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KAILf ATS vera f ATEE-GOUBSES.
The influence of railways on continental and
inland traffic and their bearing upon the natural
and artificial water-courses of the United States
and the Dominion of Canada, including the ques-
tion of canal enlargement and the further deep-
ening of the channel between Quebec and Montreal
for the purpose of attracting the Western trade to
the St. Lawrence route.
A PAPER BEAD BEFORE THE
QUEBEC BOARD OF TRADE
. BY THE PRESIDENT,
a"03- snEJH-Y-osr, Es<^, :Lff-£>.:p.,
On the 20th November, 1883.
QXJ3e333EXC:
PRINTED ilT THE " MOBNIKO OHBONIOLK *' OmCE.
1884,
015970
BAILWAT8 Tersus f ATEB-GOUBSES.
ri
At a special general meeting of the Quebec Board of
Trade, held in the Board Eoom, Exchange Building, on
Tuesday, the 20th November, 1883, an interesting paper,
under the above title, prepared by the President, Jos.
Shehyn, Esq., M.P.P., was read, received, and, by unani-
mous resolution, ordered to be printed, as follows :
■§•
Ff>r years past, continuous efforts have been made to in-
duce the Government of the Dominion to continue the
improvement of our water-courses from Lake Superior
down to tidal water, on the ground that, without such
improvement, the western trafiS.c would leave the St.
Lawrence route. We all know how persistent the Montreal
Harbour Commission have been in urging upon the
Grovernment the necessity of relieving them of the ex-
penditure already incurred for the creation of an artificial
channel between Quebec and Montreal and what pressure
was brought to bear upon our Federal authorities to get
them to assume the responsibility of all further im-
provements required to render the channel navigable for
the largest actual and future steamships, on the pretext
that this amelioration of the river St. Lawrence is in
the general interest of commerce and navigation and con-
sequently that the public, and not the Harbour Commis-
sion of Montreal, should bear the expense thereof.
The Quebec Board of Trade has, from the very commen-i
cex^ent, been opposed to the pretensions of tl^e Montreal
!
1
Harbour Commission, holding that the improvements in
question, being of a local nature, ought as such to be borne
by the trade of Montreal, which is directly benefitted
thereby. But, as Montreal is now more urgent than ever in
its demands upon Government to relieve it from a burthen
which it was willing enough to bear at the outset when
the works of improvement were begun with the view of
drawing ships to its harbour, it may be opportune to con-
sider the question of the future destiny of the great con-
tinental and foreign traffic of this country. My object,
however, in treating so vast a question is not so much to
S3ek to influence the members of this Board or to refute the
Harbour Commission of Montreal as to bring the public
mind to bear upon a subject in which it is largely interest-
ed and to place before those who have charge of our
destinies such views as may be useful to them in determin-
ing the policy to be followed in all matters pertaining to our
carrying trade — very few people, so far, having taken the
trouble to look, in its broad, general aspect, at a question,
which, so to say, has been pretty much left to the treatment
of special localities according to their influence or their
interests respectively.
The great political economy of the question I am about
to discuss is not whether certain localities are to have an ad-
vantage over others, but what is to be the future destiny of
the local and through transit traffic of our Confederation —
what will be the great motors as regards the carriage of our
products and those of the western plains to the seaboard —
w^hat is to be the future destiny of our railways in this
country and what influence will our water-courses have on
its carrying trade— in fine, will our great transit trade bo
absorbed by our system of railways or will it seek an outlet
via our lakes, canals and rivers ?
These are the aspects in which the question must be
viewed and our best efforts should tend to its solution from
5
as broad and general a standpoint as possible. But, to ar*
rive at satisfactory conclusions, it is necessary to review
the progress made of late years in the carrying trade both
on land and sea and to note well the changes that have
taken place. We must carefully weigh the volume of traffic
carried on our inland water channels and the important
part played by railways not only in the matter of local traffic,
but in the influence they exercise upon that portion of it
which seeks an outlet to the sea.
I do not anticipate that the conclusions I have reached
will meet the interests or suit the tastes of every one.
But I feel confident that, based as they are upon facts which
can be verified by all willing to investigate the subject for
themselves, they will stand the test of criticism. I must
frankly admit that I would have been much better pleased
if, after a serious study of the question in which we are all
so much interested, I had arrived at conclusions more in
accord with the wishes and expectations of all concerned
for the rapid development and welfare of the Dominion
through the acquisition of a larger share of the grain and
produce trade, that is to say, by making the St. Lawrence
the great vehicle for more of the immense transit trade
annually finding its way to the seaboard. Facts are facts,
however, and we must accept them as they are. It will
not improve our position to allow ourselves to b ; carried
away by our imaginations or to rest content with iijv<sions.
I may say that my conclusions are not based on any mere
flight of imagination. They are the result of a great deal
of investigation and a careful study of the whole subject
and are supported by the strongest possible evidence, being
not only fortified by official statistics of various kinds, but
endorsed by men perfectly competent to pronounce authorii
tatively upon the points raised. They may not satis-
fy every one. Men, as a rule, look at such questions from
their own stand-points and those of their immediate interest.
^1
Bat, in the present instance, my object is not to please in-
dividuals. It is rather to fearlessly and honestly put before
the great body of the public my views respecting the routes
and the mode of transport that are destined, in my humble
opinion, as well to absorb the bulk of the through transit
traffic, as to control the local distribution of merchandize
and products of all kinds.
^yithout further preamble, therefore, I shall lay before you
and the public the results of my observation and research,
trusting that the arguments and facts which I shall bring
to bear on a subject matter of such urgent and paramount
importance may serve not only to impart some valuable
information, but to determine the precise value of certain
theories that have been emitted from time to time touch-
ing the destiny of our great water ways and the influence
they are likely to exercise upon the western trade in attract-
ing a larger share of it to our chief channel of navigation,
the St. Lawrence.
QUESTIONS TO BE CONSIDERED.
Is the deepening alone of the channel between Quebec
and Montreal indispensable to the further development of
the eastern and western traffic via the St. Lawrence ?
Are the pretensions of the Montreal Harbor Commission
that the undertaking should be carried out at the public
expense founded upon irrefutable facts, and has that body
upon reliable data attempted to satisfactorily prove to the
public that a deeper channel will secure the western traffic
and increase the amount of business over our water-courses
west of Montreal ?
Wouid the Government be warranted in adopting a
policy dealing at once with a grave and intricate question
of political economy, whose solution requires to be well
considered, as it will necessarily involve the country in a
in a
1
• • •
vast ezpeuditure to carry out . subeme relative to our water-
courses beneficial to the whole country and not to a single
locality ?
Is the deepening alone of the channel between Quebec
and Montreal to be considered as a public work and should
the cost of giving it a further depth of 2| feet be assumed
by the Government ?
I have read with much interest all that has been uttered
and written by the advocates of the scheme. I have also
perused with great attention the memorial of the Montreal
Harbor Commission and must candidly admit that all the
pleas advanced in the connection have failed to convince
me that they are right in their claim.
I have sought in vain in all the arguments used for one
solid reason in their favor. Plenty of words 1 have found,
but no substantial, unanswerable reasoning to uphold
their pretensions.
MONTREAL'S PRETENSIONS.
It is true that Montreal boasts of being the head of navi-
gation, styling itself the port of the Dominion ; but, while
proclaiming this fact to the world, it declares in the same
breath to the G-overnment that, unless a further depth of 2}
feet be given the channel at public expense, the trade will
leave the St. Lawrence route, thus parading its pretension
on the one hand to be the great port of the Dominion and
denying its correctness on the other.
The Montreal Harbor Commission, by their own memo*
rial to the Government, admit that the port of Montreal can
only be made available for the general traffic upon certain
conditions, that is, by the Government making, at the public
expense, an artificial channel, by which, on the plea of
seeking the general interest, they hope to bring the trade
f
8
to their own doors. According to their own confession,
Montreal can only become the great shipping port of the
Dominion upon one condition — that it be made so at the
public ezponso. On the face of that confession, the futility
of their pretensions is at once apparent. But, if further
evidence of the weakness of their cause be needed, I advise
all interested in the subject to carefully read their memo-
rial to the Government and try to discover in it, if possible,
anything tangible and of a nature to justify the expendi-
tnre which they desire to saddle on the public at large.
How comes it for several years past that they have failed
to secure a larger share of the western traffic ? Is this fact
due to " want of water " in the channel between Quebec
and Montreal or is it traceable to other causes over which
they have no control ?
If a greater share of the through traffic has not been secur-
ed, it is clearly not owing to want of water east of Montreal,
for, with the improved channel, excepting a few of the
largest steamships afloat which have to lighten before going
up, all other steamships and vessels have had no difficulty
in reaching that port. It cannot consequently be on that
account that a larger share of the through traffic did not
seek the St. Lawrence route or that we failed to secure our
due share of the grain trade seeking an outlet over American
territory.
The question with which we have to deal is invested
with a deeper significance than the mere fact of having a
little more or less water in the channel between Quebec
and Montreal, and any one, who has made the least study
of the subject, will at once come to the conclusion that
we have to contend with other causes which have reduced
the value and diminished the importance of our great
river highway.
si
PAST USEFULNESS OF WATER ROUTES.
At one time, our wuter-coarses were oar only channels
for he exchange of traflic between one locality and another,
and it was only through thorn that the sea-board could be
reached. In those days, there were no railways. It is con-
sequently not surprising that they should have attracted
much attention at the hands of the men who then had charge
of our political destinies. The business men of those days
were also quite right in advocating their improvement to
foster a traffic, which, no doubt, only for our railways,
would have followed the river St. Lawrence as their natur-
al outlet to the Atlantic. Any one glancing at a map of our
continent must readily admit that our predecessors were
correct in their then conclusions that the great western
traffic would find its way to the sea by our inland haviga-
tion. It is therefore not surprising that considerable efforts
should have been made to overcome some of the great
obstacles to the uninterrupted navigation of our water-
courses and to carry out such improvements as would
afford additional facilities to the flow of a traffic, whose
rapid and steady increase was looked upon as a certainty in
the then near future. But that was before the railway age,
when no one dreamt of the important role which the iron
horse was destined to play.
Originally, all settlements were located on the margin of
our lakes and rivers, which then offered the best available
means of summer communication between one locality and
another, as well as to transport our surplus production to the
sea-board in exchange for the wares of other countries
In those days, the best lands in the interior were com-
paratively of little value on account of their inaccessibility
and distance from the distributing centres. We all know
from experience that without a comparatively easy access
to markets no large amount of traffic is possible. Hence
H
i
I
i
10
i
the preference of all settlers as a rule for proximity to the
water routes in order to reach the markets where they could
exchange their surpluses for foreign goods.
RA.ILWAYS INAUOUEATE A NEW ERA.
Now, this great drawback has disappeared since the intro*
duction of railways, which have worked wonderful changes
in the trade and commerce of the civilized world. By their
means, every part of a country is rendered acces^ible, no mat-^
ter what may be its distance from a water-way or the sea-
board. They have, indeed, become the great factors in the
distribution of a nation's products, superseding as such to a
very large extent all lake and river navigation. Of lattj years,
lines of railway have been carried to the most remote parts
of our own continent and have thus thrown open to trade
and traffic areas of arable lands, which were previously
considered inaccessible by the ordinary modes of communi-
cation. Railways have, in fact, become the great vehicles
of transport in this hemisphere, as well as in all other civi-
lized communities. Nowadays they play so important a part
in the traffic of a country that w^ater-courses and water
stretches have no longer the same utility as formerly. The
great bulk of the trade has to be carried on by rail-
ways, as they offer over water-courses a multiplicity of
advantages, which it is needless to here specify, as they
are familiar to every body.
Since the introduction of railways in this country, there
is no longer the same necessity for dependence uppn watef
for communication with the markets and centres of distri-
bution, and the result is visible in the progress of settlement
even in the most distant parts of the interior and in the
facility with which their products attain the sea-board in
quest of a foreign market. In reality, railways have grown
steadily in importance and have not only become the ve-
hicles of local distribution, but are rapidly constituting
themselves the great arteries of conveyr»nce to the sea. As
sach, they are aunially becoming not only serious competi-
tors for the carrying trade, but are gradually driving out
the competition of the water routes.
RAILWAY COMPETITION AND ITS EFFECTS.
Look at what the Grand Trunk has done since it went
into operation ! The Ontario Navigation Company, which
at one time was a successful line, became paralyzed as soon
as it had to compete with the Grand Trunk, and we know
for a fact that, ever since its amalgamation with the Riche-
lieu Company, the latter's stock has been quoted much
below par.
For years past, all the sailing craft on the lakes have
barely managed to eke out an existence. In fact, all such
investments, once regarded as very remunerative, are no
longer-reckoned profitable — the truth being that it is not
wholly to want of water that we must ascribe the non in-
crease of the carrying trade which was altogether done
formerly over the water-courses running parallel with the
Grand Trunk, but rather to the latter's gradual monopoly
of the business.
Now, what has happened on our own waters ? At one
time, our Gulf Ports Steamship Company had established a
line between this port, Montreal and the Lower Provinces.
They were gradually building up an important trade with
our maritime neighbors and from year to year extending
their operations. No doubt, in a very short time, the ex-
change of traffic with the Lower Provinces would have
assumed very considerable proportions. But no sooner was
the [ntercolonial opened to the public than the Steamship
Company had to retire from the field and to send their vessels
to New York to inaugurate a line between that port and
Bermuda, retaining only one on the Canadian route whero
'1 i
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I'M
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but shortly before they had had seven or eight. No one
will for a moment pretend that it was owing to want of a
suflicienoy of water from Montreal down to the Lower Pro-
vinces that this line had to reduce the number of its ships.
Another effect of the Intercolonial was to drive out of the
field all our coasters, which the Gulf Ports steamers had
already begun to run off the track and which were finally
killed out altogether by the insuperable competition of the
railway.
We know that, since we have had the competition of the
North Shore Railway, the Richelieu Company can scarcely
holds its ground and that, only for a traffic arrangement
with the G-rand Trunk, which now controls both sides of
the river, the Richelieu Company would be gradually run
off the route.
The traffic on the G-rand Trunk and North Shore Rail-
ways from the west to Quebec is very large, so much so, *
that at certain seasons its volume is more than the Grand
Trunk can handle through lack of proper terminal facilities
at Levis as well as on this side of the river. The large
freights carried by these lines are, of course, at the expense
of the water routes, as our trade here has not increased in
proportion. Besides first class freight, the North Shore
Railway carries a large quantity of stone for building pur-
poses, a great portion of which, used in the construction of
the graving dock, is brought down from a quarry on the
line to the terminus at deep water, showing that, though
the contractors can utilize the river for the purpose, they
find it more advantageous to avail themselves of the North
Shore Railway in consequence of the expense and trouble
attending the cartage of the stone to tidal water. We have,
in fact, under our own eyes ample proof of what railway
competition is doing and has done and can see that it is
gradually appropriating the traffic formerly monopolized
by our water channels.
1.3
PAST FROGRESS AN INDEX OF THE FUTURE.
Indeed, railways . j steadily doing on land what steam
has done for the ocean traffic. It is not so many years since
there were no Atlantic steamers and the entire carrying
trade was done by sailing vessels. When steamers began
to cross the ocean, many were under the impression that
they would never be able to compete successfully with
sail in the transportation of merchandize, seeing that they
were at the outset run at great expense and could be only
utilized for mails, passengers, and, perhaps, a few fine goods ;
the greater portion of their available space being taken up
with coals, of which so much was consumed in a voyage
as to preclude the possibility of profitable freight competi-
tion with sailimg vessels. What a change has since taken
place! From craft of 1000 tons and less, they now run up
to eight thousand tons, with a greater carrying capacity,
improved machinery and a largely reduced consumption of
coal. In fact, the cost of running a large steamer has been
cut down to a minimum — so much so that a 5000 ton
craft does not actually cost much more to run than a 1000
ton steamer did formerly and no one can foresee what further
improvements may take place. As it is, sailing vessels have
almost wholly disappeared and the few that are left are only
used for coal and square timber freights. This is what has
been done in our own age by steam on the sea. Now, Vv^hat
have railways done in Great Britain ! They have killed tho
canal system, which is no longer availed of at the present
day but for the carriage of pig iron, timber and coals.
Neither has the coasting trade increased since railways
have come into operation. Nowadays, no one dreams of
sending London goods by water to Liverpool. On the con-
trary, forwarders and shippers send them by rail to the
latter port, where they are transferred to the Atlantic
steamers, which in their turn convey them to their ports of
destination,
14
No one will pretend that goods destined for a foreign
market are now despatched to the sea-board by canals or
coasting vessels. They are sent by rail. In fact, the slow
process of canals would not be tolerated and would not
pay. Moreover vessels could not be induced to wait for
cargoes upon such conditions. The truth is that canals in
England are no longer used but for the convenience of in-
land localities and the transportation of the very lowest
class of products.
DISASTROUS hesults of railway competition upon
AMERICAN CANALS.
Now, let us return to our own continent and examine for
a moment what has occurred in the State of New York, for
instance. A glance at the map of that State will show a com-
plete network of railways converging towards New York,
Boston, and other United States ports, such as Baltimore,
Philadelphia, Portland, and even New Orleans. These rail-
ways connect with all the producing parts of the Union
and extend in all directions warranted by the exigencies
of traffic. There is so much competition between the
various trunk lines, all striving for the through traffic and
putting forth their utmost efforts to bring grain and other
products to their own sea-boards, that the State of New York
has been obliged to actually abolish the tolls on the Erie
Canal in order to retain a certain amount of business for
that channel. Railways are, in point of fact, exercising the
same influence on the carrying trade there as is noticeable
within our own territory. The Erie Canal can no longer
bid for the balk of the carrying trade with such arteries as
the New York Central and the Erie, and, for convincing
proof on this head, it is only necessary to refer to the report
for 1882 of General Seymour, the State Engineer. In the
report in question, at page 9, will be found the following
conclusion :^
'if
16
" Efforts to increase Tonnage hy reducing Tolls. — It is well
understood that, dnring the past few years, the Canal
Board has reduced the tolls from time to time nntil, with-
in the last two years, they have heen entirely abolished on
the westward bound freight and reduced to nearly or
quite a minimum on freight bound eastward, and that
that has been done in the hope that the reduced tolls
would increase the volume of tonnage to such an extent
that the revenue from the canals would still cover the
expenses of superintendence and repairs.
" Experience has demonstrated, however, that no such
" result can be realized, and the people have therefore de-
" cided, by the adoption of the recent amendment to the
♦• Constitution, that the canals of the State shall hereafter
" be entirely free from tolls and that the cost of maintaining
" and operating them shall hereafter be provided for by
" direct taxation.
'* In 1862, the date of the completion of the enlargement,
" there were 2,710 miles of completed railroad in the State ;
." and there were two through lines, the New York Central
" and the New York and Erie, that became direct and
" powerful competitors of the Erie Canal for the traffic be-
" tween the Western lakes and tide w^ater.
'* The Adverse Result produced hy Natural Causes. — There
" can be no doubt that the result as shown above differs
" very widely from the hopes and the anticipations of those
'• who originally advocated and projected the enlargement
" of the canals at such an enormous expenditure by the
" State, and yet the causes which have produced this ad-
" verse result, although not easily foreseen, become quite
" apparent when viewed in retrospect.
" In 1835, the date of the report of the Engineers before
" referred to and also of the first decisive steps taken towards
" the enlargement, there were only one hundred miles of
" completed railroad in the State, and there was no imme-
'* diate prospect of the completion of any through lines be-
'* tween tid6 water and the lakes that would be liable to
" compete successfully with the State canals.
16
" Through lines had also been constructed in other States,
" which offered an active competition for the same traffic
" to the canal and railroad lines through the State of New
" York.
" In 1882, we find that there are not less than 6,600 miles
'* of completed railroad in the State ; and that the two
" great trunk lines above referred to have added largely
" to their carrying capacity, the Erie by doubling its track,
" and the New York Central by quadrupling its track, thus
" practically increasing its tonnage capacity to a maximum
" and reducing its cost of transportation to a minimum.
" Lines have also been straightened, grades reduced and
wooden bridges replaced by iron, T rails substituted
for straps, and finally steel rails substituted for iron,
thus rendering the roadway proper as perfect as
possible'; while, at the same time, locomotive engines
have been more than quadrupled in power, and rolling
stock has been supplied with all modern improvements ;
all of which has had the effect to reduce the cost of trans-
portation, on comparatively local railroads, to a minimum
not exceeding a half cent per ton per mile.
" Many other lines of railway have been constructed
" between the western lakes and Mississippi valley and the
" Atlantic sea-board ; and all of these great trunk lines
" have absorbed and consolidated with lateral lines, and
" lines extending farther westward to such an extent that'
" their influence is felt and their power acknowledged
" to the most remote bounds of improvement and civiliza-
" tion.
" Difficulties to be overcome by Canals. — It should also be
considered that canals can be navigated only about seven
months in the year ; that the time of their opening and
closing is always very uncertain ; that their navigation is
constantly subjected to detentions occasioned by the want
of an adequate supply of water, together with breakages
and other unavoidable accidents ; and that the time re-
quired for boats to pass between the lakes and tide water
is about five times that required by railroads ; while, on
the other hand, freight may be shipped by railroad every
day in the year and delivered at its destination with the
It
" utmost regularity, and at prices generally but very little,
" if any greater, and in many cases much loss, than those
" charged upon the canals.
" This single item of d<>tentions caused by breaks in the
" canals would of itself, if generally understood, seem to
*• afford sufficient reason for a diversion of a considerable
" amount of tonnage from the canals, to say nothing of the
" enormous expense which they entail upon the State.
" It is a matter of surprise that no regular record or
account of these casualties has been kept in any depart-
ment of the State canals ; but a careful examination of
the different reports shows that, from 1858 to 1882 in-
clusive— embracing a period of twenty-five years — the
detentions by breaks in all the canals of the State, so far
as any record can be found, amount to nine hundred and
twenty-five days ; and that their cost to the State has
amounted to $2,042,103 and there can be no doubt that
a large percentage may be added to these figures with
perfect safety.
