water routes, even when made free, will ever take away from them their own traffic. We do a considerable amount of business with the United States and have a growing trade of our own, which requires to be looked after and fostered by every possible means. But, as for the w^estern traffic, we have not got it, and what is more, we cannot secure it, except what we choose to do in that way on our own account. I may be wrong ; but I do not believe that American business men will ever think of using the St. Lawrence to any extent or of abandoning their own favorite routes for ours while they have all the facilities which they actually possess and which are a hundred fold more than any we can boast of. I can understand that, if it were possible for us to offer them sui)erior advantages to their own, they would natural- ly be attracted to the St. Lawrence route. But are we really capable of running them down in their own field by lower rates ? I doubt it. In fact, there is no ground whatever for the presumption. If we reduce our charges, there can be no question of their ability to follow our example. We should never forget that that is a kind of game two can play at and that our neighbors have a vantage-ground for the purpose which w^e by no means enjoy. EVEN FREE CANALS CANNOT COMPETE WITH RAILWAYS. v3; Now, granted that we w^ere to launch into all this ex- penditure for the improvement of our water routes, is there any likelihood of its ever returning us any equivalent ? The precedent furnished by the Eri>; Canal certainly does not give much promise of such an eventuality. 6t We know that water conveyance is only used for articles of bulk and little valivj, and that railways carry all the valuable freight, passengers, &c. No one nowadays dreams of getting a case of goods by water where ho can as con- veniently get it by rail. Therefore, all we would carry by our water routes would be valueless as compared with the traffic by rail. To show that I am not far wrong, I will just cite in support the opinion expressed by a great railway king of the United States, to which I attach a groat deal of importance, coinciding, as it does, with my own. Besides, one has only to open his eyes to perceive the general drift of business all the world over, railways mo- nopolizing the bulk of the traffic and water-courses being relegated to local purposes and the carriage of articles of slight value. Free Canals vs. Raihoays : — ^Jay Gould, in speaking of free canals, says : — " The effect of removing the tolls will " not be noticed particularly by railroads. The railroads " have a fabulous amount of passenger traffic, expressage, " and freightage that the canals are not able to do. •' These slow routes will get enough of bulky property " to transport at moderate rates to keep them in existence. " The actual rivalry is no longer between the railroads and " the canals, but among the various trunk lines running " between the ocean and the lakes. Things have been " warm in the past, but they will be red hot in future." The correctness of Jay Gould's opinion as to the influence exercised by the great trunk lines on the carrying trade of the country can hardly be doubted. The statistics which I have already given and the figures of which are taken from the Auditor's report on the State Canals, so that theie can be no question as to their authen- ticity and correctness. Moreover, the report of the State Engineer and Superin- tendent of the State Canals clearly establishes that, in the % I: m I State of New York, railways are doing the bulk of the carrying trade and that the traffic on the State canals is limited to bulky n-oods, which could not afford to pay a high rate of freight. \m DESPATCH THK (iKEAT CO.MMEllCTAL DESlDEKATtTM OF THE AGE. The nature of business has greatly c.nanged of late years, We see all over the world an effort and a successful one, tooi to connect all countries together ])y lines of telegraph ex- tending not only ovi^r land, but also from one continent to another by means of submarine cables. Lines of large and swift steamers are overcoming the distances and the dangers of ocean navigation. Ivailways are also keeping up with the age of progress by continually adding to their flicilities for traffic. On this continent we are in constant communication with all the markets of Europe by several Atlantic cables ; so that, in our own age, time is money, and wo can no longer be satisfied wuth slow processes of locomotion. As soon as a market shows the least sign of depletion, immediately the cables Hash the news all over the world. This is especially the case with the trade in grain and other i^roducts. Our produce merchants are now in daily and even hourly communication wath the European markets and sales are effected by cablegram, so that, where- ever there is the slightest chance of doing business, the fact is almost immediately ascertained and the .goods are at once forwarded to the seeking market. The idea of using a slow and tedious process of reaching the seaboard with them under the circumstances would never enter any one's mind, where prompt delivery is the very essence of success- ful trade. In fact, the selling prices of nearly all articles vary so often and sometimes even within the short space of a month that quick despatch is requisite in everything. C9 CANADIAN DISABILITIES. Even our own merchants engaged in the grain trade are obliged to have recourse to the New York and Chicago markets, whenever they receive orders for grain cargoes, and to avail themselves of the most expeditious routes, when they wish to strike a favorable home market. Our great drawback is, as already stated, our long winter and the necessity we are under of seeking an outlet on the Atlantic during that season through American territory unless the Government makes St. John or Halifax a winter terminus. .. As for our North West, the seasons there are pretty much the same as ours and the ingathering of its grain harvests will consequently be always too late for fall shipment via the St. Lawrence route, so that it is altogether unlikely that shippers and forwarders will wait till the opening of navigation in the following spring to ship the grain of the previous year. DECLINE OF THE MONTREAL GRAIN TRADE. Now, a good deal has been said about the grain trade of Montreal, but it is a well known fact that that branch of the sister city's trade has not materially increased of late years or has our tonnage engaged in inland navigation much developed, for the very good reason that we haA'e such powerful rivals to contend with in our neighbours and their facilities for doing the carrying trade, which are a hundred fold in excess of our own ; and I am confirmed in my opinion on the subject by the evidence of Mr. Magor, the well known Montreal commission merchant, given before the Committee on inter-provincial trade last winter. I may state that Mr. Magor is opposed to the Canadian duty on grain and flour from the United States and is in- i m i;;: mm m^''- *i ..J' w'- to clined to attribute the want of increase in the traffic in those products to that cause ; but with that feature of the question it is not part of my programme to deal. On page 6, he says : " It is notorious in Montreal that " the grain trade is the poorest paying trade that any man " can be engaged in. If you go back thirty years you will •' find that the men engaged in it are hard-working, per- " severing men. ti «( (( i( (C t( t( (I l( (( (i " Q. — Is it not the same every where el^e ? A. — No ; it is a respectable trade every where else. Montreal is Ihe last place in the world that those engaged in the grain trade would go to, to do business. The disadvantages are very great, and wc want them removed. The bonding system is one of those disadvantages which we want removed. Q. — Free trade ? A. — Yes, in breadstufFs. Q. — Then, Montreal is the worst place for the grain trade ? A. — Yes. Q. — And since the bonding system came in force it has been worse ! A. — Yes, to a very great extent. Q. — Has there been a great falling off in the quantity of grain going down the St. Lawrence ? A. — Yes, our trade in grain is decreasing." From the above evidence it is clear that the grain trade from the