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Those 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, «s many frames as required. The following diagrams illustrate the method: Les cartes, planches, tableaux, etc.. peuvent Atre filmAs A des taux de rAduction diff Arents. Lorsque le document est trop grand pour Atre reproduit en un seui clichA. 11 est f ilmA A partir de I'angle supArieur gauche, de gauche A droite, et de haut an bas. en prenant le nombre d'images nAcessaire. Les diagrammes suivants illustrent la mAthodo. 1 2 3 1 2 3 4 5 6 ^ p ^ ^ ^ A MINORITY REPORT ON Till' PROPOSED BAIE VERTB CANAL, /v HV iy tf ?o \^ J. W. LAWRENCE. 1876. % SAINT JOHN, N. B. : DAILY TELEGRAPH STEAM JOB PRINT. 1876. I" ' r ' \ A attl shoi A\ imp offec adoj (one do s pres T thei tion T Sail INTRODUCTION. ■'i»i. At the closo of the evidence on the proposed " Baie Verte Canal," lit the request of iny colleagues, I fully stated what I considered should be the leading features of the report. When the draft was submitted, I took exception to it because of important omissions, as well as to portions of its contents. Failing in effecting all the changes I regarded as essential, I voted against its adoption, at the time stating I w^ould prepare a " Minority Report^'' (one of the Commissioners adding "It w^as perfectly proper I should do so,") for I felt that the Grovernment has a right to know the im- pressions entertained by all at the close of the inquiry. The Minority Report has been printed in St. John, enabling me thereby to attend to the correction of proof. The mechanical execu- tion of the work does no discredit to the Maritime press. The evidence and report have been printed at Montreal. J. W. LAWRENCE. Saint John, N. B., January, 18*76. A MINORITY RUI'ORT ON TMK PROPOSED BAIE VERTE CANAL. To the Hon. Riohaiid "W. Scott, Secretary of State for Canada. Sir,— On the first day of July last the following was received from yonr department : "Ottawa, 2Stli .Iiino, IHTS. Sir,— I iim (liroctod to iiil'onn you that tlio attention of His FiXcollcncy the Ad- miiiiHtrator of the (jiovei-nmont Iuih heeii drawn to tlio pi'0])i'ioty orapjjoinlin^' a Comniission to invostiii'ato the nature and extent oi* tlie eojnnieirial advan- tages to be doi'ived iVoni the construction of tlie ]iiiie Yerto Canal, t<^ connect the waters of the jiay of Fundy and the (iulf of St. Lawrence, and that J I is Excellency lias heen pleased to authorise the apjmintnient of such a coniniisslon. The coniniission will be ro(iuired to consider and report on the following subjects: 1. The (listanct' from the St. Lnwrenco, via the proposed Canal to tJio Great Sea Ports of South America and tlie West Indies, and tlio Ports aloDf? the United States coasts, as compared with tlie route by the Straits of Canso or round Cape Nortli. 2. The extent of the existing trade with these Ports and its probable prospective increase. 3. Wliether it is i)robable tliat any or wliat portion of tlie Coal Trade from the Northern coast of Nova Scotia and Cape Breton, or the Southern coast of N(,'wfoundland v/ill be likely to seek an outlet by the proposed Canal. The size of the vessels that might fairly be expected to trade through the proposed Canal, and whether sail vess^jls, or steam vessels will be on the same comparative footing as on the existing routes by the mouth of the Oulf. The nature and extent of the Local Trade affecting only the coasts of the Hay of Fundy and the North coasts of New Brunswick and Prince Edward Island. The nature and extent of the difficulties which might be encountered in getting into and out of the Canal on account of the extremely high tides in the Bay of Fundy. I am further to state that his Excellency has been pleased to appoint the Honorable John Young, of the City of Montreal, Chairman of the Commission, and to associate with that gentleman, for the purposes of the pro])Osed inves- tigation, The HonoraWe W. P. Ilowland, C. E., of Toronto, Peter Jack, Ijlsq., of Halifax, and yourself. I am to JU-ld, that it is considered advisable that the Commission should visit Halifax, St. John, Charlottetown, Quebec and Montreal, and such other places as may seem desirable, and take such evidence at each of those places as may enable them to gather ^'arefully the oj)iiiions of the commercial com- munity and especially of Captains and Sailing Masters of vessels as to the commercial value and advantages of the proposed canal. I have the honor to be. Sir, * > Your obedient Servant, [Signed] EDWAKD LANGEVIN, Under Secretary of Stated 4. fi. G. I i I 6 July Iho FiiNi, tlif ConimiMNioii oiM'iit'd at Moiitival. Mci'tiiij^s wore aftt'ivvardH held at Charlottotown, Sumuiorf^ido, NovvcaHtlo, Chat- ham, liathurNl, Canipbolltoii, rictou, Iliililax, Amherst, Sackville, ' (UouccKtcr, Mass. Montreal, Quebec, liaie Verti', and St. John. Wit- nesses were examined from IHghy, "Windsor, Moncton. and Ilills- l)orou«''h. Dillering with my colleagues on the (Commission, I I'eel that I should Tail in the discharge oi my duly did I not submit to the Government the conclusions I have reached as "to the nature and extent ol' the commercial advantages to be gained from the construc- tion of the Ikie Verte (-anal." IJefore doing so, a brief recital of the early and later movements in connection with th(^ work will be of inter(»*t, as for over half a century it has occupied more or less of public attention, and has been most favorably reviewed by the first commercial men of the Dominion. One of the early movements in favor of the Canal, took place at the City of St. John, August 9th, 1822, when the following gentle- men were appointed a committee to get a survey of the Isthmus, viz : Hon. Ward Chipman, Hugh Johnsto.u, Thomas Millidge, Thomas Heaviside, Charles Simonds, and Laughian Donaldson. To that duty Robert Minette, C. E., was assigned, and at once entered on the work. His report was so satisfactory, that it was followed by Sir Howard Douglas, Lieutenant Grovernor of New Brunswick, appointing Francis Hall, C. E., to make a further survey. Tiiis gentleman, in 1825, reported on a line from Shediac to the Bend of Petitcodiac, also, on one from Shediac via Memramcook River to Dorchester, and on a third, across the Isthmus from AuLac at the head of Cumberland Bay to Tidnish at Baie Verte, with a recommen- dation in favor of the last. Mr. Hall suggested that the Canal should begin three and a half miles up the AuLac, and terminate two miles from the mouth of the Tidnish. to have a depth of 8 feet water on the sills, with 21 feet "- idth at bottom and 45 feet at top. His estimated cost was $298,000. If made 4| feet in place of 8 feet, the cost would be reduced to about $198,671. The length of the Canal would be 15 miles. Thomas Telford, C. E. ^ Sir Howa i Douglas submitted the report of Mr. Hall to Thomas Telford, the celebrated English Engineer of that day. He recom- mended a Canal of 30 feet at bottom, and 12 feet at water surface in d('(M) cultiiii«'.s,l)ut4ij IVi't l)«»ltoin, with !).'> li'ct \Viit«'v suiIikm' clHrvvlu'rc. Tho dcplh oji sil's to ho 13 I'^'ct with locks -lOxl.V) I'ccl. Mr. Tt'liord's t'stimatcd (.'ost was sJlOKi'/.Joi. CaPTAI.V ('itAWIiKY, K. K. In 1838. the (^huiiihiT ol' ('oiniiicirc of St. Jolni mcinoriiili/i'd thu GovoninuMit ol" Now Jh'iinswick to o))tttiii I'lirthtT Mirvrys. This oveiitiuiiod ill the uppointiiK'ut of dipt. Crawh'y, K. 1']., at the joint expi'nst^ oi' I'rincc l']dwurd Island, New IJrunswick, and Canada. Ho roportod i'or a Canal 45 ItM-t wide at boltoni, with Hi] loct at water suriaw; the dopth to he I'oct on sills, with locks 40xli'J0 icct. The dilljeully with him wa.s the water supply. Nova Scotia and the Canal. About this time the Legislature ol' Nova Scotia passed an Act avithori/ing the Lieutenant Governor to incorporate! such pcM'sons as wore willing to build tho Canal. Tho time allowed was ten years. In 18()7 tho Legislature oi" that Province again took steps towards tho prosecution ol' tho work, by incorporating a number oi' gentlomon to build tho Canal, limiting them to five years. From this date a now impulse was given to a project which had for some years lain dormant. Thk Senate and Commons of Canada. In tho following year tin Senate and Commons of CVmada passed an address to His Excellency the Governor