" During the most busy portion of the season of naviga-
tion, in September last, a serious break occurred in the
Erie Canal, on the Jordan level, a few miles west of
Syracuse, which caused a detention of nine days ; and
another occurred on the same canal, at Brighton, only a
day or two before the closing of navigation, in December,
which has not yet been repaired ; but which, if it had
occurred a few days or weeks earlier, would have caused
very serious detention.
" Practical Solution of the Canal Problem. — In view of all
" the foregoing facts and conyiderations it would appear
" that the true solution of the great canal problem may be
" briefly stated as follows :
" 1. The Erie Canal can never become self-sustaining, and
" at the same time compete successfully with rival lines
" of railway and other through channels of communica-
" tion, for the great bulk of the carrying trade between the
" west and the Atlantic sea-board.
" 2. Inasmuch as the annual tonnage of the canals has
" not been materially increased since the completion of the
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** present enlargement, there appears to be no encourage-
*• ment for advocating a further enlargement at the enor-
" mous expense which it would entail upon the State ;
" unless it be to add one foot to the depth of the water
'• on the levels between locks, which would undoubtedly
" be of great advantage to navigation.
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" 3. Judging from the present dilapidated condition of the
canals, which has been brought about by the want of
necessary means to keep them in good working order
and at the same time prevent their rapid disintegration
and decay, there can be no doubt that the prompt action
of the Legislature and the people, in adopting the recent
amendment to the Constitution, affords the only means
by which the usefulness of the canals can be perpetuated
to the people of the State, by opening a free channel of
water communication between the western lakes and
their great commercial metropolis
" 4. In order to realize, to the fullest extent, the benefits
that are expected to result from this new departure in the
canal policy of the State, the Legislature should promptly
provide the means required for placing the canals in such
perfect repair, and also for making such improvements
in the prism and structures, together with such increased
facilities for obtaining an adequate supply of water, as
will enable the canals, at all times during the season of
navigation, to be safely watered up to their iuU capacity,
and all danger of detentions from breakages, blockades,
and other causes be effectually avoided.
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" It appears from the above table that the tonnage on the
old canals increased from 1,178,296 tons, in 1837, to
6,598,785 in 1862 ; and that the tolls had incroased, dur-
ing the same period, of twenty-five years, from $1,2!»2,623
to $5,188,943 ; also, that the tonnage on the enlarged
canals has not materially increased since their completion,
but has slightly liuctuated between 5,557,692, in 1863,
and 5,468,311 in 1882, the average being 5,599,743 ; and
the tolls, during the same period of twenty years, have
rapidly diminished, from $4,645,207 to |685,5 18."
19
./JLITION OF CANAL TOLLS NO REMEDY.
The Auditor of the Canal Department of the State ot
New York for the year ending September 30, 1882, at page
8 of his annual financial report, makes the following state-
ment :
" In order to meet the provisions of the third section of
" article Y of the Constitution, the revenues for the past
•' year should have been sufficient for^ the following pur-
" poses, viz. : —
" To pay the cost of collection, superinten-
dence, and ordinary repairs of the canals.. $653,510 01
" To pay the interest on the canal debt 638,602 00
" To pay the annual contribution to the sink-
ing fund for the extinguishing of the debt. 450,000 00
" To pay the general fund for the support of
the Government 200,000 00
$1,842,112 01
» Total revenue received 659,970 85
" Deficiency of revenue for the year ended
September.30, 1882 $1,182,141 66
" The remission of tolls, as an independent measure, will
" not increase the tonnage.
" There will be no increase in the business of the canals
" and it is doubtful whether the present tonnage can be
" maintained, unless something shall be done to facilitate
" the movement of boats through the locks and to quicken
" speed.
" The reduction in tolls and transportation rates has
" heretofore proved ineffectual in causing an increased
" movement by canal, and it is therefore evident that other
" causes than tolls have prevented the canals from obtain-
" ing a fair proportion of the yearly increase in the tonnage
" moved. "^ In 1872, the freight transported by the canals
" amounted to 6,673,307 tons, the largest movement rc-
'• corded.
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" In the same year the total movement by the canals
" and the two trunk railways of this State aggregated
" 16,681,609 tons, the canals' proportion of the whole being
*' 40 per cent, with tolls at the rate of 8 cents per bushel of
" wheat from Buffalo to tide-water.
II I
•• In 1881 the canals transported only 6,179,192 tons out
of a total movement of 27,857,394 tons by the canals and
two trunk roads, the canals' proportion of the whole being
only eighteen per cent, when the total movement by the
three routes was sixty-eight per cent larger than 1872,
and the tolls had been reduced nearly seventy per
cent. Had the canals kept pace with the railways they
would have moved in 1881, 15,215,283 tons or nearly three
times the tonnage actually transported through them.
" If nothing more is done to popularize the canals than
" remitting the low toll which has been imposed for the
" past few years it is quite clear, if the past is any index to
" the future, that the time will soon arrive when the
" business they will command will be no compensation for
*' the cost of maintaining them.
" The Progressive Spirit displayed on other Routes^
Hints for Canal Managers. — Upon all transportation
routes by water, steam has almost entirely superseded
every other motor. Every steamer constructed shows
some improvement upon its predecessor, either in size,
labor-saving appliances, or the more economical applica-
tion of steam. On the Atlantic the earlier steamers, in
order to compete with those of more modern construction,
are lengthened, when it is found that their draft is
diminished and their tonnage capacity and speed increased
with no greater cost for impulsion. The old railway craft
and the once famous packet now only find employment in,
transporting freight too hazardous to be conveyed by
steamers, or on routes not yet traversed by the iron steam-
ers. On the Atlantic they are no longer recognized as
competitors upon routes where steam has been permanent-
ly established. They have become superannuated compe-
titors of the steamers.
" The Grain Trade gradually leaving the Canals — The
*' cause and remedy suggested — It is but a few years since,
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comparatively, that canals almost monopolized the trans*
portation of grain through the State. By means of steel
rails, enlarged cars, m re powerful motors, and elevators
constructed at their western and Atlantic termini, the rail-
roads by degives began to compete for the grain carrying
business, and are now transporting much the largest share
of the grain delivered at the port of New York. The Erie
and Central Roads, in 1809, transported in vegetable food
1,087,889, and 1881, 4,983,722 tons, a gain of 858 percent.
" The Canals transported 1,221,397 tons in 1861, against
1,074,645 tons in 1881, a loss of 12 per cent. It may be that
this increasing diversion of traffic from the canals to the
railroads will continue in spite of anything that can be
done to prevent it, but when we see and know that pre-
ference is given to the most speody methods of transport-
ation, whether on the internal routes or on the Atlantic,
the only apparent way to check it, is to modernize the
canals by adopting every rational improvement for oper-
ating and navigating them, whioh experience and en-
gineering skill can suggest."
CONCLUSIONS TO BE DRAWN FROM AMERICAN EXPERIENCE.
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When I commenced to write on this subject I had not
then received these official statements which so clearly cor-
roborate the views contained in this paper regarding the
change that had already taken place on sea and on land
through steam applied to motive power and its influence
upon our inland navigation.
When on a deputation to Ottawa these were some of the
views I expressed in the presence of the honorable Ministers
who received us.
I was far from anticipating that my views would be so
well borne out by these official statements whose existence
I then ignored.
These reports are authentic and cannot be put lightly
aside, as they are the work of officials specially appointed
for that purpose and whose interest! should be to speak
&7orably of canals.
Moreover, theso concluHious of the State Engineer and of
the Auditor are based ou actual returns of the traffic through
the canals and over the trunk lines.
These returns arc official and no one can for a moment
doubt their veracity, as they are compiled by men who are
obliged by their positions to give them as they are recorded
in the official reports made to the State Government, which
bear the same character as the blue books issued from our
own public departments.
What conclusions of our own can we draw from these
official reports ?
That the traffic ou the Erie Canal or rather the State
canals has not for the last twenty years materially increased
or in other words that the amount of tonnage has remained
stationary, whilst the percentage of tolls has from time to
time been reduced without increasing traffic. Therefore,
it cannot be on account of the expense that canals are
not more extensively utilized. According to their own
admissions, the State officers of the canals have not much
faith even in the total abolition of the tolls as a means of
recalling the trallic to the water-courses.
In the State of N'ew York alone we find that while the
traffic upon the canals has diminished, the New York
Central and Erie Railroads have more than quadrupled the
tonnage over their lines in the last thirty years. These lines
have so much improved their motive powers and carrying
capacities that their efficiency has been worked up to a
maximum, enabling them to do the carrying trade at very
little more expense and, in many cases, at less than the
canals. ' .
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The cost of these canals is enormous and the tolls levied
npon them does not nearly cover the interest upon the capi-
tal invested in them, so much mo that the State Government
can scarcely be induced to keep them in a proper state of
repair.
It has become so evident ihat canals cannot compete
with railways, that the State Engineer admits officially that
to render the former more effective it would require an
enormous expenditure, which he cannot undertake to re-
commend. Although the State officers have no confidence
in the total abolition of tolls as a means of attracting the
bulk of the traffic, the State of New York is compelled to
adopt that policy in order to prevent the canals from falling
into disuse. Consequently those who claim that our traffic
w.H leave the St. Lawrence route if we do not adopt the
s- me policy are not quite conversant with the facts Ihave
cited, as it is obvious that it will not be through the aboli-
tion ot tolls on the Erie Canal that wo will lose our iraffic,
since the canal is not the means used for the carrying trade
and the traffic over it forms but an insignificant item com-
pared with th9 total.
PROSPECTS OF CANADIAN COMPETITION FOR THE WESTERN
TRAFFIC.
I believe that, were we to abolish the tolls on our canals,
we might perhaps increase a little the tonnage over them ;
but even then I feel confident that it would not bring the
western traffic through that channel, as the railways would
at once alter their tariff rates to meet the case. With our ca-
nals and railways, all we can do is to keep our own busi-
ness in our own hands; but the idea ofdoing a large United
States' western traffic does not appear to me as a likely thing,
especially if we take the trouble of looking over a map
showing the tracings of the American system of railways.
When we do so, we are at once struck with the vast pro-
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portions of that sy&tem, W'hich has the appearance of an
immense spider's web, extending its ramifications in all
directions, embracing in its comprehensive grasp all the
lakes, rivers and water stretches, tapping all the grain-pro-
ducing regions, spreading out from the interior to tidal
water all along the sea-coast, and having access to ports like
New York, Boston, Baltimore, Philadelphia and New Or-
leans open all the year round, whereas ours on the St.
Lawrence are closed for six months. Can any sensible
man look at this vast railway system controlled by any
amount of wealth and intelligence and supported by a po-
pulation of fifty millions, and ask himself whether in our
present stage of advancement as public carriers we have
any chance of successfully drawing away to any extent the
western traific belonging to the Americans ? The idea to
my mind is preposterous, unless we could aff'jrd to do the
business at such rates as would cut out American compe-
tition ?
Now, it is clear enough that, on that point, we would
soon have to give up the battle, as our position would be
very much like that of a handful of men fighting against a
large and well organized army.
To hold our own, we will, indeed, have to do all we can,
without entertaining the idea that we are destined to be-
come in a near future the public carrier for a portion of the
great transit trade of the United States.
The chief draw back with us is our long and severe win-
ter, which renders the working of our railways during that
season difficult and expensive as compared with the Ame-
rican roads. All our water communications are likewise
shut up in winter. Water stretches will always have their
usefulness and will, no doubt, continue to be utilized for
the conveyance of all cheap and coarse stuff, which would
bo rather too costly to carry by rail, and where time is no
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tionsideration. But the bulk of the traffic will go by rail,
as the tendency of the day is to shorten distances by im-
proved modes of locomotion — larger steamers provided with
greater speed and all modern appliances replacing those of
less speed and carrying capacity at sea to shorten distances
from one country to another, and the same efforts being
made on land for the prompt distribution of the internal
traffic.
"Within the last few years, railways have wonderfully
improved their carrying capacity and there is no saying to
what degree of effectiveness they may be brought during
the next twenty years. Our own railways are still in their
infancy. When the Canadian Pacific will have been com-
pleted and opened to through traffic, in addition to the
Grand Trunk, and both reaching our new North West, the
changes that will be effected by two such lines passing
almost wholly through our own territory cannot be foretold.
Both companies will be deeply interested in passing as
much traffie as possible over their entire lines and w411 feel
little inclined to hand over that traffic to our water routes.
Our great trouble at present is the competition we encoun-
ter at the hands of American railways and American ports.
There is such a keen rivalry between the great American
trunk lines and such an effort is being made by the dif-
ferent ports to secure the largest possible share of the traffic,
that rates are often reduced to a minimum and the business
is run so fine that our own Atlantic steamers by the St.
Lawrence route can scarcely keep up with those rates.
Few people have anything but a vague or inadequate idea
of the number of Atlantic steamers, outside the regular
mail and passenger lines, which call at American ports
in quest of cargoes. Rather than return empty, these
vessels often take freights at ridiculously low prices. I
have seen them charge as low as 10s. per cubic ton mea-
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surement, not for coarse, but for ordinary fine goods. More-
over, freights on the Atlantic are brought down to their
very lowest limits by the keenness of the competition.
Two years ago, the Atlantic steamers had to pay for the
transportation of grain and even our own lines here were"
glad to get grain to stiften their ships with. To retain their
business with the west, pur own lines of steamers are obliged
to deliver a portion of their cargoes at Levis and forward
them at their own cost to their western customers, who
would otherwise procure them via the United States, and
the same thing has to be done with passengers, for whom
upon arrival, an express train to the west has to be pro-
vided.
TRIUMPH OF RAIL OVER WATER.
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I think I Lave sufficiently establishf»d that railways all
over the world are becoming the great carriers and are gra-
dually displacing all other modes of inland conveyance. I
believe also that, it has been made sufficiently clear that, in
the near future, they will have become the sole channels
by which the wealth of nations will be conveyed from the
interior to the sea-board, and that water-courses will be only
utilized for the transport of the lowest kinds of goods.
"We can note under our own eyes what single lines of
railway have done. They have actually drawn away al-
ready the bulk of the traffic which at one time sought our
water-courses. What may they or will they not do here-
after, when we shall have increased their number to the
proportions of such a system as that possessed by our Ame-
rican neighbors ?
Is it through want of water between Quebec and Mon-
treal that we have failed of late years to materially increase,
except through our own development, the grain trade and
produce traffic through our water-courses ? Decidedly not ;
for even at the present date there is a great deal more water in
the St. Lawrence canals than in the Erie canal, that is, on the
average. How comes it that our Atlantic steamers are obliged
to complete their cargoes with deals at Quebec ? Simply
because they have not return cargoes from Montreal. How
it is that one of our largest steamship lines — the Allan line
— is obliged to place and maintain a portion of its vessels on
the American route, and how was it about a couple of sea-
sons ago that, but for the subsidy accorded for the convey-
ance of the mails, it would have abandoned the Halifax
route ?
THE TRUTH ABOUT THE WESTERN TRAFFIC.
Before going thoroughly into this subject and when I
was not conversant with the matter. I was, like many others,
carried away by all the visionary ideas about the great
western traffic. But when one comes to study the question
seriously, where are they ? And those vast producing plains
of the west, where are they ? In American territory and
in the hands of the American people, with every facility to
handle their own traffic on their own ground. We have no
great amount of western traffic of our own to offer, so that
practically, until our own North Western prairies have been
settled and cultivated, we will be reduced to the transpor-
tation of our own surplus of grain. In fact only for the
cattle trade, which has assumed extensive proportions of
late years, it is questionable whether we would not already
have witnessed a serious diminution in the number of our
actual steam traders. Except what our own grain and pro-
duce forwarders are willing to handle on their own account
and for which they are obliged to go to the Chicago market,
we have in reality no great amount of western traffic.
Even when our own North West will have become a
great producing area, who will control its market, if not
the great New York and Chicago markets, as to the route
grain and other products must follow to the sea.
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We should not lose sight of the fact, too, that our Cana-
dian Pacific, which we are actually building at such .
enormous expense, will in the future have to find an outlet
to the s3a-board through American territory, if not in sum-
mer, at least in winter, unless the Grovernment make Hali-
fax or St. John a winter port.
"While our railways, through an insufficient rolling stock, ^
are unable to handle the traffic offering, do we find our
water-ways increasing their business in proportion ?
DEEPENINa OP THE CHANNEL BETWEEN QUEBEC AND
MONTREAL A DELUSION.
I therefore safely conclude that, of itself, the deepening
of the channel between Quebec and Montreal is a delusion
as far as the increase of the western traffic is concerned,
unless it form part of a great system of improvement first
of all oar water-courses west of Montreal. To my mind,
when contemplating the general trade of the country and
the hostile influences we have to content with in order, to
secure our own traffic and prevent it from seeking other
channels, it is a very poor argument in favor of Montreal
that wo can only obtain and preserve that traffic on the
condition that a little more water be given to navigation
east of that port, when all conversant with the subject
know well that the improvements, of which more anon,
should be to the west of it, if we are seriously anxious
about securing a more extensive traffic from the west.
The artificial channel between G-reenock and Grlasgow
and the proposed scheme of a ship channel between Liver-
pool and Manchester have been quoted in support of the
project to deepen the channel between Quebec and Montreal.
But they furnish no argument in favor of Montreal's pre-
tentions, as the Grlasgow improvement was carried out not
by the Imperial Government but by the city of Grlasgow
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itself, and the projected canal to Manchester is to be built
by a joint stock company, and not at the public expense.
All such undertakings are laudable and the public spirit of
the business men of those cities cannot be too warmly com-
mended. No one can blame them for doing at their own
cost what the Harbour Commission of Montreal would like
to saddle upon our Federal Government without facts or
figures to show how the great western traffic, of which sio
much is Slid in a general sense, is to be attracted by a few
inches more or less of water in the channel between
Quebec and Montreal, and without any well digested
scheme demonstrating satisfactorily how that traffic is to
be secured throuajh our water stretches.
The argument has also been used that the more inland
ships can go, the better it is for trade. Now, on that
principle, Ontario would have a perfect right to demand a
ship channel to the port of Toronto or to Niagara.
The Montreal papers have been latterly making frequent
allusions to the increased traffic last spring upon the Erie
Canal, attributing at the same time that increase to the
abolition of the canal tolls. It is rather premature yet to
jump at such conclusions. In a year or two hence, it will
be time enough to say whether or not the increase in
question is really ascribable to that cause. "When we
obtain the full returns for the fiscal year 1883-84, we will
then be in a position to judge whether the increase applies
to the Erie Canal alone and not to the railways as well.
We will then be able to decide with more certainty if this
increase be due to a better demand for grain than during
the previous year and if it will be of a permanent nature
owing to the total abolition of tolls.
The apparent increase of traffic on the Erie Canal last
spfing is also used as an argument for the ebolition of our
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own canal tolls in order to better compete with the NeW
York route.
We can have no objection to see the tolls on the St.
Lawrence route abolished, as the total amount of revenue
raised from that source does not cover the outlay for repairs,
maintenanee and management. But I will not go into this
question now, as it is dealt with more fully in a subsequent
portion of the present review.
I feel certain, however, that whatever course may be
adopted, it will not materially affect the result.
I think I have now said enough to prove that tho deep-
ening of the channel between Quebec and Montreal cannot
be considered as a public work, if undertaken alone and
not in conjunction with a well devised scheme of general
improvement of our water-courses west of Montreal — the
volume of water east of that city being quite sufficient for
actual trade requirements.
"While walking one afternoon last spring on Duflferin
Terrace, I was struck with the spectacle of so many large
sailing ships — over 100 — at anchor in the stream op-
posite Quebec, with a harbor capable of comfortably accom-
modating several times as many more. Under the cir-
cumstances, is it surprising that I should have been led
to contrast this magnificent spectacle with the pretensions
of Montreal, with its diminutive port, without room for
more than fifty steamers, which cannot leave the wharf
without having their heads first turned down stream by
two or three tugs and wiihout being obliged to steam
away at once the moment they are head on, otherwise the
least deviation of the helm or the slightest sheer would
send them aground ? Such is the port to which its
partisans apply the high sounding title of the port of the St.
Lawrence and which they loudly proclaim the head of
naviffation.
81
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The time is not far distant, I trust, when in Quebec vro
will be in a position to give the vessals that frequent our
port a very different kind of harbor accommodation and
that, too, without asking the Grovernment to provide it for
us.
Railways nowadays are accessible and bring the traffic
to the best Atlantic ports ; and a few miles more or less
does not count much in their case, especially when engaged
in a through transit traffic.
THE MONTREAL HARBOR DEBT AND THE DUTY OP THE
GOVERNMENT.
"Would the Federal Government have been justified in
yielding to the pressure exercised by the Montreal Har-
bor Commission to induce them to assume the debt already
contracted to date for the deepening of the channel between
Quebec and Montreal and to take off the hands of the Com-
mission the responsibility of all future improvements, such
as giving the channel a further depth of 2J feet ?
I think the Government acted very wnsely, indeed, in
not assuming this grave responsibility. They showed good
judgment in declining to be dragged into a policy, which
would have thrown upon their shoulders a serious and dif-
ficult problem, whose solution, if adopted, would have to
embrace the general improvement of all our water-courses.
Before committing themselves to such a policy, they would
have to carefully consider :
lo. The nature and extent of the requisite improvements
in our water-courses to enable them — according to the
theories of those in favor of water routes — to compete
successfully with our neighbors for the western trade.
2o. The amount necessary to cany out such improve-
ments, which naturally would have to be extended to all
other parts of the Dominion as well as the St. Lawrence.
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80. The utility of this enormous expenditure in the face
of the influence exercised by railways for the conveyance
of all kinds of goods thrcagh the country and to the sea-
board ;
Such are the questions which the Government would
have to study before adopting any particular scheme of
local improvement such as that proposed by the Montreal
Harbour Commission.
