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Harbor Dues and Transit Charges
AT
Montreal and Atlantic Ports.
H
A C
M
1 1 h'
TaV^
e rS O'l^i
^■j.
Harbor Dues and Transit Charges
AT
Montreal and Atlantic Ports.
A COMMUNICATION FROM THE COUNCIL OF THE
"MONTREAL BOARD OF TRADE," AND THE
COMMITTEE OF MANAGEMENT OF THE
"MONTREAL CORN EXCHANGE ASSOCIATION,"
IN REPLY TO A LETTER FROM
THK
HON. H. L. LANGEYIN, O. B
Minister of Puhlic Works, Ottawa,
Jttontteal :
D. Bent LEY & Co., Printers.
1880.
L
u
■ I
Montreal, \2th November, 1880.
Hon. H. L. LANGEVIN, C. B.,
Minister op Public Works,
Ottawa.
Sir,
By instructions from the President of the Board of Trade, and
the President of the Corn Exchange Association, I have the honor to transmit
the joint reply of their respective Boards, to your letter of 28th June, — in which
you were pleased to request answers to certain inquiries relating to Canal Tolls,
Harbor Dues, &c. The communication is in four sections, viz. :
1. Statements relating to the Carrying Trade ; — on pages 5 to 13 inclusive.
2. Replies in Detail to the Inquiries contained in your letter ; — on pages
14 to 31 inclusive.
3. Additional Information ; — on pages 32 to 42 inclusive.
4. Summary of Conclusions ; — on pages 43 and 44.
It is regretted that so much time has elapsed before this joint answer could
be presented ; but it seemed to be essential that all particulars in any way bearing
upon the subject should be succinctly laid before you, and in doing this, much
more time has been occupied than was at first anticipated.
I am now to express to you the hope that the varied information submitted
may enable you, in concert with your Colleague, the Minister of Railways and
Canals, to present such recommendations to the Government, as will secure the
speedy removal of all the burdens and disabilities which prevent the expansion
of Canadian Commerce by the River St. Lawrence. If this shall be the result
of your deliberations, you will be instrumental in conferring a great boon upon
the Mercantile and Shipping interests, as well as upon the general trade of the
whole country.
I am only further to suggest that, if you consider it desirable to have a few
more copies of the appended document to enable you to furnish one to such of
the Cabinet Ministers as may, along with yourself, wish to examine the details
submitted, — I am directed by the Presidents to comply with any instruction
from you in the matter.
I have the honor to be.
Sir,
Your obedient servant,
WM. J. PATTERSON,
Secretary, Board of Trade, and Com Exchange Atiocialion,
jLti;
*?i)
Department of Public Works, Canada, « . j^,r.,
Ottawa, llth November, 1880.
Sir,
I am directed to acknowledge, with the thanks of
the Hon. the Minister, the receipt of your letter of the 12th inst., and the
accompanying pamphlet, entitled " Harbor Dues and Transit Charqes at
Montreal and Atlantic Ports," being " a Communication from the Council
of the Montreal Board of Trade, and the Committee of Management of the
Montreal Corn Exchange Association."
In accordance with the suggestion and offer contained in your letter, the
Hon. the Minister requests that you will be so kind as to furnish him with
fifteen (15) copies of the pamphlet, for the use of his Colleagues.
I have the honor to be,
Sir,
Your obedient servant
I F. W
Wm. J. Patterson, Esq.
Secretary Board of Trade,
AND
Corn Exchange Association,
Montreal.
recent
and W
I am
)
Associ
posses
F. H. ENNIS,
Railwf
would
Seci
'etary.
Stater
1st.
2ud.
3rd.
Honoi
infoni
quest!
from t
the S
low ins
Sii
4tb.
6th.
member, 1880.
iNTRoniir/roRY.
LETTER FROM THE SECRETARY OF THE BOARD OF TRADE,
AND THE (N)RN EXCHANGE ASSOCIATION.
F. W. Hensiiaw, E«(j.,
President Hoard n^' Trade.-
ihe thanks of
nst., and the
Charqes at
a the Council
3ment of the
ur letter, the
sh him with
AM>
NIS,
Secretary.
Robert Esdaile, Esq.,
Fromdmt Corn Exchmqo. Axanclation : —
Orntlembn,
Communications were addressed to you respectively, by the
Honorable the Minister ov Public Works, in which he requested sundry
information, that he might " be in a position to fully enter into and discu.ss the
questions recently laid before the Federal Government by the several Deputations
from the East and West of Canada, — viz., the freedom, as far as practicable, of
the St. Lawrence route." The letters to you were precisely alike. The fol-
lo\vin<; is a copy : —
Ottawa, 28M Jiine, 1880.
Sir,
In order to be in a position to fully cuter into and discuss the questions
recently laid before the Federal Government by the seve'al Deputations from the East
and West of Canada, viz. : — the freedom, as far as practicable, of the St. Lawrence route,
I am desirous of acquiring certain information which, I believe, the Corn Exchange
Association, [the Board of Trade,] and other Public Bodies can furnish me with, the
possession of which would enable me, togetlier with my colleague, the Minister of
Railways and Canals, to lay before the Privy Council such Pieport upon the subject as
would form the basis of our discussions.
I have therefore the honor to request tiiat you will furnish me with the following
Statements ; —
Ist. A Statement showing the comparative cost of Transport viTi the Erie Canal and
the St. Lawrence Canal.
The Tolls charged on both routes.
A statement showing the comparative coat of Harbor Dues in Montreal, New York,
Philadelphia, Boston and Baltimore.
What reduction in Dues your Board would recommend, either as to Tonnage dues
on Vessels, or Wharfage rates on Goods, in onler to successfully compete with
the Ports above-mentioned ?
The comparative cost of Pilotage at all the above-mentioned Ports, and what
remedy your Board would propose in order to reduce the cost of this service
below Quebec, as also from Quebec to Montreal.
2ud,
3rd.
4th.
6 th.
2
(Jth. What remedy your Bwinl would propoHo to le«8en the coHt of Towage of Sttiling
VesHtlH from Father I'oiut to (Juebot; and from Quebec to Montreal.
' will thank you to let mo liuvi! the information above-named as Hoon aH practicable,
and also to fiirniHb any further data bearin|i^ upon this subject.
J remain, Snt,
Your most obedient servant,
HI'iCTOU L. LANOEVIN.
It having been detertuinod that the iu([uirie.s could be more satisfactorily
made and reported upon jointly, than were your Corporations to submit separate
statements, the undersigned was instructed Lu make investigation and submit
proposed answers to the Minister's (juu.stious; presenting all particulars in the
I'orm that may be considered mo.st explicit and useful. This I now have the
honor to do ; and the only apology that can be made for the delay in presenting
my report, is the range of the investigation that seemed necessary, extending over
long periods, — and the diversity of particulars which wore considered to have a
bearing upon the general question.
My aim has mainly been to collect and systematise all available information
bearing, directly or indirectly, on matters referred to in the foregoing letter.
This communication has assumed dimensions which, at the outset, were
not contemplated. After much condensation, the first section is but little more
than a synopsis of the progress of the Carrying Trade of Nortli America during
the past quarter of a century. The second, embracing the replies to the Minister's
inquiries, is worth examining; and it is hoped that the result of the consi-
deration which the subject is receiving from the mercantile community and the
Government, may be the adoption of a policy that will preserve the trade of
Canada's Great Water Highway from being broken down, as has been that of the
Erie Canal.
The inquiry, of which the matter in the following pages is the out-come, has
been a tedious but congenial one ; and I have only further to express my solicitude
that the particulars adduced may tend to the speedy initiation of measures that
will free the inland and ocean commerce of Canada from every obstructive burden.
1 am, Gentlemen,
Your obedient servant,
INTRO
STATE
'I
T
REPLI]
I
WM. J. PATTERSON,
Secretary.
Montreal, Qth November, 1880.
vage of Sailing
al.
1 as practicable,
^NOEVIN.
satisfactorily
jmit separate
and submit
Julars in the
ow have the
in presenting
;tending over
ed to have a
information
; letter,
outset, were
b little more
erica duiinsr
le Minister's
F the consi-
ity and the
he trade of
that of the
it-come, has
ly solicitude
iasures that
ive burden.
CONTENTS.
iSON,
Secretary,
INTRODIJOTOUY : — liKTTKu from tub Rkpretauy of thk Board of 'J'radk, and
THE Corn Exchasoe Absooiation.
STATEMENTS RELATING TO THE CARRYING TRADE :-
Tranhpohtation from Lake Eiue
I'\OK.
Traffic Statements of New York Central and Erie Railways, and the
Erie Canal
Comparative TrafHc-earnings of tln' New York Rai^ lavs and Canals
TB.\«.>.r( station from Lake Ontario
Statements of Quantities and Percental':' ^
Traffic Movement from both Lakes
Comparative Statements for Railways and Canals during ten years...
Results
MOVEMBVT of BreADSTDFFS AT THE SeABOARD
Comparative Statement relating to Atlantic Ports
Results as regards Montreal
Inferences prom the foregoing Statements
REPLIES TO THE INQUIRIES OF THE MINISTER OF PUBLIC WORKS:—
I AND II. — Rates of Freicht and Canai, Tolls
Comparative Rates of Freight for nineteen years
Comparative Rates of Freight and Tolls on Erie Canal for nineteen years
HI. — Harbor Dubs and other Charges
U. S. Charges on Vessels Inward and Outward
Extracts from U. S. Navigation Laws
1. Port of Boston
2. Port of New York
3. Port of Philadelphia
4. Port of Baltimore
5. Port of Montreal
I V'. — Repeal and Rkduc iion of Harbor Dues
6
7
7
8
8
9
10
10
II
12
1.3
14
14
15
16
17
17
19
20
20
21
22
24
4
Paob.
V. -Ratbs ok Pilotage 25
1. I'oit of Boston , 25
2. Port of New York 26
3. Porj of Philadelphia 26
4. Port of Baltimore 27
5. Port of Montreal 27
VI. —The Towage Question 28
1. Port of Boston 28
2. Port of New York 28
3. Port of Philadelphia 29
4. Port of Baltimore 29
' 5. Port of Montreal 29
6. How the Towage Business is Worked 30
7. Suggestions towards a Remedy , 31
ADDITIONAL INFORMATION:—
Rates of Ooean Freight 32
Table of average Rates of Freight for heavy Grain per 480 lbs., from
Montreal to Liverpool, during a period of nineteen years 33
Comparative Rates from Montreal and Boston to Liverpool, for two
years 35
Comparative Rates from New York and Baltimore to Liverpool, for
two years • 36
Comparative Rates at Montreal and New York, for season 1880,.... 37
Craft for Ports of Call 38
Comparative Statements of Steamships and Sailing Vessels with their
Cargoes for ten years 39
Rates of Marine Insurance 40
SUMMARY OF CONCLUSIONS 43
I ST
Paob.
. 25
25
. 26
. 26
" STATEMENTS RELATING TO THE CARRYING TRADK.
27
28
28
28
29
29
29
30
31
32
33
35
36
37
38
39
40
43
TRANSPORTATION FROM LAKE ERIE.
The table on page 6 shows the volume of traffic which has been flowini,'
IVoni the level of Lake Erie towards the sea-board during the past twenty-four
years, — the quantities of vegetable food of all kinds that were carried eastward
by the New York Central and Erie railroads, — the quantities of breadstuifs
moved in the same direction via the New York Canals, — the quantities of
general eastward traffic by each of these routes, — and the combined aggregates
of food and merchandise so transported.