west is not increasing. The witness attributes the decrease wholly to the duty upon grain and flour, but he is wrong as I have shown. Elsewhere there are other causes at work. THE WANT OF A DEEPER CHANNEL BETWEEN MONTREAL AND QUEBEC NOT THE CAUSE. In the whole of the evidence adduced before the Com- mittee in question, not a word can be found about the necessity of an artificial ship channel Leing made at the public expense between Quebec and Montreal. I think I have said quite enough to show that it is not the mere fact of a few feet more or less of water east of Montreal that will affect the trafiB.c from the west and, if there were a channel of 30 feet in existence, it would not have influenced in one 71 (Single iota the grain trade, as it is not at all on that account that our trade in cer.eals has not increased. It is owing to American competition over their own ground. Therefore it is perfectly puerile on the part of the Mon- treal Harbour Commission to bring forward such an argu- ment. They either have not studied the question or else they want to ignore it. How very simple the whole thing looks on the face of their memorial ! They got their engineer to make an es- timate of the probable cost of a channel 2 J feet deeper, and which they set down at $900,000, though they know very well that to make a suitable channel between Quebec and Montreal will cost millions. Bat their great object is to induce the G-overnment to assume the responsibility of the works. They know fully, better in fact than any body else, that the actual width of the present channel will never be sufficient for the ocean traffic, as the Government would soon find out to its cost when it undertook the work, for, to make a deep and wide channel fit for the ocean traffic, millions would be required. FALLACY OF MONTREAL'S ARGUMENTS. ' To show how far the advocates of the waterways are incorrect, let us make a few comparisons, which may per- haps serve to indicate what little faith should be reposed in their conclusions as to the the utility of the canals for the purposes of a general traffic. The length of the Erie Canal from Buffalo to Albany is about 352.18 miles. The depth of water is on an average 7 feet. The tolls levied upon it, before their total abolition, which did not apply to the last fiscal year, were a mere fraction upon ils cost. The lift locks are 76 in number. i: : ■»■ S' ■ ■ : .'■I'i' isW' ill m i ' ' n i\ 'IB if' ■■!' "", 11 72 The class of boats emiioyed on the Erie Canal have not the carrying capacity of the craft employed on our own canals. They can only carry 8,000 bushels. The average time required to make the round trip be- tween Buffalo and New York is 28 days. The cost of collection and repairs absorbed about all the revenues. The total length of our canals is : The Welland Canal 27J miles. The average depth 12 feet. The total leiigih of the St. Lawrence canals is... 45 miles. ■, In all 72 nrJleH. The average depth o?im St. Lawreuce canals is 9 feet. The number of locks 53. The tolls Ibded upon our canals are a mere fraction, and to keep pace with the reduction in tolls made upon the Erie Canal, ours were also reduced in 1881. For twenty years the tonnage over the Erie Canal has remained stationary. In 1862 the total tonnage was 5,598,785, and m 1881, 5,179,192 tons. The value in 1862 was $203,234,831, in 1881 $162,153,565, showing a falling off both in tonnage and value for 1881. The New York Central Railroad carried, in 1862, 1,337,433 tons, and in 1881 11,591,379 tons. The Erie Railway carried in 1862, 1,832,- 955 tons, and in 1881 11,086,823 " Total 22.678,202 tons. The increase of the tonnage from 1862 to 1881 was about 700 per cent, and the increase in 1881 over the State canals n was upwards of 400 per cent, whilst in 18G1 the State canals showed an excess of tonnage fully equal to 00 per cent over those linos of railway. Do not these figures demonstrate clearly the soundness of my opinion as to the important and growing part played by railways in the carrying traihc ? The amount of grain annually shipped from the port of Montreal is a mere drop in the bucket as compared to the quantity shipped from American ports. THE REAL FACTS OF THE CASE. These circumstances prove clearly that it is not owing to any inferiority of our water route to the Erie Canal that our traffic upon it has not increased, as our canals had more water in them than the Erie Canal and we had only 72 miles to their 384 of canal navigation. Our tolls, too, were a mere fraction. So that if we have failed to attract more of the western traffi.c, it cannot be said to be due to the inferiority of our water route. They establish on the contrary that water routes both here and in the United States are not used as much as railways. They also show that the American railways are doing the carrying trade of the country and that the western trade, about which so much is said, is in the hands of our neigh- bours and that we are not competing successfully with them for it. Do these figures not sufficiently prove the fallacy of Montreal's pretensions that it will lose the western trade, if we do not build a ship channel between Quebec Montreal ? Is it not manifest also that the Government should deli- berate long and seriously before engaging in any scheme of I 74 I I'm m I improvement of our water routes and should first consider thoroughly not only its necessity for the development of our western traffic, but the strong possibility that the money spent upon it would be uselessly thrown away. I am sure the Government before adopting the course suggested by Montreal will go into the question seriously and weigh well whether the mere fact of a couple of feet more or less of water in the channel between Quebec and Montreal is really an impediment to the western traffic. I am quite certain the Montreal ^arbor Commission are not serious when they come before the Government with the plea that unless a further depth be given to the chiinnol, the traffic will leave the St. Lawrence. I feel convinced also that in making this statement they have allowed themselves to be carried away by motives of local in- terest, as I believe any one who will give the matter a little serious reflection cannot fail to be immediately struck with the strangeness of the idea that to obtain a western traffic improvements ought to be made from the east, es- pecially when the depth of water in that quarter is greater than above. Attention has been already called to the dangers of the policy of undertaking to deepen the channel between Quebec and Montreal at the public expense on account of the multitude of claims of a similar kind to which it would give rise and which could not very well be refused, con- sidering that every locality in the Dominion has as much right as another to the protection of the Government. For instance, if the St. Lawrence canals underwent im- provement by further deepening to fourteen feet all over, the Ottawa district would naturally demand a like improve- ment to its canals. In fact, it is out of the question to imagine that one city can be given an undue advantage over another under any pretext more or less plausible. u Montreal's real object. Now, who is it really wants an artificial channel to Montreal, but Montreal itself, which seeks to build up a business for itself at tho expense of the i^ublic, under the pretext that the channel will increase tho western trailic through the Dominion ? To be plain, the Montrcalers want to deprive the Port of Quebec of a trade that legitimately belongs to it and to wheedle the country at large into paying for the bringing of all the ocean and inland naviga- tion to their doors. For years, there has been such an outcry about the west- ern traflic that it might seem to the uninitiated as if that traffic were within our grasp and belonged to our own people, whereas, in reality, it is a traflic on American terri- tory, where every facility to handle it is vastly superior to anything we can offer in the same or any other line. The fact is that, for a long time past, the grain trade has not materially increased and those engaged in it have not found it profitable owing to the powerful competition in the United States between the