As regards the first proposition, viz : the nature and ex-
tent of the improvements required to utilize to the utmost
all our water-courses : —
Leaving aside for the moment the Ottawa route, which,
being mostly used for lumber, does not require as great a
depth of water as the St. Lawrence route, it is a well
known and well established fact that, to render water-
courses profitable and useful nowadays to trade and capable
of competing with railways, the traffic has to be carried on
in large propellers and barges of a carrying capacity of
from 80,000 to 100,000 bushels and that without breaking
bulk to tidal water.
Mr. Alonzo Richmond, President of the Buffalo Board of
Trade, who is greatly in favor of water-courses, in his re-
port for 1877 on the superiority of the water route, is oblig-
ed to admit that it can be made to compete successfully
with railways only under certain conditions. In the course
of his remarks, he says, alluding to the " Comparative
Capacity of Vessels" : —
" A very important saving in the cost of freight has been
" made by increasing the size of the various crafts employ-
" ed. No longer ago than 1842, ordinary lake vessels
" carried only about 5000 bushels each ; in 1848, a capacity
** of 12,000 bushels was attained ; in 1850, it was about
" 15,000 ; in 1857, it was 25,000 bushels ; in 1863, it was
" 80,000 bushels ; and now 80,000 bushels are carried —
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•* the same class vessels bt'iiig sixteen times the rapacity of
" those used thirty-five years ago.
•' III 1850, the largest propeller on our lakes had a ca'
•' city of about 600 tons. In 1853, it had inereased to abou.
" 800 tons. The size has been enlarged from year to year,
" until at the present time there are propellers on the
'* lakes that carry from 2000 to 2500 tons. By the use of
*' improved machinery and steam tugs, there is no difficulty
" in managing large vessels and propellers. It is found
" th;-.t, by the use of modern appliances, they can be
'• bandied quite as safely, if not more so, than smaller
" vessels in earlier times."
Such is the description he gives of the improved lake
tonnage. Large vessels of the kind can only be run upon
the lakes where there is a great depth of water, but they
cannot navigate the Erie Canal, owing to the altogether
insufficient water for vessels of such dimensions. They
come down to Buflfalo, where they break bulk — part of their
cargoes going by the Erie Canal, but the greater portion
being forwarded by rail to the sea-board. On page 8 of his
report, he further says, after giving a statement of the
charges upon the w^ater route, that it is only by similar
steamers and barges that lumber can be moved at such low
rates. Single steamers or vessels could not pay expenses.
The above applies to a propeller and tow of bar- ?,
ges, carrying altogether some 2,000,000 feet
oflumberat |1.25per hundred $2500 00
Expenses for steamer and barges 2059 50
Profit $ 440 50
If we double the rate of the down freight, which would
even then be not high, the account would stand as follows :
Freighton 2,000,000 feet of lumber at $2.50 $5000 00
Expenses as before 2059 50
Profit $2940 50
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Tho Ibregoinj*: is exclu^ivo of insuruuce uud cost of re-
pairs, both considerable items, so that the small vessel barely
pays expenses exclusive of insurance and repairs, while the
large vessel pays a small profit.
The averag«' cost of repairs is about 7^ per cent.
On page 28 of his report, ho adds : " I am sure that a
'* oinal steamer on the Erie canal enlarged to as to use
*• vessels of greater tonnage, which it has been proved can
" carry for so much less cost than those of smaller size,
'• can take a cargo to New York city from Buffalo in as
" short a time as it takes to bring it from Chicago on large
" lake propellers, and at as cheap rates. If this is so, we
•' have no reason to fear the Welland and St. Lawrence
'• canals, if wisdom governs the policy of our State."
The above was written several years ago ; since then
things have changed ; rates both by rail and water have
become much lower ; and railways have much improved
their carrying capacity, so that they can now do the traffic
on more advantageous terms.
WATER ONLY CAPABLE UF COMPETlN<i WITH liAlL ON
VIRTUALLY IMPOSSIBLE CONDITIONS.
According to his views, the Erie canal can be made to
compete successfully with the railroads by cheaper rates
provided larger vessels either towed or propelled by steam
can be used, that the time for the trip can be much short-
ened, and on th<' condition that the tolls be abolished and
these water routes kept at the public expense. In other words,
he has confidence in water routes over railroads for
cheaper rates, but this can be accomplished only under
certain conditions which do not exist, and his expectations
as regards the Erie Canal are to be fulfilled on the condi-
tion that vessels are made larger and given a greater
degree of speed.
Of course, he is entirely in favor of water routes over
railways for cheap transportation and I have no doubt
that he would be right in his conclusions, if what he
l!!
85
advocates wure qiiito feasible. IJut every one knows how
diffieult it is to handle large steamers and vessels from one
lock to another and how much time is lost in the work. ( )f
course, if thoro was no higher level to attain, a deep
channel, and of sufHciont width, enabling large vessels
to pass through without much delay, would be useful. No
doubt, the idea which the President of the Buffalo Board
of Trade emits would be correct enough as to the cheap-
ness of the water route under certain conditions, although
the opinion of the State Engineer of New York does not
corroborate it, viz : that if you can have a water route
deep enough and with as few delays and obstacles as
possible, so that transportation can be accomplished as
quickly as possible, the water route would have the advan-
tage over railways for cheapness. The traffic would have
to be done by propellers of a large tonnage, which would
run down straight from Chicago to Buffalo and thence by a
deep artiiicial channel through the Erie Oanal to tide
water — said channel to bo free of charge and kept up by
general taxation.
In other words, they want the Government to spend an
enormous amount of money to make an artificial inland
channel to fight against the public carriers competing at
their own expense for the trade.
Those in favor of water routes point to the example of the
abolition of tolls on the Erie Canal as one that our Govern-
ment should follow. But their argument does not hold
good, as the abolition of the tolls on the Erie Canal is not
effected at the expense of the Federal power of the United
States, but is borne alone by the State of New York, v/hich
is anxious to keep the general traffic from going to other
ports. The Legislature of the State of New York, in order
to struggle successfully for the general western traffic
which is now keenly competed for by other more direct ports
of shipment, is obliged to make these concessions so as to
86
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prevent itH canals frum fulling into disusti and being whoU
ly abandoned in favor of railways, which enHure quicker
and more regular delivery at lidal water.
The Government of the Slute of New York iH not the
Federal Government of thi^ country ; therefore we must
not confound one power with another. The State Legisla-
ture of New York has only one interest in view,which is to
favor its own great jvn't, whereas the o1)ject of the Federal
Government is to look after the general interest of the
country.
The distinction is to a grciat extent the same as between
our Local Governments and the Government of the whole
Dominion.
Consequently, we can readily understand that, in certain
questions, it is in the interest of a Provincial Government
to favor certain enterprises with the view of developing its
own special resources, and if our water routes were under
the control of the Provincial authorities, provided there
w^ere no conflicting interests to the contrary, in order to
keep the business from going elsewhere, it might, perhaps,
be to the interest of a Province to tax itself for the sup-
port of a measure that would give an equivalent in return
for the sacrifice imposed upon the tax payers.
This is practically the position of the Government of the
State of New York, which is quite distinct from the Gov-
ernment of the whole country. That State, in order to
benefit itself, is willing to make a sacrifice to keep its
shipping trade which is keenly disputed by other rivals.
Its case is also pretty much the same as that of the city of
Quebec, improving its harbor at its own cost, and the same
as that of the City of Montreal which is doing its best to
secure all the traffic possible. But all these, as in the State of
New York, are merely local questions and can only be con-
sidered as such.
I think I have shown pretty clearly what is the real posi-
tion of the Erie Canal and under what conditions it might
n:
\m nuulc !i serious rival lo the v lilways oI'Hm; Sliitc of N'tuv
York, uocordinq; to tlic vi^wsol'lhosi; wlio ad vociilc I ho wat«.'r
routi^s. This idoji is not, liowovcr, eorrohoratod by tho State
KngirKvr, ^vh() disliiictiy HiiyH in his n'port that he dooH n<>t
rccommiHid hikjU an ♦MionnoUH expMiditiire, as ht» considers
it UHoless lor the ohjoct to ho uttuiiied. It is now time to
say Hometliing a jout our own water routes.
TIIK CAN'AniAN C.WAf.S.
The same dilliculties which are cueountered in the case
of the American canals make themselves felt here.
The advocates of the water routes are using the same ar-
«?uments and, to make tho^e routi's available in their opinion
for trafiie, they want, besides the comphrte abolition of tolls,
the canals to be enlarged and deepened so as to permit of
large vessels coming down to tide-water without breaking
bulk.
No doubt — according to the views of those favorable to
water routes — if our water routes are to be utilized and
made as serviceable as possible, if they are to compete
successfully with railways, they must undergo a com-
plete transformation, such, for instance, as a uniformity of
depth, width, length ol locks, &c. With the exception of
the Welland and the Lachine, all our other canals have no
more than 9 feet — tb it is on the St. Lawrence canals. On
the river Ottawa, tb' depth is still less, not more than 6 to
7 feet, and from Kideau to Kingston at the edge oi* the
eastern end of T/ ce Ontario, 4| to 5 feet.
The numl locks between Ottawa and Kingston is
47, both ascei ang and descending, total lockage 446J feet,
282 J feet of a rise and 164 l^ill at high water.
Dimensions of locks ^34 by 33
Depth of water on the sills 5 feet
Navigable depth through the several
reaches 4 J feet
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Depth of water on the sills 5 feet
Navigable depth 4ifeet
Breadth of canal reaches at bottom... 00 feet in earth
do do do A4 " in rock
do at surface of water 50 "inearth.
On the Richelieu and Lake Charaplain canals the mean
depth of water is 7 feet.
The Trent River Navigation, from Trenton at the mouth
of the Trent, on the bay of Quinte, on Lake Ontario, to
Lake Huron.
The term " Trent River Navigation " is applied to a
series of water stretches, w^hich do not, however, form a
connected system of navigation, and which, in their present
condition, are useful only for local objects.
I do not intend for my present purpose to go into details
as regards the Ottawa, the Chambly or Ghamplain
canals, but will limit myself to the canals on the St.
Lawrence in which we are more immediately interested, as
the latter is supposed to be the route to be utilized for the
western traffic.
1 will first give for the public information a description
of the canals between Montreal and Lake Erie, in order
that an idea may be formed as to their actual state of elii-
ciency for the western traffic, and also as to what is
demanded bv those who are interested in the water routes
in order to reach tidal water more advantageously than at
present.
Official report of the Minister of Railways and Canals,
for fiscal year ended 1st July, 1882 : —
.i' '/ HI ! t
f/J
als,
Lachine Canal.
]jeiigth of canal 8J Miles.
Number of locks 6
Dimensions of locks 270 feat by 45.
Total rise in lockage 45|- "
Depth of water | at two locks 16 "
on sills, j at three locks 14 (14) feet.
Breadth ofcanalatbottom, mean width, 150 feet.
Breadth of water at canal surface 120 "
This canal overcomes the St. Louis rapid, the first of the
series of rapids, which bars the ascent of the river St.
I^awrence.
Beauharnois Canal.
Length of canal , llj Statute miles.
Number of locks 9
Dimensions of locks 200 feet by 45.
Total rise in lockage 82J "
Depth of water on sills 9
Breadth of canal at bottom 80
at water surface 120
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This canal commences on the south side of the St.
Lawrence, 16 J miles from the head of the Lachine canal.
It connects Lakes St. Louis and St. Francis, and passes
three rapids known respectively as the Cascades, the Cedars
and the Coteau.
Cornwall Canal.
Length of canal 11^ Miles.
Number of locks 7
Dimensions of lock ^ 220 feet by 65.
Total rise in lockage 48 "
Depth of water on sills 9 "
Breadth of canal at bottom 100
" at water surface 150
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The Cornwall canal extends past the Long Sault rapids
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Farran's Point Canal.
Length of canal | Mile.
Number of locks 1
Dimensions of lock 200 feet by 45.
Total rise in lockage 4 "
Depth of water on sills 9 "
Breadth of canal at bottom 50 "
" " at water surface 96 "
From the head of the Cornwall canal to the foot of
Farran's Point canal the distance by the river St. Law-
rence is 5 miles.
This latter canal enables vessels ascending the river to
avoid the Farran's Point rapid.
Descending, vessels run the rapid with ease and safety.
Rapide Plat Canal.
Length of canal 4 miles
Number of locks 2 "
Dimensions of locks 200 feet by 45
Total rise in lockage llf "
Depth of water on sills 9 "
Breadth of canal at bottom 50 •'
" " " surface 90
From the head of Farran's Point canal to the foot of the
Rapide Plat canal there is a navigable stretch of 10 J miles.
This canal was built to enable vessels ascending the
river to pass the rapid at that place. Descending, vessels
run the rapid safely.
Galops Canal.
Length of canal 7§ miles
Number of locks o "
41
Dimensions of locks -200 feet by 4o
Total rise in lockage lo^ "
Depth of water on the sills 0 "
Breadth of canal at bottom C)0 " '
" " surface oi' w;iter.... 90 *'
From the head of the Itnpide Plat canal to Iroquois at the
foot of the G-alops canal, the St. Lawrence is navigable for
4^ miles. This canal enables vessels to overcome the rapids
at Pointe aux Iroquois, Pointe Cardinal, and Cialops.
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issels
Wetland Canal.
(Main Line from Port Dalhousie, Lake Ontario, to Port
Colborne, Lake Erie.)
By the works of enlargement, passage is now afforded,
at all stages of the Lake Erie level, to vessels drawing 1 2
feet of water, excepting at the point where the canal is
carried by an aqueduct over the Chippewa River.
Hence, the necessity of continuing to use the old work,-
pending the building of the enlarged aqueduct, the com-
pletion of which cannot be looked for before two years,
renders care advisable, and the draught of vessels using
their own motive power should not at this point exceed
11 J feet ; the draught of vessels in tow, however, may be
12 feet. At periods of low water in Lake Erie, and es-
pecially during a continuance of strong easterly winds, the
draught of all vessels, to enable them to pass freely through
the present aqueduct, should not exceed 11^ feet.
(Enlarged or New Line.)
Length of canal, 26f Miles.
Pairs of guard gates 2
Number of locks, lift 25
Guard 1
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/- 2 locks, 200 by 45. n
Dimensions (old) J 1 tidal, 230 by 45. I (New 2Y0 by 45)
i24 locks, 150 by 26^.]
Total rise in lockage 326| feet.
Depth of water on sills 12 "
The difference in level between Lake Superior and the
point on the St. Lawrence near Three Rivers where tidal
influence ceases is about GOO feet.
The Dominion canals, constructed between Montreal
and Lake Erie, are the Lachine, Beauharnois, Cornwall,
Farran's Point, Rapide Plat, Galops and Welland. Their
aggregate length is 70^ miles ; total lockage (lis'ight
directly overcome by locks) 533 J feet ; number of locks 58.
Communication between Lakes Huron and Superior is
secured by means of the Sault Ste. Marie Canal situated on
the United Slates side of the channel.
This canal is a little over a mile in length and has one
lock 515 feet long, 80 feet wide, with 16 feet of water on
the sills, and a lift of about 18 feet.
St. Lawrence Cannls.
In 1841, at the time when the system of canals
between Montreal and Lake Ontario was designed, it was
in contemplation to afford a depth, at all stages of the St.
Lawrence waters, of nine feet, which, from the data then
possessed, was seemingly secured through the works pro-
posed.
The River St, Lawrence is, howex'er, from various
cawes, subject to fluctuations, whose extent it was im-
possible, at the time when these canals were constructed,
to establish with precision, and the continued observations
and experience of subsequei years have shown that at
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certain period.^ of low watev this deptli ca mot be miin-
tained.
Tlie distance between Montreal and Kingston
via the canals and unobstructed navigation
is about 109| miles.
Kingston to Port Dalhousie, Lake Ontario 170 "
Welland Canal 27 '*
Port Colborne to Amherstburg, Lake Erie 232 "
Amherstburg to Windsor River, Detroit 18 "
Windsor to Foot of St. Mary's Island, Lake St.
Clair 2r> "
Foot of St. Mary's Island to Sarnia, River St,
Clair 38 "
Sarnia to foot of St. Joseph Island, Lake Huron. 270 "
Foot of St. Joseph Island to Sault Ste. Marie,
River St. Mary.... 47 "
Sault St. Mary to the Head of Sault St. Mary
Canal 1 ♦« '
Head of Sault St. Mary, Point aux Pins, River
St. Mary 7 "
Point aux Pins to Duluth, Lake Superior 290 "
12891 "
All the figures I have just given you as regards the deptli
and dimensions of the canals are taken from the report of
the Minister of Railways and Canals for the past fiscal year
ended 30th June, 1882 ; therefore they can be ronsidered a/3
correct.
The following is an extract from the report of Mr. Wm.
Patterson, Secretary of the Montreal Board of Trade, for
1882, showing the comparative distances from Montreal
and indicating that the all water route via the Welland
Canal is 338 miles longer than the rail and w^ater route via
Midland City :
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**From Montreal to Fort William.
" 1. By llivcr St. Lawieiice, Welland Caual, and Lake Erie, Huron
& Superior 1,263 wiled.
2. By Railway to Goderich,— thence to Lakca Huron and Superior. l,0i!6 "
3. By Railway to Owen Sound, — thence by Georgian Bay and Lake
Superior 080 "
4. By Railway to CoUingwood, — thence by Georgian Bay and Lake
Superior 971 '•
5. By Railway to Midland City,- thence by Georgian Bay and Lake
Superior , 925 "
*' There will be a sixth line of rail-and-water commun-
ication, on the opening of navigation in 1884. It is ex-
pected that the Canadian Pacific Railway will be com-
pleted to Algoma Mills, on Lake Huron, by the end of
1883 ; and three first class, full-powered swift prop.^llers
will ply between that place and Port Arthur on Liik(i
Superior, connecting these with the railway, whence pas-
sengers will take trains to Winnipeg and through to the
foot of the llocky Mountains.
" But there is to be another very important line of inland
communication in the near future. Ere long, the Canadian
Pacific and the Grand Trunk Railways and their combi-
nations will converge at and cross the Ste. Marie River by
a bridge at the Sault, thence connecting with the Northern
Pacific Railway, and affording it and its connections in the
North-Western States, a short route to the sea-board."
The Superintendent of the Welland Canal, in his report,
says :
" The amount of business done through the canal has
" been fair up to this date, and some very large propellers
" have passed through, notably the J. C Orault, from
" Toledo, carrying 43,000 bushels, 15,000 of which had, in
" each case, to be lighted or elevated at the Port Colborne
" Elevator and taken down by the Welland Railway Com-
" pany, and put into the vessel again by their elevator at
" Port Dalhousie. The railway company's charges for that
" service, although very moderate, proved too much to
" admit of the " Gault " successfully continuing the busi-
•* ness through our canal and competinff with the low rates
" to Buffalo and through the Erie Canal"
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I unties.
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report,
,nal has
■opellcrs
It, from
had, in
;3olborne
ay Com-
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for that
tniich to
;he busi-
[ow rates
We see, by the above statement of the Superintendent,
that the Welland Canal, which is the deepest of all our
canals, can only allow the passage of vessels carrying no
more than thirty thousand bushels. With the exception of
the Lachine Canal, all the others on the St. Lawrence havo
no more than 9 feet of water under the most favorable
circumstances, being only available for vessels of a tonnage
equivalent to 15 to 20,000 bushels. All these canals have
another disadvantage in not being of a uniform size and of
an equal depth all through, some of them having one depth
in one part and another in another part.
According to the opinion of all parties favorable to
waterways, the only chance for a through traffic lies
in making ail these canals of a uniform length of lock-
age, depth, &c., so that it is practically admitted that
they can be made useful for the western trade only on
condition that they can be so improved as to allow vessels
of from 50 to 60,000 bushels' capacity coming through to
Montreal.
It is only on these conditions that these canals could be
fully utilized for the western traffic. To enable large pro-
pellers and vessels to get through, the locks would require
to be about 300 feet long, the depth to be 14 to 16 feet,
and the rise in the lockage to be modified as much as
possible to avoid delays, for it is well known that large
vessels are very difficult to handle from one lock to another
and are liable to occasion accidents to the canals if not
very skilfully managed.
According to the evidence before the select committee on
inter-provincial trade taken in the session of 1883, it was
generally suggested that the canals could only be made of
some utility in cheapening freight by giving them a uni-
form depth all through of at least 12 feet.
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At page 38, Sylvester Neeloii, Esquire, merchant, miller
and ship owner, of St Catherine's :
In reply to the Chairman as to the depth of water in the
canals, answers, " 9 feet.
" If the canals wete deepened to 12 feet, and the locks
" made, say, 275 feet long, the vessels could carry larger
•' cargoes and thus reduce freights.
*' The largest propeller that has been built is one at Hamil-
" ton and one by myself at St. Catherine's. Mine is an iron
** boat, 180 feet long, with a 36 feet beam and 16 feet hold,
" will carry 50,000 bushels of grain, with 12^ feet of
" water."
A good deal of the evidence given before that committee
shows that experienced men do not seem to have much
confidence in the water route increasing the inter-provincial
or the through traffic, except in so far as it would serve as
a check on our single lines of railway, which have the
trade in their own hands. In fact, their only hope appears to
rest upon creating a competition to the railway lines.
They all admit that no steam or barge lines on the water
routes can subsist wherever they run parallel with lines
of railway. They agree in saying that, as soon as a line of
steamers is started, down go the railway freights, so that in
a short time the vessels are run off, not being able to stand
the competition.
At page 13, Mr. James A. Chipman, flour and commis-
sion merchant, of Halifax, N. S., being examined, says :
" I am persuaded that, without some arrangement by Par-
" liament or Government, it would be impossible for any
" line of propellers engaged in the water service to exist
" against the action which would be brought to bear upon
" them by the railway service. I mean that, supposing a
" line of propellers was established to connect with the
" Intercolonial Railway at Levis and at the Niagara t)istrict,
47
calling at the intermediate ports, unless that line of prO'
pellera had a subsidy from the Government and a through
traffic arrangement with the Intercolonial Railway, the
Grand Trunk would kill off any moderate sized comi)any
of ordinary means, as soon as they would go into opera-
tion, so, that in the present state of things the water-ways
are wholly useless, as no cor .^ any could be formed to
work against the Grand Trunk without the aid of Par-
liament."