General, praying "that copies of all documents and surveys relative to the construction of a Canal connecting the waters of the Gulf of St. Lawrence with those of the Bay of Fiindy, may bo procured from the Governments of Nova Scotia and New^ Brunsw^ick and submitted to the Minister of Public Works for his report thereon, to be laid before Parliament at its next session. In compliance with the above address, the . ^cretary of State for- warded to the Department of Public Works papers containing plans, surveys and reports relating to the proposed Canal, all of which were submitted to Mr. Page, Chief Engineer, for his examination. Mr. Page, Chief Engineer. May the 7th, 1869, Mr. Page reported " He was of opinion that an abundant supply of water could be obtained by adopting a lower level." In the following year he was instructed to have further sur- veys made ; to that duty G. F. Baillairge, C. E., was assigned. - i ^ . A Canal Commission. In 1870, the Governmv?nt of Canada appointed a Commission to \\ u report on the Canal system of the Dominion, us well as on " The constriiction of a Canal through the Isthmus dividing the Bay of Fundv, from the Criilf of St. Lawrence at Baie Verte." The Commission reported in favor of a Canal with 15 feet on water sills, and 100 feet bottom, with locks 40x270. They divided the works report**d on by them into four classes, in the Jirst of which they say " wo have placed all those works which it is for the general interests of the Dominion should be undertaken and proceeded with us fust as the means at the disposal of the Government will warrant. ' It is noteworthy as shewing the estimate held by the Commission of the Baie Verte Crnal that it was placed in ihe/lrst class. . The gentlemen delegated with this trust, as is apparent from their report, brought to the discharge of their duties, research &i\d fidelity. On their suggestions the Grovernment is now acting, in the enlarge- ment of the St. Lawrence and Welland Canals. G. F. Baillairoe, C. E. In 1872, Mr. Baill"irge reported favorably on a Canal with 15 feet water sills, 100 feet bottom, and locks 40x270 feet. The Western entrance to be at AuLac near the mouth of that river. The Eastern entrance to be near Tidnish Head, Baie Verte. Messrs. Keeper and Gzouski. In 1873, the above gentlemen reported on a Canal via La Planche to Baie Verte at an estimated cost, for 15x100 feet, of $5,317,000. The reports on the Canal culminated December, 1873, with Mr. Page's recommendation for the AuLac and Tidnish route, on the following estimates : • Half Tide Canal, $7,700,000 Three Quarter " 8,100,000 Full Tide " 8,500,CjO Before going into the questions submitted to the present Commis- sion, there are two points of an " incidental " character growing out of these figures which may be introduced here, figures wliich occupy an important place in the evidence, and generally adverse to the Canal. Will the Canal Pay ? The propriety of the inquiry may fairly be questioned, for what public work pays ? "S et it has been often asked will the Canal pay ? Before this point can be determined, the prior one, \7hat will it cost has to be settled. On that point there is a wide divergence of opinion, between Telford, Keefer and Page, which will never be de- cided until the work is oiFered to competition. * ' • ' 9 In the Canadian Hansard for 1875, is the following : " If it is pos- sible to execute the work, at prices corresponding* somewhat with Mr. Keefer's estimate, which was originally $3,500,000, and subsequenly $5,000,000, it might be a very considerable advantage to do so." There are numbers unfriendly to the work at $8,000,000, who would regard it favorably could a Canal be constructed for $5,000,000. Francis Giles, one of the leading Engineers of his day, declared the building of a Railway across the " Chat Moss Bog," next to imprac- ticable, or if built, it would cost $1,350,000. On the other hand, George Stephenson declared it not only practicable, but carried it out for $140,000, or a little over one tenth of Giles' estimate. With the aid of the labour saving machines of the day, not unlike those at work deepening the channel through Lake St. Peter, between Quebec and Montreal, lifting up 250 yards per hour of the bed of the St. Law^rencc, a sum greatly less than $5,000,000 should construct a full tide Canal, adequate for all the ends of commerce across the Chignecto Isthmus, uniting thereby the wat(3rs of the Bay of Fundy and the Gulf of St. Lawrence. Henry Y. Hind, M. A., ok Windsor, Nova Sootia. That the waters of the Gulf and the Bay of Fundy at one time met, there is no room for doubt. If a navigable river existed between these places to day, none 'vould question but it would be largely followed. Professor Hind's suggestion of opening up the "old water course," and securing thereby a tidal communication, in place of construct- ing a Canal, merits attention, especially from an economic stand point. Whether it would be proved (if traceable) too tortuous and unnecessaiily long, is a question. Or whether from the long lapse of years it has been closed, it would not be as expensive to open, as a more direct channel, is a point for consideration. If a channel was opened on the AuLac and Tidnish route of the proposed Canal, with a breadth of 70 feet bottom, and with a depth for 12 feet draught, it could be tested as a tidal river, and if found to answer, could, if required, be enlarged. Should it be found not to serve the pnds of commerce as well as a Canal, there would be no loss, as the work done would all be required. The sugges- : tions, therefore, of Professor Hind might be ac^ed on in part with I advantage, and that without any delay to the work. The tidal high\»ray will possess one of the prerequisites which Stephenson regarded as indispensible to make the Suez Canal a sue- Ill Bfir I * 10 cess, viz., a tidal action to secure to it a scouring. It will also, at daily intervals, have throughout a uniform level. The Marsh Lands of the Isthmus. Much of the Marsh Lands of the Isthmus, at present have but little value ; the opening of a channel, either as a tidal river or for a Canal, would enable them to be drained, adding to their value, in the opinion of Mr. Kind, |100 per acre, in all over One Million and quarter of Dollars. Richard Thompson, Esq., one of the leading amateur farmers of New Brunswick, drained a portion of his farm at Lancaster, St. John County, at a cost of $100 per acre, and found it a highly profitable investment. Mr. Page, in his report, has not overlooked the value to the marsh lands, from the opening of a Canal, for he says, "the elevation of the water level is such as will admit of the marshes being perfectly drained, and the arrangements proposed will guard against private property being inundated in the valley ol "ihe Tidnish." Is the Canal. Practicable ? "Whatever may be the supposed difficulties of opening the Canal, the Engineers are all agreed, there are none that cannot be overcome. The "Welland Canal, the Bridging of the St. Lawrence and the Suez Canal, at their inception, all met with strong opposition. The Welland Canal has been built and to-day is undergoing a second enlargement. The St. Lawrence has been bridged at a cost of $6,300,000, although once regarded as a work not only impolitic but impossible. To-day a charter is sought for the construction of another bridge in sight of the present one. The opposition to the Suez Canal was such as to claim more than a passing notice. The Suez Canal. This Canal was projected by Napoleon in 1*798, when in command of the French army in Egypt. Some years after a Commission was appointed to report on its practicability. The Red Sea being found fhirty feet lower than the Mediterranean, the report was in conse- quence adverse to the work. In 1830, another examination was made of the country, resulting again in a report unfavorable to the Canal ; but from a different cause, the tw^o seas w^ere this timo found to be of uniform level. Sixte?n years later, Robert Stephenson in company with a French 11 and Austrian Engineer, carefully examined the route ; their report was opposed to a Canal, as from the two seas being on the same level, it could not, they alleged, be kept open, as scouring from either end was impracticable. The last time Stephenson addressed the House of Commons, it was to caution his countrymen against investing in the proposed Canal. 