rival trunk lines of railway. Hence, the clamor for the improvement of our water routes and the abolition of all kinds of charges, under tho impres- sion that these things have only to be done to render an un- satisfactory business a satisfactory one and that Govern- ment, by undertaking all sorts of improvements at tho public expense, will benefit our grain merchants and enable them to enter successfully into competition with the gigan- tic and overshadowing markets of Chicago and New York. But, granting the correctness of their pretensions, are they sure that the abolition of our canal tolls would increase the volume of the western grain trade ? It has already been shown that it is not the charges on our water routes or the want of water in our canals that 1 !» if]', 76 has prevoutpd tlio grain trade from seeking an outlet to a greater extent })y our water-courses ; and, even were the channel between Quebec and Montreal to be deepened at Government expense and all our waterways made absolutely free, I do not believe that with all these advantages w«5 would succeed in attracting a greater share of the American trade to the St. Lawrence. The western interests in railways and lake navigation are too great to think that they would quietly look on and al- low us to do their carrying business. The thing appears to me simply absurd, and our forwarders and shix>pers know it well; but their business is not as profitable as it should be and they would like to be helped at the public expense. If the Government once go?sinto this channel scheme, it will be some time before it gets out of it, and by the time the (ihannel is completed, many millions will have been sunk in the undertaking, for it is evident that a channel of 27| feet will not satisfy the Montreal Harbor Commission especially when the Government undertakes to pay for it. They would soon persuade the Government that it requires, for the exigencies of trade, not a channel of 21^ feet, but a much deei^er one, and that a channel of a width of 300 feet is not safe even for the actual traffic. Indeed, we have at present frequent enough occurrences in the way of steamers now and then taking the ground to show that the naviga- tion between Quebec and Montreal is not safe at this moment unless great caution and (^u'e are exercised. Consequently, if the Government goes into this under- taking, it may expect to have to make a channel costi}ig several millions. What are really the pretensions of the Harbor Commission ofMontreilV » 77, They want tho Govorument to leimburHc them the amount nlroady oxponded in deepenilig th(^ channel between Quebec and Montreal and to undertake to > arvy out all the irai^rov*- mentH that nuvy bo required hei-ealter to allow of the largest vess(>ls passino" ri^ht through to Montreal. Thtn' next ad- vo'.ate thai their port should be made free. All this would have to bo done at the ])ublic expense, and, as no charge of any kind would be made lor maintenance and repairs, the expenditure for those purposes would, of eoiuse. become^ a perpetual charge upon the public purs(*, and all under the pretence that Montreal is the head of inland navigation and that it is the pivot ui)on which shoukl turn all tho commercial interests ot the «uitire l)oniinion. NO ni:NEFlT TO THE COUNTRY AT LAKGE. Up to this time who has really benolittod by all the ini- l)rovements that have been made, if it be not the City of Montreal ? It makes very little diiference to the geiieral interest of the Dominion whether Montreal is the head of navigation or not, and it is not necessary in the interests of commerce and navigation that the Government should exjiend mi'.lions to make Montreal the great port of the Dominion at the ex- pense of other ports, when before long all those ports such as Quebec, Halifax and St. John's will be quite ready to do their ehare of the business of the country. I consequently consider that, if the Government were to take Montreal un- der its protecting wing, it would commit one of the grossest acts of injustice, ^ it would actually be protecting one city against another. I see that the Montreal press express their disappointment at not having obtained during last session what they w^ere asking, and want to make the public believe that the trade w^ill seek United States channels unless the channel be deepened and all kinds of charge? on our canals removed. 4S ' Mi I'i ir*',! ' ' I havo already shown that onr tolls are iiiMignificant and that up to last season they were not of Hufliciont importance to drive away the trade to another channel, our charges being, perhaps, no more than on the Erie Canal. I have also shown that it was not through want of water that we did not compete successfully by our water routes with the Erie Canal, as our canals are only some 72 miles in length against the Erie's 384 miles. The depth of water in our canals, too, is 9 feet at the lowest, whereas the Erie Canal has only 7 feet. Then we have less lockage. There- fore our water-courses olfered mor ch- anels of transport in competition with railM'^ays, but to even go fni'ther in strengthening the position taken by the writer on the sub- ject, boldly proclaiming that they have outlived their mis- sion, that the experiment of endeavoring to increase the traffic upon the New York State canals by the abolition of the tolls 87 has proved an entire failure, and that the best thing the State anthorities can now do is to get rid of such costly and use- less public burthens in some way or other as soon as pos- sible. Indeed, the sum of the whole report is that the canals are doomed and " must go," and, under the circum- stances, the State is advised with regard to them to follow the example of Pennsylvania, Ohio and othei States, which appear to have already proved their uselessness and to have succeeded in disposing of their canals, while there was yet a vestige of faith remaining in credulous minds as to their utility. It may be remarked, however, that the New York State Engineer is rather over sanguine and displays not a little inconsistency in the opinion he expresses as to the probability that the State canals can be readily sold for an amount sufficient to liquidate the entire canal debt of the State. It is not at all likely, upon his own unfavorable showing of the business now done by the canals and their discouraging outlook for the future, that any purchaser for them upon such satisfactory terms could be found. Bat, under every aspect, the melancholy experience of our Ame- rican neighbors in the connection points a moral for Cana- dians and their Grovernment, which — it is much to be hoped — will not be thrown away upon them at this juncture : — •• OANALS MUST ao." " Albany, N. Y., Jan. 4. — In his annual report just sub- mitted to the Legislature, the State Engineer and Surveyor shows that the total length of all the canals, river improve- ments, navigable feeders, slips and basins is 644.22 miles. There are about 4,000 boats now engaged in transportation upon the State canals, 92 of which are propelled by steam and the balance by animal power. The average time re- quired to make a round trip between Buffalo and New York city is 28 days. The condition of the canals, instead of improving since last year, has deteriorated. This leads the Engineer to conclude that the experiment of endeavor- ing to materially increase the tonnage of the canals by the abolition of tolls has thus far proved to be an entire failure. li 88 It would, therefore, seem to be a wise policy for the people of tho State, at the earliest day practicable, to so i^irther amend the Constitution as to enable the Legislature at its discretion either to reimpose tolls to a sufficient extent to keep the canals in repair or to lease them upon the best terras attainable to responsible parties who will agree to operate and keep them in repair, or to sell them out- right, together with all the State property connected with them, to the highest bidder. The last named alternative would, in the light of past experience, appear to be the wisest of the three, for the reason that Pennsylvania, Ohio and other States have found it for their interest to dispose of their canals and thus reimburse their treasuries to some extent