A glance at the last column of that statement will show, in a general way,
that the eastward current of traffic during the entire period, has been great,
and steadily increasing, — the most notable exceptions being in 1875 and 1876.
The railway columns indicate that, for many years by the Erie railway, and since
1869 by the New York Central, much the larger proportions of broadstuffs
and general merchandise have passed from the Lake Erie region by these
channels; while the Canal traffic, especially in broadstuffs, cannot be said to
have been maintained at what it was years ago, — for, since 1861 and 1862, as
regards Flour and Wheat, no year's business has equalled either of these. The
immense increase in railway traffic to the sea-board through the State of New
York, is all the more remarkable when it is remembered tliat other trunk lines
have, for several years, been drawing away freight from the Western and Nortii
Western States to ocean ports at Philadelpliia and Baltimore. Some idea of the
magnitude and growth of the transportation of bread.stuff8 diverted to these
cities, may be formed from the table on page 11.
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The following concise statement shows the eastward and westward traffic
earnings of the New York Central and the Erie railways, and the Canals
respectively for a period of twenty-four years, — the rates per ton per raile
boinsj; also given. It appears that, though the rate by canal is 33 to 50 per cent.
less than by the railways, the water-route has not been able to hold its own.
Ykars.
N. Y. Central Railway.
Erib Railway.
New York Canals.
Amount of
AveraKe rate
Amount of
Average rate
Amount of
Averag
5 rate
Freight earned.
l)er ton per
mile.
Freiglit earned.
per ton per
mile.
Freight and
Tolls.
per ton per
mile.
1856
S 4,328,041
2.97 cents.
S 4,545,782
2.48 cents.
S 6,573,225
1.11 C(
mts,
1857
4,559.276
3.13
((
4,097,610
2.45
II
3,876,000
7.99 mills.
1858
3,700.270
2.59
II
3,843,310
3 32
II
4,502,437
7.97
II
1859
3,337,148
2.13
11
3,195.869
2.17
II
3,665,806
6.72
"
1860
4,095,934
2.06
11
3,884,343
1.84
(1
8,049,450
9.94
11
1861
4,644,449
1.96
It
4,351.464
1.73
II
9,369.378
1.08 cents.
1862
6,607,331
2.22
i<
6,642,915
1.89
11
10,780,431
9.59 mills.
1863
7,498,509
2.40
i>'
8,432,234
2.09
II
9,065,005
8 76
11
1864
8,543.370
2.75
II
9,855,037
2 31
II
10,039,609
1.15 cents.
1865
8,776,028
3.31
II
10,726,264
2 76
II
8,605,961
1.10
11
1866
9,671,920
2.92
(1
11,611,023
2.45
II
10,160,051
1.00
II
186"
9,151,750
2.53
II
11.204,689
2 04
II
8,663,119
0.90
11
1868
9,491.427
2.59
II
11.425,739
1.92
11
9,012,659
0.88
II
1869
10,457,582
2.20
II
13,046,804
1.60
II
8,492,131
92
ti
1870
14,327.418
1.86
II
12,328,027
1.37
11
7.552,988
83
11
1871
14.647.580
1.65
II
13,232,235
1.47
(1
10,779,887
1.02
I;
1872
16,259.647
1.69
II
14.509.745
1.52
.1
10,648,711
1.02
i;
1873
19,616,018
1.5 V
II
15,015,808
1.45
;(
9,267,503
0.88
••
1874
20,348.735
1.47
II
13,740,042
1.31
II
6,972,607
0.73
II
1875
17,899,702
1.27
II
12,287,400
1.21
II
4,863,137
0.66
>i
1876
17,593.265
1.05
(1
11,429,930
1.07
II
3,898.919
0.68
II
1877
16,424.316
1.02
a
10,647.807
0.9G
II
4,8.39,033
0.57
ti
1878
19,045,830 0.91
II
11,914,489
0.97
II
3,936,520
0.42
11
1879
1
1
1
i
The foregoing particulars regarding the eastward movement from Lake
Erie have been gathered out of the Annual Reports of the Auditor of the New
York State Canals.
TRANSPORTATION FROM LAKE ONTARIO.
The following summary statement shows the aggregate of Flour and Grain
which passed eastward from the level of Lake Ontario during the past eleven
years. The details have appeared from time to time in the Annual Reports of
the Trade and Commerce of Montreal : —
HlSIIRW.
1 869 30,852.440
1870 30,120,551
1871 35,659,298
1872 31,878,595
1873 32,449,369
1874 35,124.651
HrHirKLS.
1875 28,582,150
1876 27,856,724
1877,
31.324,811
1878 29,808,195
1879 33,963,698
8
The annual average luovemcnt appears to have been 31,601,853 bushels.
The lowest quantity (in 1876) was 11 "85 per cent, below the average; the
highest (in 1871) was 12-84 pt. cent, above it ; while the quantity in 1879 was
7*47 per cent, above the average of the period, and only 9*09 per cent, above
the (juantity in 1869.
The following per centages show that the current of transportation from
Lake Ontario to thi; sea-board does not nearly all flow down the River St.
Lawrence : —
()H\VE((0.
ClIAKIiOTTK.
Fair Ha\ f.n.
C'APK VlVCKKT
OttnKXSBLRG.
MoN-fREAL.
I'er Cent.
Per (.^eiit.
Per C'eiii.
Per Cent.
Per Cent.
I'or Cent.
18G9
43-42
0-27
....
0.68
13-36
42-27
1870
40-77
0.37
1-51
15-43
41-92
1871
39-64
0,29
1-49
13-89
44-69
1872
28-83
0-60
1-35
14-00
55-22
1873
26-34
0-24
•
. •
0-97
11-39
61-06
1874
37-02
0-30
•
0-97
11-96
49-75
1875
2i>-48
1 0-67
,
> • •
1 • 02
8-94
59-89
1876
27-57
i 0-54
.
. . •
1-06
3-50
67-54
1877
29-23
! 0-12
1
.39
0-74
10-91
58-61
1878
17-34
0-20
i
.50
- 76
1 1 - 20
70-00
1879
23-00
0-05
i
0-73
0-05
9-72
65-85
It appears that the movement via Oswego has diminished considerably, — a
good deal of variation has taken place as i-egards Ogdensburg, — while the figures
for Montreal indicate an increa.se. During five years (1870 to 1874) the annual
average for Montreal was 50 - 53 per cent, of the whole ; while during the last
half of the decade, the yearly per centage was 64-38.
M
»
TRAFFIC MOVEMENT FROM BOTH LAKES.
The preceding statements show separately the movements from Lakes
Erie and Ontario, and how small, comparatively speaking, is the traffic of the
latter ; — a concise view of this transportation question has also been presented in
a series of tables by the Commissioner of Inland Revenue, and presented in his
Annual Report to the Dominion Government. Mr. Brunei's classification is
comprehensive, and the contrasts are made clearly, — confirming, from a different
stand-point, the conclusion from figures derived from other sources. The follow-
ing table is re-formed from his Report : —
)1,853 bushels,
i average; the
ty in 1879 was
)er cent, above
portation from
the River St.
i. MoN
rRKAL.
I'd-
Cent.
42
•27
41
•92
44
•69
55
•22
61
•06
49
•75
59
89
67
54
58
61
70-
00
65-
85
9
w
siderably, — a
;le the figures
:) the annual
ring the last
»s
iX
ts.
from Lakes
raflSc of the
presented in
Bnted in his
sification is
1 a different
The follow-
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10
In the jreooding table for the decade 1870 to 1879 inclusive, all the
increases (+) or decreases ( — ) from year to year relate to the figures for 1869.
1. There were only two years (1870 and 1876) during which the quantities
of food-stuffs carrle;] by the New York Canals were less than in 1869, the
dilFercncc in 1870 not being worth noting; — in each of the other years, with one
exception, the increasi; was large.
2. As regards the movement by Welland Canal, there were increases
during the first six years of the period, but diminutions during the last four
which averaged 14-40 per cent, for each.
3. The movements eastward by the two great trunk railways in the State
of New York, show a very different result. Every one of the ten years shows
augmenting trafiic ; the increase in 1870 was 62*36 per cent., bounding upward
year by year, until in 1879 the augmentation was over 300 per cent.
4. The Canal clearances at Buffalo and Tonawanda show large increases,
except in 1870 and 1876.
5. The Canal clearances at Oswego, show a constant minus ( — ) difference,
except in 1871.
6. Since the first two years of the decade (he quantities of breadstuffs
passing through the Welland Canal, between U.S. ports, have decreased, — the
diminution'^becoming much larger in the four years 1876 to 1879.
MOVEMENT OF BREADSTUFFS AT THE SEA-BOARD.
The tabular statement on the opposite page shows concisely the total
quantities of Breadstuffs received at, and shipped from, the Atlantic sea-board,
during ten years, — Flour and Meal being given in bushels : —
11
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12
A close examination of the figures in the column for Montreal, will show an
increase of receipts in 1879 of 5-74 per cent, over 1878, the latter year indicat
ing 16 • 51 per cent, over 1877. The increase of shipments in 1879 over 1878 was
17-15 per cent., — the increase in the latter year over 1877 being 15-61 per cent.
Notwithstanding this local increase, the augmented movement along the sea-board
shows that there had been a steady relative decrease, for a number of years,
until the present season, when there appears, so far, to be a small increase. The
table gives the following results : —
In 1870, Montreal's proportionB wen
1871,
1872,
(1
isfs,
(1
1874.
It
1875.
;(
1876,
a
1877,
a
1878,
II
1879,
II
1880,
u
u
u
li
«
((
l<
((
((
n
u
Kofoiptfi. Slupmciits.
9-31 per cent. .....
9-69 "
9-73
10-67
8-63
9-14
8-75
8-72
7-09
6-66
7-13
a
II
II
11
11
II
II
11
l(
19*98 per cent.
15-55 "
16-87
14-12
13-53
9-54
8-82
9-26
;l
II
II
II
II
II
The figures for 1880, to which an asterisk (*) is prefixed, in the foregoing
table, only include the receipts and shipments at the several ports for the first
nine months of the year. They are not from official sources; but have been
so carefully collated, as to warrant the belief that they aflFord a fair approximate
statement for general comparison. A small increase in the per centages of
receipts and shipments is shown. It is believed that had the tenth month's
business for all the ports been included in the table on page 11, the per centages
for Montreal would have been decreased; because the receipts and shipments
during October, at this port, for the past and present years, show the following
unfavorable contrast : —
1879, 1880. Decrease.
Receipts, bushels 3,976,126 3,321,402 654,724
Shipments, " 3,671,150 3,230,961 440,189
13
INFERENCES FROM THE FOREGOING STATEMENTS.
Ist. The current of traffic, say, of graiu for Great Britain, appears to flow
increasingly eastward without regard (1) to distance, and preferring the longest
route; (2) this preference being against the cheaper mode of transport by
the Welland Canal and River St. Lawrence; and (3) a fair inference is,
(as shown on p. 7,) that railway transport is now much less expensive than
it was twenty or thirty years ago. To enable carriers by water, therefore, to
maintain a fair relative position, every impediment must be removed, and every
item of expense reduced.
2nd. The information tabulated in one of the statements (p. 7) shows, that
the great reductions in Canal freights and tolls, from time to time, during the
past quarter of a century, have not sufficed to increase, or even to maintain the
volume of traffic by the water route.