1st. Because of the impo-sisihility of kooping it o]»cn, oxt'opt at im enoi-moiis oxponse. 2nd. Because it would not bo long used, us there would not bo traffic sufli- i'iont to pay itn working exponHcs, and would prove a commercial failure. 3rd. Because of tho difficulticH of approaching the Canal. " The moment," he said, "you construct a harbour at Port Said, and project piers into the sen, you immediately arrest the course of the mud, and will never be able to keej» the port open. It would be tho most extraordinary thing in the world to pro- ject two jetties into an open sea on a lee shore, which has for almost three months in tho year, a North-oast wind blowing upon it. There is no seaman, except in fair v/eather, who would venture to approach such a place." The objections of Stephenson to the Suez Canal are not unlike those which the Bale Verte Canal is contending against. Have his Predictions Proved True ? On the 2Yth November, 1869, the Canal was opened, when the " Brazilian," a ship of 1809 tons, passed through. In 1870, 491 ves- sels used the Canal, and in 1871, 765 of the aggregate tonnage of 1,000,000. In the month of February, 1873, the receipts from the Canal were i)73,640 stg. From the report of the British Consul at Port Said, for 1874, in that year, " 1,649,188 tons of shipping passed through the Canal, of which 1,209,612 was under the British flag, being over 70 per cent, of the whole." The Consul adds, " the traffic is steadily augmenting." Tolls received 1870, $1,001,865 ; 1871, $1,798,735 ; 1872, $3,281,525 ; 1873, $4,679,465 ; 1874, $4,971,875. If anything further is required to show the value of the work, and the short sightedness of a far-seeing man, the following will suffice. The " London Times," of November 26th, 1875, says : " It has reason to believe, that the British Government has bought of the Khedive of Egypt, four millions pounds worth of ehares of the Suez Canal Company, viz., 177,000 out of the 400,000 shares into which the capital of the Company was divided." Of the purchase, the New York "Tribune " says : " If England did not make a penny — nay, if she got no interest at all, tho advantage of having a decisive voice in the management of the Canal would fi 12 lio worth to lior luaiiy limes the noA of lior invostmont. Tho gross i-ocoiptri for ISli wore nearly $5,000,000, with ft market vnUio of 38 above par." Through the adverse representation of Eobert Stephenson, with whose name some of the great works of the age are inseparably con- nected, to France fell the honor of carrying to completion and success the grandest work of our time. The promptitude of England's pur- chase and the general approval of the act unmistakably show that a great mistake was made in not being identified with the work at first ; fortunately, circumstances of an exceptional character, have enabled her to right herself, first in the Khedive being necessitated to sell, and secondly, in the unwillingness of France to buy. There is so much that is parallel in the history of the inception of the Suez and proposed Baie Verte Canals, that the reference to the former may be studied by all to advantage. The Grovernment having submitted six questions for the considera- tion of the Commission, they will now be examined in detail. All are subordinate to the leading enquiry " as to the nature and extent of the commercial advantages to be derived from the construction of the Baie Verte Canal." " Question 1. — The distance tVom tlie St. Lawrenee via the proposed Canal to the Great Sea Ports of South America and tho West Indies, and the Ports along the United States coast, us eomparetl with tho route by the straits of Canso or round Ca])e North." I ,; Fkom Montreal to Montevideo, " Rio Janeiro, « St. Thomas, " Havana, « New York,. " Boston, Via Cape North. Nautical. b',445 miles. 5,330 " 2,513 '< 2,598 " 1,519 " 1,302 " Via Canso. 6,429 miles. 5,319 2,439 2,504 1,459 1,2*79 a a a Via Canal. 6,479 miles. 5,369 2,449 2,406 1,314 1,104 (1 (( (( << !M If there are any who suppose the construction of the Canal would shorten the voyage from the Gulf Ports to South America, a glance at the map, independent of the table of distances, will dispel the illusion. ■'•/ .■;-.•■:;..'■._.■;.-.■■;,; ;,-^ The Grovernment hold no such views, for at the last session of Parliament the Premier justly stated " the cruise of the gulf was chiefly to South America, the West Indies and Europe, and he had no doubt whatever in his own mind, that that trade would seek an outlet by the ordinary channels now pursued by vessels." The ad- S if rocoiptri M n, with )ly con- success d's pur- V that a at first ; enabled to sell, 18 vantage to the "West India and South American trade from the con- struction of the Canal, would be largely indirect and incidental. " Question 2. — The extent of the existiny tj-iicle with those ports and its probable pros])ective increase." Exports from Ontario for the year ending 30th June, 1874, of its Growth, Produce and Manufactures : To the British West India Ishinds, $6,t85 00 " " Spanish " " " 629 00 " South Amoricu, 2(5,409 00 $33,823 00 ption of to the ►nsidera- lil. All d extent iction of cd Canal the Ports straits of Via Canal iT9 miles. 569 449 406 314 104 al would a glance ispel the ession of ^ulf was 1 he had . seek an The ad- ExpoRTS from Quebec for the year ending 30th June, 1874, of its Grrowth, Produce and Manufactures : To the British West India Islands, $255,197 00 " " Spanish " " " 2,192 00 •^ South America, 967,615 00 81,225,001 00 Exports from Prince Edward Island^ for the year ending 30th June, 1874, of its G-rowth, Produce and Manufactures : To the British West India Islands, $29,587 00 Exports from New Brunswick, for the year ending 30th June, 1874, of i*s Growth, Produce and Manufactures : To the British West India Islands, .$ 63,612 00 " " Spanish " '' <' 459,556 00 " " French " " *' 2,380 00 , " South America, 77,375 00 . $602,923 00 Exports from Nova Scotia, for the year ending 30th June, 1874, of its Growth, Produce and Manufactures : To the British West India Ishmds, $1,603,752 00 " " Spanish " " '' 783,994 00 " " Fi-euch " " " 369,629 00 " " Danish " " " 62,809 00 " " Dutch " " " 3,869 00 «' British Guiana, 177,756 00 " Other Islands, 140,214 00 " South America, 16,543 00 $3,158,566 00 I 14 Imports into Ontario, for the year ending 30th June, 18 ir4, and entered for consumption from South America and the West Indies : From the British West India Islands, S 50,2(54 00 " " Foroi/;?n " " " 181,506 00 " South Amorica, 20,067 00 $251,837 00 Imports into Quebec and entered for consumption : From the British West India Islands, $395,563 00 " '< Foreign " " " 543,888 00 " South Amorica, 452,486 00 $1,391,937 00 Imports into Prince Edward Island and entered for consumption : From the British West India Islands, $19,652 00 " " Foreign " '' " 22,832 00 $42,484 Imports into New Brunswick and entered for consumption : From the British West India Islands, 146,090 00 " " Foreign " " " 174,426 00 $320,516 00 Imports into Nova Scotia and entered for consumption : From the British West India Islands, $413,067 00 " " Foreign " " " 463,258 00 " South America, 152 00 • ■ - $876,477 00 Exports for the year endin?» 