for the capital invested in them ; and there can be no doubt thai the canals of this State can readily be sold for a sufficient amount to liquidate the entire canal debt of the State and thus relieve the people from the burden of any further taxation on that account. Canals, as a success- ful and necessary means of transport, have outlived their usefulness ; and as between railways and canals, when considered with reference to their relative merits as afford- ing a means for rapid and economical transport, it must be regarded as a foregone and inevitable conclusion that the canals must go. The estimated cost of putting the canals in thorough repair is $3,852,68*7." -t- 89 ' APPENDIX A. Inland Communications— United Kingdom. The following comparative statement of the receipts from passenger and goods trains, extracted from the official report of Captain Tyler to the Railway Department of the British Board of Trade, will give an idea of the enormous increase of railway traffic in the British Isles and of the extent to which railways had already begun to monopolize the in- land carrying trade of the IJnited Kingdom as far back as the period comprised between the years 1858 and 1873 : * a 1 m H 1-4 ¥\ o iz; o O ^ 42 1 ^ '-; . Ci o 00 ■»)• rH -f t- lO rH •M J fcfi .<« r« I— o "V rH •t_ TOTA from assen and oods. Train co" I- J-' © O -H O 1 N ■* f irt m S3 . s o 00 in e-1 05 ^ bio OB Ci^ Cft '"\ ' . 00 I-^ r-i e-r ^'- CO" 1— r 00 e-1 e>r in CO CO*" dn rl ^ CI M ei • o irl a 00 05 05 QD -=« ,« Tfl tn irl M is < 00 r-M « >o m oc" "cT •^' O ^ a) in 1—4 CO ^~-i e^i H ^§H e-1 f-4 'U © 00^ e>i" 'l'" ta cT r-T u o ^ e-1 e-1 ei CO •id Q O 5^ 00 o "f t- o ^^ o o o <3 o ^. ■* .s "^ 00_ r- o ^ <+< 1— 1 e-1 i-T 1-^ "1^ ■ a o t-H fO 1— ■^ 0^ >« Oi © © r-H .^ w rH I-< i—t c J b. tfi o «3 r-H © to H 00 C5 t— CO in "3 '3 OT_ I— 1 l-H 00 i- I— ^ ©■ oo" t-" 1— t-H rH 00 •^ 1— s ■* «0 o^ tf t~^ fo" ■cT «5' oo" i-H f^ rH t—t b-^ <«9 .— t M M i- e^i r/5 -o ^H lO »n CO o »o_ W rH ■* "3 S3 «H ^" e o 03 -.H rt*- S a, •a o =".3 o "^.2 a," -o Su*' to _2 pja-S 9 ■^ ^.2 o 3 ^^ 2. b- 2 ^5*8 .2-2 • §§!.§ 0) B^ § 60 APPENDIX B. Inland Communications — United States. The following statement, taken from the annual report of the Auditor of the Canal Department of the State of New York, for the year 1881, and showing the number of tons of each class of property carried respectively on the State Canals during the season of navigation in that year, and on the Erie and Central railroads from the 1st October, 1880, to the 30th September, 1881, forcibly illustrates the deve- lopment of the American railway system and the extent to which it is superseding the canals for purposes of inland carriage : — 11 : 1*^ ill I DEScniPTioN OF Propeuty. Tons of each class carried on t'le canals. Tons of each class carried on the railroads. Total tons of each class carried on the canals and railroads. Products of the forest Products of animals Vegetable food.; 1,652,543 3,G21 l,n6,£>0) M,2i8 '-250,961 325,775 1.778,513 1,185,626 1,391,645 4,983,722 930,829 2,057.720 2,329,179 9,799,475 2,838,169 1,395,266 6,100,283 982,047 2,308,687 2,654,954 11,577,988 Other agricultural products. \TAn\ifRf*,tnrcs ..:«. hondize . .1. ' ni'ticlcB ■ Total tons carried • 5,179,192 22,678,20?; 27,857,394 WM 91 APPENDIX C. Inland Communications—United f^TXTEs.— {Continued.) Tho following table is given by the Auditor of the Canal Department of the State of New York, in his report for 1881, to show the separate tonnages of the State Canals and the two competing railways (the Central and Erie roads) ami the aggregate of both for twenty-nine years, from 1853 to 1881, inclusive, with the losses and gains of ea(;h, compared with the previous year. Particular atten^'ou is called to the important exhibits of this table, de^ ist rating as they do the steady decline of the canal traffic iar to year when brought into competition witli > istantly in- creasing facilities and popularity of railways as inland carriers : — Canals and Railroads. 1853 1854 Gain in 1854. Loss in 1854. New York canals, tons New York Central railroad, tons..... • 4,247,853 300,000 031,039 4,165,862 549,804 743,260 81 991 189,804 112,211 New York and Erie railroad, tons 5,238,892 5,458,916 302,015 81,991 Nfw York cnnala. tons 1854 4,165,862 549,804 743,250 1855 4,022,617 670,073 842,048 Gain in 1855. Less in 1855. 143 245 New York Central railroad, tons 120,269 19,798 New York and Erie railroad, tons 5,458,916 5,634,738 219,067 143,245 New York canals, tons 1855 4,022,617 670,073 842,046 1856 4,116,084 770,112 943,215 Gain in 1856. 93,4l>5 106,039 101,167 Loss in 1856. New York Central railroad, tons New York and Erie railroad, tons 5,634,738 5,835,409 300,671 t '^^ IMAGE EVALUATION TEST TARGr (MT-3) {< ^ ^ 1.0 1.1 ■telZB US ta ■u u 14.0 2.0 IL25 IH 1.4 IIU4I us. 1.6 HiotogFaphic _ScMices Corporatton 23 WIST MAIN STRHT VVItSTM,N.Y. 145M (7l6)t7a-4M3 ^ S d2 h- Canals and Railroads. New York canals, tons. New York Central railroad, tons New York and Erie railroad, tons New York canals, tons New York Central railroad, tons New York and Erie railroad, tons New York canals, tons New York Central railroad, tons New York and Erie railroad, tons New York canals, tons ... New York Central railroad, tons New York and Erie railroad, tons 1856 4,116,0d2 776,112 943,215 5,835,409 1867 3,344,061 838,791 978,066 5,160,918 New York canals, tons. ... New York Central railroad, tons ' New York and Erie railroad, tons New York canals, tons New York Central railroad, tons Erie railway, tons 1858 3,665,192 765,407 816,954 5,247,553 1859 3,781,684 834,319 868,073 5,485,076 1860 4,050,214 1,028,183 1,139,554 6,817,951 1861 4,607,635 1,167,302 1,253,418 6,928,355 1867 3,344,061 838,791 978,066 5,160,918 1858 3,665,192 765,407 816,054 5,247,553 1859 3,781,684 834,319 869,073 5,485,076 1860 4,650,214 1,028,183 1,139,554 6,817,951 1861 4,507,635 1,167,302 1,253,418 6,928,355 1862 6,598,785 1,387,433 1,632,955 Gain in 1857. 62j679 34,851 97,530 Gain in 1858. 321,131 321,131 Gain in I8S9. 116,492 68,912 53,119 238,523 Loss in 1857. 772,021 772,021 Loss in 1858. 73,284 161,112 234,496 Loss in 1859. !•••••••••• ••••« Gain in 1860. Loss in 1860. 868,530 193,864 270,481 1,332,875 Gain in 1861, 139,119 113,864 262,083 Gain in 1862. 1,091,150 220,131 379,537 8,619,173 1,690,818 •••••• 1 ■•••••••••• Loss in 1861. 142,579 142,579 Loss in 1862. OS Canals and Railboads. 1862 1863 Gain in 1863.' Loss in 1863. New York canals, tona 6,598,785 1,387,433 1,632,955 5,557,692 1,449,604 1,815,096 41,093 New York Central railroad, tons 62,171 182,141 Krie RaIIwav. tnnn 8,619,173 8,822,392 244,312 41,093 New York canals, tons 1863 5,557,692 1,449,604 1,815,096 1864 4,862,941 1,557,148 2,170,798 Gain in 1864. Loss in 1864. 704,751 New York Central railroad, tons ...#••.....» 107,644 355,702 Brie rflilwav. tons 8,822,392 8,580,887 463,246 704,751 New York canals, tons New York Central railroad, tnna . _— .. -— ... 1864 4,852,941 1,657,148 2,170,7i98 1865 4,729,654 1,275,299 . 2,234,350 Gain in 1865. Loss in 1865. 123,287 281,849 ISrie rftilwav. tona 63,552 ••«••«•• ••••••t«« 8,580,887 8,239,303 63,552 405,136 N«w York canals, tona ...... 1865 4,729,654 1,275,299 2,234,350 1866 5,775,220 1,602,197 3,242,792 Gain in 1866. 1,045,566 326,898 1,008,442 Lo83 in 1S6C. New York Central railroad. Elrifl rhilwav. tona • 8,239,303 10,620,209 2,380,906 New York canals, tona 1866 5,775,220 1,602,197 3,242,792 1867 5,688,325 1,667,926 3,484,546 Gain in 1867. Los8inl8G7. 86,895 New York Central railroad, 65,729 241,754 Erie railway, tons ■«•••• ••••<•••■•■ 10,620,209 10,840,797 307,483 86,805 Nf>w York ranala tons 1867 5,688,325 1,667,926 3,484,546 1868 6,442,225 1,846,599 3,908,243 Gain in 1868. 753,900 178,673 423,667 Loss in 1868. New York Central railroad. ^vie railwav. tons 10,840,797 12,197,067 1,356,270 New York canals, tons New York Central railroad, tons •••••••• ••• 1868 6,442,225 1,846,599 3,908,243 1869 6,859,080 2,281,885 4,312,209 Gain in 1869. Loss in 1869. 583,145 435,286 403,966 Erie railway, tons ' 12,197,067 12,453,174 839,262 683,145 m 9i . III Canalb and Railroads. 