3rd. The re-imposition of full rates of toll upon merchandise passing
through the Canadian Canals in 1863, — (that is to say, the Order-in-Council
dated 19th May, I860, which provided for a refund of 90 per cent, of the tolls in
certain cases, at Port Colborne, was rescinded before the opening of navigation in
1863,) — did not lead, for instance, to an increase in the average rate of freight
on Wheat from Chicago to Montreal, — reductions being ra&dG pari passu both by
the Welland and the Erie.
4th. The opinion is entertained in Toledo, that the " cheapest route from
" thence to Liverpool, via Montreal, has additional advantages over the extra
" charges in Buffalo and New York for tiansfer, and is a great protection to
" western shippers." When the enlargement of the Welland Canal is finished,
and the removal or reduction of all encumbering tolls and charges is accomplished,
the advantages referred to may be realized. Meantime, that opinion seems to be
practically confined to those who give expression to it, — as may be inferred from
the table and remarks on pp. 9, 10.
5th. Whatever means may be adopted with a view to increase the export
and import trade of the Dominion via the River St. Lawrence, it would seem
scarcely worth while to consider what effect, if any, would be produced by that
action upon east-bound freight from the Western States, other than that in which
Canadians may have a direct interest.
6th. The railway from Fort William, on Lake Superior, to Winnipeg and
Selkirk, — as well as 150 miles of the main line of the Canada Pacific, to the
westward of the latter point, — will be completed before Autumn, 1881, and
there is no good reason to doubt that the surplus grain-crop of Manitoba will
find its way by railway and the lakes, via the Welland Canal and the River St.
Lawrence to Montreal, — if not driven away by high rates of freight and other
charges. This alone ought to be sufficient incentive to endeavor to lessen or
entirely remove all the rates and dues that can be so dealt with.
ill
REPLIES TO THE INQUIRIES OF THE MINISTER OF
PUBLIC WORKS.
■ < » ■
I. AND I l.-RATES OF FREIGHT AND CANAL TOLLS.
Ist. A Statement showing the compaiRtive oost of transport via the Erie Canal and
the St. Lawrence Canals.
2nd. The Tolls charged on both routes.
Chicago to New York,
Chicago
to New
YOBK.
Chicago to
■^
Via Buffalo.
Via OswEoc
>.
Montreal, by
YlARB,
Highest rate
Chicago to
Buffalo.
Highest rate
Buffalo to
New York.
Average rate
of Freight.
Highest rate
Chicago to
Oswego.
tow Q
5®^
Average rate
of Freight.
Schooner t<»
Kingston.
Through rates
C'ts.
Cts.
Cts.
Cts.
cts.
Cts.
Cts.
1861
H
26
30
27 {
30^
22
27
....
ll
1862
8.',
17
24^
26.',
22]
18
26|
26
f^
1863
9
12^
25
2,S
17
18
00-3
16
1864
10
18
22
28]
24
18
28i
18*
-s
v-*^
1865
10
19
26
26:;
27
18
27J
m
if
1866
10
23
23
30^
30
20
31|
18>V
1867
10
1.5
25
22?i
18^
17
22^
m
=1
1868
10
13^
24
23
IG
17
23
^n
H
1869
10
12
25
23
16.1
20
23}
16
n
1870
10
10
16
17
15
12
18 J,
16
1871
11
18
17
201
20
14
21}
14i
1872
11
18
17
241
20
14
23}
21,1
^1
1873
11
13
13
19
1 20
9
22
18^
S2
1874
11
6J
Hi
14
1 lU
7,V
15
1 121
= §.!
1876
11
6A
11
111
10
9.}
12f
11
S|3
1876
11
5
10
9^
H
9
lU
10
1877
11
6
12
11
10
13
13}
10
1
Rates
higher than
probably no
1878
10
B]
8^
9
H
n
13
8i
1879
—
• • • •
• • • •
• • • •
....
....
8
15
The foregoing table shows the average of the rates of froight in each
year since 1861 ; (1.) from Chicago to New Ynrk via Buffalo and Erie
Canal; (2.) from Chicago to Ni^w York via Oswego; and (3.) fmm Chicago to
Montreal via Kingston. The columns showing highest rates by the U. S. water
routes are worthy of examination, — especially during the earlier years of the
period ; while the average rates by the three routes, has been largely in favor
of that via the River St. Lawrence, until within the past few years. It scarcely
needs to be stated, however, that, while average rates for periods of years are
convenient criteria, they do not always afford sufficient data for conclusions
regarding particular seasons. It would be impossible to go into more detail
here, however. The average time of tlie trip of a grain-laden propeller from
Chicago to Montreal is less than is occupied by a loaded canal boat in passing
through the Erie Canal.
The rates of freight averaged in the table on p. 14 include the Canal Tolls,
— transfer charges at Kingston being also included in the rates to Montreal.
The full toll per ton of 2000 lbs., on Wheat, passing down the Welland Canal,
is 20c., or say fc. per bushel of 60 lbs. When this rate is paid, the cargo is
entitled to pass free through the St. Lawrence Canals. This has been the
tariff rate for more than twenty years, — except when by Order-in-Council, of 19th
May, 1860, a refund of 90 per cent., in certain cases, was directed to be
made at Port Colborne, and free traffic was provided for on the St. Lawrence
Canals. The Order-in-Council was revoked in 1863, as stated on p. 13.
The rates by the Erie Canal on a bushel of wheat transported from Buffalo
to Troy, in each season of navigation during nineteen years, were as follows : —
sl8
i|^
".•Si-
£2
.5? 2
« a.
Fkkkiut
TohLS
ANU
Tolls alo.nk
WKRK.
i
Freioiit
Tolls
AND
Tolls alonk
WKRE.
V. in.
f.
C. 111. f.
Cf 111.
f.
C. 111. f.
1861
15 7
6
5 1 7
i 1871
12 6
o
3 I
1862
15 8
4
6 2 1
1872
13 1
3 1
1863
15 3
9
6 2 1
1873
11 5
7
3 1
1864
18 7
8
6 2 1
i 1874
1
10 1
1
3 1
1865
16 8
4
6 2 1
1875
8
1
2 7
1866
16 9
6
6 2 1
1876
6 7
1
2 7
1867
15 6
9
6 2 1
1877
7 3
9
I 3
1868
15 6
5
6 2 1
1878
5 9
9
1 3
1869
16 3
1
6 2 1
1879
1 3
1870
11 2
2
3 1
1880
10 3
/
i
16
No tolls are levied on any of the following: artiolen whon transported on thw
New York Canals : —
•Pork.
•Wool.
Hops.
•Beef.
♦Live Cattle, Horh, and Sheep
Domestic Spirits,
♦Bacon.
Cotton.
Oil (^ake.
•Cheese.
Tobacco, unraannfncturcd.
Bar and Pig Loud.
•Butter.
Hemp.
Domestic Woollens.
*Lard.
Clover and (irass Seed.
" Cottous.
•Tallow.
Flax Seed.
Cortee.
The rate of toll that would be levied on the articles to which an asterisk (*)
is prefixed, on passing each way through the Welland Canal, is 20c. per ton ; the
rate upon the others is 40c. per ton.
Ill -HARBOR DUES AND OTHER CHARGES.
3rd. A Statement showing the comparative cost of Harbor Dues in Montreal, New York,
Philadelphia, Boston and Baltimore.
It may be stated here, that the Council of the Board of Trade had the
questions of Pilotage, Towage, and Harbor Charges, under consideration more
than a year ago; and a report was made which contained an approximate
comparative statement of charges to a vessel of 600 tons register, drawing 18 feet
wat^r, inwards and outwards, as follows :
PiLOTAOK. TOWAGK. WHARFAOK.
Boston $86.37 S60
'•*«" ■'»* '" «" '"« { aSTofV
Philadelphia 162.00 120 S3 per day.
Baltimore 162 .00 150 f 1 per day.
Montreal 193.50 $450 ^ $600 $4.50perday.
Foreign ships pay a yearly tax of 30c. per ton register in the United States ports.
This general statement was necessarily partial, for the column of '' Wharfage "
does not include ordinary charges to which all vessels are liable, owing to the
difficulty that was experienced in obtaining details. The particulars given on
pp. 17 to 23 inclusive, admit of very much fuller and specific comparisons.
17
As supplementary to the taxes and dues levied at the porti referred to by
the Minister of Pdblio Works the subjoined list shows the various items of
charge exacted by the Federal Government upon all vessels engaged in the foreign
trade on entering or leaving United States ports, — as provided for by the
Customs and Navigation Laws.
U. S. Charoeh on Vessels Inwaud.
TonuHgt: dutieK on VoHsels, in the foreign trade, built in the
U. S., per ton register $ .30
Tonnage duties on Foreign Vessels, per ton register .50
Tonnage tax (besides the duty, in certain cases,) per ton register . 30
Liglit-inoney, per ton register .60
Entry fee at Custom House, when cargo is free goods 2.50
" " '• when cargo contains dutiable goods .5.50
General Order .20
Each Jurat .20
Pc i's. To land Chronometer, Sails, Ac .20
Uu 'd States Hospital Money. Charged on American Vessels
for each employe on board for their time of service
since date of last entry of Vessel in a U. S. port, — per
month .30
Post Entry 2.00
U. 8. Commissioner's fees for paying crew, per man .50
U. S. Charges on Vessels Outward.
U. S. Commissioner's fees for shipping crew, per man $2 .00
Charge for log-book and papers 3 . 00
Clearance from Custom House 2.50
Bill of Health .20
Crew Bond .40
Crew List certified .25
Shipping Articles .20
•
A communieation recently received from the Assistant-Secretary of the
Treasury of the United States, affords the following particulars from the Navigation
Laws, on the subject of " Tonnage Duties," which are worth recording here : —
Sec. 4219. — Upon vessels which shall be entered in the United States from any foreign port or p'ace
there shall be paid duties as follows : —
(a.) On vessels built within the United States but belonging wholly or in part to subjects of foreign
powers, at the rate of thirty cents per ton.
(6.) On other vessels not of the United States, at the rate of fifty cents per ton.
(c.) Upon every vessel not of the United States, which shall be entered in one district from another district,
having on board goods, wares, or merchandise taken in one district to be delivered in another
district, duties shall be paid at the rate of fifty cents per ton. Nothing in this section shall be
deemed in anywise to impair any rights or privileges which have been or may be acquired by
any foreign nation under the laws and treaties of the United States relative to the duty of
tonnage on vessels.
B
18
11 . i
(//.) On all forei|;n vessels which shall be entered in the United States from any foreign port or place, to
and with which vessels of the United States are not ordinarily permitted to enter and trade,
there shall he paid a duty at the rate of two dollars per ton : and none of the duties on tonnage
above-mt.ritioned shall be levied on the vessels of any foreign nation if the President of the
United States shall be satisfied that the discriminating or countervailing duties of such foreign
nations, so far aH they operate to the disadvantage of the United States have been abolished.
(f.) In addition to the tonnage-duty above imposed, there shall be paid a tax, at the rate of thirty cents
per ton, on vessels which shall be entered at any custom-house within the United States from
any foreign port or place ; and any rights or privileges acquired by any foreign nation under
the laws and treaties of the United States relative to the duty of tonnage on vessels shall not be
impaired.
(/.) And any vessel, any officer of which shall not be a citizen of the United States shall pay a tax of fifty
cents per ton. (See § 4131)
Skc. 4220. — No vessel belonging to any citizen of the United States, trading from one port within the
United States to another port within the United States, or employed in the bank, whale, or other fisheries,
shall be subject to tonnage tax or duty, if such vessel be licensed, registered or enrolled.