At Page 40, Mr. Sylvester Neelon says : " No doubt the
" city of Montreal has diverted the trade from the city of
" Quebec, by deepening the channel at quite a large ex-
" pense, but the men in Montreal holding real estate to-day
" are increasing it at the cost of the people, and will con-
" tinue to do so, as it is the consumers and producers who are
" paying their harbour debt and the city of Montreal pays
" nothing comparatively."
At page 40, the same part^', in answer to a queistion, says :
*' No doubt vessels have been working for next to nothing,
" but this has been largely caused by the scarcity of freight
" and the competition between rail and water." He admits
that for the last few years grain from the west by water to
Montreal has been carried for nothing.
" Q. — But the city of Montreal wants the Government to
" assume its harbour debt i
"yl. — In that case I think the city of Montreal should
" shoulder one half of the debt ; New York being a free
" port of entry, vessels go there from all parts of the world,
" and there are olten more vessels offering there than
" freight."
Mr. Neelon evidently confounds the State of New York
with the Federal Government, as the free port of New York
is at the expense of that State and not at that of the Federal
Government. But all the evidence adduced points unan-
imously to the conviction that no line of propellers from
the Niagara district to Point Levis, could subsist without a
subsidy from Government of at least $10,000 to each boat.
*
'": !i
I:' lit
„.:lil
It-: ■•!
'Ill ill
48
In other, words a line of the sort would have to bo kept up
nt Government expense and be thus constitute.l a compe-
titor to all other private enterprise. However, all are
about ujianimous in the opinion that our canals must be
deepened in order to compete with our railways and to
make them useful for the western traffic ; although they are
not even sure that any improvement upon them will attain
the object desired. But they advocate that expenditure,
thinking that thereby they will succeed in keeping down
railway freights.
UNCERTAINTY OF BENEFICIAL RESULTS FROM CANAL
IMPROVEMENT.
I think I have said enough to show that, to make our
water routes of any use as a means of securing a part of
the through traffic, they would require to be deepened,
&c., and even then experienced men, supposed to have
some knowledge of the subject, do not feel sure that the
water routes would secure the traffic from the west as
against our railways.
It is clear from all the evidence adduced that ex-
perienced men in the water routes unanimously concur in
the opinion that the canals should have a uniform depth
of from 12 to 15 feet, locks of 300 feet, &c., and that they
cannot be utilized for the purposes of a large western
traffic unless made to admit the passage of propellers of
50,000 bushels carrying capacity from Lake Erie to tidal
water. • »•
It is not many years since the Legislature of the day
contemplated giving to our canals a depth of 14 feet, for
we see that Mr. Page, Chief Engineer of Public Works,
alludes to the question in his reports for 1877 and 1880 on
the progress of canal enlargement between Lake Erie and
tidal water.
On page 1 of this report, there is a letter of his addressed
to the Secretary of Public "Works and dated at Ottawa the
30th January, 1877, as follows : —
49
" Siu,— III compliaiico with iustruttions convoyod in
" your lei tiT No. 37,70;], I have the honor to subuiit the
•' followingr report on matters conuectt'd with tho enlarir*'-
*• ment of the cimal.s and other works in projfress on the
" direct line of water communication between the western
" lakes and the hcmd of navigation at Montreal.
" It may, however, be stated, that all recent gi>neral
reports on these subjects have had reference to the con-
struction of canals, 100 feet wide at bottom, with locks
270 feet long between the gates, 45 feet in width, and
with a depth suited to the passage of vessels drawing 12
feet of water — these being the dimensions recommended
by a special commission appointed (in November, 1870 )
to enquire into matters connected with the inland
navigation of the Dominion — a conclusion that was sub-
sequently assented to by the Government and com-
municated tome by your letter of the 22nd July, 1871.
These instructions continued to be acted upon until
April, 1875, when your letters Nos. 29,863, and 29,864
were received;"
At that dat/, the Government's policy would seem to
have been to give an uniform depth of 14 feet to all the
canals, but this policy appears to have been relinquished.
I believe that the works on the St. Lawrence canals
were not continued by the Government on account of their
prospective cost and for other reasons.
THE UNIFORM DEEPENING OF THE CANALS A CONDITION
PRECEDENT TO THE FURTHER DEEPENING OF THE
CHANNEL BETWEEN QUEBEC AND MONTREAL.
Consequently, the Government should not listen to the
demand of the Montreal Harbour Commission until it is
prer tired to resume the policy of giving an uniform depth
of 14 feet to all the canals. It will be then time enough
to consider the question of the further deepening of the
channel between Quebec and Montreal. Practically, the
Government stands committed to the policy of first m{|.king
4
, ■
iiii
is.
u
la . i
r)0
the Si. Lavviviwo cannls oruii uniform dt'pth all over of 14
feet. That policy was ri'L»ularly assented to, and, if it has
been eHl'ctually, it has iiul yet hi'on olliciuUy abandoned.
]iat it is well to note tliat by the tinit^ we shall have
properly deepened the channel through these water routes,
we will have long' lost the throujrh transit tratU*- from the
"West. Whatever therefore may be urged for or against
the deepening of the channel between Quebec and Mon-
treal, I maintain that the canals should be livst improved,
before taking any account of the channel east of Montreal,
in order to give it the color of a public undert iking.
In that case, tin? Ciovernment would show the earnest-
ness of its desire to place our water routes in as great a
condition of efficiency as possible with the view of afford-
ing a cheap and economical outUt to the western tralHc.
But no one acquainted with the subjett can for a moment
be persuaded that the mere deepening of the channel
between Quebec and Montreal will increase the general
traffic of the country.
If the Government, however, should decide upon the
continuation of its canal improvement policy and carry it
out to completion, Montreal's claim might then be consider-
ed as part of the scheme of general amelioration. But the
former should be realized before the latter.
IIESULTS OF A GENERAL SCHE^IE OF CANAL IMPROVEMENT.
But, supi)osing such a general scheme to have been
decided upon, what would be the nature of the improve-
ments required in the channel between Quebec and
Montreal? Would a further depth be found sufficient ?
Doubtless, if the tonnage of our Atlantic steamers was not
likely to further increase, a depth of 27| feet would answ^er
the i>urpose. But there is no saying what changes may
take place in the next few years in the size of Atlantic
t'i
61
U
LOS,
LUst
iicst-
oat a
Ibvd-
rallic.
•mont
aiinel
lueral
.11 the
arry it
isider-
ut tlio
2MENT.
e
been
aprovo-
ec and
iicient ?
tvas not
answer
res may
A.tlantic
stcaiiiors. IT wo .judgi' oi' thi' riituro by tlie past, it is safo
to conclude thai th»' proportions of their tonnage will
continue to aui>nuMil, lor it is now a recog'iiized axiom that
th(^ hugvr a {stcuuier, thf more erouoniital is its carryinj^'
capacity and thi' more prolitably can it be ran ; and,
under such circumstances, it will not ) o a depth of 27J
feet, but a greater depth that will bo nejded.
I have heard it urged, howiver, that the steamships of
th(! future are likely to increase rather in breadth of beam
and that there will be no increase in their draught, which
wovdd consequently obviate the necessity of any further
deepening of the channel ; but it remaiiis to be seen
whether this idea will be realized and, if so, whether it
will be successful in practice ; and here wo have another
strong argument against the Government undertaking the
further deepening of the channel, as, in that case, the i)re-
sent draught of water between Quebec and Montreal will
bo sufiicient. , ..
But, at any rate, if the waterways of Montreal are to
be deepened, it would then be necessary under these
circumstances to enlarge the width of the channel from
300 to 600 feet, lor, if the trailic in large ocean steamers
increases between Quebec and Montreal, a 300 feet chan-
nel would be t(X) dangerous for safe navigation. As it
is, it offers serious diihculties and it is notorious that,
despite the skill of the Montreal pilots, accidents are of
frequent occurrence. Thi? is, of course, not surprising, as
every one conversant with the subject can readily under-
stand the many dangers to which a steamer of 400 or 500
feet is exposed in moving in so cramped a space. For
instance, if a steamer of that size had to check its headway
to get clear of one or more other steamers coming in the
contrary direction or to avoid any other obstacle such as
the fogs which so suddenly spring up in that quarter, and
if it did not happen to answer its helm as quickly as might
I >
■ 1
52
my
W
be desirable under the circumstances, the least sheer would
send it aground.
These are the imin'ovoments needed if the river west of
Montreal be so ameliorated as to permit propellers and
barges of a large tonnage to come through to Montreal and
Quebec without being obliged, as at present, to tranship at
Kingston into small barges.
In fact, to meet the views of the advocates of the water
route, our system of canal navigation would require to be
considerably modified in order to compete successfully with
rival routes. It is needless to say that the adoption by the
Government of such a policy would entail an enormous
outlay, which would have to be borne by the public at
large, without any direct return in the shape of interest
upon the capital invested in the undertaking, considering
the admission that our water routes can only be etf'ectually
utilized on the condition of a complete exemption from tolls
as in the case of the Erie Canal.
If the Government were to make such a policy of general
improvement a part of its programme — although I am not
prepared to say that it would be acting wisely in so doing —
I nevertheless could not but admit that those improvements
should then be regarded as works of a public character, and
that, as such, they could not bo opposed as being purely
local undertakings. Under this phase, the question assumes
an altogether different aspect from the mere deepening of an
artificial ship channel to Montreal w^ithout the accompani-
ment of other improvements more urgently needed for the
western traffic.
NECESSITY OF CAUTIUN.
Consequently, I (an only hope that the Government will
commit itself to no policy on the subject without having
previously well considered its necessity in the interests of
53
lid
of
ind
iind
p at
'ater
Q be
with
r the
naous
ic at
terest
ering
tually
a tolls
3neial
mnot
)mg—
inents
?r, and
purely
ssumes
Q- of ail
mpani-
for the
5iit will
having
rests of
the Dominion ot large and tlio best system to be adoi)ted
for the purpose of utiHzing our water routos to the fullest
extent. The consideration of such a policy would also ne-
cessarily involve the question of its cost and the nature of
the improvements actually required to further develop the
traffic of the country, especially in view of the actual achieve-
ments and the future possibilities of steam power on sea
and land, not ov^erlookiug what is presently oocurr; ig under
our own eyes upon our own water routes and those of our
neighbors, and what is being and is likely to be accom-
plished by railways in the future.
Now, as to the cost of carrying out such a policy and its
consequences :
The Government has on its hands a very serious under-
taking in the building of our Canadian Pacific Kailway by
a Syndicate. "We should not lose sight of the imjDortant
fact, too, that it has to build and complete at its own ex-
pense 554 miles of that railway, a portion of which in the
Rocky Mountains is sure to swallow up an enormous amount
of money. In addition to the transfer of these portions to the
Syndicate when completed, the G-overnment is obliged to
furnish $25,000,000. Besides the Canadian Pacific, the
Government railways and the subsidised roads will also
call for a further large expenditure. These various enter-
prises are already absorbing a considerable amount of our
revenues and swallowing up the available surpluses inci-
dental to our actual system of prvotection. Within the last
few years our revenues have exceeded our total expendi-
ture by several millions annually, but these surpluses can-
not be looked upon as permanent things, as we do not know
the day when our receipts will begin to fall oflf again.
"We are fast developing manufactures, which will before
long supply in great part the wants of our own people, to
the reduction in the near future of our importations. During
%\
i-
IS
lii
li!' ■;
m
54
the last few seasons, we have been blessed with good harvests
and the lumber trade has been favorable, but a depression in
these two items would at any moment further lower our con-
sumption of foreign goods. It should not be forgotten that,
if the Grovernment is serious respecting the improvement
of our waterways, it will have to pursue a vigorous policy
at once ; otherwise these improvements will be too late,
as the water route is intended to create a competition
against railways in order to keep freights low, although I
do not myself fear much on that head, because our rail-
ways will be obliged, as far as the through traffic is con-
cerned, to compete energetically with the American lines ;
otherwise this traffic will rapidly find its way to those lines ;
and, for the local trade, our water-courses will always
operate as a check upon the railways in summer ; but, in
winter, we are at the mercy of the latter, wherever there
are no rival roads.
DANGEES TO BE APPREHENDEI).
Sir Charles Tuppor, in his railway explanations to the
House, when speaking of the ways and means by which
the large expenditure of the country for railways was to be
met, had to include in his calculations all our available sur-
pluses for the next few years, so that all our disposable
means from all sources will be absorbed by the payment
of the immense sums demanded from the Grovernment for
the construction of our Canadian Pacific, and any diminu-
tion in value of our present large importations would not
only entail a disappearance of those surx)luses, but neces-
sarily involve us, if not in embarrassment, at least in the
necessity of borrowing to meet our engagements.
Under the circumstances, it can be readily understood
that with its present liabilities towards the Canadian Paci-
fic Syndicate, it is out of the question for the Government
to adopt a policy that would necessarily entail an outlay
65
of millions, without having first well and thoroughly studied
it in all its aspects ; for it must b''l)or)ie in mind that if tho
Federal authorities once admit the pretensions of tho
Montreal Harbor Commission, they will open the door to a
host of other claims just as urgent and well founded.
Halifax, St. John and Quebec, would have an iiidisputable
right to ask for similar advantages.
The W'Orks on our canals are proceeding very slowly.
Indeed, at the rate at which they have l>een progressing
for the last few years, it will take some twenty years and
more before they are completed and made capable of
giving to the St. Lawrence all the facilities which the
exigencies of the case require ; so that, by the time an
uniformity of depth will have been secured, the contest
for the carrying trade between rail and water will have
been long 'decided. TVe must not overlook the grave fact
that our gr«^i\ v < mpetitors for that trade are our neighbors,
who are al j^ 'y armed with all the appliances necessary
for moving the traffic from one end of the country to the
other. Neither should we lose sight of the equally important
fact that we propose to compete with them on their own
srou'nd.
INSUFFICIENCY OF ACTUAL CANAL REVENUE.
TJp to the 30th June, 1882, our canals had cost us, for
construction and enlargement, a total sum of $43,418, 602.-
87, their total revenue being equal to an interest of f per
cent peV annum.
The cost of the Welland canal, to 1882, with its con-
struction account still incomplete, was $20,309,365.09 — its
revenue from tolls amounting to $116,350.88 or a little
more than one-half per cent. Its account for 1882 stood as
follows : —
I i ■
! \
¥■ U
6G
Wetland Canal
Ordinary repairs -1^104,744 00
Staff and mainti>nanoe 74,641 00
$179,386 00
Revenue 116,350 00
Deficit $63,035 00
So that the "Welland does not pay the cost of its own re-
pairs and maintenance.
The St. Lawrence canals cost about $14,000,000.
Eevenue, $114,578 or a little more than three quarter
per cent on the outlay. Their receipts and expenses for
1882 were as follows : —
St, Lawrence Canals.
Ordinary repairs $52,010 00
Maintenance 82,604 00
$134,614 00
Revenue 114,578 00
Deficit $20,036 00
Expenditure on canals, Dominion of Canada, during the
fiscal year ended 30th June, 1882 :
Construction $1,633,166 41
Repairs 207,770 71
Staff and maintenance ^ 235,120 00
Total expenditure i|2,076,057 21
The revenue accrued from the working of the different
canals during the past fiscal year 1881-1882, as ascertained
from the Department of Inland Revenue, was as follows :
vide page 11 of Reports of Canals for 1882— for details :
67
Tolls $.^04,014 40
Hydraulic rents 22,826 31
Total revenue $326,440 71
Total expenditure for repairs and maintenance. 442,890 80
Excess of expenditure over revenue $116,450 09
So that the tolls levied on all our canals were insufficient
to cover our total canal expenditure for repairs and mainten-
ance, exclusive of construction account and interest on the
outlay.
"We see what has been expended upon our canals and
still we have not a depth even in the "Welland canal of
more than 1]^ feet at certain seasons.
•■Si!
m
'ii
ESTIMATED COST OF CANAL IMPROVEMENT LIKELY TO JJE
LARGELY EXCEEDED
To give an additional depth — say an average of 14 feet —
it would require an additional expenditure of millions.
According to the Engineer in Chief, to increase the draught
of water to 14 feet in the St. Lawrence canals including
the "Welland canal, an additional outlay of |8,500,000,
would be required.
I do not wish to dispute Mr. Page's correctness in the
connection, but out experience teaches us that, as a rule, it
is hard to give in advance rdore than an approximate esti-
mate of such extensive works. In any case, the estimates
of the original cost of our canals has been exceeded, and
Mr. Page himself only gave this estimate as an approximate
one. The additional cost to make them 1 2 feet deep on such
works as have been undertaken would involve an expendi-
ture all through more or less of $20,000,000 exclusive of the
$8,600,000 for a 14 feet channel, making in all about
$30,000,000.
58
In his report on the progress of cannl enlargement be-
tween Lake Erie and Montreal, bearing the date of the 30th
January, 1877, Mr. Page — at page Cjfi — gave the following
estimates : —
Welland Canal.
Original estimates for a draught of 12 feet |9,240,000
Adapting canal and the different entrances to a
depth of 14 feet on the lock sills... 3,000,000
$12,240,000
St. Lniorence River and Cannis.
Williamsburg Canal — original estimates.. $2,110,000
Cornwall " " '• 2,lt)i),000
Beauharnois " " " 2,4o0,000
Lachine '* " '• 5,920,347
Deepening the bed of the river at various places.. 1,520,000
$14,160,347
To deepen the St. Lawrence Canals and river be-
tween them to pass vessels drawing 14 feet,
will cost at least an additional sum of. $5,500,000
$30,200,000
The Welland and Lachine Canals are the onlv two canals
that have depth — the former having 12 feet, while the lat-
ter has 14 and 16 feet. All the others have only a depth
of 9 feet.
The amount expended on the Welland Canal to last
year was $20,309,365. The estimated cost of its 12 feet
channel was $9,240,000, so that the estimate was actually
exceeded by upwards of $3,000,000.
Consequently, my estimate of the cost of giving an uni-
form depth of 14 feet all through to the St. Lawrence
canals, with uniform locks of 270 feet by 45 wide, with 100
59
feet at bottom, which is put down iit |20/iOO.000 to $30.-
000,000, is not exaggerated. But, it we jiulge l)y what it
has cost to give a unilbrm depth to the \V<'lland Canal, it
would take fullv the amount .slat''d.
Mr. Page puts down his estimated cost at !s30,200,000.
But since then sf^ 19,000,000 have been expended up to the
iJOth June, 1882, and yet the works are not completed on
the "Welland for a 12 feet channel, those on the Lachine
are also unfinished, and the St. Lawrence canals have
scarcely been touched ; so that, to carry them v : lo com-
pletion, the cost will not fall far short of the amount stated.
Then, there are the system of the Ottawa navigation and
the Rideau Canal, which will also require to be improved
to meet the views of the advocates of the water routes ;
while the Eichelieu and Lake Champlain system will fur-
ther absorb a large sum for needed improvements.
The canals on the Ottawa and from Rideau to Kingston
would have to be improved, and it wpuld absorb several
millions to make a proper ship channel between Quebec
and Montreal. But it is further claimed on behalf of
Montreal that it should be made a free port. In that case
Halifax, St. John and Quebec would expect and demand
similar privileges; otherwise there would be favoritism charg-
ed for the advantage of one place over another. The next thing
would be the abolition of tolls on our canals, which would
not be a serious thing, as the revenue derived from them
does not exceed | per cent, and in 1881 a reduction had
already been made. The small amount derived from our
St. Lawrence canals cannot have been a serious impedi-
ment to the western traffic, as, besides this reduction in the
tolls, our lake vessels have been working at unremunerative
rates, and it is admitted that, to compote with New York,
grain had to be brought down at the same rate as it would
have been by the New York route.
;!!'■'
wmr
60
CONSEQUENCKH OF FAVORING MONTREAL.
AVhat I have just cited will give an idea ol'the expendi-
ture which the G-overnment would have to make to place
our w^ater routes in such order as would enable thein to
compete for an additional amount of traflic.
These public works would swell our public debt by two
or three millions per annum for interest alone, and this
will most assuredly be the result if the (jrovernment once
undertakes to build a ship channel for Montreal. In spend-
ing a large amount of money upon our water routes
without deriving any returns upon the capital iiivtjsted,
not even a revenue sufficient to cover the cost of su}) >rin-
tendence and repairs, our Federal authorities will assume
an immense responsibility, considering that they will then
take upon themselves to a certain extent the role of public
carriers and thus seriously interfere with vested rights and
private enterprises.
I do not know how the Grand Trunk and the Canadian
Pacilic — the lattei* being specially built for the purpose of
opening out the North West and of carrying through our
own territory all the products expected to be raised in that
part of the Dominion, whenever it shall hav^e become more
settled — would view the adoption of such a policy by the
Government.
Would St. John and Halifax look complacently on this
one-sided policy ? Have they not a perfect right to demand
that either place should be made our winter port, with
much better reason than Montreal to be considered the
head of navigation ?
It will thus be easily seen that, if the Government was
once to yield to such a policy, there is no saying where the
expenditure would stop.
61
Bjfore the Committee struck last session for the purpose
of taking iiita consideration our inter-provincial trade and
how to best develop it, it v^ras suggested to have a line of
propellers plying between Toronto and Levis, but at the same
time, as already stated, it was admitted that this line could
only be made to work successfully provided it was subsi-
dized by the Government to the extent of $10,000 per boat
for each season.
The Government, in that case, would be at once entering
into competition with the Grand Trunk Railway, Richelieu
Co., our Gulf Port steamers, and all other private interests
concerned.
USELESSNEdS OF 8UCH VAST EXPE.NDITURE.
But is there any real necessity for launching into all this
vast expenditure for the improvement of our water routes ?
This is the question I now propose to consider.