30th June, 18*74, of the G-rowth, Pro- duce and Manufacture of Canada to the United States : From Ontario, $19,609,089 " Quebec, 5,299,219 " Nova Scotia, 2,425,182 •' New Bi-unswick, 1,247,864 «' Prince Edward Island, 193,571 Imports for the year ending 30th June, 1874, into Canada, and entered for consumption from the United States : By Ontario, $31,694,999 « Quebec, 12,703,967 " Nova Scotia, 3,581,722 " New Brunswick, 3,894,484 " Prince Edward Island, 394,803 15 The probable prospective increase is asked in question Two. As it refers more especially to the West India and South American trade, the following from the Report of the Commission, appointed to enquire into the trade with those countries, will show what a i a field is open to Canadian enterprise : Imports 1864. Exports 1864. POPCLATIOX. TliMtish West Itidios $ 28,866,408 139,922,207 11,706,665 13,000,000 61,522,937 $ 31,678,539 171,412,100 10,975,000 13,000,000 64,735,350 1,115,028 1,999.651 Sniinish " " TiiiloDorident '* 1,150,000 420,000 10,045,000 Other WcHt Indiii PoHsoHsionH, — Bruzi 1 8255,018,217 $291,800,989 14,729,679 The West India Commission say " the argument naturally follows that the trade of British America with countries so commercially active, having so considerable a population, whose products are different from ours, yet as necessary to us as ours to them, ought to increase from its present magnitude, viz., $3,727,862 of Imports, and ,670,653 of Exports to several times the amount." In 1875, the St. John Globe, writing on the same subject says : " There iw no reason wliy, witli energy and watchfulness, Canadian prothico should not he al)le to secure a comparatively large and protitable share of the West India and Houth American trade. The United States sends annually to the British West Indies alone from ten to fifteen millions worth of their goods and to the other West India Islands and South Ar\,.rica, wares to the value of sixty millions more. The field is a tempting one tu Canadian enterprise. In many classes of goods we should be able to supplant the American producer, because of the cheapness of labour here, and the facilities which we possess for producing many classes of goods used in the southern portions of America and now furnished by the United States." The probable prospective increase of the trade between Canada and the British and Foreign West India Islands is partly met in the above, but more fully in the following from a carefully prepared paper read before the Dominion Board of Trade, at its first Annual Meeting, 1871, by its president : " It would be difficult to point out all the advantages which would result to Prince Edward Island, Nova Scotia and New Brunswick by the construction of the Baie Verto Canal. If the 900 ton proi)(llor could deliver Western or Canadian products at Halifax or St. John, these places would become cheap depots for such products. Assorted cargoes of fish, hoops, shooks, lumber, &c., would be made up at these ports for the West India Islands and South America, and could bring back return cargoes from these countries of sugar. ¥ 16 coflec, liidoH, tallow, &c., to ho n,i;ain ro-nliinpi'tl jh ri'tiini cjir^'ocvi t<» C-aiiadu jukI tho Unitcil Sluto.s l»y tlio inland i)i'()|»ollor aiwl \\\\\-\ tk'livoivil at ions t-ost by such nu'an>s than by any other pOHsildo roulc." From the above views of the Montreal delegates, the following conclusions are arrived at : 1. All tho ailvanta^os to tho Maritime Provincos that would follow from Iho o})onin<^ of tiio Baio Voi-lo Caiuil "woidd ho ditlioult to point out." 2. Tho 900 ton j)ro|)ollor could dolivor Wostorn ju-oducts at JIalifax or St. John. 'A. ThoHO places would hecomo choap depots foi- such products. 4. Assorted cargoes coidd he made up at the.so places lor tho West Indies. 5. From the West Indies return car^'oos would 1)0 hrou;i;hl to St. John and IluliitiN. 6. Tho 900 ton propeller would ])asN throuj^h the Bale Vorte, St. liawrenco and AVolland Canals, with tropical j)ro(lucts jbr the Western States, Ontai-io and (Jueboc. 7. Those products conso({uently " would bo delivered at less cost than by any other possible route." The Dominion Board of Trade was so strongly impressed with the importance of the Canal, that it adopted the following resolution : Resolved, — That in tho opinion of this lioard, it is desirable that the Do- minion Cxovornment bo rocommonded to construct at as earl}' a day as possible the Bale Vei te Canal. New York Albion. As far back as 1827, the New York Albion wrote : " Would not tho Mother Country fjjrant a sum in aid of the Baio Vorte Canal, since it would make St. John an excellent depot for articles of pi-imo necessity in the West Indies ? If onco opened, the produce of Caiuida, Prince Edward Island, the coast of Labrador, and that of her own soil, would concen- trate at the Capital of New Brunswick, it would bo equally the mart foi* return cargoes of West India Protluce." The agreement in sentiments between the President of the Do- minion Board of Trade, 1871, and the N^iect of the Canal is the development of a trade reciprocally al, through the interchange of the products of the East, for th ; the West. Newfoundland and the Bay of Fundy. Between Newfoundland and the Bay of Fundy there is no trade. Fortune Bay to St. John, via Cape North, is 660 miles, by Canso *768, by the Canal only 500, while from St. George to St. John, the manu- facturing centre of the Bay of Fundy, via Cape North or the Gut, is over 620 miles ; by the Canal it would be under 400. St George will be the Western terminus of the Newfoundland Railway. The - » i. 21 op«^niiiff of tho Ciiiittl would hooii crcato a coininunity of intercstH \vh(»n» nono at proHont exist. " (,hit\sfii)n l. — Tlio H\7A) oI'Mio voshoIm tli:;t tni^lit fnli'ly ho oxpoctocl to trado tliroii^'li tim propo.'^cil Ciiniil, and whotlior Hiiiliii^ vcmsi'Im or stcnm vfsixrls will l»e on \\h) snmo compiirnlivii loofi!!^ us on t\w cxiHtinj^ foiites of'tIi(> (Jnlf?" or tho six qut'stioiiH Hul)mittod to tho Commission, tho above is second to none, as it will determine the size of tht (lanal. If found that one less than 15x100 feet will answer, millions of dollars will be saved to the country. The American lishing vessels that frequent the Gulf, are from 80 to 100 tons burden, ajid when loaded have a draught generally of 10 feet. ' A company was incorporated to build and sail propellers for the carrying of coal from the Hpring Hill mines. Their draught loaded was to bo eleven feet. The intention was to send them to the Gulf ports through the proposed Canal, as well as to the United States. In the Winter they were to be sent to the West Indies. A number of those Islands, like some of the Gulf ports, have bar harbors that will not admit of vessels of greater draught. The International Steamers running from St. John to Boston, are of the following draught and tonnage : Now Ei'uiiHwick, lomlod, 8 i'eot in. t>35 tons, CitvofTortlund, " 9 foot (5 in. 1025 " Now York, " 9 foot « in. 1100 " A class of vessels that might be expected to use the Canal are three masted schooners, vessels of large carriage and cheaply'' worked. For the carriage of lumber, coal. West India or Western produce, they are admirably adapted, as the following will show : Moss Glon, 195 tons register, capacity under dock 2000 barrels, or 300 tons of coal. Draught in ballast, 6 feet. " with flour, 10 " " " coal, 11 " Frederick E. Scammell, 234 tons register, capacity under deck 2300 barrels, or 391 tons of coal. Draught in ballast, 6 foot. " with flour, 10 " 6 in. "with coal, 11 " 6" Tonnage of large capacity is not always dependent on draught. A propeller called '* Her Majesty," shortly after the Confederation of the Provinces, ran between Toronto and Halifax ; it carried TOOO bar- rels of flour, yet only had a draught, loaded, of 10 feet 6 inches. The 18'70 Canal Commission. This Commission say : " The largest class of screw steamers, which must originate as one of the results of improving the inland navi- gation, can also in the autumn proceed to the lower ports, and thence to the West Indies, where it is quite possible, for them to find employment during the Winter season, instead of laying up five months in the year iu Upper Canadian Ports." A New Voice from the Dominion Board of Trade. The President of the Dominion Board of Trade at its 18*74 meeting, spoke with great emphasis : " I tell you gentlemen we are not true to ConffHlorateon, if we '^lo not have these Canals enlarged, because the facilities for trade, thus createtl, would form a stronger tie between the Provinces than any political one. If wo could pass up our Canals, vessels large enough to bring coal, and iron and other product.; from the Maritime Provinces, which they would give in exchange for our products, instead of sending up money for all their purcliases we would do raore to make them all thoroughly Canadian and united with us, than could be done in any other way." The Toronto dele^rate who uttered the above finds no difficulty in forecasting the effoct of the enlargement of the Canals on the trans- portation between the Lake ports and the Maritime Provinces, nor does be share in the opinion that the 12 feet propeller would not find it profitable to continue her voyage down the