Skc. 4221. — In cases of vessels naking regular daily trips between any port of the United States and
any port in the Dominion of Canada, wholly upon interior waters not navigable to the ocean, no tonnage or
clearance fees shall be charged against such vesv.el by the officers of the United States, except upon the first
clearing of such vessel in each year.
Sric. 2793. — Enrolled or licensed vessels engaged in the foreign and coasting trade on the northern,
northeastern and northwestern frontiers of the United States, departing from or arriving at a port in one district
to or from a port in another district, and also touching at intermediate foreign ports shall not thereby become
liable to the payment of entry and clearance fees, or tonnage tax, as if from or to foreign ports : but such
vessels shall, notwithstanding, be required to enter and clear.
Sf-C. 4223. —The tonnage duty imposed on all vessels engaged in foreign commerce shall be levied but
once within one year, and, when paid by such vessel, no further tonnage tax shall be collected within one year
from the date of such payment. But this provision shall not extend to foreign vessels entered in the United
States from any foreign port, to and with which vessels of the United States are not ordinarily permitted to
enter and trade.
Sec. 4224. — Vessels wiihin pay tonnage duties once in a year, shall pay the same either at their first
clearance from or entrj' at, according to priority, a custom-house in the United States in each calendar year.
Nothing in this section shall be construed to prevent customs officers from collecting such tonnage duty at the
entry of vessels at their respective custom-houses during the calendar year if the same has not previously been
paid for such year.
Sec, 4225. — A duty of fifty cents per ton, to be denominated " light-money," shall be levied and collected
on all vfessels not of the United State.s, which may enter the ports of the United States. Such light-money
shall be levied and collected in the same manner and under the same regulations as the tonnage duties.
Sec, 4226. — The preceding section shall not be deemed to operate upon unregistered vessels, owned by
citizens of the United .States, and carrying a sea-letter, or other regular document, issued from a custom-house
of the United States, pioving the vessel to be American property.
yeissels entering- /rom a foreign port or place. — \. All merchant-vessels entered in the United States
from any foreign port or place, are subject to the payment of tonnage duty. They may be divided into two
principal classes, namely :— Vessels of the United State? , and vessels not of the United States. Vessels of the
United States are those documented according to law. They pay 30 cents per ton under paragraph e, § 4219,
except those any of whoso officers are not citizens of the United States, which pay 50 cents per ton under
paragriiph /. The officers of a vessel are, under the rulings of the Department, the master and mates, and, in
addition, the engineers and pilots, if a steam-vessel.
II.— Vessf-ls not of the United States may be divided, in relation to the rates of tonnage duty, into five
classes :
1. Vessels built in the United States, but belonging wholly or in part to subjects of foreign powers.
2. Vessels not built in the United States, and belonging wholly or in part to subjects of foreign powers.
3. Vessels wherever built, owned in whole or in part by subjects of foreign powers, which enter from a
foreign place where vessels of the United States are not ordinarily permitted to enter and trade.
4. Vessels not built in the United States, but belonging to citizens of the United States, and provided only
with a sea-letter, or other custom-house document proving the vessel to be American property.
5. Vesssels without documents.
III.— Vessels of class i pay -va cents per ton under paragraph a, § 4219, 30 cents per ton additional under
paragraph e, and 50 cents per ton light-money" under § 4225, making 'St.io in all.
Vessels of class 3 pay 50 cents per ton under paragraph b, 30 cents per ton additional under paragraph «,
and so cents per ton " light-money " under § 4225, making $1.30 in all.
Vessels of class 3 pay $a per ton under paragraph d, 30 cents per ton additional under paragraph e, and
50 cents per ton " light-money " under § 4225, making $1.80 in all.
Vessels of class 4 p.'xy 50 cents per ton under paragraph b, and 30 cents per ton additional under paragraph
*, making 80 cents per ton ; and if the owner or master refuses to take the oath required by § 4226, so cents per
ton " light-money " under § 4225 .-.lUst be paid, making $1.30 per ton.
Vessels of class s pay the same as vessels of class i or 2, accordingly as they are vessels built in the
United States or not. T he cojlector must satisfy himself, by evidence presented, that the vessel was built in the
United States, before admitting her to payment under class 1 at 9i.io per ton. (No importations can be
permitted in vessels of class 5, See g 2597, Rev. Stat.)
port
200
500
800
1100
Ovei
NOTI
19
port:
1. — Port of Boston.
The following are the rates and dues levied on sea-going vessels at this
Customs Entry — 100 tons and over, dutiable cargo $5 . 50
" " free cargo 3.17
Custom Clearance — under license . 50
ucder register 1.50
foreign vessel coastwise 2.00
« foreign 3.30
With reference to the foregoing particulars from local sources, see the list of U. S. Government
charges upon foreign vessels, as well as upon American vessels in the foreign trade, on
pages 11, 18.
Wharfage, Dockage — Vessels discharging cargo, or loading grain at
elevators, or other cargoes at the wharves, are
free from wharfage.
Steamers, Ic. per day per ton register.
Sailing vessels over 200 tons register ^c. per ton
per day.
Lay-Days free from Dockage as follows :
Loading.
200 to 500 tons 20 days.
25
.35
40
Over 1500 " 45
500 to 800
:l
800 to 1100
a
1100 to 1500
II
Discharging.
200 to 500 tons 7 days.
500 to 800 « 10 "
SOOtoUOO '• 15 "
1100 to 1500 " 20 "
Over 1500 "
.25
NoTB — The foregoing information is from an •' Index to the Port of Boston." Some explana-
tions and further information have been received from a reliable source aa
follows : —
Wharfage. — No charge for wharfage is made to the vessel ; — the shipper
or receiver pays it. When a vessel goes to a railroad
dock to discharge, the wharfage is free on that portion of
the cargo which goes over the road ; — and the same rule
• applies to a vessel loading at a railroad dock ; that por-
tion of her cargo which comes over the road is free from
wharfage. In all cases where cargo is received from, or
delivered to lighter or other vessel over side, while the
vessel is at «» wharf, the goods so received or delivered
are subject to half-wharfage.
Particular Rates. — When the goods do not come over a railroad, to its
dock where the vessel is loading, the charges on
principal articles are as follows : —
Flour per brl 4c.
" per sack 2c.
Cheese, per box Ic,
Lard, per tierce 7c.
Bacon, per box 6^c.
Butter, per tub Ic.
Hay, per ton 40c.
Cattle Feed per bag 2c.
Cattle, per head 15c.
Sheep or Hogs, per head .... 4c.
N. B.—Oattle, sheep, and Live Stock, are invariably subject to wharfage,
whether coming over the railway or not.
w^
20
Grain-Tranter and other Charges.
Grain in bulk, delivered by floating elevator, Jc. to Ijc. per bushel.
" " loading and trimming, per 1000 bush $1 .50 to §2.
Hire of bags (to be returned to port,) each 05
Stowing and sowing bags, each 01^
Ceiling (Lining) for cargo, l|c. per bush. ; — should serve
for 3, 4, or 5 voyages.
Surveyor's Fee $10 .00
VM
2. — Port of New York.
The following rates and dues are paid by all sea-going vessels : —
Quarantine Dues $6 . 50
Hospital Dues — for Captain 1.50
for each Mate 1.00
for each Seaman 50
Health Officer 6,50
Willi reference to the foregoing particulars from local sources, see the list of l/.S. Government
charges upon foreign vessels^ as well as upon American vessels in the foreign trade, on
pages 17, 18.
Wharfage — All vessels of 200 tons and under, per ton. . . . 2c. per day.
All vessels over 200 tons, 2c. per day for each of the first
200 tons ; and for each additional ton jc. per day.
The owner, or lessee of a wharf may charge 5c. per ton per day, for all
merchandise left on his wharf, after 24 hours have elapsed from
the time of being landed or left there.
Harbor Master's Fee, from $3 to $24, according to size of vessel, — the
legal charge being Ijc. per ton.
Ballast — ilischarging 35c. per ton.
Loading, stone, f. o. b 60c. "
" shingle, f. o. b 65c. "
" earth, f. o. b 50c. "
Grain-Tranter and other Charges.
Elevating — into single-deck vessels, including trimming, p. 1000 bu. $7.00
into double-deck vessels, including trimming, p. 1000 bu. 8 . 00
Delivering in bags on ocean vessels, per 1000 bushels 6 . 25
" <■ coastwise vessels including trimming 2 . 50
Loading bags, per 1000 bushels 5.00
Hire of bags (to be returned to port,) per 1 00 bags 1.00
Ceiling (Lining) for Grain in bulk, per 100 bushels 75
3.— Port op Philadelphia.
The charges paid by all sea-going vesstls are as follows : —
Entrance Fee $2 . 60
Harbor Master 2,00
Surveyor's Fee 3.00
Manifest Stamp $1 to $2
Clearance Fee $2 . 50
Bill of Health 20
Certified Manifest 20
'With reference to the foregoing particulars from local sources, see the list of U.S. Government
charges upon foreign vessels, at well as upon American vttult in the foreign trade, on
pagts 17, 18.
21
Wharfage Dues on a Ship *4.00 per day.
" on a Barque, Brig, or Schooner 3.00 •'
While, in a general way, these rates are correct, the following items are
more Bpecific : — Charges at the city wharves, from $2 to $5 per
day; at the oil piers, $3.50 per day for vessels under 300 tons ;
$4.50 on vebsels between 300 and 500 tons; $5.50 on vessels
between 500 and 800 tons; $6.50 on vessels between 800 and
1000 tons ; and $7 for vessels of over 1000 tons. Bates at grain-
loading wharves do not exceed $2 per day, — at some wharves
free.
Spanish, Portuguese, Italian, Russian, and South American Ships pay a
sum of $2.50 in addition to charges for Pilotage.
Stone ballast— $1 .00 to $1 .50 per ton.
Orain-Trans/er and other Charges.
Loading Grain in bulk, per 1000 bushels $2 .40
" in bags, " 5.60
Hire of bags, (to be returned to port,) per 100 bags 3.00
Ceiling (Lining) for bulk grain, fc. to Ic. per bushel.
Surveyor's Fee lO-OO
4. — Port of Baltimore.
The following rates are levied on all sea-going vessels : —
Vessels with dutiable cargo pay as follows : —
Customs Entry $2.50
" Survey 3.00
" Permits 20
Vessels with duty-free cargo pay : —
Customs Entry $2.50
" Survey 67
'With reference to the foreffoing particulars from local sources, see the list of U.S. Oovernment
charges upon foreign vessels, as well as upon American vessels in the foreign trade, on
pages 17, 18.
Quarantine and Doctor's fees — Ic. par ton register.
Wharfage per day : — Vessels of less than 400 tons $1.25
400 to 600 tons 1.50
600 to 800 tons 1.75
800 tons and upwards . . 2 . CO
These rates apply to wharves owned or leased by individuals, where
cargoes of all descriptions are landed and shipped. At wharves
owned by the City or State, the rate is Ic. per ton register per
day; at the grain-elevator, $1.50 per day for vessels up to 500
tons register, and $2 if larger ; at oil-wharves, $3.50 per day on
all vessels irrespective of size.
Ballast :— Discharging, per ton, 20c. to 30c.
Loading and cost of earth or stone, per ton 60c. to 70c.
ssm
22
Grain'Tranifer and other Chargei.
Elevating bulk grain, per 100 bushels 38c.
Trimming « per 1000 bushels §1,50
Stowing bags, per 1000 bushels .05
fiag-bire (bags to be returned to port,) per 100 3 . 00
Sewing bags, per 100 .50
Ceiling (Lining) for Grain in bulk, l|c. per bushel ; the same
lining, with slight repairs, should serve for 4 or 5
voyages.