1869 1870 Oaininl870. Loss in 1870. New York canals, tons 6,859,080 2,281,885 4,312,209 6,173,769 4,122,000 4,852,505 314,689 1,840,115 640,296 New York Central railroad, tons Erie railway, tons 12,453,174 15,148,274 2,695,100 New York canals, tons New York Central railroad, tons 1870 6,173,769 4,122,000 4,852,505 1871 6,467,888 4,532,056 4.844.2flH Gain in 1871. 294,119 '410,056 Loss in 1871. Krie railwav. tons 8,297 15,148,274 16,844,162 1 704,175 8,297 New York canals, tons New York Central railroad, tons 1871 6,467,888 4,532,056 4,844,208 1872 6,673,370 4,393,965 5,564,274 Gain in 1872. 205,482 Loss in 1872. 138,091 T!rie taiIwav. tons 720,066 15,844,152 16,631,609 925,548 138,091 New York canals, tons. New York Cential railroad, tons 1872 6,673,370 4,393,965 5,564,274 1873 6,364,782 5,522,724 6,312,702 Gain in 1873. Loss in 1873. 308,588 1,128,759 748,430 Erie railwav. tons 16,631,609 18,200,208 1,877,189 308,588 New York canals, tons New York Central railroad, tons lOirie railwftv. tons 1873 6,304,782 5,522,724 6,312,702 1874 5,804,588 6,114,678 6,364,276 Gain in 1874. 591,954 51,574 Loss in 1874. 660,194 18,200,208 18,283,542 643.. ')28 560,194 New York canals, tons New York Central railroad, 1874 5,804,588 6,114,678 6,364,276 1875 4,859,858 6,001,954 6,239,946 Gaini. i5. Loss in 1875. 944,730 112,724 124,330 Erie railwav. tons... 18,283,542 17,101,758 1,181,784 New York canals, tons New York Central railroad, tona 1875 4,859,858 6,001,954 6,239,946 1876 4,172,129 6,803,680 6,972,818 Gain in 1876. Loss in 1876. 687,729 801,726 Erie railway, tons : 267,128 17,101,768 16,948,627 801,726 954,867 98 OAMAts AND Railroads. 1876 1877 Gain in 1877. Loss in 1877. New York canals, tons 4,172,129 6,803,680 6,972,818 4,956,963 6,351,356 6,182,451 783,834 209,633" New York Central railroad, tons 452,324 Erie railwav. tons 16,948,627 17,489,770 993,467 452,324 N'ew York canals, tons Sevr York Central railroad, tons 1877 4,955,903 6,351,356 6,182,451 1878 5,171,320 7,695,413 6,150,568 Gain in 1878. 215,357 1,344,057 Loss in 1878. Erie railway, tons 31.883 ' 17,489,770 19,017,301 1,559,414 31,883 New York canals, tons 1878 5,171,320 7,695,413 6,150,508 1879 5,362,372 9,015,753 8,212,641 Gain in 1879. 191,052 1,320,340 2,062,073 Loss in 1879. New York Central railroad, tons Erie railway, tons,-. 19,017,301 22,590,766 3,573,405 New York canals, tons 1879 5,362,372 9,015,753 8,212,641 1880 6,457,656 10,533,0.38 8,715,892 Gain in 1880. 1,095,284 l,5r7,285 603,251 Loss in 1880. New York Central railroad, tons Erie railway, tons . 22,590,766 25,706,586 3,115,820 \^AW Vnrlr rA.nn.1a fnna 1880 6,457,050 10,533,038 8,715,892 1881 5,179,192 11,591,379 11,086,823 Gain in 1881. Loss in 1881. 1,278,464 New York Central railroad, tons Erie railway, tons 1,058,341 2,370,931 25,706,586 27,857,394 3,429,272 1,278,464 06 APPENDIX D. Inland Communications. — United STXTEa.— {Continued.) In his report for 1881, the Auditor of the New York Canal Department introduces the following suggestive tables to show the extraordinary growth of the railway com- petition in the several classes of goods carried. They give the tons of each class of freight and the aggregate tonnage of all classes transported on the New York Central and the Erie railroads respectively for each year, commencing with 1856. OS ^ bo ^ >a li 51 00t«.«0t-O»-e'SM«0We.'.lOr-(Wa0Ot-MiMt-«0C-ie>»'«*Oi-IOa0>O»-««0 c>iccc4e<)>'>3>C'i;h>3>aocooceoD rH IH i-( i-( w eo "* ^ « « *- t- 05 o xs 'f «ocot-e»®'^'^0'00»M'^i-ie>ot-ao>ncoe«>oi-icoi-'«oaoTfo>(x>o>'^ofOr4F4aove>3 i W f^ C^ a CO 5"0 00 . o a 03 ooaooi-ico3>oooocomi-4in«or-AQOt-eoo>c^'^oe«ip>o i-ii-ii-iNMWcowMMciSMeo-twt-t-CJOJooaoaoooioao t-OOOOTj*eo«OiOOi-il--iMaOi-(TrCO«DCO«e''»Joi-ie4CO^>AeiHe4eo^>A«et-wo>eiM laEooafogsaosoaococoaoaoaooeaoaoaoaoaoQOQoSoae DT t^ S h oi S <>ooo'«io»M«©'^i-ioi-ii-'«et-Moo>t» 8) iH"i-ri-rfrrffreis"*r«~'^'"V^M''e<9"eo~'0 ^ •o" 1 a W®o»ool(»o»ao^-a)«oo»---^0»0»«0(MOO«000'Oest<»l-'0'O»«i-H»-i-^'>* J S ^t-t»ooe'i'^o»t»MMo»t,t~.eoe«wo»OT(aot~o«oM^-«Oi-ia)a>oaoi^er~na>>n'^ao'«ao iS S s) cocot><0'4ot»ox^eO'^e4coaOA^ 4^eo93C'io>coo>o>oao^«ofHi-« i-«fHwe^>-9ea 5 * t. y -« 53 S 'Ooaooee4©t»0'^>n9>o>A>oeoor-ce9>nooe4:^>->n cTps crirror«r^tfrcriot-«ct>•t-©e^■fl•QO 1 o J «^»«e^le«u»»ooe^©©o»■^-HaolO oo»©oaob«i:-'Oi-e^Tji«oi^ioe>>t-iOi-c>o<»io wtcNOJirt t-'*t«"»»ooo»»'5oO't<'-<05<»t-i»i-ioe»©'^©tnt«oos>>n©>oeoo>©e^tAM'^^>nh>i-ic4-^c>3 t>o>'A>Aa>cot>©«o->>-HC^e^e^i»Mi^co>^coaora>o>noo o9o>ot«oowcso©aO'<^t~<->«o«oe4t>->*!(iiqaoc<9e4i-i>Aa> «e"«tf'N'hro«rarrorei"'^oreif»»r?o"i-roo"i-<"ort«r-»jrori'»"©'crc«r«e"'cr i-i--©i-co»o»?et-p«ooj^o»M©Tfoo© l-l rt ll i-l IH rt 1-1 1-1 M iH iH M N C^ iH fh ri N w e^ « "a P$ ei>-ie4cO'«4i>oceb-ooo>©i-)e4eo^>n(etoQoa>ei-4 OOOOOOQOCOCOOOOCaOOOOOOOaOOOQOOOQOOOOOOOaOODOOOOOOaO 1 H APPENDIX B. Inland Oommunioations— United Stateb.— {Continued.) This table shows the canal tolls and railway freights paid on the tonnage in the preceding table. The aggregate receipts of tolls and railway freights in 1881 exceeded those of 1853, the lowest year in the series, by #29,767,955 ; a gain of 789 per cent on the railway receipts, and a loss on the toll receipts of over 80 per cent. Canals and Rau.ro ads. 1853. 1854. Gain in 1864. Loss in 1854. New York canals, tolls New York Central railroad, freight $3,204,718 1,838,830 2,637,214 $2,773,566 2,479,820 3,369,590 $640,900 832,376 $431,162 New York and Erie rail- rnAil. freicrht..... $7,680,762 1854. $2,773,566 2,479,820 3,369,690 $8,622,976 $1,473,366 $431,152 New York canals, tolls 1866. $2,806,077 3,189,603 8,654,002 Gain in 1855. $31,611 709,783 283,412 Loss in 1855. New York Central railroad, freight New York and Erie rail- rniul freicrht... $8,622,976 $9,647,682 $1,024,706 New York canals, tolls New York Central railroad, freight 1865. $2,806,077 3,189,603 3,663,002 1866. $2,748,212 4,328,041 4,545,782 Gain in 1856. $1,138,438 892,780 Loss in 1856. $66,865 New York and Erie rail- mftd. freitrht $9,647,682 $11,622,036 $2,031,218 $66,865 New York canals, tolls New York Central railroad, freight 1866. $2,748,212 4,328,041 4,645,782 1867. $2,046,641 4,659,276 4,097,610 Gain in 1857. $231,236 Loss in 1857. $702,671 New York and Erie rail- mAd. fraiorht 448,172 $11,622,036 $10,702,527 $231,236 $1,150,748 U dd Ganalb and Railroads. New York canals, tolls New York Central railroad, ft^ieht New York and Erie rail- road, freight New York canals, tolls New York Central railroad, freight New York and Erie rail- road, freight New York canals, tolls New York Central railroad, freight New York and Erie rail- road, freight New York canals, tolls New York Central railroad, freight New York and Erie rail- road, freight New York canals, tolls New York Central railroad, freights New York and Erie rail- road, freight New York canals, tolls New York Central railroad, freight ...."••. ••• New York and Ene rail- road, freight • t. 1867. $2,406,841 ft, 659, 276 4,007,610 $10,702,527 1858. $2,110,754 3,000,270 3,843,310 $9,654,334 1859. $1,723,945 3,837,148 8,105,869 $8,266,062 1860. $3,009,597 4,095,939 3,884,343 $10,989,879 1861. $3,908,785 4,664,449 4,351,464 $12,924,898 1862. $5,188,943 6,607,331 6,642,916 $18,439,189 1858. $2,110,764 3,700,270 3,843,310 $9,054,334 1859. $1,723,943 .3,337,148 3,195,869 $8,256,962 1860. $.3,009,597 4,095,939 3,894,343 $10,989,879 1861. $.3,908,785 4,664,449 4,351,464 $12,924,698 Gain in 1868. $65,813 Loss in 1868. $65,313 Qain in 1859. Gain in 1860, $1,286,652 758,791 688,474 $2,732,917 Gain in 1861. $899,188 568,510 467,121 $1,934,819 $869,006 254,300 $1,113,306 Loss in 1859. $386,800 343,022 6^,441 $1,397,272 Loss in 1860. Loss in 1861. 1802. $5,188,943 6,607,331 6,642,915 $18,439,189 1863. $4,645,207 7,498,609 8,432,234 $20,575,960 Gain in ISf ' oas in 1862. $1,279,158 1,942,882 2,291,451 $5,513,491 Gain in 1803. $891,278 1,789,319 $2,680,597 Loss in 1863. $543,736 $943,736 m ill 100 OaMALS and RAItBOAM. 1868. 1864.^ •8,988,982 8,648,870 9,866,087 Gain in 1864. Loss in 1884. New Tork canals, tolU New York Oeatral railroad, freight $4,646,207 7,498,609 8,481,239 •1,044,861 1,122,868 •661,226 Erie railway, freight $20,676,960 •22,882,489 •2,467,714 •661,226 New York canals, tolls 1864. $3,988,982 8, 543,. 