St. Lawrence and through the Canal into the Bay of Fundy. The Toronto T^oard of Trade, four years before, advanced the same views ; they said : " We are satisfied that by the deepening of the Canals, the trade with the Maritime Provinces would be carried without breaking bulk, from the lakes to the ocean, creating thereby a reciprocity of interest, and connecting our several provinces more closely." The Maritime propeller of 12 feet draught could pass through the Bale Yerte, St. Lawrence and Welland Canals, and deliver its cargo from the Bay of Fundy ports, without breaking bulk, at Montreal. For the trade between the Maritime Provinces and the Lakes, large vessels cannot compete with those of ligL ter draught, as the cost of transhipment with its delays, would be greater than ary possible saving in freight in larger tonnage. The Montreal Merchant understands the drawback from breaking bulk ; it is this that has led to the deepening; of the channel through Lake St. Peter. Freight from the Bay of Fundy, and other Eastern shipping points, for Lake and other Western ports, should reach its destination in the vessel in which first la^en. > 23 The Toronto Corn Exchange. " Reciprocity of trade," says the Toronto Corn Exchange, " upon which we must count as the only basis of legitimate commerce, and the one great means of uniting the Provinces, in the strong bonds of mutual interest, remains undeveloped and will continue so until our water communication shall have been permanently established on such a scale as to induce the building of vessels saitable at once for the Lakes, the Canals and the Ocean." Is THERE A Trade between the Bay of Fundy and the Upper Provinces? The following are the quantities and value of goods imported into St. John from Quebec and Ontario, via Grand Trunk Railway to Portland, and Western Extension : 1865 $ 24Y,374 1866 301,556 1871 1,898,223 1872 2,374,393 1873 2,544,600 1874 3,241,795 This is independent of what reached St. John via, the Gulf and the Shediac Railway. Until the Bale Verte Canal is opened, the products of the Bay of Fundy cannot find their way to the "West; consequently there is no reciprocal trade ; the Maritime Provinces for what they purchase, have, as the Toronto delegate stated, to send up money. An Incontrovertible Position. The Canal Commission in their Report, 1871, say : " The growth of Intercolonial troxie depends on cheap transit, since the merchandise passing between the Maritime Provinces and Ontario, must be of a bulky character, requiring large vessels and rapid dispatch to be really profitable. When a propeller can go direct with a cargo of coal or other pro- ducts of the Eastern Provinces, to Kingston and Toronto, and there get a return freight of flour, barley and other Western products, International trade will have entered on a new era." At the meeting of the Dominion Board of Trade (1874) the Hon. T. R. Jones said : " I may state that ever since trade has spmng up between the Upper and the Lower Provinces, at all events since Confederation, we have great difficulty in getting through freight to the Maritime Provinces. During this year I have had goods delayed on the road, between Montreal and St. Johfi over si:; weeks." Mr. Jones expresses the hope that the building of the Megantic line would secure more speedy transit. Yet with all the drawbacks 24 to the development of a trade between the Lower and the Upper Provinces, the importation of St. John by Western routes has increased from $241,814 in 1865 to $3,241,*795 in 1874. If in these few years there has been such a development of trade, with everything adverse to its growth — a trade in no way reciprocal, who can tell the dimensions it will attain after the opening of the Canal, permitting the bulky products of the Bay of Fundy Forts, to fihd a market in the West ? Water versus Eail. If there are any who maintain that the trade between the Bi^y of Fundy ports and the Wesi, can be carried by rail or water and rail, as cheap as by all water, the following table will dispel the illusion. Those w^ho advance such views know little of the economies of trans- portation. The following tables, from a report of 1858, on the Har- bour of Montreal, and republished in 1873 by the Montreal Board of Trade, are instructive and conclusive, and as illustrating the point involved, most opportune : From Chicago to Now Yoi'k via Buffalo and the Erie Railway — Sailing Vessel. Steamer. Chicago to Buffalo, u'afer, 914 miles, $188 $4 20 Buffalo to New York, mi7, 414 " 6 (>(j 6 G6 Transhipment at Buffalo, 20 20 es 69 $11 06 From Chicago to New "Xork by the Welland, St. Lawi'ence, Caughnawaga and Champlains Canal — Sailing Vessel. Steamer. Chicago to New York, aa vvater, 1632 miles, $3 26 $5 71 Toll on a 167 miles of Canal, 50 50 $3 76 $6 21 Sailing Vessel. Steamer. Wator and Rail via Buffalo from Chicago to New York, $8 69 $11 06 All Water, via Caughnawaga, 3 76 6 21 Sa-'ng by Rive', and Canal over Water and Railway, $4 93 $4 85 Nothing but a want of reflection, or what is worse, a determina- tion to defeat the Bale Verte Canal, could lead any one to suppose for a moment the Canal could not compete with established routes, for its water stretches in proportion to Railway arti much shorter than the Caughnawaga. If the Baie Vei te Canal will be una] /le to compete with established routes, why the enlargement of the Welland and the St. Lawrence 25 Canals i And why in the •' draft treaty " was provision made for the construction of the Canghnawaga, with snch a magnificent rail- way system open all the year parnllel to the Canals ? While the Canal Commission of 1870 placed the? Canghnawaga in class three, the Baie Verte Canal was placed in class one. Had the Commission looked at their relative claims from a sectional, in place of from a Dominion stand point, the position assigned might have been different, for nearly all the gentlemen were residents of Quebec and Ontario. Testimony from such a source, as to the comparative value of the two works, is entitled to very great consideration. The Canal National in Character. At the first annual meeting of the Dominion Board of Trade, a paper was read by its President, entitled " Internal Navigation and the effects of the Canal system of the Dominion on the general com- jierce." In it is the following : "If the Buio Verto Ciinul is ponsiblo of construction, the work will be highly important, and in itH results ofu truly national rharactir in all Its asjxxis. The city of St. John, N. H., as well as other places in the Bay of Fundy, would be brought 430 miles nearer Montreal, (Juel»ec or Toronto, for the water-borne vessels than at present, and if such a Canal was constructetl, the propeller of 900 tons sailing fi-om Lake Superior, Michigan, or Ontario could proceed direct to Halifax or St. John with Western produce or Canadian products. If the navigation of the liiver Bichelieu were in>])rovcd and a connection nuule with it into the Caughnawaga Canal, then the 1)(>() ton ])i'opeller could loated to vessels of 12 i'eet draught and one of 2 feet less depth, woukl, in this instance, he not far short of probably one and a (piarter millions of dollars. Ten feet is as nnich as is required, and on that basis, the Caughna- waga may bo constructed for about 04,25O,O(W." The length of the Canal will be 29| miles, with 100 feet bottom. Henry Budden, Esq., Montreal. Mr. Budden says "he believed a 12 feet Canal, with proportionate dimensions, would cost much less than the proposed one. If it is determined to build one of 15 feet depth, at a cost of $8,000,000, he would be decidedly opposed to it. He does not mean to say a 12 feet Canal would pay the interest on the cost, but such a Canal will serv o all practical purposes, and therefore an extra depth is unneces- sary. If the Canal is built it should not be of greater depth than the St. Lawrence Canals." J. H. Grant, Esq., Quebec. Mr. Grant says ' the proposed Canal is a work which has had his particular attention. If it can be built at a moderate cost, I mean of $5,000,000, but even at $8,000,000, 1 would be in favor of it, provided the dues would not give an advantage to the Gut of Canso as a com- peting route. I think if the Canal was made 12 feet instead of 15 feet as proposed, it wculd be of as much advantage." R. R. Call, Miramichi. Mr. Call says " if the Canal is made of the depth of the St. Law- rence Canals, it would be ample for all vessels that would desire to use it. Vessels at Miramichi getting offer of freight at St. John, or vice versa, would follow it." The following statement accompany- ing the evidence of Mr. Call, is important : Report made in accordance with Section 8 of the Pilot Regulations, for the Port of Miramichi, in May and June, 1875. Name of Vessel. Almaj.... Arethusa, Mavis,.... Utter,.... Nor, Eldarado, Tonnage. 