Surveyor's Pee 10 , 00
5. — Port op Montreal.
The following dues and charges are levied on all sea-going craft : —
Hospital Dues 2c. per ton register.
* Po'ice Dues 3c. "
Wharf Dues — Steamships, of 50 tons
register, and upwards,
per day , li^c. per ton register.
" Sailing Vessels, of 50 tons
register, and upwards,
per day |o. '«
The Harbor Commissioners are authorized by an Order-in-Council, dated
19th April, 1880 to levy rates upon " all merchandise, animals,
and things whatsoever, landed or shipped in the harbor." The
printed tariff contains an enumeration of nearly 300 items, to
which specified rates are attached. The charges on two-thirds of
these are at the rate of 20c, to 50c. per ton, viz. : — on 13 items,
20c. per ton ; on 38 items, 25c. per ton ; on 80 items, 30c. per
ton ; on 28 items, 40c. per ton ; and on 19 items, 50c. per ton.
Wheat, Maize, Peas, Barley, Malt, are charged 25c. per 100 bushels ; and
Oats 15c. per 100 bushels.
It is also provided :— " On all goods, wares, and merchandise whatsoever,
" the quantity of which by weight, measurement, or other mode
" of estimate provided for in the tariff, cannot be conveniently
" ascertained, it shall be lawful for the Harbor Commissioners to
" levy a rate of } of 1 per cent, on the value thereof."
Grain-Transfer and other Charges, 1880.
The Harbor Commissioners levy the following rates (as above-noted) :-^
Upon Wheat, Indian Com, Barley, Malt, Peas, &c., per
100 bushels
Oats, per 100 bushels,.
25c.
16c.
• Trinity Dues— 5 p.ct. on all Pilotage— is a charge deducted from the pilotage
accounts, and is understood to go into the Fund for Decayed Pilots.
23-
Transfer rates by floating elevators are : —
Elevating, (one-half of which is payable by the receiving
vessel) per bush ic.
Filling and sewing Grain-bags, each bag ^c. to Ic.
Hire of Grain-bags, including filling and sewing (to be
returned to port,) per bag 4.^0.
Through cargoes of grain by railway from the West for shipment at
Montreal for Europe, are transferred from the cars, floated to
vessel in harbor, and put f. o. b., for a charge of l^c. per bu. for
all local expenses, which charge is usually included in the
through-freight rate. — Free storage for a term of 10 days is also
granted when required.
Storage of Grain cargoes — |c. per bu, for first five days.
^c. per bu. for each of ne.xt three terms of five
days each respectively.
\c. per bu. for each succeeding term of 10
days.
Winter rate for the season (Nov. I to May 15)
2J c. per bu.
Charges for Lining (Ceiling) for Grain-cargoes : —
Wooden Ships, per register ton, 46 to 60c.
Iron Ships, which are not lined higher than the turn of
the bilge, per ton , 30 to ^Oc.
The same lining, with occasional slight repairs, should
serve for three or four voyages.
Steamers with water-ballast tanks, when tank covers are
clear, dry and caulked, require no lining
Port Warden's Fee $4 to .$6
Special Rates and Charges, 1880.
Harbor Towages — For one tug $5 ^ $10
For two tugs $20
Ballast— Wharfage on 10c. per ton
Carting away 20c. "
Laid down alongside, when required 50c. "
Tallyman, when required, $2 .00 per day of 10 hours.
Watchman, " $2 .00 for 1 2 hours.
Customs Officer — overtime when discharging, $2 . 50 per night.
Shipping-Master's Fee for British Vessels, for
each man shipped or discharged 50 cents.
Noting Protest, Si .00:— Extending Protest, when required, $6.00.
Stevedore's charges for discharging inwards, and loading outwards
cargoes, are from 16c. to 20c. per ton, for both weight and
measurement.
-. 1.-.
24
IV.-REPEAL AND REDUCTION OF HARBOR DUES.
4tb.
What reduction in Dues your Board would recommend, either as to Tonnage Dues
on "Vessels, or Wharfage ;%tes on Goods, in order to successfully compete with
the Ports above-mentioned ?
1. Through rates of freight for merchandise, for instance, from Great
Britain to Toronto and other points in Ontario, are practically the same, whether
the ocean carriage terminates at New York, Boston, or Montreal. There are no
wharfage rates imposed at either of the two former ports, on merchandise in
transit for inland points either in the U.S. or Canada. Wharfage rates at Montreal,
however, are a considerable item. Taking the keenness of competition in every
department of mercantile life into account, it is thought that an efiectual remedy
would be, to have all these rates promptly repealed, for they weigh heavily on
the foreign commerce of the Dominion, and send freight past Canadian ships
and steamers into round-about foreign channels, to find cheaper access to cities
and towns in Ontario.
2. The following statement shows the operation of the tariff which the
Montreal Harbor Commissioners were, in April last, authorized to enforce (see
page 22 ;) and it demonstrates the necessity for reducing the dues : —
1878
1879
1880
To 1st October.
Sea-going traffic:
Wharfage dues on Imports
$59,216
103,046
$84,207
[ 67,644
1 41,975
( 16,442
$91,200
do. Exports \
do. Steamships V
do. Sailing Vessels . . . )
57,500
[ 54,800
$162,262
$210,268
$203,500
Local traffic:
Wharfage dues on Goods
$8,190
18,497
25,473
$6,648
17,625
22,891
do. Barges
( $30,514
do. Steamboats, &c
$52,160
162,262
$47,164
210,268
$30,514
203,500
Yearly Totals
$214,422
$257,432
$234,014
"^« harbor revenue in 1879 amounted to $269,596; — the dues levied on
r ;; crted and exported merchandise, appear to have been 56*52 per cent, of that
c !me. If the dues on the steamships and sailing vessels carrying the goods
were added, the burden imposed would be about 66 per cent. The effect would
simply be, the addition of about $180,000 to the cost of the property carried to
25
and from the port of Montreal, — which would have been saved in the ports of
Boston, New York, Philadelphia and Baltimore.
3. The subjoined statement shows how wharfage charges affect steamships
and sailing vessels in the several Atlantic Ports, as compared with Montreal,
according to the rates cited on pages 19, 20, 21 and 22, — the example being
that of a 1,500-ton vessel: —
Steaiushlps. Suiliiig Vessels.
• Boston per day $15.00 $ 7.50
New York. .. do 10. .50 10.50
Philadelphia, do 4.00 4.00
t Baltimore, . . do 2.00 2.00 •
Montreal do 22.50 11.25
4. It is understood that, during the past ten years, the revenue from foreign
traffic averaged 74 • 37 per cent, of the total revenue, — the expenditure on harbor-
works in ten year? being about $80,000 less than was spent in seven years upon
works in the river. The amount paid as interest on. the Government loan in four
years was not much under $200,000, and on the Harbor debt in ten years
8840,000. The revenue, in ten years, from wharfage dues on sea-going vessels
was $1,738,600 ; — if the Harbor Trust were immediately relieved by Government,
and by the City of Montreal, from debt obligations, an immense reduction (say 75
per cent.) in wharfage dues might signalize the opening of navigation in 1881.
5. It will be observed that this suggested reduction does not affect revenue
from local sources; such would very likely be increased by the influx of sea-going
vessels. In that case, the Harbor Trust could give attention to other reductions
and economies, which would soon make Montreal the cheapest port in the world
for the sea-going craft of all nations.
V.-RATES OF PILOTAGE.
6th The Comparative cost of Pilotage at all the above mentioned Porta, and what
remedy your Board would propose in order to reduce the cost of this service
below Quebec, as also from Quebec to Montreal.
1. — Port op Boston.
The rates for piloting a 600-ton sailing vessel, drawing 18 feet water, from
Boston Light (distance 9 miles from Boston proper) are : —
Inward, $3 . 80 per foot draft, $68.40
Outward, $2 . 75 « " 49.50
$117.90
' For some exceptions to the rule in Boston harbor, see page 19, under the word " Wbar(a){e."
t For exceptions, see paras^ph near the foot of page 21.
!9S9B
II
26
Pilotago is practically compulsory, both for steam and sail vessels ; — they generally
lay-to and wait for a Pilot, rather than incur risk without one. If a vessel is boarded
15, 20 or even 25 miles outside of Boston Light, in summer, (say April to November,)
the Pilot is entitled to no more than if he had been taken within 100 yards of it. In
winter he is entitled to distance-money, but must go on board four miles beyond Minot's
Light, which is 9 miles further out than Boston Light, — the total distance being 22
miles. The distance-money for 18 feet draft would be $13.68, making the winter
rate $131.58.
All U.S. vessels, regardless of size, are exempted from the necessity to engage a
Pilot when under coasting license. Vessels under 200 tons register, when sailing under a
register, may decline the services of a Pilot, and pay half pilotage.
2. — Port op New York.
The charges for piloting a 600- ton sailing vessel drawing 18 feet water from
Sandy-Hook to New York (a distance of 21 miles) are : —
Inward, $5.50 per foot draft, $99.00
Outward, $4.10 " " 73.80
$172.80
The distance from the Battery, (the southern point of the city,) to the bar, and over
it, at Sandy-Hook, is 21 miles. When the wind is fair, Pilots usually leave the vessel when
well over the bar ; if the wind is ahead, they take the vessel to the light-ship, which
is 6 miles farther.
The sum of $4, is added to the rates inward and outward respectively, between Ist
November and 1st April.
Pilotage is compulsory for all foreign vessels ; but the Act regulating the service
provides that "no master of a vessel belonging to a citizen of the United States, and
" licensed and employed in the carrying trade by way of Sandy-Hook, shall be required
"to employ a licensed Pilot."
3. — Port of Philadelphia.
The cost of pilotage from Philadelphia to the Capes of the Delaware (103
miles) for a 600-ton sailing vessel drawing 18 feet water, would be : —
Inward, $4.50 per foot draft $81.00
Outward, same rate, 81.00
$162,00
Pilotage is compulsory for all vessels arriving from, or bound to, a foreign port.
Spanish, Portuguese, Italian, Russian, and South American ships have to pay $2.60
in addition to the usual coxt of pilotage.
27
4. — Port op Baltimoee.
The pilotage distance to Cape Henry is 177 miles. The charges to a
600-ton sailing vessel, drawing 18 feet water, are: —
Inward, §5 per foot draft, §90.00
Outward, same rate, • 90 .00
.$180.00
If a vessel is hailed outside the limit at the Cape, she must take a Pilot ; but if
inside on being hailed, it is optional with the master to do so or not.
Coasting vessels pay a yearly tax of 6c. per ton, and are exempt from pilotage.
5. — Port op Montreal.
The pilotage charges to a 600-ton sailing vessel, drawing 18 feet water, when
towed, are as follows: —
Father Point to Quebec, 161 miles,— $3.60 per foot.... $64. 80
Quebec to Father Point,— $3 .15 per foot 56 . 70
i5121.60
Quebec to Montreal, 150 miles, $2 per foot, $36 .00
Montreal to Quebec, same rate 36 . 00
72.00
$193.50
It should be stated, that, from 10th to 19th of November, the rates from
Father Point or Bio to Quebec and return, are $4.60 and $4.15
per foot draft respectively. The pilotage of a vessel of 18 feet
draft, towards the close of the season, would therefore be $229.50
It appears from the foregoing pilotage statements, that the disadvantage to
Montreal, is very much more one of distance than expense. The rates are
all higher to other ports than to Montreal ; and the totals for the summer season
compare as follows : —
Total Pilotage
Mileage. Charges.