370 9,855,087 1806. $3,830,966 8,776,028 10,726,264 $23,842,247 Gain in 1866. Loss in 1866. $144,027 New Ycik Central railroad, freight $282,668 871,177 Erie railway, freight $22,382,489 $1,103,886 $144,027 New York canals, tolls 1865. $3,839,956 8,776,028 10,726,264 1866. $4,480,639 9,671,820 11,611,023 Gain in 1866. •696,084 895,892 884,759 Loss in 1866. New York Central railroad, freight Erie railway, freight $23,342,247 $25,719,582 $2,377,336 New York canals, tolls 1866. $4,430,639 9,671,920 11,611,023 $25,719,582 1867. $4,088,068 9,161,760 11,204,689 Gain in 1867. Loss in 1867. $348,681 620,170 406,384 New York Central railroad, freisrht Erie railway, freight $24,444,497 1838. $4,246,663 9,491,427 11,426,739 $1,275,085 New York canals, tolls New York Central railroad, freight 1867. $4,088,068 9,161,760 11,204,689 Gain in 1868. $168,606 339,677 221,060 Loss in 1868. Erie railway, freight $22,444,479 •25,168,729 $719,232 New York canals, tolls 1868. $4,246,663 9,491,427 11,425,739 1869. $8,778,501 10,467,682 13,046,804 Gain in 1869. Lo9S in 1869. •468,062 New York Central railroad, freight $966,166 1,621,066 Erie railway, freight $26,168,729 $27,282,887 $2,687,220 $468,062 New York canals, tolls 1869. $3,778,501 10,467,682 13,046,804 1870. •2,611,678 14,.'J27,418 12,828,027 Gain in 1870. Loss in 1870. •1,166,928 New York Central railroad, freight $3,869,836 Erie railway, freight 718,777 $27,282,687 $29,267,023 $3,869,886 •1,886,700 101 OAVAtI AND RAILBOADI. 1870. 9 2,611,678 14,927,418 12,328,027 1871. Gain in 1871. Loss in 1871. New York canals, tolls New York Oentral railroad, flreight $ 8,100,889 14,647,580 13,282,235 $480,261 320,162 904,208 Erie railway, ft-eight •29,267,028 $30,980,654 $1,718,631 New York canals, tolls 1871. $ 8,100,839 14,647,680 13,2.<)2,236 1872. 9 8,072,411 16,250,647 14,509,745 Gain in 1872. Loss in 1872. $28,427 New York Central railroad, freight Erie railway, fl-eigbt $1,612,067 1,277,616 •••••••• ■• ••••! $30,980,654 $33,841,803 $2,889,577 $28,427 New York canals, tolls New York Central railroad, freight - 1872. $ 8,072,411 16,269,647 14,609,745 1873. $ 2,976,718 19,616,018 15,015,808 Gain in 1873. $3,.S56,S71 606,063 Loss in 1873. $95,698 Erie railway, freight $33,841,803 $37,609,544 $8,862,434 $95,603 New York canals, tolls New York Oentral railroad, freiirht 1873. • 2,976,718 19,616,018 15,015,808 1874. $ 2,687,071 20,348,725 13,740,042 Gain in 1874. $732,707 Loss in 1874. $339,747 Erie railway, freight 1,275,766 • •, 937,608,544 936,725,888 $732,707 $1,615,613 New York canals, tolls New York Central railroad, freiflrht 1874. $ 2,637,071 20,348,725 13,740,042 1875. $ 1,950,032 17,899,702 12,287,400 Gain in 1876. Loss in 1875 $ 687,039 2,449,023 1,462,642 Erie railway, freight ,- $36,725,838 $32,137,134 $4,588,704 New York canalSi tolls •••••• 1875. $ 1,690,032 17,899,702 12,287,400 1876. $ 1,340,004 17,593,265 11,429,030 Gain in 1876. Loss in 1876. $250,028 306,437 857,470 New York Central railroad, frpiorht Erie railway, freiurht $32,187,134 $30,363,199 $1,41.S,935 New York canals, tolls New York Central railroad, freights Brie railway, freight 1876. $ 1,304,C04 17,593,265 11,429,930 1877. $ 880,896 16,424,316 10,647,807 Gain in 1877. Loss in 1877. $4,579,108 1,168,949 782,123 $80,363,199 •27,053,010 $2,410,180 m 10->- OANi^LH AMD RAII.nOAf>a. 1877. 187i. Gain In 1878. LoM in 1878. \nw York ennuis, tuliri 9 880,890 1t),424,:n6 10,617,807 $ 998,348 19,046,030 11,914,489 9 112,462 2,621,614 1,266,682 New York (Jentral rnilroaU, ft-eight Erie railway, freight $27,963,019 931,963,667 $4,000,648 New York cniiald. toliri 1H78. $ 993,348 19,046,830 11,914,480 1S70. 9 941,674 18,270,260 12,283,481 Qaia in 1870. Loss In 1870. 9 61,774 776,680 _ New York Central raiiroail, freight Eric rnilwav. freight $318,992 931, 963,067 931,446,806 9318,992 1 $827,864 New York cuiuiIh. tolls 1879. $ 041,674 18,270,260 12,233,481 1880. $ 1,166,419 22,199,966 14,391,116 937,746,600 Gain in 1880. 9 213,846 3,020,716 2,167,634 Lobs in 1880. New York Central railroad, freight Erie railway, freight 131,446,806 $6,801,196 New York canals, tolls New York Central railroad, freight Erie railway, freight 1880. 9 1,166,419 32,199,966 14,391,116 1881. 9 632,390 20,736,760 16,979,677 Gain in 1881. • ••••• ••• » !• •••••• 91,688,462 Loss in 1881. 9 623,020 1,468,216 $37,746,600 987,348,717 91,688,462 91,086,246 103 APPENDIX F. Inland Communioations— United States.— (Coii/^iiMe CO m IH iH *" op »- i-l 1^ M »« in C4 M- s 00 o 00 •f e^ l-l l-l CO l-l ^ 00 CO » M r^ 1-* t- t^ 04 CO t- CO tQ 00 -n CO IH e<9 1-1 to ■^ eo -J I-* eo s I CO o «o" CO *» eo w" to eo^ eo on 00 «0 94 ■^ ® o" eo" 00 o CO 00 00 '^ Ok 00 «o CO CO to £<■ oT cT i-t N O) 5 to eo_ *«. "^ e^ o •«*_ eo_ 00 »4 00 I- ■A CO ^1< l-H O a> to 00 M 9 eo •A >A eo to 00 00 CO 00 00 eo 00 04 00 00 118 The following comparative statement of Passenger and Freight Traffic is from the report of the Chief Engineer and G-eneral Manager of the Government Railways : — it- ^ . =; ■ Passengers Carried. 1 =a Tons of Freight. Namr op Railwat. 1881-82. 1880-81. 1881-82. 1880-81. Grand Truak and leased lines... Great Western do Intercolonial vJanada Southern 2,710,963 2,289,028 779,991 812,331 476,878 126,111 115,610 2,179,793 1,838,788 631,245 260,990 411,847 116,554 111,076 3,595,192 2,741,186 838,596 2, '29, 733 614,042 237,845 124,560 3,295,288 2,572,052 726,677 2,136,811 663,30 202,096 116,487 Northern and North-Western Midland , Toronto, Grey and Bruce The total number of passengers carried was 9,352,335^ figainst 6,943,671, showing an increase of 2,408,664J or 34- 68 per cent, over the year 1 880-81 ; and the tonnage of freight handled was 13,575,787 tons, against 12,065,328 showing and increase of 1,510,364 tons, or 12-51 per cent. lU APPENDIX P. Inland Communications -^Ckjuxuk.— {Continued.) Statbscbnt ahowing total values, also the values of different (or prinoii>al) articles of Produce and Manufacture exported from the Dominion during the past five fiscal years: — [Report Secretary, Montreal Board of Trade. J ARTICLES. Proodoi or TBI Mini. (Joal Iron » Oopper Phosphates Gold bearing Quartz FrODUOI of THl FlSHSRnCB Herring Cod Haddock MackereU Lobsters Salmon and Proddob of Tin Forest. Square Timber Lumber (Planks Boards) Shingles Shingle Bolts.. Deals and Deal Ends Animals and their Products. Horses , Cattle Sheep , Cheese , Butter Eggs ., Furs , AORIOULTURAIi PRODUCTS. Wheat Peas Barley Rye Oats Flour of Wheat Manufactures Unenumerated Articles. Total Value of Produce of Canada Total Value not the Pro- duce of Canada Grand Total, ezclusive of Coin and estimated amount short returned at Inland Ports 1881-82. 1,078,704 135,403 139,245 327,667 930,151 567,705 8,427,636 473,547 1,446,151 1,113,427 3,705,914 8,267,862 238,585 5,653 3,191,508 2,326,637 3,256,330 1,228,957 6,500,868 2,936,156 1,643,709 1,278,340 5,180,335 3,191,869 10,114,623 1,191,119 1,728,774 2,748,988 3,329,598 14,337,190 1880-81. 90,042,711 7,628,453 1,128,091 114,850 150,412 239,493 767,318 463,826 8,180,014 823,935 1,349,229 470,462 6,031,140 7,101,532 188,444 3,386 9,001,682 2,094,037 8,464,871 1,372,127 6,510,443 3,573,034 1,103,812 1,983,096 2,593,820 3,478,003 6,260,183 783,840 1,191,873 2,173,108 8,075,095 11,255,223 80,921,879 18,375,117 1879-80. 9 1,913,899 76,474 150,799 119,882 1,086,994 455,963 3,564,036 686,414 918,790 546,952 2,426,405 6,880,281 121,445 2,202 6,998,135 1,880,379 2,764,437 1,422,830 8,893,366 8,058,069 740,665 1,035,625 5,942,042 2,977,516 4,481,685 702,701 1,707,326 2,930,955 13,509,324 1878-79. 97,671,164 94,296,496 70,096,191 13,240,006 83,336,197 937,268 7,530 19,762 216,295 944,095 446,984 3,197,115 814,282 1,104,539 926,508 1,880,696 4,119,196 149,346 385 5,243,619 1,376,794 2,096,696 988,045 8,790,300 2,101,897 574,098 1,191,356 6,274,640 2,055,872 4,789,487 364,017 804,325 2,572,675 11,101,761 1877-78. 60,080,578 8,855,644 63,445,222 1,210,689 13,405 119,629 64,612 1,031,509 486,295 8,192,216 1,035,700 927,257 759,922 4,714,615 4,875,152 144,485 747 7,921,281 1,273,720 1,152,334 699,337 8,997,521 2,382,287 646,574 1,826,601 5,376.195 1,984,101 4,315,739 251,669 059,985 2,739,466 12,637,238 65,740,184 11,164,878 76,906,012 115 oil s CO .M 'S I I— » I bo o •c 1- l1 I d I I eD 1 f t- S >n « S ^ o'oTeToi'eT «0 30 '^l f » W_ m ■^ in ■^ ■^ 'PS CO C^ 94 •« CO C<9 «0 0» — b- lO t» M C^ <-l o ( 00 »> '^ h. lO to OO Od ff<9 CO 0> CO >A M O 00 1>- N p^ rH »» CO >0 *< l-l 11 PS 00 3 00 00 M o> o CO m e> 00 t- CO le 00 «e o> '^ M S"orio"«o'"or CO e eo to >*" CO 1-1 M fh oo e4 *? 