The various improvements I have specified would absorb
an enormous sum, and I do not think I exaggerate in setting
it down at $50,000,000, which, added to what has already
been expended on our water routes, would bring their cost
up to about $100,000,000, in round figures. But, in addi-
tion to the absorption of this enormous amount of capital,
which would increase our annual expenditure by at least
some two or three millions for interest, we would also have
to provide for the annual ctjst of management and repairs,
seeing that upon the abolition of the tolls in order to compete
with the Erie Canal we would derive no revenue from our
canals. At present, ordinary repairs and superintendence
cost the country upwards of $400,000 per annum, and
naturally, with the extension of the works, we would have
to prepare for a corresponding increase of this figure — for
an augmentation, which would bring these $400,000 up to
a million.
The Harbor Commission of Montreal and other advocates
m
6S
f,
m
»:*
of the water routes are fond of referring to the example of
the Erie Canal ; and they claim a similarity of privileges
in order to be able to comp 'ti» sikkjoss fully with it. I think
I havo sulfioiently dejiionst rated already that for years a
gradual redui'tion of tolls and charges on the Erie Canal
has been taking place, to such an extent, in fact, that dur-
ing tho iisoal ye;ir end*>d in 1882, only $050,000 were
collected from all sources, and that, notwithstanding such
reductions, there has bn'u no inerease of traffic for a period
of twenty years. This sum of $(5)0,000 only represents a
small fraction of a percentage on thii outlay. It is therefore
clear that the total abolition of tolls on the Erie was adopted
for the purpose of iucreasing a business which is actually
seeking other outlets. The outcry against our own canal
charges is not serious, as the amount collected last year was
only a trille. C^onsequently, the failure of our water routes
to attract a largo r tratlic cannot be attributed to that cause,
and surely no one can be in favor of such routes, when
they cannot even pay their own ordinary running expenses.
It must strike every intelligiiut mind that, if the traffic on
the Erie Canal had been a good one or at least had been
increasing from year to year, a demand for the abolition of
the tolls would never have been heard or thought of It is
also obvious that the abolition policy adopted by the State
of New York has not improved the Erie's traffic, and yet,
ill face of this fact, a similar policy is demanded with re-
gard to our own canals, under the pretext that they have
to contend with the Erie Canal. It seems needless to say
that this argument caunot hold. Virtually, we have derived
no revenue worth mentioning from our canals, and no
reasonable man will pretend that the trifling three-quarters
of one per cent collected from tolls is such an obstacle as
would militate against an increase of traffic over our water
routes.
But what do the advocates of the water routes want to
render the latter useful ? In their opinion, the canals should
be given a unitbria tlopth of 14 Jeet and no charges should
be levied or revenut* derived upon the cost of the improve-
ments. In oth«'r words, they want to saddle the tux-payers
with Ml additional burthen of from four to liv»' niiliioiis
annually, without the certainty even of ultimately rstcurinq'
the much coveted western trade.
An attentive perusal of the evidence ftiviui before the
(Committee on inter-provincial trade last session fshow.s an
unanimous admission on the part of the witnesses that wher-
i^ver lines of vessels come in contact with railways they can-
not successfully compete with the latter, but not one of those
witnesses speak with certainty as to the likelihood of the
great western traffic being really secured by the enlarge-
ment of our canals.
Now, suppose tor an instant th(3 advocates of the water
routes to be correct in their conclusion — 1 am giving this,
bear in mind, merely as a supposition — what would become
of our lines of railway in the event of the water routes be-
coming the great channels for the through transit and the
local traffic ? They would naturally be run off the field.
But would that contingency be desirable, especially in
view of our long winters ? Where would Lwe been the
use of building the Canadian Pacific, the Intercolonial,
North Shore and our various other roads, including the
Grand Trunk, which has been so serviceable to the
country, if the Government were to undertake to make at
an enormous cost a ship channel and to keep i't up at its
own expense, thus offering serious opposition at the same
time to private enterprise ?
LOWER RATES BY WATER COUNTERBALANCED.
Another of their strongest arguments is that the'traffic can
be done much cheaper by water than by rail, and on that
account our water routes should secure a large share of the
carrying trade.
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They fori^ot, howover, that speed, safety, prompt deliv«;ry.
and no insurance risks, will countt'ibalancc to some extent
the inducement of lower rates.
NotvvithMtanding all the supposed advantages offered by
water routes, we see that railways on this continent are
steadily increasing th'' tonnage on their roads, whilst canals
are going behind.
The following table will shew the rates by water from
C!hicago to New York, and by rail and water to the same
destination, also the rates from Chicago to Montreal by water,
for years 187()-1870.
In 1870, the average lake and canal and rail freight on
wheat and corn between Chicago and New York was —
Average for the
Season.
From Chicago to Buffalo on wheat per bu- c. m. f.
shelofeolbs...^ 3 11
From Buffalo to New York 6 7 2
9 8 3
Corn— Chicago to Buffalo 2 6 0
Buffalo to New York 6 0 9
8 6 9
Wheat — From Chicago to Buffalo by water.. 3 11
" 1^'rora Buflalo to New Y^'ork by rail.. 6 7 1
9 8 2
Corn — From Chicago to Buffalo by water.... 2 6 0
From Buffalo to New York by rail... 6 13
8 7 3
IN 1879.
"Wheat — Chicago to Buffalo by water 4 7 2
♦' Buffalo to New York by water 6 9 6
11 16 8
05
Corn — Chicago to Buflfalo by water 4 2 8
•• Buffalo to New York by water 0 1 5
Wheat — Chicago to Buffalo by water 4 7 2
Buffalo to New York by rail 7 8 2
Corn — Chicago to Buffalo by water 4 2 8
" Buffalo to New York by rail 7 3 2
10 4 l:^
12 5 4
11 6 0
The abolition of tolls on the Erie Canal is equivalent to 1
cent per bushel.
All rail from Chicago to New York would i)robobly cost
a little more.
The average rate of freight from Chicago to Montreal by
water was (I J to 11 cents. Main average 8 J cents.
It will be seen by the above statistics that the rates b/
all water and by water and rail are the same.
NO HOPE 0/ SECURING THE WESTERN TRAFFIC.
I am convinced in my own mind that we cannot count upon
securing the western grain traffic, while the great markets
for it continue to be Chicago and New York and while
there are so much capital and so many facilities in American
hands for handling it between the interior and t- ; . «'»aboard.
According to my humble views, it is preposteroa. to think
of competing successfully for this trade with our neigh-
bors upon their own ground and with all the advantages
of wealth, intelligence and an immense population on their
side. Even granting that we were to do our best to draw
it away from them, all they would have to do to check iis
would be to make such reductions in their transportation
rates as would at once neutralize all our efforts. Indeed,
with their extended system of railways and their numerous
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harbors open in winter as well as in summer, it is obvious-
ly absurd for us to dream for a moment that our water
routes, even when made free, will ever take away from
them their own traffic.
We do a considerable amount of business with the United
States and have a growing trade of our own, which requires
to be looked after and fostered by every possible means.
But, as for the w^estern traffic, we have not got it, and
what is more, we cannot secure it, except what we choose
to do in that way on our own account.
I may be wrong ; but I do not believe that American
business men will ever think of using the St. Lawrence to
any extent or of abandoning their own favorite routes for ours
while they have all the facilities which they actually possess
and which are a hundred fold more than any we can boast
of. I can understand that, if it were possible for us to offer
them sui)erior advantages to their own, they would natural-
ly be attracted to the St. Lawrence route. But are we
really capable of running them down in their own field
by lower rates ? I doubt it. In fact, there is no ground
whatever for the presumption. If we reduce our charges,
there can be no question of their ability to follow our
example. We should never forget that that is a kind of
game two can play at and that our neighbors have a
vantage-ground for the purpose which w^e by no means
enjoy.
EVEN FREE CANALS CANNOT COMPETE WITH RAILWAYS.
v3;
Now, granted that we w^ere to launch into all this ex-
penditure for the improvement of our water routes, is there
any likelihood of its ever returning us any equivalent ?
The precedent furnished by the Eri>; Canal certainly does
not give much promise of such an eventuality.
6t
We know that water conveyance is only used for articles
of bulk and little valivj, and that railways carry all the
valuable freight, passengers, &c. No one nowadays dreams
of getting a case of goods by water where ho can as con-
veniently get it by rail. Therefore, all we would carry
by our water routes would be valueless as compared with
the traffic by rail. To show that I am not far wrong, I
will just cite in support the opinion expressed by a great
railway king of the United States, to which I attach a groat
deal of importance, coinciding, as it does, with my own.
Besides, one has only to open his eyes to perceive the
general drift of business all the world over, railways mo-
nopolizing the bulk of the traffic and water-courses being
relegated to local purposes and the carriage of articles of
slight value.
Free Canals vs. Raihoays : — ^Jay Gould, in speaking of
free canals, says : — " The effect of removing the tolls will
" not be noticed particularly by railroads. The railroads
" have a fabulous amount of passenger traffic, expressage,
" and freightage that the canals are not able to do.
•' These slow routes will get enough of bulky property
" to transport at moderate rates to keep them in existence.
" The actual rivalry is no longer between the railroads and
" the canals, but among the various trunk lines running
" between the ocean and the lakes. Things have been
" warm in the past, but they will be red hot in future."
The correctness of Jay Gould's opinion as to the influence
exercised by the great trunk lines on the carrying trade of
the country can hardly be doubted.
The statistics which I have already given and the figures
of which are taken from the Auditor's report on the State
Canals, so that theie can be no question as to their authen-
ticity and correctness.
Moreover, the report of the State Engineer and Superin-
tendent of the State Canals clearly establishes that, in the
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State of New York, railways are doing the bulk of the
carrying trade and that the traffic on the State canals is
limited to bulky n-oods, which could not afford to pay a
high rate of freight.
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DESPATCH THK (iKEAT CO.MMEllCTAL DESlDEKATtTM OF THE
AGE.
The nature of business has greatly c.nanged of late years,
We see all over the world an effort and a successful one, tooi
to connect all countries together ])y lines of telegraph ex-
tending not only ovi^r land, but also from one continent to
another by means of submarine cables. Lines of large and
swift steamers are overcoming the distances and the
dangers of ocean navigation. Ivailways are also keeping
up with the age of progress by continually adding to their
flicilities for traffic. On this continent we are in constant
communication with all the markets of Europe by several
Atlantic cables ; so that, in our own age, time is money,
and wo can no longer be satisfied wuth slow processes of
locomotion. As soon as a market shows the least sign of
depletion, immediately the cables Hash the news all over
the world.
This is especially the case with the trade in grain and
other i^roducts. Our produce merchants are now in daily
and even hourly communication wath the European
markets and sales are effected by cablegram, so that, where-
ever there is the slightest chance of doing business, the
fact is almost immediately ascertained and the .goods are at
once forwarded to the seeking market. The idea of using
a slow and tedious process of reaching the seaboard with
them under the circumstances would never enter any one's
mind, where prompt delivery is the very essence of success-
ful trade. In fact, the selling prices of nearly all articles
vary so often and sometimes even within the short space
of a month that quick despatch is requisite in everything.
C9
CANADIAN DISABILITIES.
Even our own merchants engaged in the grain trade are
obliged to have recourse to the New York and Chicago
markets, whenever they receive orders for grain cargoes,
and to avail themselves of the most expeditious routes,
when they wish to strike a favorable home market.
Our great drawback is, as already stated, our long winter
and the necessity we are under of seeking an outlet on the
Atlantic during that season through American territory
unless the Government makes St. John or Halifax a winter
terminus. ..
As for our North West, the seasons there are pretty much
the same as ours and the ingathering of its grain harvests
will consequently be always too late for fall shipment via
the St. Lawrence route, so that it is altogether unlikely
that shippers and forwarders will wait till the opening of
navigation in the following spring to ship the grain of the
previous year.
DECLINE OF THE MONTREAL GRAIN TRADE.
Now, a good deal has been said about the grain trade
of Montreal, but it is a well known fact that that branch
of the sister city's trade has not materially increased of late
years or has our tonnage engaged in inland navigation
much developed, for the very good reason that we haA'e
such powerful rivals to contend with in our neighbours
and their facilities for doing the carrying trade, which are
a hundred fold in excess of our own ; and I am confirmed
in my opinion on the subject by the evidence of Mr. Magor,
the well known Montreal commission merchant, given
before the Committee on inter-provincial trade last winter.
I may state that Mr. Magor is opposed to the Canadian
duty on grain and flour from the United States and is in-
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clined to attribute the want of increase in the traffic in
those products to that cause ; but with that feature of the
question it is not part of my programme to deal.
On page 6, he says : " It is notorious in Montreal that
" the grain trade is the poorest paying trade that any man
" can be engaged in. If you go back thirty years you will
•' find that the men engaged in it are hard-working, per-
" severing men.
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" Q. — Is it not the same every where el^e ? A. — No ; it is
a respectable trade every where else. Montreal is Ihe last
place in the world that those engaged in the grain trade
would go to, to do business. The disadvantages are very
great, and wc want them removed. The bonding system
is one of those disadvantages which we want removed.
Q. — Free trade ? A. — Yes, in breadstufFs. Q. — Then,
Montreal is the worst place for the grain trade ? A. — Yes.
Q. — And since the bonding system came in force it has
been worse ! A. — Yes, to a very great extent. Q. — Has
there been a great falling off in the quantity of grain going
down the St. Lawrence ? A. — Yes, our trade in grain is
decreasing."
From the above evidence it is clear that the grain trade
from the west is not increasing. The witness attributes the
decrease wholly to the duty upon grain and flour, but he is
wrong as I have shown. Elsewhere there are other causes
at work.
THE WANT OF A DEEPER CHANNEL BETWEEN MONTREAL AND
QUEBEC NOT THE CAUSE.
In the whole of the evidence adduced before the Com-
mittee in question, not a word can be found about the
necessity of an artificial ship channel Leing made at the
public expense between Quebec and Montreal. I think I
have said quite enough to show that it is not the mere fact of
a few feet more or less of water east of Montreal that will
affect the trafiB.c from the west and, if there were a channel
of 30 feet in existence, it would not have influenced in one
71
(Single iota the grain trade, as it is not at all on that account
that our trade in cer.eals has not increased. It is owing to
American competition over their own ground.
Therefore it is perfectly puerile on the part of the Mon-
treal Harbour Commission to bring forward such an argu-
ment. They either have not studied the question or else
they want to ignore it.
How very simple the whole thing looks on the face of
their memorial ! They got their engineer to make an es-
timate of the probable cost of a channel 2 J feet deeper, and
which they set down at $900,000, though they know very
well that to make a suitable channel between Quebec and
Montreal will cost millions. Bat their great object is to
induce the G-overnment to assume the responsibility of
the works. They know fully, better in fact than any body
else, that the actual width of the present channel will never
be sufficient for the ocean traffic, as the Government
would soon find out to its cost when it undertook the work,
for, to make a deep and wide channel fit for the ocean
traffic, millions would be required.
FALLACY OF MONTREAL'S ARGUMENTS. '
To show how far the advocates of the waterways are
incorrect, let us make a few comparisons, which may per-
haps serve to indicate what little faith should be reposed
in their conclusions as to the the utility of the canals for the
purposes of a general traffic.
The length of the Erie Canal from Buffalo to Albany is
about 352.18 miles.
The depth of water is on an average 7 feet.
The tolls levied upon it, before their total abolition,
which did not apply to the last fiscal year, were a mere
fraction upon ils cost. The lift locks are 76 in number.
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The class of boats emiioyed on the Erie Canal have not
the carrying capacity of the craft employed on our own
canals. They can only carry 8,000 bushels.
The average time required to make the round trip be-
tween Buffalo and New York is 28 days.
The cost of collection and repairs absorbed about all the
revenues.
The total length of our canals is :
The Welland Canal 27J miles.
The average depth 12 feet.
The total leiigih of the St. Lawrence canals is... 45 miles.
■, In all 72 nrJleH.
The average depth o?im St. Lawreuce canals is 9 feet.
The number of locks 53.
The tolls Ibded upon our canals are a mere fraction, and
to keep pace with the reduction in tolls made upon the
Erie Canal, ours were also reduced in 1881.
For twenty years the tonnage over the Erie Canal has
remained stationary. In 1862 the total tonnage was
5,598,785, and m 1881, 5,179,192 tons. The value in 1862
was $203,234,831, in 1881 $162,153,565, showing a falling
off both in tonnage and value for 1881.
The New York Central Railroad carried,
in 1862, 1,337,433 tons, and in 1881 11,591,379 tons.
The Erie Railway carried in 1862, 1,832,-
955 tons, and in 1881 11,086,823 "
Total 22.678,202 tons.
The increase of the tonnage from 1862 to 1881 was about
700 per cent, and the increase in 1881 over the State canals
n
was upwards of 400 per cent, whilst in 18G1 the State
canals showed an excess of tonnage fully equal to 00 per
cent over those linos of railway.
Do not these figures demonstrate clearly the soundness
of my opinion as to the important and growing part played
by railways in the carrying traihc ?
The amount of grain annually shipped from the port of
Montreal is a mere drop in the bucket as compared to the
quantity shipped from American ports.
THE REAL FACTS OF THE CASE.
These circumstances prove clearly that it is not owing
to any inferiority of our water route to the Erie Canal that
our traffic upon it has not increased, as our canals had
more water in them than the Erie Canal and we had only
72 miles to their 384 of canal navigation. Our tolls, too,
were a mere fraction. So that if we have failed to attract
more of the western traffi.c, it cannot be said to be due to
the inferiority of our water route.
They establish on the contrary that water routes both here
and in the United States are not used as much as railways.
They also show that the American railways are doing the
carrying trade of the country and that the western trade,
about which so much is said, is in the hands of our neigh-
bours and that we are not competing successfully with
them for it.
Do these figures not sufficiently prove the fallacy of
Montreal's pretensions that it will lose the western
trade, if we do not build a ship channel between Quebec
Montreal ?
Is it not manifest also that the Government should deli-
berate long and seriously before engaging in any scheme of
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improvement of our water routes and should first consider
thoroughly not only its necessity for the development of
our western traffic, but the strong possibility that the
money spent upon it would be uselessly thrown away.
I am sure the Government before adopting the course
suggested by Montreal will go into the question seriously
and weigh well whether the mere fact of a couple of feet
more or less of water in the channel between Quebec and
Montreal is really an impediment to the western traffic. I
am quite certain the Montreal ^arbor Commission are not
serious when they come before the Government with the
plea that unless a further depth be given to the chiinnol,
the traffic will leave the St. Lawrence. I feel convinced
also that in making this statement they have allowed
themselves to be carried away by motives of local in-
terest, as I believe any one who will give the matter a
little serious reflection cannot fail to be immediately struck
with the strangeness of the idea that to obtain a western
traffic improvements ought to be made from the east, es-
pecially when the depth of water in that quarter is greater
than above.
Attention has been already called to the dangers of the
policy of undertaking to deepen the channel between
Quebec and Montreal at the public expense on account of
the multitude of claims of a similar kind to which it would
give rise and which could not very well be refused, con-
sidering that every locality in the Dominion has as much
right as another to the protection of the Government.
For instance, if the St. Lawrence canals underwent im-
provement by further deepening to fourteen feet all over,
the Ottawa district would naturally demand a like improve-
ment to its canals. In fact, it is out of the question to
imagine that one city can be given an undue advantage
over another under any pretext more or less plausible.
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Montreal's real object.
Now, who is it really wants an artificial channel to
Montreal, but Montreal itself, which seeks to build up a
business for itself at tho expense of the i^ublic, under the
pretext that the channel will increase tho western trailic
through the Dominion ? To be plain, the Montrcalers want
to deprive the Port of Quebec of a trade that legitimately
belongs to it and to wheedle the country at large into
paying for the bringing of all the ocean and inland naviga-
tion to their doors.
For years, there has been such an outcry about the west-
ern traflic that it might seem to the uninitiated as if that
traffic were within our grasp and belonged to our own
people, whereas, in reality, it is a traflic on American terri-
tory, where every facility to handle it is vastly superior to
anything we can offer in the same or any other line.
The fact is that, for a long time past, the grain trade has
not materially increased and those engaged in it have not
found it profitable owing to the powerful competition in
the United States between the rival trunk lines of railway.
Hence, the clamor for the improvement of our water routes
and the abolition of all kinds of charges, under tho impres-
sion that these things have only to be done to render an un-
satisfactory business a satisfactory one and that Govern-
ment, by undertaking all sorts of improvements at tho
public expense, will benefit our grain merchants and enable
them to enter successfully into competition with the gigan-
tic and overshadowing markets of Chicago and New York.
But, granting the correctness of their pretensions, are
they sure that the abolition of our canal tolls would increase
the volume of the western grain trade ?
It has already been shown that it is not the charges on
our water routes or the want of water in our canals that
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has prevoutpd tlio grain trade from seeking an outlet to a
greater extent })y our water-courses ; and, even were the
channel between Quebec and Montreal to be deepened at
Government expense and all our waterways made absolutely
free, I do not believe that with all these advantages w«5
would succeed in attracting a greater share of the American
trade to the St. Lawrence.
The western interests in railways and lake navigation
are too great to think that they would quietly look on and al-
low us to do their carrying business. The thing appears to me
simply absurd, and our forwarders and shix>pers know it
well; but their business is not as profitable as it should be
and they would like to be helped at the public expense.
If the Government once go?sinto this channel scheme, it
will be some time before it gets out of it, and by the time
the (ihannel is completed, many millions will have been
sunk in the undertaking, for it is evident that a channel
of 27| feet will not satisfy the Montreal Harbor Commission
especially when the Government undertakes to pay for it.
They would soon persuade the Government that it requires,
for the exigencies of trade, not a channel of 21^ feet, but a
much deei^er one, and that a channel of a width of 300 feet
is not safe even for the actual traffic. Indeed, we have at
present frequent enough occurrences in the way of steamers
now and then taking the ground to show that the naviga-
tion between Quebec and Montreal is not safe at this
moment unless great caution and (^u'e are exercised.