To and from Boston 18 $117.90
« New York, 42 .... 172.80
« Philadelphia 206 .... 162.00
« Baltimore 354 .... 180.00
« Montreal 622 .... 193.60
1. It is suggested that when the system of telegraphic communication in the
Gulf and River St. Lawrence is completed, pilotage arrangements may be very
much simplified, and the services of Pilots be made more available than here-
tofore, and their numbers largely reduced. This may be effected by the establish-
ing of a station or stations, with which the masters of in-coming vessels coujd
communicate by use of the electro-signal service.
28
2. The Pilot-service ought to be an open one, — to which all competent men
should be admitted, and each Pilot allowed to receive and hold all his own
earnings.
3. No deep-8ea pilotage charges should be exacted from any vessel, upward
or downward, when in tow of a tug, the Master of which is a duly licensed Pilot
of the first-class.
4. Rates of pilotage should be reduced, and all inefiicient or incapable men
removed from the Pilot rolls.
Capi
■ I <»» «
VI -THE TOWAGE QUESTION.
6th.
What remedy your Board would propose to lessen the cost of Towage of Sailing
Vessels from Father Point to Quebec and from Quebec to Montreal.
Although rates of towage at other ocean-ports are not asked for by the
Minister of Public Works, it has been considered worth while, as far as
practicable, to make a comparison on a basis similar to that on which the
information about Pilotage has been given.
1. — Port op Boston.
The rates for towing a 600-ton vessel, drawing 18 feet water, from Boston
Light to dock, and vice versa, are : —
Inward, $35.00
Outward, 35.00
$70.00
If a vessel takes a tug outside of Boston Light, inwards, — or is towed outward
beyond that Light, — the additional service is a matter of agreement between the vessel
and the tug.
2. — Port of New York.
A 600-ton vessel may be towed at the following rates : —
Inward, $35.00
Outward, 35.00
$70.00
Masters of vessels make bargains with tng-boats to tow in accordance with the
necessities of the case. Sometimes, wind and tide favoring, the tug leaves the vessel at
the Narrows, which is 6 miles from the Battery ; — with wind and tide unfavorable, the
tug will go 15 to 20 miles.
" There are no legal rates established for towing, the charge depending on distance,
'' state of weather, and size of vessel. In favorable weather, a vessel of 300 or 400 tons
'< can be towed in for $30 ; 600 tons, $35 ; 1000 tons, $45, and if the vessel knows
« where she is to be dotjked, this is included. ^ the vessel is,/or any reason, obliged to use
" sleam to come in, much higher rates are required. Outward towage is governed by the
<< same rules."
Islai
vess
bcin
to I
m
29
itent men
his owD
, upward
ised Pilot
able meo
3. — Port of Phii.adelph[a.
The charges for towing a 600-ton vessel, drawing 18 feet water, from the
Capes of the Delaware to the city, a distance of 103 miles, would bo : —
Inward, 50o. per niilu $51 .60
Outward, 75c. per mile 77.25
$128.75 •
Summer rates are by agreement. Inwa'd-bound craft frequently sail up to Reedy
Island, which is 46 mile« from the city, and there take Hteaui. It is not tisual for outward
vessels to tow below Reedy Island. In that case the towage would only cost $67.56.
The tug-boats on the Delaware River are said to be the most powi-rful in the world,
being each of about 2,500 horse power.
of Sailing
4. — Port of Baltimore.
or by the
as far as
which the
>m Boston
Towage charges on a 600-ton vessel, 18 feet draft of water, from Cape Henry
to Baltimore, 177 miles, would be: —
Inward $142.00
Ontward, 142.00
$284.00
5. — Port of Montreal.
ed outward
a the vessel
16 with the
he vessel at
rorable, the
It would be misleading to quote rates of towage here, as in the foregoing
examples ; for the simple reason that though tow-boat oflScials sometimes refer to
the " regular tariff," t jere is practically no recognized tariff of rates for tug-boat
service in the Gulf and River St. Lawrence. There seems to have been one,
however, bearing date 1 874 ; because the Canada Shipping Company framed a
list of charges for season 1880, for the services, when required, of their tug " Lake,"
the terms being mentioned as 50 per cent, less than those of 1874. According to
that reduction a 600-ton vessel, drawing 18 feet water, would be charged 46c. per
ton for first-class service, from Quebec to Montreal, or $276 for the trip, (the
downward rates by both tariffs being 25 per cent, less,) while the charge under
the regime of 1874 would presumably be $552. But there was in 1876, a
towage tariff issued by "Opposition Tow-Boats," according to which the rate for
a vessel as above, was 91c. per ton, or $546 up from Quebec. The difference
between the supposed-to-be regular tariff of 1874, and the one of 1876, was so
small as to lead to the belief that the opposition was of a very nominal kind,
— serving only to mislead unsuspecting ship-masters. The above-mentioned
Company's rate from Father Point to Quebec is $175, or $306.26 both ways.
30
6. — How THE TOWAOE BUSINESS IS WoRKlD.
The towinc-service in the River and Gulf of St. Lawrence has been charac-
terized as ineflScient, — it being alleged that there are steamers of one kind and
another engaged in it, that were not originally intended for that sort of work,
and wliich, us might be expected, are poorly adapted for it. The tariff rates
charged, too, are exorbitantly high, the mode of exacting tliem is arbitrary and
irregular, often oppressive — it seeming to be the settled belief of tow-boat organi-
zations, that the commerce of Canada's Great Water-Highway must afford them
revenue.*
A number of detailed lists have been obtained of vessels, — showing tonnage,
draft, rates of charge, &c., &c., — towed for varying distances between Bic and
Quebec up to Montreal, and return, in the seasons of navigation 1878, 1879 and
1880; — and they indicate how inconsistent and inequitable are the rates levied.
It would unnecessarily swell this answer, to give the lists here-referred-to in full ;
but the following brief resumd of some of them may be sufficiently explicit.
Season of Navigation, 1878. — Out of one list of 24 vessels towed up to
Montreal and back to Quebec, the sum exacted in four instances was $550, the
tonnages being respectively 803, 349, 690, and 349. Four vessels paid $500 each,
the respective tonnages being 744, 699, 739, and 388. Four vessels paid $300
each, the respective tonnages being 633, 398, 490, and 288. A vessel of 633
tons paid $285, and one of 414 tons paid $212.
Season of Navigation, 1879. — Out of one list of 14 vessels, one of 510
tons paid $811.45; — one of 813 tons paid $500; — $450 was paid for one of
729 tons;— $440 for 830 tons;— $425 for 628 tons, and $195 for 521 tons.
Season of Navigation, 1880. — Out of 14 vessels, the amount exacted in
two instances was $500 each, the tonnages respectively being 871 and 872. The
sum of $450 was paid for 787 tons ;— $400 each for 729, 364, and 354 ;— $350
for 769;— $330 for 396;— $250 for liM^ ;— $230 for 147;— and $225 for 249
tons.
Further for 1880. — A barqiiy of 1000 tons paid $600 for towage from
below Quebec to Montreal and return ; while a ship of 1135 tons had to pay
• A well-informed person at Quebec, writes somewhat roughly, under date 20th
September, as follows : —
" The Tariff made by the Beaver Line, is just one-half of that for 1876, but we
" don't even get that for four-fifths of the vessels. There have been seven vessels taken up
"this year, that have paid full tariff; but that was caused by the ignorance of the Masters,
« and the unblushing lying of Agents, which some of the Tug-owners keep for the pur-
" pose. Several of us have given orders not to take Montreal vessels at the low rates
« current, — but to give Quebec vessels a preference in all cases. The detention of Pilots
"up and down, expenses in current, and moorages in harbor, have rendered the business,
"at current rates, a losing one."
31
$1,325. In the latter instance, the Master was on his first trip to the River
St. Lawrence ; and he imagined the matter was all right when, without stating
any sura, the official on the tug said he would be towed np for 20 per cent, lens
than the tariff rate ! A barque of 770 tons was charged $250 ; while another of
50(1 ton.s had to pay $810 for like service. A brigantine of 508 tons recently
paid $260 from below Quebec to Montreal and return ; the same Agents having,
in 1879, a barque of 510 tons which had to pay more than three tinie.«< that
amount for similar service. A tug offered to take a vessel up to Montreal
and back to Quebec for $450, — to which the Captain assented, on condition
that if his Agent at the latter port had made any arrangement, he sliould
not be required to pay more than the Agent had bargained for. On arrival it
was found that an agreement had been made for $300.
The ve.ssels which suffer most are those which come into the St. Lawrence
trade for the first time ; and their experience is often so hard and cheerless that
they never return. The greatest perplexity and annoyance experienced by
owners of tonnage in Europe are believed to arise mainly from the uncertainty of
towage expenses; and there can hardly be a doubt that this keeps away many a
ship from Montreal, giving color to the exaggerated reports which have gained
credence respecting exorbitant charges of every kind to which all vessels are
subjected.
7. — Suggestions towards a Remedy.
wage from
r date 20th
1. Rates of towage should be reduced to a minimum, and the Harbor
Trust of Montreal might be empowered to provide towage facilities, at not more
than cost of service.
2. Or, a Company with suitable vessels, might be subsidised for the
purpose of procuring strict adherence to rates under cost to vessels.
3. Or, it might be worth considering, whether the service should be left
open to competition by all tow-boats that may be licensed as to their fitness, and
to be governed by a uniform tariff of rates, which shall be maxima. Vessels
towed could be left, during the busy season, in Hochelaga Bay, until there is
berth-room, — and then brought up by the chain-tug, and docked by a harbor-tug,
at fixed rates, which should be deducted from the tow-boats' accounts.
4. The Captain of all tug-boats should be licensed Pilots.
6. For the prevention of any possible over-charge, all rates for towage
might be made payable at the Office of the Harbor Trust.
ADDITIONAL INFORMATION.
RATES OF OCEAN FREIGHT.
There is a current theory that the larger the vessel the less the cost of
transport. As icgards the Upper Lake Trade, the President of the Buffalo
Board of Trade has put the case thus: —
" At the same rates a vessel carrying 60,000 Bushels of corn makes a profit of S740
on the round trip from Chicago to Buffalo and return, where a vessel carrying 21,000
bushels gains but S83.30, the rates m this case being 2 cents per bushel for corn and
$1.00 per ton for coal (carried on the return trip), giving to each vessel the same pro-
portionate return cargo. Calling the rate 4 cents per bushel for corn and Si .00 per ton
for coal, the smaller vessel would gain S743.50 while the larger one would show S2,540
on the profit side of the ledger."
Writing to the Secretary, under date 2nd November, 1874, the late
Hon. John Young, then Chairman of the Montreal Harbor Commission,
said : —
" The effect on the cost of outward freight, by the deepening of the channel to 20
feet, and employing the large ship, has been to reduce freight 33j per cent., compared
with the rates current previous to the improvement of the channel The Harbor
Commissioners believe that the cost of freight will thus be diminished, and, as a conse-
quence, that the value of what is exported will be increased to the producer, and imports
cheapened to the consumer."
Only a day or two before Hon. Mr. Young's decease, he requested that a
statement of ocean freight-rates at Montreal should be prepared, — going as far
back as the record of the Corn Exchange Association would admit of, — he being
of opinion that the quotations would show a continuance of the reduction.
