IMAGE EVALUATION 
 TEST TARGET (MT-3) 
 
 1.0 
 
 I.I 
 
 IIIIM 
 IIIIIM 
 
 '',36 
 
 \25 III u. 
 
 !M 
 
 11 2.0 
 
 1.6 
 
 
 V] 
 
 "el 
 
 '<f2 
 
 
 % 
 
 O 
 
 A> 
 
 ■^,^ 
 
 /I' 
 
 / 
 
 ^ 
 
 
 / 
 
 Photographic 
 
 Sciences 
 Corporation 
 
 23 WEST MAIN STREET 
 
 WEBSTER, NY 14380 
 
 (716) 872-4503 
 
&p 
 
 i^- 
 
 ^ 
 
 CIHM/ICMH 
 
 Microfiche 
 
 Series. 
 
 CIHM/ICMH 
 Collection de 
 microfiches. 
 
 Canadian Institute for Historical Microreproductions Institut canadien de microreproductions historiques 
 
 1980 
 
Technical and Bibliographic Notes/Notes techniques et bibiiographiques 
 
 The Institute has attenr^pted to obtain the best 
 original copy available for filming. Features of this 
 copy which may be bibliographically unique, 
 which may alter any of the images in the 
 reproduction, or which may significantly change 
 the usual method of filming, are checked below. 
 
 L'Institut a microfilm6 le meilleur exemplaire 
 qu'il lui a 6X6 possible de se procurer. Les details 
 de cet exemplaire qui sont peut-Stre uniques du 
 point de vue bibliographique, qui peuvent modifier 
 une image reproduite, ou qui peuvent exiger une 
 modification dans la m6thode normale de filmage 
 sont indiquds ci-dessous. 
 
 The 
 pos 
 oft 
 filnr 
 
 Th« 
 cor 
 or 1 
 apF 
 
 □ Coloured covers/ 
 Couverture de couleur 
 
 □ Covers damaged/ 
 Couverture endommagde 
 
 □ Covers restored and/or laminated/ 
 Couverture restaur6e et/ou pellicul6e 
 
 □ Cover title missing/ 
 Le titre de couverture manque 
 
 □ Coloured maps/ 
 Cartes g6ographiques en couleur 
 
 □ Coloured ink (i.e. other than blue or black)/ 
 Encre de couleur (i.e. autre que bleue ou noire) 
 
 □ Coloured plates and/or illustrations/ 
 Planches et/ou illustrations en couleur 
 
 n 
 
 Q 
 
 Bound with other material/ 
 Reli4 avec d'autres documents 
 
 Tight binding may cause shadows or distortion 
 along interior margin/ 
 
 La reliure serree peut causer de I'ombre ou de la 
 distortion le long de la marge int6rieure 
 
 Blank leaves added during restoration may 
 appear within the text. Whenever possible, these 
 have been omitted from filming/ 
 II se peut que certaines pages blanches ajout6es 
 lors dune restauration apparaissent dans .^ texte, 
 mais, lorsque cela 6tait possible, ces pages n'ont 
 pas 6t6 film^es. 
 
 □ Coloured pages/ 
 Pages de couleur 
 
 □ Pages damaged/ 
 Pages endommag^es 
 
 □ Pages restored and/or laminated/ 
 Pages restaur^es et/ou petlicul6es 
 
 □ Pages discoloured, stained or foxed/ 
 Pages d6color6es, tachetdes ou piqu§es 
 
 I 1 Pages detached/ 
 
 Th< 
 filn 
 ins 
 
 Ma 
 in ( 
 upi 
 boi 
 fol 
 
 D 
 
 Pages d^tachees 
 
 Showthrough/ 
 Transparence 
 
 Quality of print varies/ 
 
 I I Quality in6gale de I'impression 
 
 □ Includes supplementary material/ 
 Comprend du mat6riel supplementaire 
 
 □ Only edition available/ 
 Seule Edition disponibU 
 
 D 
 
 ibie 
 
 Pages wholly or partially obscured by errata 
 slips, tissues, etc., have been refilmed to 
 ensure the best possible image/ 
 Les pages totalement ou partiellement 
 obscurcies par un feuillet d'errata, une pelure, 
 etc., ont 6t6 film6es d nouveau de fapon d 
 obtenir la meilleure image possible. 
 