Consequently, if the Government goes into this under-
taking, it may expect to have to make a channel costi}ig
several millions.
What are really the pretensions of the Harbor Commission
ofMontreilV »
77,
They want tho Govorument to leimburHc them the amount
nlroady oxponded in deepenilig th(^ channel between Quebec
and Montreal and to undertake to > arvy out all the irai^rov*-
mentH that nuvy bo required hei-ealter to allow of the largest
vess(>ls passino" ri^ht through to Montreal. Thtn' next ad-
vo'.ate thai their port should be made free. All this would
have to bo done at the ])ublic expense, and, as no charge of
any kind would be made lor maintenance and repairs, the
expenditure for those purposes would, of eoiuse. become^ a
perpetual charge upon the public purs(*, and all under the
pretence that Montreal is the head of inland navigation
and that it is the pivot ui)on which shoukl turn all tho
commercial interests ot the «uitire l)oniinion.
NO ni:NEFlT TO THE COUNTRY AT LAKGE.
Up to this time who has really benolittod by all the ini-
l)rovements that have been made, if it be not the City of
Montreal ?
It makes very little diiference to the geiieral interest of
the Dominion whether Montreal is the head of navigation
or not, and it is not necessary in the interests of commerce
and navigation that the Government should exjiend mi'.lions
to make Montreal the great port of the Dominion at the ex-
pense of other ports, when before long all those ports such
as Quebec, Halifax and St. John's will be quite ready to do
their ehare of the business of the country. I consequently
consider that, if the Government were to take Montreal un-
der its protecting wing, it would commit one of the grossest
acts of injustice, ^ it would actually be protecting one city
against another.
I see that the Montreal press express their disappointment
at not having obtained during last session what they w^ere
asking, and want to make the public believe that the trade
w^ill seek United States channels unless the channel be
deepened and all kinds of charge? on our canals removed.
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I havo already shown that onr tolls are iiiMignificant and
that up to last season they were not of Hufliciont importance
to drive away the trade to another channel, our charges
being, perhaps, no more than on the Erie Canal.
I have also shown that it was not through want of water
that we did not compete successfully by our water routes
with the Erie Canal, as our canals are only some 72 miles in
length against the Erie's 384 miles. The depth of water
in our canals, too, is 9 feet at the lowest, whereas the Erie
Canal has only 7 feet. Then we have less lockage. There-
fore our water-courses olfered mor<i advantages than that
rival route ; still neither the (Canadian nor the American
water routes are doing the carrying trade.
Barges carrying some 20,000 bushels of grain pass from
Kingston to Montreal, which is a great deal more than can
be done on the Erie Canal. Therefore, if our grain trade
has not mateiially increased, it is not due to want of water
in our canals and in the channel between Montreal and
Quebec, but is owing entirely to other causeswhich I have
already explained. Besides, is it not presumption on our
X)art w^hen wo see some of our public press loudly proclaim-
iiiir that the western traffic will take the United States
route instead of our own ? They seem to forget that all this
western tralfie, of which they speak so confidently, belongs
naturally to our neighbours, as it is created in their own
fields and within their own temtory. Those who speak or
write in that way are either ignorant of the subject or else
if they know better they are not placing the question in its
true light. They should tell the people that all this western
traffic is not our own, but that by making our water routes
cheap thoy expect to be able to kill out all the interests in-
volved in the vast system of American railway communi-
cation, and all their lake interests, (for we must not forget
that our neighbours have large propellers navigating all the
lakes west of Montreal ; that all these vessels navigate lakes
19
Michigan, Huron, Erie and Ontario ; and thai ull those laken
are surrounded on the American side by railway linos com-
municating with the different sea boards.) Therei'ore, when
our Montreal Mends cry out so piteously that the western
traffic will take another channel it* we do not hasten to make
certain improvements, they either, as already remarked, write
about what they ignore or else they are so blindly wedded
to their own loi-al interests that they have come to forget
that this western trade follows its natural channel, which is
that of its own origin. In fact, for us to talk of taking
away or diverting a large portion of the American grain
trade is out of the question, and those engaged in the busi-
ness know this truth thoroughly well.
LIMITED USEFULNESS OV CANALS.
Our water routes will be always useful for common
goods, such as lumber, coals, hay, grain, &c., all of which,
being of a bulky volume, require to be transported at a low
rate of freight.
It must not be inferred from what I have said and written
on the subject of our canal system that I am in favor of its
being entirely abandoned and allowed to fall into disuse, as
I believe it can be largely utilized for a local traffic and for
a limited through trade.
On the contrary, I think our canals should be maintained
and even improved, so as to give them a more uniform depth
of water, if found necessary.
What I really mean is that our water routes will not, in
any case, divert the large transcontinental traffic now in
the hands of our neighbours, and that it would be inju-
dicious in the face of railway competition to go to an im-
mense expense on those water routes, under the impression
that we can successfully compete with the United States on
their own ground and divert via the St. Lawrence a traffic
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which they are more competent than ourselves to do — espe-
cially when we see the immense prog^ress railways arc mak-
ing and the influence they exercise on the carrying trade.
But in the face of what is taking place on the Erie Canal
and the unanimous admission of men of the largest expe-
rience, according to the evidence adduced before Mr.
Paint's committee on inter-provincial trade, that no lines of
steamers can vie with railways unless supported by G-ov-
crnment subsidies — to think that by deepening them we
will succeed in taking out of American hands any large
portion of their own traffic, which they are more competent
to handle than ourselves, is a simple absurdity.
No doubt, an improvement of our water-courses would
ahvavs give additional facilities to our own traffic and to
our exchanges with our neighbours, but the question is
would the advantages to be derived constitute an equiva-
lent for the enormous expenditure into which we would
have to launch for the purpose and which is more than the
country can afford at present and for a good while to come ?
In view of the important traffic changes which railways
are already effecting and their future probabilities in the
same direction, would it be wise on the part of the Govern-
ment to undertake such an expenditure, when the chances
are that, before the end of the twenty years computed to be
necessary to complete the desired improvements, quite a revo-
lution may have taken place in the carrying trade which
would render all the Aast expenditure for the purpose i^er-
fectly useless ? In reality, the pretension that we will lose our
trade if we do not improve our water routes has no raison
delre, as the traffic contemplated is not our own and can
only be attracted to Canadian channels by a train of cir-
cumstances w^hich we can never hope to bring about.
It has already been said that if the Government were to
exclusively take Montreal under its fostering wing, it would
81
commit a gross act of injustice towards other localities. Foi
instance, Quebec, with four lines of railways converging to
its port which is admittedly one of the finest in the world,
capable at all times of holding an unlimited number of
vessels and as accessible as Montreal by water from the
west, has a legitimate right to a fair field and no favor in
competing for the western trade and will soon be in a po-
sition to do its share of it, without asking the Government
to give it undue or exceptional advantages for the purpose ;
while Montreal wants the country to build an artificial
channel for it and to otherwise favor a port, which at best
will never bo able to offer more than a limited amount of
accommodation.
SUPERIOR ADVANTAGES OF THE PORT OF QUEBEC.
The port of Quebec is now going on with certain harbor
works which, on completion, will afibrd all the facilities re-
quired for the handling of an extensive and important grain
traffic ; moreover, steamers coming to its new harbor works
will be saved all the delays, expenses and charges of a nav-
igation of 180 miles in a narrow, tortuous channel, and, in-
stead of being detained here fourteen days as they now are
by proceeding to Montreal, they will be able to sail a week
sooner, which would enable each of them to make one trip
more each season. ... .
The works in question will be completed in another year
from this as far as the Louise Embankment is concerned ;
but the cross wall dividing the tidal basin from the wet
dock will be only finished in three years from date, which
is very much sooner than all the contemplated improve-
ments on our water-courses could be efiected.
I feel sure that when these works will have been com-
pleted, the advantages they will offer to the ocean trade will
be such that no amount of digging between Montreal and
Quebec will succeed in casting them into the shade.
82
m
111'
Is*'
M
Under such circumstances, would it not be an act of pru-
dence on the part of the Government to put oflf committing
itself to such an expensive policy as the never-ending un-
dertaking of making and keeping up a deep ship channel
to reach Montreal ?
"We must not overlook the fact that Montreal was in com-
munication long before Quebec with the American system
of railways. But this is no longer the case, as we have now
access by rail east and west of Quebec, and produce can
reach us both by rail and water just as easily as Montreal
and at no more expense ; for it must be as cheap to run
down river craft from Montreal to Quebec and back than to
send up a big ocean steamer with all its attendant expenses
and risks.
ABSURDITY OF MONTREAL'S DEMAND — DUTY OF THE HOUR.
It seems perfectly ridiculous for the Harbor Commission
of Montreal to ask the Grovernment to build at the public
expense an artificial port and channel at an expenditure of
several millions, when, if the Government is seriously bent
in attracting traffic to the Canadian route, a very small sum
expended on our port would afford all the facilities for traffic
both east and west, that is likely ever to seek the Atlantic
in summer by the St. Lawrence. If the Government really
means to give additional facilities for tA^e western traffic by
our water route, let it in that case improve all our water
courses from west to east and make Quebec the terminal
point of inland navigation.
It Would then be considered that the Government was
performing a work of general interest to a large part of the
Dominion, especially to that portion Iving on a line with
those water routes.
The St. Lawrence could be used as the route to the At-
lantic in summer and by means of a bridge at Quebec, the
83
most eastern point at which it is possible to span the river
St. Lawrence, Halifax, St. John and St. Andrew's would
become winter ports of the Dominion.
If that were the avowed policy of the Government, no one
would object to the scheme, as it would contemplate tho
working out of a general plan beneficial to the whole Do-
minion and not as proposed at present in the interest of a
single locality to the detriment of several others equally
entitled to protective treatment at the hands of our Federal
authorities.
The only drawback to this scheme would be the cost,
but even this would be preferable to a partial and piece-
meal performance of the works, causing in the meantime
serious injuries to others.
MONTREAL SHOULD PAY FOR ITS OWN IMPKOVEMENTS.
It does not matter under what aspect I examine the pre-
tensions of the Montreal Harbor Commission, I really fail
to find that this channel improvement is to be for the bene-
fit of the whole Dominion. If the Montrealers must have
an expensive artificial channel and basin, let them pay for
it. If they want to be the head of navigation, let them share
in the cost as well as in the profits. "We must aot forget
that it is not Montreal directly that pays for thes« improve-
ments, but the whole trade passing through the v^ater route,
by a tax imposed upon shipping — that city receiving all
the benefits and paying nothing as it is.
■ The Grovernment, in making a free port of Montreal,
should impose upon the city a tax sufficient to cover the
outlay, as the latter woiild derive more advantage from the
channel than any place else.
¥• '
84
To sum up all I have said on this important subject, t
think I have shewn clearly enough what railways have
accomplished in the carrying trade not only on this con-
tinent, but in Europe as well ; that they are the great factors
of the inland trade and commerce of all countries wherever
established ; that water routes cannot compete with them
unless the vessels engaged on them are protected by Grov-
emment subsidies ; and that this conclusion was deliberately
and unanimously arrived at by the men of experience, who
gave their evidence before the Committee on inter* provincial
trade at Ottawa last session.
In the second i)lace, I believe I have clearly demonstrated
that, in yielding to the demands of the Montreal Harbor
Commission, the Grovernment would be adopting a danger-
ous policy entailing an enormous expenditure for an object
of doubtful results — there being no certainty that it would
realize our aspirations and the State of New York offering
us a striking example of the failure of canals to meet the
expectations formed with regard to them.
I fancy also that I have pointed out distinctly enough
that, if the Government really means_to give all our water-
courses a proper depth, the work should be executed on
some well defined plan bearing the semblance of a public
undertaking and carried out as all enterprises of the kind
should be ; but that, before adopting any plan whatever,
the cost and the advantage likely to be really derived from
it should be thoroughly well considered to ascertain in how
far the benefits promise to be an equivalent for the sacri-
fices made to obtain them.
I think I have further succeeded in showing how futile
are the pretensions of those who proclaim that we will
lose a western traffic which is really not our own, unless
we further deepen the channel between Quebec and Mon-
treal, and this, too, in face of the fact that they have already
85
failed to secure aii increase in that trai&c not through any
want of a snflBciency of water in our waterways, but through
causes which are beyond our control.
I feel so convinced of the unquestionable correctness of
my views that I am confident the Government will not
go into any general and well defined system of improve-
ment. It, no doubt, comprehends too well the vast respon-
sibility of the task and the innumerable difiiculties that
surround it. But, if the Government should ever con-
sent to assume the debt incurred for the deepen in<r of the
channel, it will be more to meet the views of Montreal than
anything else, as I am certain that Ministers know as
well as any one that the policy which the advocates of
Montreal's pretensions are seeking to force upon them is
not in the public interest, generally speaking.
CONCLUSION.
I must now draw my remarks to a close, as I am afraid I
have already trespassed too long on your kind attention
and taken up, perhaps, too much of your valuable time.
But I have no doubt that you will consider that, if on the
one hand I have probably put your patience to the test,
you will not forget on the other that the motives which are
actuating me in this instance are entirely disinterested as
far as I am concerned, my only object in making a study
of such an important question as that of our routes to the
seaboard being to place the subject before the members
of this Board in its true light and to lay before the general
public such facts as will enable them to judge for '.hem-
selves as to the admissibility of Montreal's pretension^..
To terminate, let me say that I have seen nothing yet
which more aptly or eifectually compresses into a nutshell
the whole case between railways and water-courses as com-
petitors for inland tr j-ffic than a recent remark of Mr. La-
•rdi
86
bouchcre in Loudon Truth. Eeferring to the time and
pains taken in the public schools to teach pupils the courses
of rivers and streams, Mr. Labouchere, with characteristic
triteness, expresses his surprise that equal pains are not
taken to teach the rising generation the great railway routes,
which nowadays far exceed in importance the inland water
communications of most countries. To my mind, this
pointed criticism of the observant and outspoken editor of
Truth not only merits the serious attention of the educa-
tional directors of the age, but is eminently far-seeing in its
manifest appreciation of the paramount part which railways
are destined to play in the near future as the great channels
of inland traffic all over the civilized world.
[Upon ii ; con lusion, an unanimous vote of thanks, duly
proposed uud seconded, was passed by the Board to Mr.
Shehyn for In^ very alle and instructive paper, in addition
to the resolution ordering it to be printed.]
■f
Since the foregoing was written, the State Engineer and
Surveyor of the New York State canals has issued his annual
report for the fiscal year ended on the 30th September, 1883.
A concise summary of this report, just telegraphed to the
Canadian Press, is subjoined and its careful perusal is re-
commended. . It will be found not only to fully bear out the
views expressed in the above paper respecting thr- declining
usefulness and popularity of canals > ch- anels of transport
in competition with railM'^ays, but to even go fni'ther in
strengthening the position taken by the writer on the sub-
ject, boldly proclaiming that they have outlived their mis-
sion, that the experiment of endeavoring to increase the traffic
upon the New York State canals by the abolition of the tolls
87
has proved an entire failure, and that the best thing the State
anthorities can now do is to get rid of such costly and use-
less public burthens in some way or other as soon as pos-
sible. Indeed, the sum of the whole report is that the
canals are doomed and " must go," and, under the circum-
stances, the State is advised with regard to them to follow
the example of Pennsylvania, Ohio and othei States, which
appear to have already proved their uselessness and to have
succeeded in disposing of their canals, while there was yet
a vestige of faith remaining in credulous minds as to their
utility. It may be remarked, however, that the New York
State Engineer is rather over sanguine and displays not a
little inconsistency in the opinion he expresses as to the
probability that the State canals can be readily sold for an
amount sufficient to liquidate the entire canal debt of the
State. It is not at all likely, upon his own unfavorable
showing of the business now done by the canals and their
discouraging outlook for the future, that any purchaser for
them upon such satisfactory terms could be found. Bat,
under every aspect, the melancholy experience of our Ame-
rican neighbors in the connection points a moral for Cana-
dians and their Grovernment, which — it is much to be hoped
— will not be thrown away upon them at this juncture : —
•• OANALS MUST ao."
" Albany, N. Y., Jan. 4. — In his annual report just sub-
mitted to the Legislature, the State Engineer and Surveyor
shows that the total length of all the canals, river improve-
ments, navigable feeders, slips and basins is 644.22 miles.
There are about 4,000 boats now engaged in transportation
upon the State canals, 92 of which are propelled by steam
and the balance by animal power. The average time re-
quired to make a round trip between Buffalo and New
York city is 28 days. The condition of the canals, instead
of improving since last year, has deteriorated. This leads
the Engineer to conclude that the experiment of endeavor-
ing to materially increase the tonnage of the canals by the
abolition of tolls has thus far proved to be an entire failure.
li
88
It would, therefore, seem to be a wise policy for the people
of tho State, at the earliest day practicable, to so i^irther
amend the Constitution as to enable the Legislature at its
discretion either to reimpose tolls to a sufficient extent to
keep the canals in repair or to lease them upon the best
terras attainable to responsible parties who will agree to
operate and keep them in repair, or to sell them out-
right, together with all the State property connected with
them, to the highest bidder. The last named alternative
would, in the light of past experience, appear to be the
wisest of the three, for the reason that Pennsylvania, Ohio
and other States have found it for their interest to dispose
of their canals and thus reimburse their treasuries to some
extent for the capital invested in them ; and there can be
no doubt thai the canals of this State can readily be sold
for a sufficient amount to liquidate the entire canal debt
of the State and thus relieve the people from the burden of
any further taxation on that account. Canals, as a success-
ful and necessary means of transport, have outlived their
usefulness ; and as between railways and canals, when
considered with reference to their relative merits as afford-
ing a means for rapid and economical transport, it must be
regarded as a foregone and inevitable conclusion that the
canals must go. The estimated cost of putting the canals
in thorough repair is $3,852,68*7."
-t-
89
' APPENDIX A.
Inland Communications— United Kingdom.
The following comparative statement of the receipts from
passenger and goods trains, extracted from the official report
of Captain Tyler to the Railway Department of the British
Board of Trade, will give an idea of the enormous increase
of railway traffic in the British Isles and of the extent to
which railways had already begun to monopolize the in-
land carrying trade of the IJnited Kingdom as far back as
the period comprised between the years 1858 and 1873 : *
a
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60
APPENDIX B.
Inland Communications — United States.
The following statement, taken from the annual report of
the Auditor of the Canal Department of the State of New
York, for the year 1881, and showing the number of tons of
each class of property carried respectively on the State
Canals during the season of navigation in that year, and on
the Erie and Central railroads from the 1st October, 1880,
to the 30th September, 1881, forcibly illustrates the deve-
lopment of the American railway system and the extent to
which it is superseding the canals for purposes of inland
carriage : —
11 :
1*^ ill
I
DEScniPTioN OF Propeuty.
Tons of each
class carried on
t'le canals.
Tons of each
class carried on
the railroads.
Total tons of
each class carried
on the canals
and railroads.
Products of the forest
Products of animals
Vegetable food.;
1,652,543
3,G21
l,n6,£>0)
M,2i8
'-250,961
325,775
1.778,513
1,185,626
1,391,645
4,983,722
930,829
2,057.720
2,329,179
9,799,475
2,838,169
1,395,266
6,100,283
982,047
2,308,687
2,654,954
11,577,988
Other agricultural products.
\TAn\ifRf*,tnrcs
..:«. hondize
. .1. ' ni'ticlcB
■
Total tons carried •
5,179,192
22,678,20?;
27,857,394
WM
91
APPENDIX C.
Inland Communications—United f^TXTEs.— {Continued.)
Tho following table is given by the Auditor of the Canal
Department of the State of New York, in his report for 1881,
to show the separate tonnages of the State Canals and the
two competing railways (the Central and Erie roads) ami
the aggregate of both for twenty-nine years, from 1853 to
1881, inclusive, with the losses and gains of ea(;h, compared
with the previous year. Particular atten^'ou is called to
the important exhibits of this table, de^ ist rating as they
do the steady decline of the canal traffic iar to year
when brought into competition witli > istantly in-
creasing facilities and popularity of railways as inland
carriers : —
Canals and Railroads.
1853
1854
Gain in 1854.
Loss in 1854.
New York canals, tons
New York Central railroad,
tons..... •
4,247,853
300,000
031,039
4,165,862
549,804
743,260
81 991
189,804
112,211
New York and Erie railroad,
tons
5,238,892
5,458,916
302,015
81,991
Nfw York cnnala. tons
1854
4,165,862
549,804
743,250
1855
4,022,617
670,073
842,048
Gain in 1855.
Less in 1855.
143 245
New York Central railroad,
tons
120,269
19,798
New York and Erie railroad,
tons
5,458,916
5,634,738
219,067
143,245
New York canals, tons
1855
4,022,617
670,073
842,046
1856
4,116,084
770,112
943,215
Gain in 1856.
93,4l>5
106,039
101,167
Loss in 1856.
New York Central railroad,
tons
New York and Erie railroad,
tons
5,634,738
5,835,409
300,671
t
'^^
IMAGE EVALUATION
TEST TARGr (MT-3)
{<
^
^
1.0
1.1
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US
ta
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u
14.0
2.0
IL25 IH 1.4
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1.6
HiotogFaphic
_ScMices
Corporatton
23 WIST MAIN STRHT
VVItSTM,N.Y. 145M
(7l6)t7a-4M3
^
S
d2
h-
Canals and Railroads.
New York canals, tons.
New York Central railroad,
tons
New York and Erie railroad,
tons
New York canals, tons
New York Central railroad,
tons
New York and Erie railroad,
tons
New York canals, tons
New York Central railroad,
tons
New York and Erie railroad,
tons
New York canals, tons ...
New York Central railroad,
tons
New York and Erie railroad,
tons
1856
4,116,0d2
776,112
943,215
5,835,409
1867
3,344,061
838,791
978,066
5,160,918
New York canals, tons. ...