Since then a good deal of labor and care have been expended in arranging
a table of average rates of Ocean freight for heavy Grain to Liverpool, by
steamships and sailing vessels, for each month and for each year from 1861 to
1879 inclusive, — see next page.
he cost of
je BuflFalo
)fit of S740
Ing 21,000
ir corn and
I same pro-
00 per ton
bow 82,540
the late
tmmissioD,
nnel to 20
, compared
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as a ooDse-
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34
Tlic avei'agc animal rates for steam and sail are t^liown in the last column,
^cparatinj:; thehe yearly averages into two periods of nine years each, — the first
one (18G2 to 1870.) ^ives an average rate of 5.s. "d. Stg. per 480 lbs. for sail-
craft, and (.is. G(/. for steamship.s, — the averaties for the .second (1871 to 1879,)
being respectively 5.s. IIJ. and C.s. iid. These results show an inerea.se of 4</.
for sail-cralt, during the last })eriod, but a decrease of '6d. for .steam.«hips. It
would appear, therefore, that, on the foregoing theory, all the advantages oi'
larger vessels have not yet accrued to Montreal exporters. There can be uo
di>ubt, however, that the greater tonnage of the vessels employed in the regular
grain-carrying trade of the River St. Lawrence (especially of steamships) in
later years, has given facilities for vastly more rapid transportation of larger
cargoe."^.
A remark made elsewhere, regarding freight-rates on inland waters, may be
repeated here, viz., that while averages for periods of years are convenient criteria,
they do not always afford sufficient data for conclusions. The tables on pp. 35
and 30, will enable the enquirer to ascertain the rates oi ocean-freights on one
day in each week during the seasons of summer navigation in 1878 and 1879,
at Montreal, Boston, New York and Baltimore ; while a table on page 37 affords
data lor comparing rates once a week at New York and Montreal, in the present
year (1880).
35
Comparative Rates from Montreal and Boston to Licerpoo} for two i/eurs.
Date.
Jan.
Feb.
<i
a
jMiifcli
April
May
Jul
July
Aug.
Sept.
Oct.
Nov.
Dec.
3
10
17
24
.^.1
7
14
'21
28
1
14
•21
28
4
11
18
1(5
30
20
27
4
11
18
25
15
22
29
5
12
19
2fi
3
10
17
24
31
7
14
21
28
5
12
19
26
187S.
IIONTRBAL TO LiVKKPOOL.
Per 480 lbs.
,S.V1L.
s. d. s.
.... ^ .
5 6
9 '• 6
4 6 '• 5
4 fi '• 5
4 •' 4 6
4 •' 4 6
4
4 G
5
4 n " 5
4 3 '• 4 6
5 " 5 3
5
5 6
6
7
Steam.
8. d.
9 0i7i>
I,
o
5 "
5 3"
5 3 '•
5 R " fi
5 9 •• 6
5 9 " 6
fi
fi 3
5 9 " 6 3
5 G " G
4 6 '' 5 9
4 6 '• 5
4 6 " 5
4 '' 4 6
4 0" 5
4 " 4 6
4 " 4 G
4 3 '■ T)
4 6 •' 5
4 6 '• 5
4 3 " 4 G
5 " 5 3
5 " 5 3
5 0" 5 3
5 " 5 G
5 " 5 6
5 6 " 6
6 6 " 7
{BOSTON to
kivntpooL
jp. (;oil)s.
Stra.m.
d.
H
9"
9
9
10
10
10
9
9
8
6.',
6A
6A
6]
6;,
6i
6.1
in
4
7A
7i
5^
Mo^•T^
18V9
-
tKAL TO I
IVERPOOL.
Sai
Per 4*0 11
s.
L.
Stb.am.
S. fl.
s. .1.
."i
d.
>. d.
• • I
in
8
i)ra
. . • .
U
.^
"
K
6
G "
. . . •
1;
G
G •'
• • • •
•'
6
G "
■ • • ■
li
6
G '•
;(
G
G '•'
. • • •
II
G
6 "
II
1.
6
G
G
G "
G "
G '•
11
G
G ••
• . ..
1,
6
6 '■
. . . •
'!
G
G "
• • • •
11
6
G "
II
. .
I.
, ,
1.
4
G '•
4 9
• • • ■
II
3
6 "
4
• ■ • ■
II
3
G "
4
3 3
II
4
3
3 "
4
2 fi
11
3 6
2
G "
3 G
....
1:
....
2
G "
4
(1
12 9 " 4
i 2 9 " 4
13 3 " 4 3
I 3 3 " 4 3
3 9
5
4 3
5 " 6
4 G " 5
5 " 5 9
" .I)
BOSTON 1.1
LIVLRI'iM-l
p. tioo.,.
Stkam.
2 9 " 4
2 9 " 4
3 3 " 4 3
3 3 " 4 3
3 " 4 3
3 .' 4 3
•• 6 o
" G ('■
'• ti ('
5 3
r, " 7 G
7 n " 7 G
7 G " 8
G •' 7 (•
" 6 G
G «
" 8 6
'' 8 6
•• 7 G
G '• 7 o
<' 7
5.'
r>l
54
r.J
5?.
5l
54
54
84
84
H
36
(^'ompurntivt Rates from Ntw York and Baltimore to L
iverpoolj
or two years.
1878.
1879.
Datu.
New Yohk
Baltlmore
Nkw
York 1
Baltimohk
To Liverpool.
To LlVKItl'OOL.
To lilVERFOOL.
To LUEUPOOL.
Pur «0 lbs.
Per 60 lbs.
Per 60 lb*.
Per 00 lbs.
Steam.
Sail.
Sleain,
Steam.
Sail.
.Steam.
(1.
d.
il. (1.
li.
d.
d.
Jaiintiry
3
'.n
8i ;
11 rrt) lU
51
■ • • ■
6
'•
10
10
8| 1
10:; ffv 11
6
< • ■ ■
64
>(
17
9.^
8 ,
11 fo) Hi
o:i
■ • > *
64
•■
24
'A
-:[
11 ffd U\
«1
6
7"
II
31
n
7*
11
5.|
6
n
Fibniaiy
7
y,\
7|
11 i
5l
51
8
.1
14
10
7^ \
11 !
6
5
6^
«
21
9
V, i
11 !
6
54
6ii rcb 7
■i
28
8
7Jl 1
lO.J fri) n '
6
54
71
Maivh
7
7-L 7" 1
10 fd' 10 J !
6.^
54
74
i(
14
iV{ ; r':
9i " '
64
5.1
74
II
21
Q\ b/i
9 ra) 9J
6
54
74
••
28
i
i
9 ra) 9|-
5?
5:;
6ij rO) 7
April
4
8]
7a
9
53
5J
6:i
u
11
8
7"
8h
6
5iJ
7i ra> 71
a
18
7
6* i
8] (a) 8.\
6
5;i
7 ^ 7i
i.
2")
7.1
1
sa ' ;
6]
54
6^
Mhj'
2
8A
8
9" i
5.^
5|
61
ti
9
8
7
9] (a) 9,'. 1
5]
5|
61 ra) 64
II
16
8
7 ;
8'] (a) 9' j
5.{
5
61 rcb 64
u
23
7;{
6i 1
8 (cb 8i 1
5i
5
6
K
30
8
7" 1
« " i
I 5',
5
5
June
6
8.i
7 i
H '
5,1
5
5
II
13
8]
►7
Bij fit) 9
5
41
44 (ci) 5
II
20
8i
7^
9
43
41
6 asked
a
27
1^ ;'.
< 1
7.1
8f f® 9
41
41
4 ^t) 44
July
4
7
.... 1
H fa) 83
4
4'
4 ifi) 4L
11
11
7
....
8] €> 8|
5
41
5
II
18
6:1
....
7
6.',
• • • •
7 ® 7i
II
25
6
5
8
7*
• • • •
74 (3) 8
August
1
n
6
8
7f
• • • «
81 faj 8i
11
3
8
6
8
8*
• • • •
81 /{^ 8;
11
15
8
• • • •
7* (&) 8 !
! 74
74^8
8 ra) 8.
ii
22
7i
7
' 74 i
1 7^
"7
8
II
29
7"
7
7* ^ 8 ;
7ii
7
7] (cb 8
September
5
6i
• • • •
' 74
7
• • • •
7^
II
12
H
■ • • •
6i ^ 7
6*
• • • ■
6J fd) 6;
ti
19
5.',
• • • •
6| /S) 6* i
711
7
£4 1^ 6;
II
26
6|
> ■ • •
6]
73
• • • •
1 rcb 8
October
3
ei
6
6|
9
9
9
II
10
6J
6J
6 r5) 6J
9
9
9
II
17
7i
• • • •
8
84
8
91
ti
24
7;
• • • •
8
7|
7*
8J
Ii
31
8
n
8
61
64
9
November
7
n
n
8*
8
7
9
'•
14
74
n
8| rtz) 83
6h
7
9 rci: 91
II
21
7i[
n
84 f(i) bI
H
7
7 asked
II
28
7^
H
' 8J
61
6
6 ro; 61
December
5
n
n
7f ^ 8
51
5
5
«
12
6
8}
4
4^
4
II
19
5i
....
n
4
4J
5
11
26
5|
....
7 /© 7J
3
5
37
The loUowiug quotations for 1880, show rates in Montreal as compared
with New York : —
Datk.
1880.
May
It
June
July
7.
U.
21.
28.
4.
II.
18.
25.
2 _
" 9.
•' 16.
" 23.
" 30 .
August 6.
" 13.
Sept
«
Oct.
II
20. ,
27.,
3.
10.
17.
24.
1.
8.
15.
Montreal.
Per Qlartbk of 480 lbs.
Iron Clipper and Steam.
4 (@
(1.
6
3
9
••
4
3
3
9
.1
4
3
3
6
••
4
3
6
4
3
9
4
3
4
4
3
4
3
'•
5
4
9
>i
5
3
4
9
II
5
6
4
6
i<
5
6
5
••
5
6
5
3
-
6
5
6
II
«
5
<i
.5
<>
4
;l
5
3
6
II
4
3
3
(.
4
2
9
(1
3
6
2
9
l(
3
6
2
9
II
3
9
3
3
1(
4
4
(<
5
4
"
5
""; Per Bish. of 00 lbs.
Iron Clipper and Steam.
d.
rz= C,
= 51
= b\
= 5.1
H
= 6
== n
= n
^- ^
= 7.1
= 81
7A
= 6
5{
= 4i
= 4^
= 4J
- 4i^
4i
= 6
= 6
fff
d.
n
6
6
8^
81
81
9
9
8|
7,',
JsRW YOUK.
Per Brsii. ok 00 lbs.
•Steam.
«/.
4A
5
3
4
5
5 ru 5.]
6
6 fft! «.]
\i{
8
9 rU' 91
8
n
Sail.
'/.
4.V
4 A
3.1 rcc 4
3 I'a 3^
3i
4.1
U fa 5
7 A
J
1(
H
'o\
.1
H
b\
.1
5i
5.1 (® 5i
11
6
b\ fa) 53
It
7*
6{
II
7*
6
There is a coaaideratiou that must not be overloolced, viz : that, other
things being equal, the prevalence of high rates of ocean freight might be
expected to induce vessels to seek the port where these can be obtained. A fair
axiom would be:— High rates of freight, cet. par., should bring tonnage to the
St. Lawrence,— more vessels would, by competition, tend to lower rates,— and
this cheapening of transportation would naturally bring more freight to Montreal.
The question is, therefore, a pertinent one :— What has prevented more vessels
from seeking the port where they could seemingly earn most money ?— and the
38
reply is, — iiofcliinf; but the moro tlian couutervaiJing charges that would be iucur-
red. The hoped-for advantages of lower rates of I'reight, will be the result of
lower port dues, less exorbitant towugo charges, cheaper pilotage, and sueh
improvements for navigating the River and Gulf as will lead to lower rates of
insurance.