 D 
 
 Additional comments:/ 
 Commentaires suppl6mentaires: 
 
 This item is filmed at the reduction ratio checked below/ 
 
 Ce document est film* au taux de r6duction indiqu6 ci-dessous. 
 
 10 
 
 K 
 
 
 
 
 14X 
 
 
 
 
 18X 
 
 
 
 
 22X 
 
 
 
 
 26X 
 
 
 
 
 30X 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 7 
 
 
 ^— 
 
 _J 
 
 
 i9y 
 
 
 
 
 16X 
 
 
 
 
 20X 
 
 
 
 
 24X 
 
 
 
 
 28X 
 
 
 
 
 32X 
 
tails 
 
 du 
 sdifier 
 
 une 
 mage 
 
 The images appearing here are the best quality 
 possible considering the condition and legibility 
 of the original copy and in keeping with the 
 filming contract specifications. 
 
 The last recorded frame on each microfiche shall 
 contain the symbol — ► (meaning CONTINUED"), 
 or the symbol V (meaning "END"), whichever 
 applies. 
 
 The original copy was borrowed from, and 
 filmed with, the kind consent of the following 
 institution: 
 
 Dana Porter Arts Library 
 University of Waterloo 
 
 Maps or plates too large to be entirely included 
 in one exposure are filmed beginning in the 
 upper left hand corner, left to right and top to 
 bottom, as many frames as required. The 
 following diagrams illustrate the method: 
 
 Les images suivantes ont 6X6 reproduites avec le 
 plus grand soin, compte tenu de la condition et 
 de ia nettetd de I'exemplaire film6, et nn 
 conformity avec les conditions du contrat de 
 filmage. 
 
 Un des symboles suivants apparaitra sur la der- 
 nidre image de cheque microifiche, selon le cas: 
 le symbole —^ signifie "A SUIVRE", le symbole 
 V signifie "FIN". 
 
 L'exemplaire film6 fut reproduit grdce d la 
 g6n6rositd de I'^tablissement prdteur 
 suivant : 
 
 Dana Porter Arts Library 
 University of Waterloo 
 
 Les cartes ou les planches trop grandes pour dtre 
 reproduites en un seul clichd sont filmdes d 
 partir de \'ar,y\a supdrieure gauche, de gaurhe d 
 droite et fie haut en bas, en prenant le nombre 
 d'im^c ;s ndcessaire. Le diagramme suivant 
 illustre la mdthode : 
 
 1 
 
 2 
 
 3 
 
 errata 
 I to 
 
 t 
 
 B pel u re, 
 
 on d 
 
 UJ 
 
 1 
 
 2 
 
 3 
 
 4 
 
 5 
 
 6 
 
 32X 
 
The Board of Trade of the City of Toronto. 
 
 TRANSPORTATION PROBLEM. 
 
 MEMORANDUM RESPECTINQ THE QUESTION OF DIVERTINQ THE GRAIN TRAFFIC OF MANITOBA 
 AND THE NORTH-WEST THROUQH CANADIAN CHANNELS. 
 
 The Marine Section acting: on behalf cf the Lake cappying^ intepests, having: 
 called the attention of the Council to the question of pepmitting^ United 
 States vessels to eng^ag^e in the Coasting^ tpade of the g^peat lakes be- 
 tween Canadian ports with a view of divepting: the g^pain of Manitoba 
 and the North-West fop export thpoug^h Canadian Channels. 
 