541 341 627 542 456 224 Nationality. Norwegian. British. Norwegian. British. Where From. Christiana, Belfast. Norwav. Arundel. Caiditr. Belfast. Dratiglit in Ballaut. lOifoet 9 " 12 " 11 " 10 '' 9 '' J ^ tho :: ' Allan Ritchie, Esq., Miramichi. Mr. Ritchie bays, " in looking over our books, I find our vessels could all go in ballast through the Canal, if of proposed depth of the St. Lawrence Canals. It would often be used by charterers in Gulf and St. John Torts," Of the 37 vessels registered at Miramichi, (1874) only one was over 10 feet 6 hold. For the West India trade vessels of that depth are preferred, as they carry three tiers of hogsheads. As vessels from the Gulf or Bay of Fundy, to and from Europe and South America, would not follow the Canal, and as the class best suited for the "West India trade, are not over 12 feet draught, there is no necessity for the Canal being of greater depth than the proposed enlargement of the St. Lawrence and Welland Canals, consequently in its construction, there will be a very large saving to the country if made of that size in place of the proposed 15 feet. The advocacy on the part of any person, of one of greater draught, can be with no expectation of or wish for its construction. What Breadth will answer for the Canal ? That a depth of 12 feet on water sill will be sufficient Tor the Canal few will question. What size will answer for its breadth? •For a Canal of 13 feet depth, Mr. Telford recommended a breadth at bottom of 45 feet, with 95 feet at water level, except in deep cut- tings, there the bottom would, answer if of 30 feet width, with 72 feet width at surface. Messrs. Gzviwski and Samuel Keefer in their Report recommend " the cutting through the rock at the summit of the Canal, be reduced from 100 to 50 feet at bottom. The length of this cutting being about one and a half miles, a width of fifty feet will be sufficient, and whilst it will not injuriously affect the traffic of the Canal, it will materially reduce its cost." Mr. Page says : " It may be observed that a channel of 80 feet wdde would allow vessels the full width of the locks to pass each other freely under ordinary circumstances, in the reaches, by making the bottom of that width in place of 100 feet." The Suez Canal, for 13 miles through rock, has only a breadth ol 72 feet at bottom. Its actual width over the greater part of its length, will not permit of large vessels passing or crossing each other in the Canal, but there are numerous sidings by means of which ships can cross one another, and the passage is facilitated. Its total length is about 90 miles. 28 The Baie Verte Canal, with a depth of 12 feet on water sills, with 13 feet in Canal, with a breadth at bottom of 70 feet, should meet all the requirements of commerce. If years after a trade should develop itself, requiring a Canal of greot'jr capacity it can be enlarged. The Canal Commission of 1870 remarked in reference to the enlarge- ment of the St. Lawrence and Welland Canals, " that while some recommended a draught of 12 feet, some 14 feet, and others 16 feet, it would be extremely unwise to embark in magnificent schemes, exceeding the resources of a young country, with the view of intro- ducing ocean vessels into our Canals and Lakes." • In 1873 the Grand Trunk and Government guage was 5 feet G inches, to-day both are changed to 4 feet 8| inches. The llussian gauge is three feet 6 inches, and is not only adequate to the trade and travel of the Country, but yields a much larger return on cost and maintainance than if of greater breadth. There are not wanting indications that it will be the gauge of the future. The proposed size of 15x100 feet for the Baie Yerte Canal may be reduced to 12x70 feet, at a saving of one third of the cost of the larger size, and that without any detriment to the trade that will seek the Canal. The enquiry oV the Government " as to the size of the vessels that might fairly be expected to pass through the Canal," has developed the facts that the ends of commerce will be served by the construction of one of smaller dimensions than the one proposed. " If anything " said a Canadian statesman, " approaching 500,000 ons of shipping would pass through the Canal, the work should at once be commenced." This too after the estimated cost of $8,000,000. As a Canal of a reduced size will pass the shipping that would follow it, and will cost all of one third less, it should therefore be built, if anything approaching 300,000 tons of shipping will use it. That a larger tonnage will follow it there is no room to question. The Canal will create a tiaflBc for itself through the development of existing Maritime industries. " Questimi 5. — The nature and extent of the local trade, affecting only the coasts of the Bay of Fundy and the North cojiHts of New Bninsvvick and Prince Edward Ishmd." If there is but little trade between the Bay of Fundy and the Gulf Ports, it is chiefly because the Chignecto Isthmus is in the way of its extension. It is for this reason the construction of the Canal has been so long advocated. : ^ ' , ^ Mr. Page, in his report, says, " the object proposed to be gained by the construction of the contemplated Canal, being to aA'o^.d the ,i the I'ince 20 dangers of Kuilinj^ round the Atlantic const of Nova Scotia, and the shortening- of the sea voyage in the Bay of Fundy." :; From Cliarloltetown, V. K. I.. 1<> Si. .John,... " " ' " Boston " " " Ninv York'. New London, I'. K. I., " St. John.... " " " Boston, .... Cnuitlwnn to St. John '- '• Boston Dalhotisie " S^. John « rietoii *' Windsor. " lioston, " St. John........ " Boston, Montreal " St. John, " Jioston, " Windsor. " Ilillshoronijh,. ( VVTK North. (.'anso. OTH 4! IS THO G35 8()0 780 «ir)8 5H3 740 (135 720 (520 840 710 810 720 848 735 j>ir) 785 5(50 480 ooo 60!) 1.23!) 1,175) i,:jo2 1,-70 i.:]viO 1,250 1,815 1,235 CVNAL. 144 414 (>30 240 509 225 480 3(>0 344 (i30 • 170 440 82!) 1,104 820 7G0 What Trade will follow the Canal? The Lumber resources of the Northern part of New Brunswick, as weU as other points on the Icestigouche and Bay Chaleur are very great, especially in a class of lumber that has disappeared from the Kiver St. John and its tributaries, as well as from Nova Scotia. From the facilities the Canal would give in shortening the round voyage, and the avoidance of a dangerous coast, the American market which is now closed, would be re-opened, even without " Reciprocal Trade," as lumber is a necessity inseparable from many of its leading indus- , tries. When the depression of business disappears, the demand for lumber will be great. Senator Muirhead, of Miramichi, Says, " one of the advantages to the Northern section of New Bruns- wick, from the construction of the Canal, would be a trade in small lumber now wasted from the want of a market." William Elder, Esq., M. P. T., of St. John, Says, " Edward Jack, Esq., a high authority on the lumber resources of New Brunswick, informed him that on the opening of the Canal, 100,000,000 feet of lumber could be shipped from the Gulf. The quantity there is inexhaustible." ' The Development of the Gulf Fisheries Would follow the construction of the Canal. This is w^ell stated by 80 IS the Canal CommisHiou of 1870 : " with the oponinpf of the Canal there must of necertnity, be a remarkable impulse given to the Mackerel Fisheries of the Chilf of Ht. Lawrence, to which a short and secure route will be given, not only to the people of the North and South shores of the Bay of Fundy, but to those of Yarmouth and Shelburne who are altogether engaged in Maritime pursuits." From this inexhaustible mine of Dominion wealth, the Bay of Fundy ports are shut out because of the long and dangerous voyage. William F. Whitcher, Esq. Mr. Whitcher the l^^ishery Commissioner, says : the money value of the Fisheries for 1874 was $11,681,886, an increase of nearly $1,000,000 in excess of the previous year; these figures represent the fish exported. It is computed that ten per cent, should be added for domestic supply." Even with the exclusion of the Bay ports from the Gulf fisheries, the catch of Nova Scotia and New Brunswick is large and growing. 