00 00 1-4 o © »<_*-*- T)i oiTi-riCcr^ i-i CO 00 e CO OS l*_ W fH ofeT 00 t-. of 00 94 .a £■ s .a S o Eh e<«>/»iAooflkat actoui(oM(oe ouoookiisatiA toco >o e e> to >n M • ^ CO >-i fO o»^ W»"-fl»OC0OirtM ♦0 t >» to W 'O O to to to CO CI n 90 I »4 n >o a> in 7> >A CO to to CI r; I') CI ^ >A <4i to 0> CO " oT «!(?■ irT >^ r^ rfT o" "iJ" CO ' lA 1 lO lO CI c» 1 to oiT lO pH s *J 0>C»C»5C»COCOOO»*C4 to-*cii— «oo>coobo CO a> e '^^ "f 'i^ojt «o II to'cr3ro'"or«o"i-ro cpH >oM *0>^-0040'K C4CO>n>OC4COC<"*toO» «iO 00 CI a» CI 00 o >A oo'"iO'c»"'*" oT o> to CO woiacecoeoeoo •4<0« i-rcr^so"i-rttf" QO to to .a 00 OS o » = ^- : : : I 3 o ■rio) ; : ; eS h M • 3 « 116 I ^ W o Ph -ij 0) ^ -2 I" phi "I ^ n. n ^1 S. 8. 5 I « n 9t-«0»r I g. § § I S. I n 8. i I ^ g. g. I § B. S. to OO CO 0>t>r-t-r-(Oooaoc4 S.9 S ^ 1 i. 1 1 II § i ^ i § ^ s i ^ g s § § iH N W 1 § 1 1 § g^ g S m ? i. § O 00 us UJ ■<*• u» ^ ... 7,521,594 ... 7,339,689 ... 2,931.220 js t: f2 s ilili-ir-tHrHi-lp^p^P^ 117 APPENDIX Q. Inland Communications— Canada. -(Continued.) GRAIN AND PRODUCE TRADE OF MONTREAL. Summary View of the Movements of Grain, Flour, &c. Details of the Produce Trade during the past live years, are recapitulated in the following statements, which show the receipts and shipments of Grain, Flour, and Meal, during that period : — Receipts from 1878 (o 1SS2 inclusive. 1882. 1881. 1880. 1879. Wheat bnHh. Corn Peas Oats /■••■ Barley Rye Flour brls. Meal Total in bnshels 1 8,273,678 7.590,825 9,037,124 11,313,634 7112,870 3.81 7,006 7,772,M9 4,.'«9,291 2,<>!»f'.()07 3,015.544 2.617,656 2,026,379 !t2»,000 1,147,81.3 1,101,5.11 357,176 490,541 Si7,532 284,212 3(«),789 1(X),4«4 468,427 4*i,628 329,025 WW,(lfi6 826,167 7;«),.W6 771,384 21),579 46,938 49,524 42,117 16,975,541 21,222,982 26,187,324 23,192,749 1878. 7,.'»0,095 6,117,326 1,611,433 723,1(13 429,416 18,9.52 916,-379 106,195 21,934,170 Shipments from 1878 to 1882 inclusive. I Wheat bush. Cora ' Pea« Oats • Barley ' Bare " Flour brls. Meal *• Total in bushels 1882. 1881. 1880. 1879. ' 6,913,290 6..554,622 9,084.266 10,461,221 672,850 3,3,50.084 7,622,161 4.052,307 2,202,674 3,13,3,203 3,081,674 2,621.592 .'545,962 1,211,221 1,8.')3,829 645,486 128,451 133,824 293,023 418,375 99,.351 775,862 4.')9,666 452,847 333,491 6.3?,821 739,007 725,109 i 48,932 65,506 111,807 69,793 14,878,923 18,667,360 26,091.130 1878. 6,802,822 5,664,836 2,226,702 957,376 335,846 •38,371 716,793 128,918 22,725.946 20.889.187 . 118 Receipts by Railway and Canal respectively. Wheat bush. Corn " Peas " Oats " Barley " Rye " Flour brls, Meal " Total in bushels 1882. By Kiiil. Canal & River. 1,647,272 88,061 747,926 18.5,a39 69,063 29,4.')4 715,R«) 28,710 6,726,406 614,818 1,351,682 741,957 178,469 n,030 150,527 869 6,.')31,009, 10,414,532 1881. By Rail. Canal & River. 2,205,234 735,511 540,406 366,206 79,318, 86,546' 673,455, 46,365 5,394,591 3,081,4a5 2,475,138 1,081,607 204,894 381,881 162,712 673 7,835,946, 13,387,046 By Rail. Canal k River. 1,172,651 609.124 469,665 242,508 127,726 60,952 664,335 47,886 8,464,473 7,163,426 2,148,091 949.02S 229,460 392,676 171,261 1,638 5,972,561, 20,214,763 Shipments by River St. Lawrence. The shipments of Grain, Flour, &c., in sea-going vessels, via River St. Lawrence, during the past five years, were as follows : — Wheat bush. Com •' Peaa " Oata " Barley " Rye " Flour brls. Meal " Total iti bushels ISSli. 1881. 5,539,886 .3,226,916 2,805,381 1,166,448 7,326 459,659 278,821 28,529 1880. 1879. 6,798,496 596,104 1,672,059 149,573 1,181 78,412 387,851 28,536 8,267,277 7,091, .576 2,894,450 1,755,8.38 60,165 437,907 383, .397 64,846 9,417,051 4,011,986 2,366,606 601,299 378,646 .321,890 351,067 31,760 10,498,265 14,866,901 23,049,143 19,180,413 1878. 6,557,743 6,546,906 1,894,240 904,475 81,564 38,222 316,569 76,643 16,372,425 An examination of the various totals, in connection with the percentages in the following statements, will make it easy to realize how much of the eastward flow of bread- stuffs was accounted for at Montreal : — lleceipts. Shipmeuts. In 1870 Tuontreal's propoilioas were 9-31 per cent 1871 " " 9-69 " 1872 " " 9*73 • " 1873 " " 10-67 " 19"98 per cent 1874 " ," 8 63 " 15-55 " 1875 " <' 9-14 " 16 87 " • 1876 '• " 8-75 " - 1412 " 1877 " " 8-72 " 1.3-53 " 1878 " " 7-09 " 9-54 " 1879 " •• 6-66 " S-Sa " 1880 " " 7-22 " 9-5» " 1881 <• •' 7*34 " 9'66 " 1882 " " 7-44 " 11-iO " 119 ,473 ,425 ,091 ,023 ,460 ,576 ,261 ,763 St. r43 B06 240 475 564 222 569 643 425 th it d- (4 IS 2 o • •« 1 1 CO < e» *3 J2 i J e ;w : le ^ :»» : 00 (m f-t '. '"' ; IH —I ^^ >o«oateoa»>A-aot«co>ncc>AO» m«ocoe»i-iM«^c4e^'^>oeaoe»e»*«e4 iH C4 iH rH M pH M fH W M W M e<9 M M f-. M »H eeao^et«^e4^oe4'^aoe»>e>co^>o»«e>^c4 e<»»-ooot~>oo»t^ooo6c^»>c4e4«eoo<0'N'<4e>>Qo»e^>«er«r^ ^ i-itooo^-^'^xsoto -iaoc<;9»ao— •»- — 'Me^ootoo Gq „ P« ^ ,.< ,-1 1^ pH -H l-l 111-1 M fH i-( iH iH W *» C* N W M « f^ l-t iH -2 o" 00 .5 S e^ e^c^x ^eMO»»-ooecMec^oD'j'aoo»«cirt5»!'n OS >* o o 0000»3»«et«Oh-0'^«0>fl«C«0 oo9«cooi«-ot^e^'«jr I fT -J" «o" oT 'iT TiT oT ??" --" tij" o>>oo^e4t-co>not^t-Mo ■^irT'i^rr^roTto'io'c'o' t- 00 ifl _ 05 eo "* M 00 e^ — m a> o ortsTin"— "*rio»t— ^-3»'*maoMM5eo» 09oo«o«o■^aoMO'*mT*■oo^s^-^-^l«^«•>*osto ^^-^«e"e^oo'«o"M">o w^'ra~ori^w"ori-roo"nm^a»o~coot-44Vt» iOM'0»50 = C« oT sT e^o>>no>oo>'Ao >0 CO o o 1—1 .»s 00^00 CO >c tC o ■•1' =» O 00 0» 04 >o CO OO M o> T e<9 iM •^ M ^ •»• 00 •- >n o t- so o CO eo 3» c^ CO CO o h» — oo a> o eo eo O 00 «s M *>• eo eo o eo O l^ t- ce-'o'cr » — t- a m o eo o 05 rt N'*e^ooeoo»90oo*«io-«e»o»oOK5(»tN.ooioeo ocoo — cD'."5 0»a>i«'»tiao«oe>»aooeOTOi>.p--4 weoosoooscoe4TCpH«^soaooot>.ooseot- «c" "s" cT co" i-J" f-T eo" e*!" lo" 00" --" i-T 00" —^ ^" aTocT 00" irT e>r p»'^©oo»<»iO'i<— .sost^3! — u^t« (»roroo''eo"oD'e'r«>r^irrbr,-r-r i-l i-l 1-1 M W WrHeOi-ICONeOr-ieOi-t CO eo ao CO •i* Ifl ^• 00 00 00 eo 00 00 00 00 s «4 00 00 uo ^ • 9 OD iz: M o t-H 1 Q 1 Jz; ^ o Ph a Ph ^ <«1 d ? ^ S i I ! I •S tea g| sea ^■« • #•4 o t» o , '■S3 •ffiCQ * d CO (4 .l<8 ^^ c o CS ^ .9*— o > Q si 4)'^ m o go ^^ •32 11 — tS ^ S O 4) •4>A 08 S 2 ai m O OS'S J S-H^ I ^ I'd 1 1 • 1 • «• «5a«<«w«3 § • is;$:^s^i?8ss;^ p^ i iSSS^S895i!^5S 5 03 9 :^" -oh §^ ;Mooe4oo»>ea»t«iH« s .1^ ; 00 *^o».'^w *^«* »* ^ \ «e"i-r^N"ore2J |3 SO o» oj «o 50 ® PI ^s seTei'o'se'w" (naa^^o "T 'S ■♦^ ?«coMe<;cox)f>7«>Oe^»lao • M.^.MOoiit-ii)dooo ^rf »-; PH ^H ^H ^H P^ S) ♦, § s^ * « BC bo S o»»o«o»«oo>^«ocsi-icoa>cot>oo «OM'Ot~»<'MI— tOe^iftMO»<-l cswcccoeoeoeoW'^'^ioecM 5 d til"* -'*''■*■'"''■* aoicb-e^M'paoiHO>o<>o>Aoe^ . 6»iO«3'^MO»OOOs6»'^ ^M 1 r-i ?H rH ,-H 1— 1 r«4 Kd ai ^= = = - = = --- Ss "S o»*'t-e^O'*e«oot»i-'«o«oi-io»o»eiso» u --«oe.«>ftoot-.ocoi-ao-* ^fcO «Ot~0»eOM0001;»'^OOeO'«* a «0^^ «0 O^'-^'-^'C Pi rt t- t» OS .ft ^ ^ «rao".ft~orto''*"«o"ift"'^(>re^»fift' bo oor-iocii^e^cocsiiraa>o>esib. bo r-coi-ia>;oeooQoa3p-ii-4e4a> -< eo«ooos*-*-o»<»i-ie<9«ei-i«" iHi-ipm-ii-iiHi-ii-tWNWMiH • • • • : : • •■••••■■• :::::::::: OF^MW^tfstei-eo o» © -< «' ^ A^ *• *• t* fc* ^ *«• fc^ t^ j?» 00 00 00 00 00 00 00 OD OO 00 00 00 QO 00 OO 00 < 121 APPENDIX T. Inland Communications— Canada PORT OF MONTREAL. Statistics from 1880 to 1883. {Translated from "Le Moniteur du Commerce.^^) The Harbor Master of Montreal has published his report for the season of navigation of 1883 ; the following table shows the number of sea-going vessels arrived in port to the 1st December during the years 1880 to 1883, together with their tonnage : — 1880. 1881. 1882. 1883. Steamships 354 321 352 464 Tonnage 476,741 446,457 466,460 605,805 Sailing Vessels 356 248 296 196 Tonnage 152,530 85,472 88,180 58,458 Total steam and sail. 710 569 648 660 " tonnage 628,271 581,929 554,646 664,263 These vessels were divided as follows : — 1880. Steamers 354 Sailing Ships 42 Barks 143 lirigs , 11 Brigantines 41 Schooners 119 Total 710 569 648 660 The movement of inland navigation was as follows : — Years. Number of Vessels. 1880 6,489 1881 6,030 1882 6,943 1883 4,477 1881. 1882. 1883. 321 352 464 5 4 8 104 95 70 9 14 7 80 42 16 100 141 101 in The level of the river showed the following depths in the channel on the 1st December in each year : — Tears. Feet. Inches. 