 THE COUNCIL SUBMITS THE FOLLOWINC MEMORANDUM AS ITS VIEWS :- 
 1. The discussion of this question involves reference to : 
 
 (a) The Coasting laws of Canada and the United States, 
 (6) The routes traversed. 
 
 (c) Return ca"-;;". 
 
 (d) Terminal facilities. 
 
 («) Improvement of the St. Lawrence River and Gulf route. 
 
 (/) Suggestions as to how best the situation may be relieved and improved. 
 
 2. In order that the views of this Hoard may not be misunderstood either by the Government or by kinJ'sd 
 
 bodies who may appear to differ in their conclusions, the following is set forth. 
 
 3. The number and capacity of Canadian bottoms at present engaged in the grain carrying traffic upon the 
 
 Great Lakes, will be madecpiate to convey the grain of the North-West from Fort William to Georgian 
 Bay or other Canadian ports as soon as the St. Lawrence route is properly developed. Therefore, for 
 this and other reasons, the conveyance of our products for shipment abroad, will necessarily be forced 
 through United States lake vessels and railways, to foreign sea-ports. 
 
 Weli.and Canal Route. 
 
 4. The through water route via Lake Erie and the Welland Canal to elevators on the St. Lawrence has 
 
 signally failed in encouraguig the building of Canadian ships on the lakes, particularly on account of the 
 long voyage and the poor opportunities afforded for return cargo. 
 
 Coasting Laws. 
 
 5. (a) United States vessels may carry United States produce from Duliith, Chicago or other United States 
 
 lake ports to Canadian ports on the Georgian Bay, to Kingston or Prescott, such produce being for ex- 
 port via the St. Lawrence route or for local consumption in the Eastern States. Canadian vessels are 
 not permitted to take on cargo at United States ports for Canadian ports, if such cargo is for local con- 
 sumption in the Eastern States. They may participate in this tratfic the same as United States 
 vessels, provided the cargo is for export and is consigned via a Canadian port. 
 (6) The United States coasting laws do not permit Canadian vessels to participate in any traffic whatever 
 (whether for export or for local consumption at Eastern United States points), between two United States 
 ports ; for instance a Canadian vessel cannot take United States cargo from Duluth or Chicago to BufTalo, 
 either for export or for local consumption. 
 
 (c) Canadian laws regarding United States vessels are the same between two Canadian ports. 
 
 ((/) The interchange of traffic can be more favorably carried on between Canada and the United States 
 under the bonding system as applied to railways, than is possible on traffic by vessels, owing to the exist- 
 ing coasting laws of both countries. 
 
 Return Cargo. 
 
 6. (a) United States vessels may transfer grain from United States Upper Lake points as far east as Oswego and 
 
 Ogdensburg, for transshipment to Montreal for export, or to be transferred from Oswego or Ogdensburg by 
 rail to Eastern United States points. Such vessels, as well as those making Kingston or Prescoct their 
 objective point, are able to pick up return cargo for United States points. 
 (/)) Canadian vessels carrying grain from Chicago, Duhith or Fort William, to Kingston or Prescott, for 
 transshipment to Montreal for export, are unable, under the coasting laws of the United States, to take 
 return cargo from United States points consigned to United States points on the Upper Lakes, and as 
 they do not touch at any important shipping centres on the Canadian side, such as Montreal or Toronto, 
 they do not enjoy the advantages of their competitors. 
 
r.,--v».-,' 
 
 
 Volume of Businuss via St. La\vki;nce Route. 
 
 7. Grain of United States origin handled via the St. Lawrence route for export, together with the small 
 
 amount of Manitoba grain and grain from other Canadian sources, amounted last season to about 40,000,000 
 bushels. I'ur the season of 1897, 12,928,000 bushels were shipped through I'ort William for export via 
 BulTalo, the bulk of it in United Stales bottoms. The fact that any United States produce finds its way 
 out through the St. Lawrence route proves that the Canadian route, with its present disabilities, must 
 enjoy natural advantages. 
 