New York Central railroad,
tons '
New York and Erie railroad,
tons
New York canals, tons
New York Central railroad,
tons
Erie railway, tons
1858
3,665,192
765,407
816,954
5,247,553
1859
3,781,684
834,319
868,073
5,485,076
1860
4,050,214
1,028,183
1,139,554
6,817,951
1861
4,607,635
1,167,302
1,253,418
6,928,355
1867
3,344,061
838,791
978,066
5,160,918
1858
3,665,192
765,407
816,054
5,247,553
1859
3,781,684
834,319
869,073
5,485,076
1860
4,650,214
1,028,183
1,139,554
6,817,951
1861
4,507,635
1,167,302
1,253,418
6,928,355
1862
6,598,785
1,387,433
1,632,955
Gain in 1857.
62j679
34,851
97,530
Gain in 1858.
321,131
321,131
Gain in I8S9.
116,492
68,912
53,119
238,523
Loss in 1857.
772,021
772,021
Loss in 1858.
73,284
161,112
234,496
Loss in 1859.
!•••••••••• ••••«
Gain in 1860. Loss in 1860.
868,530
193,864
270,481
1,332,875
Gain in 1861,
139,119
113,864
262,083
Gain in 1862.
1,091,150
220,131
379,537
8,619,173
1,690,818
•••••• 1 ■••••••••••
Loss in 1861.
142,579
142,579
Loss in 1862.
OS
Canals and Railboads.
1862
1863
Gain in 1863.'
Loss in 1863.
New York canals, tona
6,598,785
1,387,433
1,632,955
5,557,692
1,449,604
1,815,096
41,093
New York Central railroad,
tons
62,171
182,141
Krie RaIIwav. tnnn
8,619,173
8,822,392
244,312
41,093
New York canals, tons
1863
5,557,692
1,449,604
1,815,096
1864
4,862,941
1,557,148
2,170,798
Gain in 1864.
Loss in 1864.
704,751
New York Central railroad,
tons ...#••.....»
107,644
355,702
Brie rflilwav. tons
8,822,392
8,580,887
463,246
704,751
New York canals, tons
New York Central railroad,
tnna . _— .. -— ...
1864
4,852,941
1,657,148
2,170,7i98
1865
4,729,654
1,275,299
. 2,234,350
Gain in 1865.
Loss in 1865.
123,287
281,849
ISrie rftilwav. tona
63,552
••«••«•• ••••••t««
8,580,887
8,239,303
63,552
405,136
N«w York canals, tona ......
1865
4,729,654
1,275,299
2,234,350
1866
5,775,220
1,602,197
3,242,792
Gain in 1866.
1,045,566
326,898
1,008,442
Lo83 in 1S6C.
New York Central railroad.
Elrifl rhilwav. tona
•
8,239,303
10,620,209
2,380,906
New York canals, tona
1866
5,775,220
1,602,197
3,242,792
1867
5,688,325
1,667,926
3,484,546
Gain in 1867.
Los8inl8G7.
86,895
New York Central railroad,
65,729
241,754
Erie railway, tons
■«•••• ••••<•••■•■
10,620,209
10,840,797
307,483
86,805
Nf>w York ranala tons
1867
5,688,325
1,667,926
3,484,546
1868
6,442,225
1,846,599
3,908,243
Gain in 1868.
753,900
178,673
423,667
Loss in 1868.
New York Central railroad.
^vie railwav. tons
10,840,797
12,197,067
1,356,270
New York canals, tons
New York Central railroad,
tons •••••••• •••
1868
6,442,225
1,846,599
3,908,243
1869
6,859,080
2,281,885
4,312,209
Gain in 1869.
Loss in 1869.
583,145
435,286
403,966
Erie railway, tons
'
12,197,067
12,453,174
839,262
683,145
m
9i .
III
Canalb and Railroads.
1869
1870
Oaininl870.
Loss in 1870.
New York canals, tons
6,859,080
2,281,885
4,312,209
6,173,769
4,122,000
4,852,505
314,689
1,840,115
640,296
New York Central railroad,
tons
Erie railway, tons
12,453,174
15,148,274 2,695,100
New York canals, tons
New York Central railroad,
tons
1870
6,173,769
4,122,000
4,852,505
1871
6,467,888
4,532,056
4.844.2flH
Gain in 1871.
294,119
'410,056
Loss in 1871.
Krie railwav. tons
8,297
15,148,274
16,844,162 1 704,175
8,297
New York canals, tons
New York Central railroad,
tons
1871
6,467,888
4,532,056
4,844,208
1872
6,673,370
4,393,965
5,564,274
Gain in 1872.
205,482
Loss in 1872.
138,091
T!rie taiIwav. tons
720,066
15,844,152
16,631,609
925,548
138,091
New York canals, tons.
New York Cential railroad,
tons
1872
6,673,370
4,393,965
5,564,274
1873
6,364,782
5,522,724
6,312,702
Gain in 1873.
Loss in 1873.
308,588
1,128,759
748,430
Erie railwav. tons
16,631,609
18,200,208
1,877,189
308,588
New York canals, tons
New York Central railroad,
tons
lOirie railwftv. tons
1873
6,304,782
5,522,724
6,312,702
1874
5,804,588
6,114,678
6,364,276
Gain in 1874.
591,954
51,574
Loss in 1874.
660,194
18,200,208
18,283,542
643.. ')28
560,194
New York canals, tons
New York Central railroad,
1874
5,804,588
6,114,678
6,364,276
1875
4,859,858
6,001,954
6,239,946
Gaini. i5.
Loss in 1875.
944,730
112,724
124,330
Erie railwav. tons...
18,283,542
17,101,758
1,181,784
New York canals, tons
New York Central railroad,
tona
1875
4,859,858
6,001,954
6,239,946
1876
4,172,129
6,803,680
6,972,818
Gain in 1876.
Loss in 1876.
687,729
801,726
Erie railway, tons :
267,128
17,101,768
16,948,627
801,726
954,867
98
OAMAts AND Railroads.
1876
1877
Gain in 1877.
Loss in 1877.
New York canals, tons
4,172,129
6,803,680
6,972,818
4,956,963
6,351,356
6,182,451
783,834
209,633"
New York Central railroad,
tons
452,324
Erie railwav. tons
16,948,627
17,489,770
993,467
452,324
N'ew York canals, tons
Sevr York Central railroad,
tons
1877
4,955,903
6,351,356
6,182,451
1878
5,171,320
7,695,413
6,150,568
Gain in 1878.
215,357
1,344,057
Loss in 1878.
Erie railway, tons
31.883
'
17,489,770
19,017,301
1,559,414
31,883
New York canals, tons
1878
5,171,320
7,695,413
6,150,508
1879
5,362,372
9,015,753
8,212,641
Gain in 1879.
191,052
1,320,340
2,062,073
Loss in 1879.
New York Central railroad,
tons
Erie railway, tons,-.
19,017,301
22,590,766
3,573,405
New York canals, tons
1879
5,362,372
9,015,753
8,212,641
1880
6,457,656
10,533,0.38
8,715,892
Gain in 1880.
1,095,284
l,5r7,285
603,251
Loss in 1880.
New York Central railroad,
tons
Erie railway, tons
.
22,590,766
25,706,586
3,115,820
\^AW Vnrlr rA.nn.1a fnna
1880
6,457,050
10,533,038
8,715,892
1881
5,179,192
11,591,379
11,086,823
Gain in 1881.
Loss in 1881.
1,278,464
New York Central railroad,
tons
Erie railway, tons
1,058,341
2,370,931
25,706,586
27,857,394
3,429,272
1,278,464
06
APPENDIX D.
Inland Communications. — United STXTEa.— {Continued.)
In his report for 1881, the Auditor of the New York
Canal Department introduces the following suggestive
tables to show the extraordinary growth of the railway com-
petition in the several classes of goods carried. They give
the tons of each class of freight and the aggregate tonnage
of all classes transported on the New York Central and the
Erie railroads respectively for each year, commencing with
1856.
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H
APPENDIX B.
Inland Oommunioations— United Stateb.— {Continued.)
This table shows the canal tolls and railway freights
paid on the tonnage in the preceding table. The aggregate
receipts of tolls and railway freights in 1881 exceeded those
of 1853, the lowest year in the series, by #29,767,955 ; a
gain of 789 per cent on the railway receipts, and a loss on
the toll receipts of over 80 per cent.
Canals and Rau.ro ads.
1853.
1854.
Gain in 1864.
Loss in 1854.
New York canals, tolls
New York Central railroad,
freight
$3,204,718
1,838,830
2,637,214
$2,773,566
2,479,820
3,369,590
$640,900
832,376
$431,162
New York and Erie rail-
rnAil. freicrht.....
$7,680,762
1854.
$2,773,566
2,479,820
3,369,690
$8,622,976
$1,473,366
$431,152
New York canals, tolls
1866.
$2,806,077
3,189,603
8,654,002
Gain in 1855.
$31,611
709,783
283,412
Loss in 1855.
New York Central railroad,
freight
New York and Erie rail-
rniul freicrht...
$8,622,976
$9,647,682
$1,024,706
New York canals, tolls
New York Central railroad,
freight
1865.
$2,806,077
3,189,603
3,663,002
1866.
$2,748,212
4,328,041
4,545,782
Gain in 1856.
$1,138,438
892,780
Loss in 1856.
$66,865
New York and Erie rail-
mftd. freitrht
$9,647,682
$11,622,036
$2,031,218
$66,865
New York canals, tolls
New York Central railroad,
freight
1866.
$2,748,212
4,328,041
4,645,782
1867.
$2,046,641
4,659,276
4,097,610
Gain in 1857.
$231,236
Loss in 1857.
$702,671
New York and Erie rail-
mAd. fraiorht
448,172
$11,622,036
$10,702,527
$231,236
$1,150,748
U
dd
Ganalb and Railroads.
New York canals, tolls
New York Central railroad,
ft^ieht
New York and Erie rail-
road, freight
New York canals, tolls
New York Central railroad,
freight
New York and Erie rail-
road, freight
New York canals, tolls
New York Central railroad,
freight
New York and Erie rail-
road, freight
New York canals, tolls
New York Central railroad,
freight
New York and Erie rail-
road, freight
New York canals, tolls
New York Central railroad,
freights
New York and Erie rail-
road, freight
New York canals, tolls
New York Central railroad,
freight ...."••. •••
New York and Ene rail-
road, freight • t.
1867.
$2,406,841
ft, 659, 276
4,007,610
$10,702,527
1858.
$2,110,754
3,000,270
3,843,310
$9,654,334
1859.
$1,723,945
3,837,148
8,105,869
$8,266,062
1860.
$3,009,597
4,095,939
3,884,343
$10,989,879
1861.
$3,908,785
4,664,449
4,351,464
$12,924,898
1862.
$5,188,943
6,607,331
6,642,916
$18,439,189
1858.
$2,110,764
3,700,270
3,843,310
$9,054,334
1859.
$1,723,943
.3,337,148
3,195,869
$8,256,962
1860.
$.3,009,597
4,095,939
3,894,343
$10,989,879
1861.
$.3,908,785
4,664,449
4,351,464
$12,924,698
Gain in 1868.
$65,813
Loss in 1868.
$65,313
Qain in 1859.
Gain in 1860,
$1,286,652
758,791
688,474
$2,732,917
Gain in 1861.
$899,188
568,510
467,121
$1,934,819
$869,006
254,300
$1,113,306
Loss in 1859.
$386,800
343,022
6^,441
$1,397,272
Loss in 1860.
Loss in 1861.
1802.
$5,188,943
6,607,331
6,642,915
$18,439,189
1863.
$4,645,207
7,498,609
8,432,234
$20,575,960
Gain in ISf ' oas in 1862.
$1,279,158
1,942,882
2,291,451
$5,513,491
Gain in 1803.
$891,278
1,789,319
$2,680,597
Loss in 1863.
$543,736
$943,736
m
ill
100
OaMALS and RAItBOAM.
1868.
1864.^
•8,988,982
8,648,870
9,866,087
Gain in 1864.
Loss in 1884.
New Tork canals, tolU
New York Oeatral railroad,
freight
$4,646,207
7,498,609
8,481,239
•1,044,861
1,122,868
•661,226
Erie railway, freight
$20,676,960
•22,882,489
•2,467,714
•661,226
New York canals, tolls
1864.
$3,988,982
8, 543,. 370
9,855,087
1806.
$3,830,966
8,776,028
10,726,264
$23,842,247
Gain in 1866.
Loss in 1866.
$144,027
New Ycik Central railroad,
freight
$282,668
871,177
Erie railway, freight
$22,382,489
$1,103,886
$144,027
New York canals, tolls
1865.
$3,839,956
8,776,028
10,726,264
1866.
$4,480,639
9,671,820
11,611,023
Gain in 1866.
•696,084
895,892
884,759
Loss in 1866.
New York Central railroad,
freight
Erie railway, freight
$23,342,247
$25,719,582
$2,377,336
New York canals, tolls
1866.
$4,430,639
9,671,920
11,611,023
$25,719,582
1867.
$4,088,068
9,161,760
11,204,689
Gain in 1867.
Loss in 1867.
$348,681
620,170
406,384
New York Central railroad,
freisrht
Erie railway, freight
$24,444,497
1838.
$4,246,663
9,491,427
11,426,739
$1,275,085
New York canals, tolls
New York Central railroad,
freight
1867.
$4,088,068
9,161,760
11,204,689
Gain in 1868.
$168,606
339,677
221,060
Loss in 1868.
Erie railway, freight
$22,444,479
•25,168,729
$719,232
New York canals, tolls
1868.
$4,246,663
9,491,427
11,425,739
1869.
$8,778,501
10,467,682
13,046,804
Gain in 1869.
Lo9S in 1869.
•468,062
New York Central railroad,
freight
$966,166
1,621,066
Erie railway, freight
$26,168,729
$27,282,887
$2,687,220
$468,062
New York canals, tolls
1869.
$3,778,501
10,467,682
13,046,804
1870.
•2,611,678
14,.'J27,418
12,828,027
Gain in 1870.
Loss in 1870.
•1,166,928
New York Central railroad,
freight
$3,869,836
Erie railway, freight
718,777
$27,282,687
$29,267,023
$3,869,886
•1,886,700
101
OAVAtI AND RAILBOADI.
1870.
9 2,611,678
14,927,418
12,328,027
1871.
Gain in 1871.
Loss in 1871.
New York canals, tolls
New York Oentral railroad,
flreight
$ 8,100,889
14,647,580
13,282,235
$480,261
320,162
904,208
Erie railway, ft-eight
•29,267,028
$30,980,654
$1,718,631
New York canals, tolls
1871.
$ 8,100,839
14,647,680
13,2.<)2,236
1872.
9 8,072,411
16,250,647
14,509,745
Gain in 1872.
Loss in 1872.
$28,427
New York Central railroad,
freight
Erie railway, fl-eigbt
$1,612,067
1,277,616
•••••••• ■• ••••!
$30,980,654
$33,841,803
$2,889,577
$28,427
New York canals, tolls
New York Central railroad,
freight -
1872.
$ 8,072,411
16,269,647
14,609,745
1873.
$ 2,976,718
19,616,018
15,015,808
Gain in 1873.
$3,.S56,S71
606,063
Loss in 1873.
$95,698
Erie railway, freight
$33,841,803
$37,609,544
$8,862,434
$95,603
New York canals, tolls
New York Oentral railroad,
freiirht
1873.
• 2,976,718
19,616,018
15,015,808
1874.
$ 2,687,071
20,348,725
13,740,042
Gain in 1874.
$732,707
Loss in 1874.
$339,747
Erie railway, freight
1,275,766
• •,
937,608,544 936,725,888
$732,707
$1,615,613
New York canals, tolls
New York Central railroad,
freiflrht
1874.
$ 2,637,071
20,348,725
13,740,042
1875.
$ 1,950,032
17,899,702
12,287,400
Gain in 1876.
Loss in 1875
$ 687,039
2,449,023
1,462,642
Erie railway, freight
,-
$36,725,838
$32,137,134
$4,588,704
New York canalSi tolls ••••••
1875.
$ 1,690,032
17,899,702
12,287,400
1876.
$ 1,340,004
17,593,265
11,429,030
Gain in 1876.
Loss in 1876.
$250,028
306,437
857,470
New York Central railroad,
frpiorht
Erie railway, freiurht
$32,187,134
$30,363,199
$1,41.S,935
New York canals, tolls
New York Central railroad,
freights
Brie railway, freight
1876.
$ 1,304,C04
17,593,265
11,429,930
1877.
$ 880,896
16,424,316
10,647,807
Gain in 1877.
Loss in 1877.
$4,579,108
1,168,949
782,123
$80,363,199
•27,053,010
$2,410,180
m
10->-
OANi^LH AMD RAII.nOAf>a.
1877.
187i.
Gain In 1878.
LoM in 1878.
\nw York ennuis, tuliri
9 880,890
1t),424,:n6
10,617,807
$ 998,348
19,046,030
11,914,489
9 112,462
2,621,614
1,266,682
New York (Jentral rnilroaU,
ft-eight
Erie railway, freight
$27,963,019
931,963,667
$4,000,648
New York cniiald. toliri
1H78.
$ 993,348
19,046,830
11,914,480
1S70.
9 941,674
18,270,260
12,283,481
Qaia in 1870.
Loss In 1870.
9 61,774
776,680
_
New York Central raiiroail,
freight
Eric rnilwav. freight
$318,992
931, 963,067
931,446,806
9318,992 1 $827,864
New York cuiuiIh. tolls
1879.
$ 041,674
18,270,260
12,233,481
1880.
$ 1,166,419
22,199,966
14,391,116
937,746,600
Gain in 1880.
9 213,846
3,020,716
2,167,634
Lobs in 1880.
New York Central railroad,
freight
Erie railway, freight
131,446,806
$6,801,196
New York canals, tolls
New York Central railroad,
freight
Erie railway, freight
1880.
9 1,166,419
32,199,966
14,391,116
1881.
9 632,390
20,736,760
16,979,677
Gain in 1881.
• ••••• ••• » !• ••••••
91,688,462
Loss in 1881.
9 623,020
1,468,216
$37,746,600
987,348,717
91,688,462
91,086,246
103
APPENDIX F.
Inland Communioations— United States.— (Coii/^iiMe</.)
Series of Tables.
The following series of tables have been prepared to show
the tendency of trade on the canals. The remarks preceding
each statement explain their object and contents fully.
The total tonnage of all tne property on the canals,
ascending and descending, its value and the amount of
tolls collected for the forty-nve years preceding, is as follows :
year.
1887.
1888.
1880.
1840.
1841
1842.
1848.
1844.
1846..
1848.,
1847.,
Id48..
1840,
1850..
186 1..
1863..
1863..
1864..
1866..
I860..
1867..
1868..
I860..
1800..
1381..
1802..
1803..
1804..
1806..
1800..
1807..
1808..
1800..
1870..
1871 .
1872..
1873..
1874..
1876..
1870..
1877.
1878..
1870..
1880..
1881..
Tom.
1,171,300
1,333,011
1,436,718
1,416,047
1,621,001
1,236,031
1,613,430
1,810,680
1,077,506
2,208,002
2,800,810
2,700,230
2,804,732
3,070,617
2,582,733
3,803,141
4,237,853
4,106,862
4,022,017
4,110,082
3,344,001
3,665,102
3,781,684
4,650,214
4,507,635
5,508,786
6,557,602
4,852,041
4,720,654
5,776,230
5,688,326
6,443,226
6,860,080
6,173,700
6,407,888
0,073,370
6,364,782
5,804,588
4,850,058
4,172,120
4,055,063
6,171,330
6,362,372
6,467,656
6,170,103
Value.
$ 56,800,288
66,746,550
73,300,764
66,303,805
01,202,020
60,016,608
70.276,000
00,021,152
100,620,850
115.612,100
151,.'<63,428
140,086,157
144,732,285
156,807,020
150,081,801
196,603,517
207, 17), 170
210,284,313
204,300,147
218,327,062
180,007,018
138,608,844
132,160,758
170,840,108
130,116,803
203,234,331
240,046,461
274,400,630
256,287,104
270,063,676
278,056,712
805,301,020
^ 240,281,284
231,836,176
238,767,601
320,013,321
101,715,500
106,674,322
145,008,576
113,000,370
128,023,890
182,264,528
285,280,726
247,844,700
102,153,606
TalU.
$1,202,023
1,590,011
1,010,382
1,775,747
2,034,882
1,749,198
2,081,600
2,448,374
2,646,' Hi
2,756,100
3,035,381
8,252,212
3,288,226
3,273,896
8,320,727
3,118,234
2,204,718
3,773,566
2,805,077
2,748,212
2,045,641
2,110,764
1,723,945
3,009,597
3,908,785
;., 188,943
4,645,207
3,983j982
3,839,955
4,436,639
4,088,058
4,246,563
3,778,501
2,611,678
3,100,838
3,072,411
2,976,718
2,637,071
1,590,032
1,340,004
880,896
00.3, .348
041,674
1,156,419
032,390
104
APPENDIX a;
Inland Communications— United States.— (Co»<tfitte<^.)
COST OF CANAL TRANSPORTATION.
Down Freight.
The following table was prepared by the Auditor of the
New York Canal Department to show the cost of transpor-
tation for a series of years on down freight from Buffalo
to Albany. It is more specially designed to show the cost
of carrying on the Erie Canal 216 pounds or a barrel of
flour. The first seven columns give the average monthly
cost, including tolls ; the eighth shows the average for each
series of eight years, and the tenth the average forwarder's
charges or earnings after paying tolls : —
Down freight, per bbl., 216 lbs., from Buffalo to Albany.
YEARS.