1870. 1871. 1872. 1873. 1874. Nova Scotia, $4,019,424 1,131,435 $(>,570,739 1,578,695 $(J,;»1(>,835'Sat(!d. All improvements are the same. Thinks the Canal would be a very great advantage to the Jx)wer Provinces and the Gulf. In saving time we save money. We can send potatoes now and pay duty, but the distance by present route is considerable, and the risk of their spoiling is great." Prince Edward Island will become, after the opening of the Canal, the shipping point for the fisheries of the Gulf to the United States, and for supplies to the fishing vessels of outfits for their continuous voyages. American Fihiiino Vessels. That American fishermen for the Gulf will use the Canal, there can be no question. When they read the table of Insurance rates )f Mr. Marshall, the Casualty record of the Bay of Fundy submitted by Mr. Barbour, the Fog table of Mr. Wilson, and Mr. Hyndman's table of distances, the Canal will be their favorite route. Bait, barrels, salt and men will be found in the Bay of Fundy or Northumberland Straits, as well as at Canso. As the right to its use can only be obtained by Treaty, there is no difficulty in understanding why American fishermen profess indiffer- ence to the opening of the Canal. The higher the estimate put upon it by them now, the greater the concession they would have to make for its use. Reuben Lunt, Esq. The evidence of Mr. Lunt is valuable, for he has long been con- nected with steamers in the Bay of Fundy, and at the present time, with the Gulf navigation. If there are any who are unwise enough to declare, that for the trade from Prince Edward Island to the Bay of Fundy ports and the Eastern States, the Canal will not be used, its examination will dispel the illusion under which they are laboring : "Distance from Charlottetown to Boston via Cape North, t80 miles. « « « « " " Gut of Canso, 635 " . " <• « " " " Baie Verte Canal, 415 " the distance in favor of Canal over Canso is 220 miles. " Supposing two propellers of 500 tons each, running at a speed of 9 miles I j 1 m I 84 \M\' hour art> t>ii^}i^('a^on (•oininonciii^ nay niiiMlo of April and (Midiii^ iiiiddU^ of Novoml>or, maUiii^ hovoii monllis, tliiH wotild \)v'2U) dayn; allowing KM) lioiirrt for rotiiMl tri|i via Canal, and one day in port at each end of tho roiit(>, nIio would nuiki' in 7 months .'{') trips. In tluMtlhrr cast', via (Jut ofi'anso, allowing 140 hourH for round trip and a day in port at oach ond of routo, In the 7 nionths or 210 (lays hIx' would porforni 'id ti'ips, this woulil show that via ('anal, h\\v woidd inaku !) round tri|)H more during the season. In making the ^i5 trips via (*anal, she would not eonsuint^ as much coal as the steamer makin/^ the 2(> trips via (Jut ofCanso, as in niakin^ the 20 triiis she would steam li(i4(J hours, and In nnikin^ the .'{5 tri))s via ('anal, she woufd steam ',\Mi) hours, showing a saving of MO hourn of steaming. Sui)posing the wages to he the same in eithtir eUNO, during the 7 months she wouki nave to her eredit the lU'oeeeds of tho \) trips which would he ahout as follows: Kstinuiling the propeller to carry JiOOO laishels, say of oats, there would he other pr(Mlucts of the Island shipped, also, tlxur tish, iind Boston is their mitural inarKct, and with Heci|U'ocity the trade from the Island would he very great, i-eckoning '.i hushels to a harrcl, an(> to sliipp'm^ |M>iiilH, a very lar^o iiuTonMO may ho expet'ltxl ; liO per roriL would not, |KM'lmpM, lie an «'xfrava^ant figure, l>iit allowing 10 \\vv j-ent. tliiN \ve used for that reason, have not given to the subject the consideration it merits, or have been relying on obsolete authorities. Eliminate from the evidence all that is hostile to the Canal, be- cause of the fogs and tides of the Bay of Fundy, and the opposition to it is most essentially weakened and damaged. As the Bay of Fundy is the centre of the shipping interests of the Dominion, it would have been faithless in one living on its shores, to have allowed the persistent efforts everywhere discernible in the evidence, to defeat the Canal, by daiUaging the character of the Bay, without attempting its vindication ; it has an honorable record. The Bay of Fundy navigator meets only some of the perils the seamen on the inland waters are exposed to. From the day LaSalle sailed with the Griffin, the first vessel on Lake Erie, and the first lost, the casualties ha'^e been great. In 1875 the Lake disasters alone num- bered 1056, involving a loss of $3,791,300 42 1-1 l! ] 9 I I', ■ ! il m Hi Pi ^ irfl Baie Yeiite. If there are any dangers of an exceptional character at the Baie Verte end of the Canal, they must be known to the Government for they gave no instructions to the Commission to enquire in reference to them. It is hardly possible that after the careful observations of the engineers delegated to this task, any fresh discoveries can be made, that will in any way militate against the usefulness of the Canal. Of the Baie Verte end, Mr. Page says : " A capacious harbour will be formed, the immediate entrance to which is in deep water, remote from shoals, reefs, or other dangers." Depth of "Water in Basin. The depth of water in Basin at low tide, will be over 16 feet. The report says : " During the nine and a half months the survey wars in progress, the water was only once down to 66.86 feet, or to within 16 inches of the assumed low water line, but taking the lowest tide each month (for the whole time of the survey is the a' ':rage) is 6Y.85 feet or 27 inches over the assumed low water mark." " These facts," adds Mr. Page, " together with the recorded observations of Admiral Bayfield, who gave much attention to the subject, leads to the con- clusion that the available depth of v.'^ater at low tide may fairly be taken at about 18 inches more than shown on the map." This, it is believed, might fairly be done judiciously, even if it were fairly established that at distant intervals the tide did fall to the above line stated, as it must be quite evident that such an occurrence could only be of short duration, as could not to any practical or even appreciable extent, interfere with navigation." From the foregoing it is clear that at low tide, the depth of water in the Basin will not be less than 17 feet 6 inches, consequently, at no time would there be any difficulty in a vessel of 15 feet draught, entering or leaving it. Should the Canal be made for vessels of 12 feet draught, the depth of water in the Basin at low tide would be 14 feet 6 inches. One of the Prince Edward Island witnesses said : " Baie Yerte is a capital place, our vessels run into it, and go up as far as Tidnish Head, vessels run in there in the night drawing 15 feet 6 inches of water. "We consider the Bay a very good place of shelter." Francis Hall, C. E., in his Eeport, 1825, says, " from testimony of respectable and experienced ship owners, it appears, that the entrance to the Canal on the Baie "Yerte side, is safe and attended with no ( .«>— 48 difficulty, and that the Cumherland Basin is peculiarly adapted for shelter and accommodation." Every attempt to defeat the construction of the Canal on physical grounds, after Engineers like Hall, Telford, Crawly, Gzouski, Keefer, Baillairge and Page, j-^s.ve pronounced the work practicable, must fail. Objections to the Canal. 1st. There are those who think if the Baie Verte Canal is abandoned the money should be expended on other Maritime works, especially Branch Railways. This has operated greatly to its disac" vantage. Orice a policy of that kind is entered on by the Government, the end no one can foretell. While the great arteries of commerce should be owned and controlled by the Government of the country, branch lines of railway belong entirely to the domain of the Local Governments and private enterprise, and should find no place on the page of Hans- ard or the Dominion Statute Book. 2nd. Others are oj)posed to the Canal because to their section, it will be of no direct benefit. 