 8. Eighty per cent, of the grain which now goes out via Montreal reaches that port by water. The railways 
 
 have no adequate terminal facilities for this class of business, and are therefore not a factor. The water 
 route must be depended upon. 
 
 Milling Manitoua Wheat 
 
 9. An argument which should not be lost sight of in discussing the question of deflecting the grain of Manitoba 
 
 through this country is the hope that our milling industry may be ileveloped thereby, especially with a 
 view of increasing our exports of dour from Manitoba wheat, for which there is an excellent demand in 
 Great Britain. 
 
 Welland Canal of more Advantage to the United States. 
 
 10. Statistics show that the money expended by the Canadian Government upon the Welland Canal route has 
 been of greater advantage to the United States than this country. Take the year iScj; as an illustration ; 
 the report of the Department of Railways and Canals shows — of east-bound freight Canadian vessels 
 carried 338,519 tons and United States vessels carried 687,939 tons; of west-bound freight Canadian 
 vessels larrifd 7,458 tons and L'nited States vessels carried 210,834 tons; of * 'o'-'i' of 345.977 tons for 
 Canadian vessels, and 898,773 tons for United States vessels. 
 
 The Conclusions to uu Drawn from the Foregoing are : 
 
 11. (n) It is desirable to create without delay, conditions wh( ; by our own products will not be forced into the 
 hands of foreign carrying companies en route to the seaboard. 
 
 (t) To create conditions if possible, whereby return cargo will be available. 
 
 {c) If the return cargo is limited, to make the return trip as short as possible. 
 
 Importance of Canadian Route. 
 
 12. With the Canadian route properly equipped, a large share of the United States export traffic should be 
 secured, and it :.) improbable that any laws would be enacted by the United States which would prevent 
 such traflic being carried on. 
 
 Demand made upon the Government iiv Kindred Ougani/ations. 
 
 13. (a) The de;2iand which has been made \ipon '.he Government is, that United States vessels may participate 
 temporarily, in carrying grain for export only, from Fort William to Canadian lake and river ports, it being 
 supposed that this might prevent this grain from being forced into the hands of Unii.'G States Trans- 
 portation Companies, and that our own people might perhaps benefit by handling the traflic after it is 
 transferred from the United States vessels. 
 
 The question over which there appears to be a diflerence of opinion is, whether this roncession, if 
 granted, would adversely and directly interfere with our shipping interests. The argument is advanced 
 that the profit in handling the extra amount of grain which is now transferred through United States 
 channels would be of great benefit if it were transferred through Canadian channels, and especially 
 through the St. Lawrence route, employing thereby the necessary facilities and labor along the various 
 Canadian routes until it reaches the seaboard within the Dominior.. 
 
 (6) The Council is of the opinion that the concession should not be granted upon the basis of this 
 argument. 
 
 (c) In any case a decision shn.iid not be arrived at by endeavoring to balance those points. To grant the 
 concession would, in the ^pinion of the Council, create conditions from which it would be diflicult to recede 
 and would likely lead tc complications, and it would appear to be temporizing, if not trilling, with a matter 
 which should receive tl e earnest attention of the Government with a view of its early solution. 
 
 (d) It is doubtful if such concession were granted, and if it resulted in transferring into Canadian channels 
 the whole of the product of Manitoba and the North- West, whether the elevator and terminal facilities 
 along the Canadian route are of sufficient capacity to handle the business at the present time. 
 
 (e) The Council endorses the action of the Marine Section in protesting against any such concession being 
 granted to United States vessels. 
 
 Ahsence of Enterprise. 
 
 14. The absence of enterprise in cultivating the all-Canadian route in the past may be said to be largely owing 
 to the lack of return cargo. Neither of the great cities in the East have furnished return cargo to any 
 very considerable extent to the large Canadian grain carriers, nor in fact have the circumstances so per- 
 mitted that such vessels might touch at either cities during a voyage. 
 