But notwithstanding all the drawbacks and disadvantages, there are. this
year, two ft;aiurcs in the trade of the River St. Lawrence, deserving of notice.
(1.) There has been a steady flow of Grain from the West for shipment across
the Atlantic on other than .Montreal account ; and (2.) steam tonnage seeking
charter, appeal's to be beginning to preft!r Montreal over other Atlantic ports
when ."offering rates are the same. As before suggested, this is, no doubt, to be
attributed to the increased depth of water in the ship-channel, as well as to the
agitation about reduction of dues and other charges.
CRAFT FOR PORTS OF CALL.
It is worthy of note that, while the charges incident to the deepening of the
ship-channel bear heavily upon tonnage and merchandise, this is measurably
compensated for by the much larger class of steam and sail vessels now engaged
in the regular trade between Montreal and (Ireat Britain ; for it seems that
increased carrying capacity has not, within the past fifteen or twenty years,
further resulted in materially lessening freight-rates. But there is another cla.-s
of serviceable ves-sels, of much smaller tonnage, (say 400 to 700 tons,) and that
with a full cargo, draw from 15 to 18 or 10 feet of water, which it is considered
desirable to keep in the St. Lawrence trade. It is alleged on behalf of such
craft, hailing from Norway, Sweden, Germany, Austria, Italy, Spain, &c., that
the improvement of the ship-channel to any depth beyond 20 feet, involves an
inequitable per centage of assessment on them. The pilotage and harbor charge.-,
and especially the uncertain and arbitrary rates often levied for towage, have
tended to drive them away. The table on page 39 shows the number and tonnages
of vessels (steam and sail) which came to the port of Montreal during the past
decade, and cleared with Grain to ports of call ''for orders."
The decrease of vessels and cargoes in 1879 is remarkable, and unless the
shipments formerly " for orders " are now being made direct to Continental Ports,
it may be fairly inferred that shippers of Grain have so far lost some advantage
which they formerly had when they used the class of vessels here referred to.
The enlarged capacity of steam and sail vessels in the''regular trade, and the
constantly increasing per centage of steam tonnage, do not entirely compensate
for their absence. From the statements on pp. 29, 30, 31 about towage, it wUl
li
39
3
lO
33
«s
—
oo
i;^
33
'■^
M
—
*— t
33
C«5
00
03
00
o
Si
©
e
03
M-
un
.^
«
M
C»
to
«j
W
M
•*
l-H
— '
to
r-»
— t- a ?■! I
b- « 03 «s ,
in t-; t-^ •^1
■c c-i t~. nT :
C^ 33 ,-1 in
•— _ 00 rr> c. :
C-l iM M ~
•y.
<
O
03 O
— o
lO c
I
o
03
m
o
3 '—
o
o
oo
03"
s
«^1
CO
1—
o
C3
CO
I—
I—
CO
w 7-1 —
M I-
C_ 00
C-l — .
00
o
03
33
C3
in
■^ _ ,M — I
^ 03
C3
CO
fo'
o
P3
O
00
O '^
CO
CO
to
in
00
c.
in
oc
o
00"
CO
in
in
00
oo
o
CO
CO
ro
00
03
00
cr3
o —I
oc «
ao_ r-
o
03
03
©
O
10
•<
o
o
CO
00
CO
o
e<.i
ff3
CO
CO
in
CO
c-l
00
o
CO
CO
00
o
03
■*_
in"
CO
'■£>
:o
CO
p-1
00
eo__
CO
CO
o
00
00
CI
CO
CO
in
in
00
o
O
in
c-i —
C-l ~
c-l
o
00
CO
03
CO
00
03
00
73
W
,
,
>
•
CO
CO
'*
CO
—
Ir-
-f
■<
•
CO
in
t~
Ol
03
CO
t~
in
».
i/j
•
«M
-•
si
iz;
1 <
.
t
00
•—4
•-*
e-i
<e>
N
>
N
M
»-^
H
'Ji
CH
e<)
CO
■*
10
CO
t-
00
03
h-
t-
i^
t-
J—
t-
1-
►-
t—
t~
00
00
00
00
00
00
«— 1
00
00
00
rr.
40
be seen how heavily and arbitrarily the charges for that service, bear upon the
class of vessels which have heretofore been in favor for ports of call.
There is another view of this part of the subject, as regards the trade of
Montreal, which is very seldom taken into account, — viz., the los.s that would be
sustained by tradesmen and dealers, if the vessels here referred to are compelled
to forsake the St. Lawrence. It may be stated, on the authority of firms doing
business in this city, that, exclusively of pilotage, towage, harbor dues, &c., the
average disbursements of vessels of 600 to 1000 tons register, is about $800
each. If this be so, then the absence of 35 port-of-call vessels in 1879, (that
being the difference as compared with 1878), involved a loss to the local trade
of $28,000.
RATES OF MARINE INSURANCE.
The ((uestion of Marine Insurance is one of considerable importance in
relation to the trade of the River and Gulf of St. Lawrence — rates heretofore
having often constituted a considerable charge both upon imports and exports,
ami sometimes without equitable discrimination as to risk. The following are
comparative (nominal) rates at the ports of New York and Montreal : —
To London . .
Liverpool
Glasgow .
Cork
Havre . . .
Hamburg )
Bremen \
Bordeaux
Smyrna
Triebte
rna \
bte J
Nkw York.
Sail.
per cent.
'i ^fi 2.}
5- "H
f " n
u
»
PKA.M.
per cent.
J /fii I
i
•' 1
f
" 1
i
" I
: i
" 1
1 i
" 1
1
" 1
t
" 1
Montreal.
Sau..
I)er cent.
j^ ^ 3
i{ " 3
I " 3
'i " 3
'i " ■^
H
Stkam.
))er cent,
i ^ lA
i " H
t " H
i •• H
^ " 4
1 " 2
41
ipon the
The rates thus formulated would be apt to inialead, without a word or two of
explanation; for, even if the quotations were uniformly obtained, there is a deduction
of 20 per cent, made at both ports by American Companies, and 10 per cent,
by European ones, the rates of the latter being said to be lower. Both of the
statements give a wide range for the season. At Montreal, before the Ist
of September, risks have been taken this year on grain in A 1 steam tonnage at
j^ths per cent., and at ^ to ^ths per cent, by iron clippers and steamers in the
regular trade. There is a rule, — not exactly an iron-clad one, — by which there is
a rise in rates of |th per cent, on and after 1st September, and further similar
advances on 15th September, 1st October, and 15th October respectively. Each
addition of ,^th per cent, is equal to 81 on every 1,000 bushels of wheat so
insured ; the increase of i per cent, within the six weeks would, therefore, be
equal to $4 on every 1,000 bushels of wheat, and would add more than 87,000
to the cost of the quantity (about 1,785,000 bushels) shipped from Montreal
from 1st September to 20th October, in the present year. It is said that the
ratio of advance on and after 15th October depends upon the Weather; this there-
fore, involves a special arrangement.
The rates tabulated above are somewhat higher for Montreal risks, than lor
those of New York. It has been remarked, however, that insurances have been
effected on some occasions lately in which the difference favored shippers here ;
and Insurance Companies appear now to be tacitly acknowledging the lessened
risk by the competition which exists at variable rates, and below what may be
called tariff' charges. To say the least of it, there seems to be no good reason now
for the same Companies exacting higher premiums on grain cargoes, for instance,
shipped from Montreal, than are accepted by them from New York ; for, during a
period of seven years, (1873 to 1879 inclusive), of all the shipments from Montreal
under the Port Warden's regulations, — not a single accident or loss occurred all
that time, in consequence of a vessel being grain-laden. On the other hand, during
a period of about nine months, (1st September, 1878, to 11th June, 1879), of the
vessels which loaded grain at New York, seven (7) were abandoned, and thirteen
(13) reported missing.
The arrangements which have been in progress during the past three years,
at the instance of the Dominion Government, for extending the telegraphic system
to the principal islands of the Gulf, — notably, Anticosti, the Magdalen and
St. Paul's Islands, Bird Rocks, &c., are now on the eve of completion. The
light-houses in the River and Gulf of St. Lawrence will be placed in telegraphic
connection with the shore-lines and signal stations, to work in accord with the
International Code, which is capable of indicating 78,642 distinct signals. The
project includes the establishment of a daily Telegraphic Btdletin, for trans-
mitting frequent reports about the weather, vessels passing inward or outward,
casualties, and communicating with pilot stations, tug companies, »&c. When the
F
42
work is completed, — as it will probably be about the opening of navigation in
1881, — it will be easy and safe for ships to navigate the great Canadian Water
Highway. This surely warrants a considerable reduction in rates of marine
insurance, and a large increase in the steam and sail fleet in the trade of the
St. Lawrence.
ifl'
M
ition in
Water
marine
of the
SUMMARY OF CONCLUSIONS.
1. The carrying trade of Canada, via the River St. Lawrence, is embar-
rassed by a multitude of charges and rates of one kind and another ; some are
large, while many, singly and apart from the others, erroneously appear to persons
unacjuainted with details, to be of very little consequence. Water-borne merchandise
from and to the West by the St. Lawrence route should be relieved from
every extraneous burden. — otherwise, our fair share of West-bound traffic, and
the proportionate volume of the eastward traffic will continue to decrease. Such
an untoward result would make it appear that the many millions of dollars
invested in the Canals and Ship-Channel have been expended in vain. It seems,
therefore, to be the dictate of wisdom that the water-highways of the Dominion
should, in the meantime, he made available for enlarging and ey tending Canadian
commerce, whether they yield any present direct revenue to the Government or not.
2. Montreal can be made the cheapest and best Port in the
WORLD, for sea-going steam and sail tonnage. Such a consummation would be of
incalculable benefit to the trade and commerce of the whole country ; and the hearty
co-operation of the Shipping Interest and the Commercial Organizations, with the
Harbor Trust, the Civic Authorities, and the Dominion Government, is invoked
for its accomplishment.
3. The Dominion Government should immediately relieve the Harbor
Trust from the expense attending the deepening of Lake St. Peter, and improving
the Ship-Channel between Montreal and Quebec.
4. Wharfage on all ocean-cargoes, inward and outwarf', 'hould be reduced
to the lowest possible rates, or if practicable abolished. / a. .'fage on ocean-
tonnage should be reduced to the level of Baltimore and Philadelphia, and
abolished on grain-carrying inland craft.
5. Canal tolls on Breadstuff's and Provisions should be abolished, and
inland traffic should be exempted from all obstructive charges. The use of the
electric light in the harbor of Montreal, now admits of loading and unloading
at night, — to prevent detentions, therefore, between Kingston and Montreal, it
M
will be cssuntiiil to have Lakes St. Louis and St. Francis lighted, so as to be
navigable by night for tows of barges.
6. The Harbor Trust of Montreal ought to be authorized to provide for
an efficient towage service, at lowest possible rates.
7. With a view to greater efficiency, and to provide for the anticipated
increase of vessels coming into the St. Lawreiice trade, the Pilotage service should
bo remodelled, and pilotage charges reduced.
8. Rates and charges incident to the transfer, storage, and loading of fh-tt'm
cargoes should be reduced to a minimum.
9. An effort should be made to reduce rates of premium of ocean marine
insurance in accordance with lessened risks secured by the Port Warden's
service, and the electro-signal and telegraphic system in the Gulf and River St.
Lawrence.