3rd. Numbers oppose its construction, because, from the supposed difficulties attending the navigation of the Bay cf Fundy from fogs and tides, the Canal would be but little used. 4th. Others, because the volume of trade would not meet the interest on $8,000,000. The objectors to it on this ground, cannot be cognizant of the fact, that no test or standard of that kind has been applied to the enlargement of the St. Lawrence and Welland Canals. They have never paid anything like the interest on their cost, " or done the full measure of work they are competent to do." If an expenditure of millions of the public money is justifiable on their enlargment, in the face of these indisputable statements, who, contemplating the diversity of interests that will be served, imme- diate and prospective, direct and incidental, from the opening of the Baie Verte Canal, can consistently oppose its construction ? John Boyd, Esq. In a letter to the Canal Commission of 1870, to which letter Mr. Boyd referred the present Commission, he wrote, " there is no public work now presented to the Dominion, which will be so far reaching in its beneficial consequences, not only to Canada but to the whole of the Atlantic coast of North America. This Canal means, for Ontario and Quebec, cheap coal, iron, stone, fish, &c. For Nova Scotia and New Brunswick, a better market for all these. To us, of the Lower Pro- vinces, it means cheaper flour and other products of the Upper." pi m 44 The Late Judge Haliburton, of Nova Scotia. Haliburton, in his History of Nova Scotia, writes : " By the con- struction of the Baie Verte Canal, the long and dangerous circuit of Cape Breton, in the navigation between New Brunswick and the St. Lawrence will be avoided ; and Canadian produce be sent to Nova Scotia and her sister Province. The resources of Gaspe, Bay Chaleur Prince Edward Island, and the country bordering on the Restigouche and the Miramichi, are neither generally known nor easily developed on account of the communication with these places being tedious, dangerous and expensive. A Canal will obviate the difficulty attending the navigation, and render the intercourse between the Colonies in British America, safe and expeditious. It will also have a powerful influence in cementing their union, by creating a reciprocal dependence upon each other, by facilitating the means of friendly intercourse and increasing their commercial relations." Thus wrote one of Nova Scotia's most gifted sons, as to the " commercial advantages " that would follow from the opening of the Baie Verte Canal, chiefly by the avoidance of " the long and dangerous " circuit between the Gulf and the Bay of Fundy, which was "tedious, dangerous and expensive," while the route by the Canal would " be safe and expeditious." Cumulative Testimony. The views of Messrs. Boyd and Haliburton, have been ably set forth and maintained by the Boards of Trade of Hamilton, Toronto, Ottawa, Montreal, Quebec and St. John ; re-afiirmed by the Dominion Board of Trade, and pressed on the Government by the Canal Com- mission of 18Y0, and accepted as a part of the Canal system of the Country. '^ To consign to oblivion this long projected work, because of evidence taken by the Commission, in the face of such an array of witnesses, comprising the first commercial minds of the country, and nearly all residents of Quebec and Ontario, witnesses whose opinions are corro- borated by the Hon. Mr. Pope of Prince Edward Island, Messrs. Tomkins and Lunt of New Brunswick, and many others— a work which has been twice before the Legislature of Nova Scotia as before stated, and for the commencement of which, the Federal Government made provision in the estimates, and obtained the sanction of Parliament, would be strange. If this work is to be passed over, the question may well be asked on what class and character of testimony, are the great works of the 46 Country to be undertaken, especially when the enlargement of the "Welland and the St. Lawrence Canals is now going forward, not- withstanding neither have paid anything of note over their expenses, or been worked up to their present capacity ? Conclusion Having given to the trust delegated to me, as one of the Canal Commission of 18*75, the most careful and studious attention, I would recommend to the Government, in the interests of the Dominion, the construction of a Full Tide Canal, of the size designated in this Report, believing it to be adequate to all the exigencies of commerce, at least, for many years. It is a matter, however, meriting the con- sideration of the Government, as to whether the suggestion of Professor Hind, for a tidal highway, might not be adopted, for, should it be found not to meet the requirements of trade, it could be made into a Canal. It is a work which Sir Hugh Allan, Gzowski, Calvin, Gavreau, Jardine, Shannon and Keefer declared " was essential to give unity and completeness to the Canal system of the country, and was Canadian in design, and must prove national in its results." "With my colleagues, I most cordially join in " the hope that the existing depression in business will prove temporary, and that with increasing population, and the extension of the industry of the country, the progress of the future will be equal to the past, and this will be greatly stimulated by the cheapening of transit from all points of the interior to the consumers of the East, and to the ports of shipment to Europe." To the attainment of these patriotic aspirations, what will do more than a connection of the waters of the Bay of Fundy with the waters of the Gulf of St. Lawrence? Whether the immediate commencement of the work should take place in view of the obligations now resting on the Country is a question its advocates should be patriotic enough to leave with the Government, knowing that its first duty is, the maintainence of the public credit, and the avoidance of unduly adding to the burdens of the people. I have the honor to be, Your humble servant, J. W. LAWRENCE. i '• APPENDIX. Saint John Board of trade. At its last January Session the following was unanimously adopted : ^^ licsolred. — Tluit wo view with satiHliu'tioii tlio attituclo of tho (lovornmont ill Hoekin^ full information as to tho pnieticahility of tho building of tlio Baio Voi'to Canal, and truwt our dolo; Nortliorn clianiud. Sinco I commandcil a stoamcr to the head of the Hay. a nnmhcr of additionid liightlionsiM havt* ln'cn erected. Fog wluHtlcH at that time wore unUnown to the Hay of Kiindy ; since tlieir erection, fogs create no anxiety to the navigator heyomi e.\ti"a caution. Xow, disasters from fog are very rare. The Hay of Knn of tide as the other. Steamers, it is well known, are fast superceding sailing vessels in the earrying trade of tho Dominion aiul they are a class ol' vessels, that, us a rule, carry their own pilots. A sailing vessel could leave tho Canal at any ♦ime of tide, with a fair wind, (.<•, if a calm, could hiave on tho ohb tide, and ])roccod nearly twenty miles down to good anchorage, while a sailing vessel, when within twenty miles of the Canal, could, in a calm, reach the Basin on the floo" 4 ''V il ?% .**. '•., «•,: jH***»» \^ : I (V; lA.tr' •^Hi • '%: ~'> r'yX i .^lijiifH^V'ji ^ i,TP''"»wrw i^i^. "^ f - I' .1 l|Pl»'.^l" ■•-."■Ti ■>jjd gi M ^g^F- 1 '♦t* i^^^^K J i^ PtAWREMCCl i^^ m__-L^ Tm| ^^ '*"'.■ fj- . Si ■ •*»\i 1^1 ^Hf^M^V. .fiv)^' y €/VaL/SH MILES, 100 TABLE OF DISTANCES. j£l/.rfewwe//-^5~^^eHS^ From Charlottetown, P. E. I. to St. John, . . . " Boston " " " New York.. New London, P. E. I. " St. John.. . . •* Boston Chatham to St. John, " " Bos'.on, Dalhousie" St. John, " " Windsor, — •••• " *' Boston,.. • Pictou " St. John, " Boston, Montreal " St. John, " "■ Boston, " " Windsor, " " Hillsborough, Capk Nobth. Canbo. 678 496 780 635 860 780 658 535 740 635 720 620 840 710 810 720 848 735 i !H5 785 560 480 690 600 1,239 1'1I» i 1.302 1,279 1 1,330 1.250 1315 1.235 1 Camal. 144 414 690 240 509 225 480 360 344 630 170 ji 440 829 I! 1,104 jl 820 '• 760 ■m. aw' 7gt •*g' ^l!. '^. Wf4 '•W' J k."*-^ #. ''I' •^^' ^% ..v:4MP'" 4^^% ^4 L^ii I'i il i^ >' ,1, fi>>^ . y I X » -i^ ,,^J ., ^ -r^M "&st- Nl' ^^ \. i :i \ .^ i:f1 \ ^ 1 UN ^ 1 -\^ Si ^^%^ X . 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