NBW PRINCII'I.ES FOR FuTURK ACTION. 
 
 15. It is not only necessary for the Government to provide suitable terminal facilities at points on the St. 
 Lawrence where this tralBc may meet ocean vessels, such as harbor improvements anJ elevators, deepen- 
 ing of ship channels, buoying and lighthoiising the route and rendering it suitable in order to attract 
 mariners, but it is equally as necessary to improve the route from the head of the lakes to the point where 
 ocean vessels come. If our own people are to profit by this traffic, some new principles must be adopted 
 for future action, and those methods which experience in the past has proven to be ill adapted to meet the 
 conditions should be discarded. 
 
 Situation may he Improvkd. 
 iG. (d) It is desirable to create more Canadian bottoms upon the Lakes. liow best can this be accomplished ? 
 As has been pointed out the Canadian vessels presently en(,'aged in the grain traffic get but little return 
 cargo, having the disadvantage as conipareil with their rivals of touching at no large shipping centres. 
 The only opportunity which can be atVorded for whatever return cargo there may be is to Cieate a line of 
 grain vessels to participate in this traflic between the cities of Montreal and Toronto, there being a 
 very considerable volume of traflic westward to Toronto. 
 
 Vessels and barges of large capacity will be able to operate without transshipment, as soon as the St. 
 Lawrence canals are completed, 
 (i) A line of railway owned and controlled by the Government, built across the portage to Georgian Bay, 
 which is the natural receptacle of the grain of the United States as well as Western Canada, the ports of 
 which are able to accommodate tiie largest vessels which traverse the Upper Lakes, but which cannot get 
 into Lake Ontario, thus making a short and speedy route to Chicago, Duluth and Fort William, with 
 opportunities for return cargo, especially of manufactured products for the Canadian North- West. 
 
 Hy this project, centres of population, including points as far east as the Maritime Provinces, Quebec, 
 Montreal, Toronto, beccme interested in the common aim to build up our Lake marine and create an 
 inter- provincial marine trade. 
 
 How TO Increase Canadian Tonnage. 
 The consideration of the whole situation from a National standpoint involves the desire to develop our s^-lp- 
 building industries on the great lakes. The Canadian vessels presently employed in the traffic were chiefly 
 liuilt outside of this country ; some provision should be made, looking to the increased tonnage in the 
 future, for construction within the Dominion. 
 
 The views of the Montreal Corn Exchange upon this point might be adopted, viz : 
 " The Government should grant the vessels carrying Canadian grain to a Canadian port a small 
 "annual bounty per ton for each thousand miles travelled during the season, and also a liberal bonus for 
 "the building oi lake craft of sufticient carrying capacity to compete with the large United States vtrsels 
 " plying on the upper lakes. It is found that these large vessels can carry grain at a minimum cost, and it 
 "is necessary, if Canada is to retain the carrying trade of its own North-West, that there should be an 
 " ample supply upon the lakes of Canadian vessels of similar capacity." 
 
 A National Question. 
 iS. The time has ariived when the whole question should be considered on the broadest possible lines, 
 and in regard to which a well-defined national policy should be adopted which would conserve the 
 interests of the Canadian people who are entitled to profit, directly and indirectly, by this traffic. In 
 the consideration of a project by which our transportation facilities may be improved, our own routes 
 developed and our marine interests safeguarded, a route should be selected which would not only be 
 expeditious but which would touch at centres of population having favorable geographical location, in 
 order that such centres may become interested and thereby render aid in attaining the objects sought, 
 and that they may be enabled to supplement the efforts put forth by the Government in the develop- 
 ment of the St. Lawrence route. 
 
 17- 
 
 EDGAR A, 
 
 WILLS, 
 
 Sccrcliiry, 
 
 A. E, 
 
 KEMP, 
 
 President. 
 
 Toronto, June ist, 1899.