1880 22 7 1881 21 2 1882 24 11 1883 27 1 The foregoing table indicates very forcibly the change taking place in oar maritime traffic. Since 1880, steam na- vigation has undergone an almost constant increase, while that by sail has almost as steadily diminished. As far as the port of Montreal is concerned, the increase of steam vessels from 1880 to 1883 has amounted to 110 and that of their tonnage to 130,064 tons. On the other hand, the fall- ing off in sailing vessels during the same period was to the number of 50 and, in their tonnage, to the extent of 94,072 tons. The improvement of our railway system has more than counterbalanced the advantages arising from the works executed on our canals. Since 1880, the arrivals in our port of craft engaged in inland navigation have gone on diminishing, 1883 showing a falling off of 1,012, or about 16 per cent, as compared with 1880. No doubt but that the insufficient depths of water in the canals between Kingston and Montreal has had a good deal to do with the loss suf- fered by our port, and that the abolition of tolls on the Erie Canal equally contributed to divert from Montreal a certain portion of its trade. Nevertheless, apart from these draw- backs to Montreal, it is only right to observe that the large falling off of about 500 vessels, that took place in our inland navigation of 1882 to 1883, is closely connected with the general depression of the export trade, and that in this re- spect the ports of the United States have not fared any better than ours. le m APPENDIX U. Inland Communications—United States and Canada. ThQ following article, clipped from the cokimns of the ' Montreal Journal of Commerce, very ably sums up the whole case between railways and canals as rivals and competitors for the inland carrying trade of both the United States and Canada : — "CANAL TRAFFIC. " '* The statistics of canals for the season of navigation, 1882, have been issued in blue book form by the Inland Re- venue Department. It is satisfactory to note that there has been an increase in the revenue, although not so much as might have been expected from the great improvements made in the "Welland Canal. It is in this work that the great advance appears, the revenue therefrom showinjr an increase of $26,687 over that for 1881. The Ottawa, Cham- bly and Rideau canals also show some increase, while the St. Lawrence canals show a falling off of $1 1,558. The ao-- gregate increase in revenue is $17,413, or a fraction over 5 J per cent as compared with 1881. The enhanced facilities of the Welland are shown by the small number of vessels lightened at Port Colborne, which were only 8 against 133 in the previous year ; the number unladen without enter- ing the canal was 1 as against 22 in the former season. The Commissioner quotes the statistics of railway and canal freight for the State of New York. The quantitjr of freight carried was greater in 1882 by 835,660 tons than the quan- tity for 1881. The proportion carried by canals show^s an increase as compared with the previous year. The quan- tities carried are as follows : — 124 Prop'n by OanalB. Total. Prop'n by Oanala. .545 12,453,074 .470 .423 15,148,274 .889 .466 15,844,152 .889 .472 16,631,609 .401 .461 18,200,208 .349 .387 18,283,547 .317 .357 17,101,758 .284 .270 16,948,627 .246 .375 17,489,770 .288 .341 19,017,301 .272 .296 22,590,766 .237 .333 25,706,586 .251 .183 27,8">7,394 .185 .223 28,693,054 .190J Tear. Vegetablt food. 1869 2,890,422 1870 8,061,467 1871 4,055,787 1872 3,544,934 1873 3,782,163 :1874 4,559,115 1875 3,648,791 1876 3,940,096 1877 3,992,667 1878 5,608,498 1879 6,187,016 1880 7,103,475 1881 6,100,283 1882 5,004,333 "T/je ab'jve table is significant as showing the gradual change taking place in the proportion by rail and canal. The quan- tity of vegetable food carried to tide-water by canals has decreased a little over 14 per cent as compared with 1869 and slightly increased as compared with 1881 ; the quantity carried by rail has increased 257 per cent as compared with 186t), but decreased 22 per cent as compared with the year 1881. The proportion of the total volume of vegetable food freight carried by rail has increased from .455 (less than one-half) in 1869 to .777 (over three-fourths) in 1882. The following table shows the total tonnage respectively of ve- getable Ibod and heavy goods moved through the Welland Canal during the 12 years ended 31st December, 1882 : — Other Other Year. Wheat, Cereals, Coal, H'vy Goods, Tons. Tong. Tons. ^fons. 1869 313,825 190,045 103,126 272,497 1872 239,998 298,149 186,932 236,746 1873 355,847 224,033 339,016 204,371 1874 413,212 234,185 323,503 107,813 1875 253,835 164,101 321,306 76,259 1876 201,906 207,882 288,211 90,329 1877 253,953 210,228 323,869 75,*240 1878 191,982 211,421 295,318 43,423 1879 274,570 163,994 192,957 52,713 1880 245,020 197,162 109,986 66,997 1881 127,832 141,967 128,113 61,075 1882 216,056 91,426 237,569 46,425 . 126 " Coal appears to be the only article that advances or holds its own. The tonnage of vegetable food cleared at Buffalo and Tonawanda for transit through the Erie Canal shows an almost steady increase from 786,486 tons in 1869 to 1,432,174 tons in 1873, whence it gradually receded to 783,- 831 in 1876, then gradually advanced till it reached 2,065,184 tons in 1880, but fell off to 878,842 in 1881 and to 864,826 tons in 1882, the last year showing an increase of about 10 per cent as compared with 1869. The shipments of vegetable food at Oswego during the same period fell off from 267,816 tons in 1869 to 126,804 tons in 1882, or about in 1882, or 53 1 jjer cent. The quantity of vegetable food cleared downwards at Port Colborne shows a gradual falling off from 479,882 in 1869, with only slight interrup- tions, to 235,752 tons in 1831 and 275,594 in 1882. The tonnage of vegetable food passed through the "Welland Canal in transit between ports in the United States has fallen gradually from 837,530 tons in 1869 to 64,002 in 1882. The tonnage of heavy goods in same transit has dropped from 235,962 tons in 18C9 to 97,205 in 1881, and to 177,161 tons in 1882. In this latter class of freight, coal is the only article that has advanced or maintained its own, the shipments having advanced from 28,566 tons in 1869 to 170,242 in 1873 and to 203,673 tons in 1874, whence it gradually fell off to 65,945 tons in 1880, but advanced again in 1882 to 158,552 tons. The following table shows the the tonnage of vegetable food carried on each of the lines of canals and the two principal railways competing for the carrying trade between Lake Erie and tide-water for the years named :• — New York Canals Welland Canal New York Central and Erie Railways .... Cleared at Buffalo and Tonawanda by Erie Canal • Cleared at Oswego by Canal Cleared through Welland Canal in transit between United States porU 1872 1877 1,674,320 538,147 1,870,614 1,317,276 169,818 234,337 1881 1,408,984 464,181 2,493,693 1,223,100 126,899 180,586 1882 1,116.561 269,395 4,983,722 878,842 115,638 65,285 1,118,776 306,482 3,885,667 864,826 126,804 64,002 126 " The total of fVeight paying tolls transported on the Chambly Canal during 1882 was 268,710 tons, of which 94,667 tons of lumber and 25,825 tons of railway ties wore upward bound, and 94,717 tons were coal from United States to Canadian ports. Of the 107,329 tons total ship- ments through the Burlington Canal, 46,650 tons were coal. The St. Lawrence Canals show a total of 406,661 tons Way- Freight for 1882, of which 98,493 tons were coal, 80,225 tons firewood, 40,287 sawn lumber, 21,888 peas, and 22,782 tons saw logs. Through-freight amounted to 504,389 tons, of which 161,692 tons were wheat and 17,474 tons barley. The Ottawa Canals show a total of 790,290 tons, of which 552,458 tons were sawn lumber in vessels ; 85,803 tons saw logs ; 85,956 firewood, and 16,860 square timber in rafts. The Kideau Canal shows a total of 108,425 tons, of which the principal articles are firewood, 45,249 tons ; railway ties, 15,605, and iron ore 6,843 tons. Of this total via the Newcastle District Canals, 19,783 tons, 8,265 consisted of firewood, and 7,770 tons of saw logs." le h re d > 1. j- 5 2 )f r. h V 9. h 7 e