Annual average from 1830
to 1837, 8 years
Annual average from 1838
to 1846, 8 years
s?
s
I
90 $0 84
^
^
I
$0 83
3
a
^
a,
o
U2
J
o
O
81 $0 86 $0 88
.S
I
W art
1^
Annuai average from 1846
to 1853, 8 years
Annual average from 1854
to 1861. 8 years
Annual average from 1362
tol869,8y3ar8
Annual average from 1870
tol881,12year8
$0 73 $0 65 $0 63 '$0 62
i I J
$0 65
$0 68
$0 59 '$0 58 $) 54 $0 52 $0 54
$0 45
$0 42
25
$0 40
$0 40 $0 41
$0 43 ,$0 46
$0 47
22
23
$0 92 $0 86 j$0 48
U-ii
$0 43
$0 85 $0 69 i$0 35 $0 34
61 $0 74
I
$0 59
$0 46 $0 50
$0 57
$0 50
27
$0 58
80
$0 63
$0 45
$0 49
26
$0 28
$0 31
$0 19
$0 26
$0 23 $0 27
06
18
105
Up Fbeight.
The following shows the average cost of transportation
on the New York canals from Albany to Bufialo from 1880
to 1881 inclusive, for each month of the year during the
season of navigation ; the average cost for each period of
eight years ; the average of the tolls charged during said
period upon 100 pounds of freight carried ; and the average
charges of the carrier. These prices are assumed and under-
stood to cover the whole cost of transit to the shipper or
consignee, and special attention is invited to the marked
difference between the averages of the first 16 and the last
86 years, embracing the whole period covered by the table :
Up freight per 100 lbs. from Buffalo to Albany.
1fl
m.
'in;!'
liii
11
i^ii:;
5ife:
YEARS.
1
1
1
a
a
1
1
1
u .
<
1
If
Annaal average from 1890
to 1837. 8 shears
•
$0 95
0 94
0 92
0 90 0 90
088
0 91
0 92
0 41
0 51
Annual average from 1838
to 1845, 8 years.
$0 72
0 67
064
0 61
067
0 70
079
069
033
036
Annual avenige from 1846
to 1853. 8 years
$0 35
034
034
034
034
035
037
035
0 22 n i.<t
Annual avertige from 1864
to 1861. 8 vears
$0 20
0 19
0 19
018
0 18
019
0 19
0 19
Oil
0 08
Annual average from 1862
to 1860. 8 years
$0 12
012
0 12
012
0 14
014
014
013
0 5i
0 07}
Annaal average from 1870
to 1881, 12 years
$011i
OIU
OIU
0111
0 13
013
0 13
0 12
0 04i
0 07i
ill
vm
I
II
m
106
APPENDIX H.
Inland Oommunioations— United States.— (Coii/j»iii«rf.)
The following official table exhibits the averages on up
and down freight on the Erie Canal for the last fifty-two
years, in periods of four years. The reduction from 1850 to
1858, and from 1858 to 1881, presents a very remarkable
feature in canal transportation.
PERIOD.
From 1830 to 1833, icclusire,
4yeara
From 1834 to 1837, inclusive,
4 years
From 1838 to 1841, inclusive,
4 years.
From 1842 to 1845, inclusive,
4 years
From 1846 to 1849, iuclnsive,
4 years
From 1850 to 1853, inclusive,
4 years
From 1854 to 1857, inclusive,
4 years
From 1858 to 1861, inclusive,
4 years
From 1862 to 1865, inclusive,
4 years '.
From 1866 to 1869, inclusive,
4 years
From 1870 to 1873, inclusive,
4 years
From 1874 to 1877, inclusive,
4 years
From 1878 to 1881, inclusive,
4 years
Average charge on up
freight per 100 Ibs^
from Albany to Buf-
falo.
Tolls.
The per cent of reduction from
the period ending with 1833
to toe period ending with
1849, is
The per cent of reduction from
the period ending with 1849
to the period ending with
1881, is
The per cent of reduction from
the period ending with 1833
to the period ending with
1881, is
Cents
49
33
33
33
24
19
15
6
6
4
51
83
92
Freight.
Cents.
45
57
45
26
15
11
10
6
7
n
7|
7|
66
50
83
Whole
charge.
Cents.
94
90
78
59
39
30
25
12
13
13
13
13
58
70
88
Average charge on down
freight, per bbl.. 216
lbs., from Buffalo to
Albany.
Tolls.
Cents
51
35
85
85
31
25
23
16
23
23
11}
n
4
Freight
89
87
92
Cents.
44
42
40
27
33
29
29
22
27
26
26^
16
12}
25
62
72
Whole
charge.
Cents.
95
77
75
62
64
54
52
88
50
49
371
23}
16}
33
74
83
it
107
APPENDIX L
Inland Oohv ioations— United States. — {Continued.)
The following table presents the cost of transportation
per ton on the New York canals during the period embrac-
ed in the preceding tables on up and down freight, the
tolls paid to the State, and the carrier's charge.
i,!^
YEAR.
UP FREIGHT PBB TON FROM
ALBANY TO BUFFALO.
DOWN FREIGHT PER TON
FROM BUFFALO TO ALBANY.
Average
per year.
Tolls de-
ducted.
Leaving
freight.
Average
per year.
Tolls de-
ducted.
1
Leaving
freight.
1830
'
$20 00
10 80
20 00
14 80
16 40
16 00
21 00
18 00
$10 22
10 22
10 22
8 76
6 57
6 57
6 57
6 57
8 9 78
9 58
9 78
6 04
9 83
9 43
14 43
12 03
$ 9 07
8 89
9 26
8 15
7 68
0 29
7 13
7 60
$ 5 11
5 11
5 11
3 65
3 28
3 28
3 28
3 28
$ 3 96
1831
3 78
1832
4 15
1833
4 50
1834
4 40
1835
3 01
1836 ....
3 85
1837
4 22
average from 1830
7. 8 veai'3
Annual
to 183
$18 32
8 21
10 11
8 00
4 01
3 99
1833
$17 80
17 85
16 20
' 12 20
13 20
11 20
13 00
9 60
$13 92
$ 6 57
6 57
6 57
6 57
6 57
6 57
6 57
6 57
$11 23
11 23
10 03
5 63
6 63
4 63
6 43
3 03
$ 6 76
6 94
7 50
6 57
6 02
5 56
5 56
6 57
$ 3 28
3 28
3 28
3 28
3 28
3 28
3 28
3 28
$ 3 48
1839 -
3 62
1840
4 22
1841
3 29
1842
2 74
1843
2 28
1844
2 28
1845 „..
3 29
average from 1838
Annual
to 184
6 67
7 36
6 43
1
3 28
3 16
li!f
u
itil:
108
APPENDIX J.
Inland Communications— United States.— (CVwtft'«tt«rf.)
Mr. John A. Place, Auditor of the New York Canal De-
partment, concludes his official report for 1881 on the tolls,
trade and tonnage of the canals of the State of New York,
with the following striking table and apposite remarks on
the marked revolution which has taken place in the inland
carrying trade in favor of railways and to the detriment of
canals, as illustrated by the operations respectively of the
New York canals and only two great trunk lines of the vast
railway system of the TTnited States, during the year 1881,
and for a period of six years, from 1876 to 1881, both inclu-
sive. Mr. Place says : —
" The preceding statements and tables show the business
of the New York State canals for the navigable year which
commenced May 12 and closed December 8, 1881.
•• The results shown, as compared with the previous year,
are a loss in tolls of $623,029, or over forty-five per cent ;
and a loss in tonnage of 1,278,464 tons, or nearly twenty
per cent.
" The aggregate tonnage of the New York Central and
the Erie railways amounted to 22,678,202 tons, being a gain
over the previous year of 3,429,272 tons, or over seventeen
per cent.
" The combined tonnage of the canals, and the Central
and Erie railways amounted to 27,857,394 tons ; the highest
aggregate yet reached, being a net gain of 2,160,808 tons
over the previous year, and a gain of nearly sixty-five per
cent over the tonnage of 1876, when the aggregate was
16,948,627 tons.
" The following statement will show the business of the
canals and the two railways, and the aggregate movement
for each year, commencing with 1876 : '
YEAK.
Tons moved
Tons moved
by Central
railway.
Tons moved
by
Erie railway.
Aggregate
tons
moved.
1876
4,172,129
4,955,963
5,171,320
5,362,372
6,457,656
5,179,192
6,803,680
6,351,356
7,695,413
9,015,753
10,533,038
11,591,379
5,972,818
6,182,451
6,150,568
8,212,641
8,715,892
11,086,823
16,948,627
17,489,770
19,017,301
22.590.766
1877
1878
1879
1880
25,706,586
27,867,894
1881
109
APPENDIX K.
Inland Communications— United States. — (Continued.)
The Monetary Times, of September 28, 1883, refers as
follows to the steadily growing monopoly of the western
grain carrying trade by American railways to the exclusion
of the water routes, notwithstanding the higher cost of
transportation by rail to tide-water, since the reduction of
the American canal tolls : —
" Official statistics show that during the past fiscal year
80-2 per cent, of the receipts of grain at Atlantic ports
came by rail, the percentage falling to lake, canal and
Hudson river transportation being 19- 18. Ocean steamer
rates from New York to Liverpool were, in 1873, 21-12
cents per bushel on wheat; in 1882 they were Y-74 cents ;
in 1883, 9-08 cents. In 1868 the cost of carrying a bushel
of wheat from Chicago to New York by lake and canal
25-8 cents ; by lake and rail, 29 cents ; by all rail, 426
cents. Since that date rates have been decreasing con-
stantly, and during the past year they were but one-third
of the amount in 1868. This explains in part the large
exportation of cereals in recent years. A comparison be-
tween the cost of carrying wheat from Chicago to Liver-
pool and from San Francisco to the same port shows that
the advantage in favor of Chicago is from 18 to 22 cents."
u
(t
<(
C(
<{
((
t(
iC
i(
((
<t
((
i(
t(
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1.
110
APPENDIX L.
Inland Communications— United STATEB.^{ConUnued.)
THE ERIE CANAL.
The Great Ditch falling into Disuse.
No Tolls, no Repairs ! All going to the Bad.
The Results of Railway Competition— The Abolition of Canal Tolls no
Antidote.
The New York Bulletin gives some of its space to the
complaints of the Erie Canal boatmen, one of whom has
never seen the ditch suffering so much from neglect dur-
ing the thirty-five years of his acquaintance with it. It says
that the leaks in the locks are allowed to go unrepaired, the
millers steal water, and the canal is frequently so shallow
that the bottoms of the barges are injured by contact with
stones and
HORSES AND MULES ARE OVERWORKED,
as the result of the extra strain thus put upon them. The
Bulletin reminds the boatmen that when the free canal fu-
rore was under way it predicted just such a state of affairs
as that complained of, and it accounts for the neglect of the
canal by pointing out that having ceased to pay for its owil
support it is reduced to the rank of a pauper, and is not
likely to receive any better treatment than the State metes
out to its other paupers.
Ill
APPENDIX M.
Inland Communications— Canada.
The following tables, taken from the carefully compiled
report of Mr. Wm. J. Patterson, Secretary of the Montreal
Board of Trade and Corn Exchange Association, for the
years 1880 to 1882, and showing at a glance the steady
decrease of the traffic on the Canadian canals and the cor-
responding increase of the mileage and traffic on Canadian
railways, bear out the argument as to the overshadowing
role which railways are destined to play in the future
inland carrying trade of this country : —
Traffic on Canadian Canals.
Year ending 30th June.
1872
187»
1874
1875
1876
1877
1878
1879
1880
1881
1882
Tons of
Freight.
3,030,233
3,309,299
3,420,800
2,931,479
2,647,602
2,734,153
2,478,257
2,206,679
2,370,868
2,556,709
2,542,843
No. of
Passengers.
90,644
100,374
95,895
99,206
100,227
146,375
144,370
170,401
129,137
122,507
110,787
Tonnage
of Vessels.
3,721,364
3,933,798
4,099,874
2,570,205
3;381,021
3,676,698
4,310,862
3,921,095
4,143,047
4,283,817
4,063,247
U
112
9
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a'S'3)
log
m
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IH iH *"
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M fH 00 lA
oo
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•O
m 0}
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eo N
•A ">
i-l 1^ M
»« in
C4
M-
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00
o 00 •f e^
l-l l-l CO l-l
^
00
CO
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1-* t- t^
04
CO
t-
CO
tQ
00
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CO
<o
!•
<e
OS
00
CO
CO
c»
0
10
\a
«o
«o
*-
00
0>
IH
e<9
1-1
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s I
CO
o
«o"
CO
*» eo
w" to
eo^
eo
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o" eo"
00 o
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00
00 '^
Ok
00
«o
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to £<■
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i-t N
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to
eo_
*«. "^
e^ o
•«*_ eo_
00
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9
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118
The following comparative statement of Passenger and
Freight Traffic is from the report of the Chief Engineer
and G-eneral Manager of the Government Railways : —
it- ^ . =; ■
Passengers Carried.
1 =a
Tons of Freight.
Namr op Railwat.
1881-82.
1880-81.
1881-82.
1880-81.
Grand Truak and leased lines...
Great Western do
Intercolonial
vJanada Southern
2,710,963
2,289,028
779,991
812,331
476,878
126,111
115,610
2,179,793
1,838,788
631,245
260,990
411,847
116,554
111,076
3,595,192
2,741,186
838,596
2, '29, 733
614,042
237,845
124,560
3,295,288
2,572,052
726,677
2,136,811
663,30
202,096
116,487
Northern and North-Western
Midland ,
Toronto, Grey and Bruce
The total number of passengers carried was 9,352,335^
figainst 6,943,671, showing an increase of 2,408,664J or 34-
68 per cent, over the year 1 880-81 ; and the tonnage of
freight handled was 13,575,787 tons, against 12,065,328
showing and increase of 1,510,364 tons, or 12-51 per cent.
lU
APPENDIX P.
Inland Communications -^Ckjuxuk.— {Continued.)
Statbscbnt ahowing total values, also the values of different (or prinoii>al)
articles of Produce and Manufacture exported from the Dominion during
the past five fiscal years: — [Report Secretary, Montreal Board of Trade. J
ARTICLES.
Proodoi or TBI Mini.
(Joal
Iron »
Oopper
Phosphates
Gold bearing Quartz
FrODUOI of THl FlSHSRnCB
Herring
Cod
Haddock
MackereU
Lobsters
Salmon
and
Proddob of Tin Forest.
Square Timber
Lumber (Planks
Boards)
Shingles
Shingle Bolts..
Deals and Deal Ends
Animals and their
Products.
Horses ,
Cattle
Sheep ,
Cheese ,
Butter
Eggs .,
Furs ,
AORIOULTURAIi PRODUCTS.
Wheat
Peas
Barley
Rye
Oats
Flour of Wheat
Manufactures
Unenumerated Articles.
Total Value of Produce
of Canada
Total Value not the Pro-
duce of Canada
Grand Total, ezclusive
of Coin and estimated
amount short returned
at Inland Ports
1881-82.
1,078,704
135,403
139,245
327,667
930,151
567,705
8,427,636
473,547
1,446,151
1,113,427
3,705,914
8,267,862
238,585
5,653
3,191,508
2,326,637
3,256,330
1,228,957
6,500,868
2,936,156
1,643,709
1,278,340
5,180,335
3,191,869
10,114,623
1,191,119
1,728,774
2,748,988
3,329,598
14,337,190
1880-81.
90,042,711
7,628,453
1,128,091
114,850
150,412
239,493
767,318
463,826
8,180,014
823,935
1,349,229
470,462
6,031,140
7,101,532
188,444
3,386
9,001,682
2,094,037
8,464,871
1,372,127
6,510,443
3,573,034
1,103,812
1,983,096
2,593,820
3,478,003
6,260,183
783,840
1,191,873
2,173,108
8,075,095
11,255,223
80,921,879
18,375,117
1879-80.
9
1,913,899
76,474
150,799
119,882
1,086,994
455,963
3,564,036
686,414
918,790
546,952
2,426,405
6,880,281
121,445
2,202
6,998,135
1,880,379
2,764,437
1,422,830
8,893,366
8,058,069
740,665
1,035,625
5,942,042
2,977,516
4,481,685
702,701
1,707,326
2,930,955
13,509,324
1878-79.
97,671,164
94,296,496
70,096,191
13,240,006
83,336,197
937,268
7,530
19,762
216,295
944,095
446,984
3,197,115
814,282
1,104,539
926,508
1,880,696
4,119,196
149,346
385
5,243,619
1,376,794
2,096,696
988,045
8,790,300
2,101,897
574,098
1,191,356
6,274,640
2,055,872
4,789,487
364,017
804,325
2,572,675
11,101,761
1877-78.
60,080,578
8,855,644
63,445,222
1,210,689
13,405
119,629
64,612
1,031,509
486,295
8,192,216
1,035,700
927,257
759,922
4,714,615
4,875,152
144,485
747
7,921,281
1,273,720
1,152,334
699,337
8,997,521
2,382,287
646,574
1,826,601
5,376.195
1,984,101
4,315,739
251,669
059,985
2,739,466
12,637,238
65,740,184
11,164,878
76,906,012
115
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117
APPENDIX Q.
Inland Communications— Canada. -(Continued.)
GRAIN AND PRODUCE TRADE OF MONTREAL.
Summary View of the Movements of Grain, Flour, &c.
Details of the Produce Trade during the past live years,
are recapitulated in the following statements, which show
the receipts and shipments of Grain, Flour, and Meal, during
that period : —
Receipts from 1878 (o 1SS2 inclusive.
1882.
1881.
1880.
1879.
Wheat bnHh.
Corn
Peas
Oats /■••■
Barley
Rye
Flour brls.
Meal
Total in bnshels
1
8,273,678
7.590,825
9,037,124
11,313,634
7112,870
3.81 7,006
7,772,M9
4,.'«9,291
2,<>!»f'.()07
3,015.544
2.617,656
2,026,379
!t2»,000
1,147,81.3
1,101,5.11
357,176
490,541
Si7,532
284,212
3(«),789
1(X),4«4
468,427
4*i,628
329,025
WW,(lfi6
826,167
7;«),.W6
771,384
21),579
46,938
49,524
42,117
16,975,541
21,222,982
26,187,324
23,192,749
1878.
7,.'»0,095
6,117,326
1,611,433
723,1(13
429,416
18,9.52
916,-379
106,195
21,934,170
Shipments from 1878 to 1882 inclusive.
I
Wheat bush.
Cora '
Pea«
Oats •
Barley '
Bare "
Flour brls.
Meal *•
Total in bushels
1882.
1881.
1880.
1879.
' 6,913,290
6..554,622
9,084.266
10,461,221
672,850
3,3,50.084
7,622,161
4.052,307
2,202,674
3,13,3,203
3,081,674
2,621.592
.'545,962
1,211,221
1,8.')3,829
645,486
128,451
133,824
293,023
418,375
99,.351
775,862
4.')9,666
452,847
333,491
6.3?,821
739,007
725,109
i 48,932
65,506
111,807
69,793
14,878,923 18,667,360 26,091.130
1878.
6,802,822
5,664,836
2,226,702
957,376
335,846
•38,371
716,793
128,918
22,725.946 20.889.187
. 118
Receipts by Railway and Canal respectively.
Wheat bush.
Corn "
Peas "
Oats "
Barley "
Rye "
Flour brls,
Meal "
Total in bushels
1882.
By Kiiil.
Canal &
River.
1,647,272
88,061
747,926
18.5,a39
69,063
29,4.')4
715,R«)
28,710
6,726,406
614,818
1,351,682
741,957
178,469
n,030
150,527
869
6,.')31,009, 10,414,532
1881.
By Rail.
Canal &
River.
2,205,234
735,511
540,406
366,206
79,318,
86,546'
673,455,
46,365
5,394,591
3,081,4a5
2,475,138
1,081,607
204,894
381,881
162,712
673
7,835,946, 13,387,046
By Rail.
Canal k
River.
1,172,651
609.124
469,665
242,508
127,726
60,952
664,335
47,886
8,464,473
7,163,426
2,148,091
949.02S
229,460
392,676
171,261
1,638
5,972,561, 20,214,763
Shipments by River St. Lawrence.
The shipments of Grain, Flour, &c., in sea-going vessels, via River St.
Lawrence, during the past five years, were as follows : —
Wheat bush.
Com •'
Peaa "
Oata "
Barley "
Rye "
Flour brls.
Meal "
Total iti bushels
ISSli.
1881.
5,539,886
.3,226,916
2,805,381
1,166,448
7,326
459,659
278,821
28,529
1880.
1879.
6,798,496
596,104
1,672,059
149,573
1,181
78,412
387,851
28,536
8,267,277
7,091, .576
2,894,450
1,755,8.38
60,165
437,907
383, .397
64,846
9,417,051
4,011,986
2,366,606
601,299
378,646
.321,890
351,067
31,760
10,498,265
14,866,901
23,049,143
19,180,413
1878.
6,557,743
6,546,906
1,894,240
904,475
81,564
38,222
316,569
76,643
16,372,425
An examination of the various totals, in connection with
the percentages in the following statements, will make it
easy to realize how much of the eastward flow of bread-
stuffs was accounted for at Montreal : —
lleceipts. Shipmeuts.
In 1870 Tuontreal's propoilioas were 9-31 per cent
1871 " " 9-69 "
1872 " " 9*73 • "
1873 " " 10-67 " 19"98 per cent
1874 " ," 8 63 " 15-55 "
1875 " <' 9-14 " 16 87 "
• 1876 '• " 8-75 " - 1412 "
1877 " " 8-72 " 1.3-53 "
1878 " " 7-09 " 9-54 "
1879 " •• 6-66 " S-Sa "
1880 " " 7-22 " 9-5» "
1881 <• •' 7*34 " 9'66 "
1882 " " 7-44 " 11-iO "
119
,473
,425
,091
,023
,460
,576
,261
,763
St.
r43
B06
240
475
564
222
569
643
425
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121
APPENDIX T.
Inland Communications— Canada
PORT OF MONTREAL.
Statistics from 1880 to 1883.
{Translated from "Le Moniteur du Commerce.^^)
The Harbor Master of Montreal has published his report
for the season of navigation of 1883 ; the following table
shows the number of sea-going vessels arrived in port to
the 1st December during the years 1880 to 1883, together
with their tonnage : —
1880. 1881. 1882. 1883.
Steamships 354 321 352 464
Tonnage 476,741 446,457 466,460 605,805
Sailing Vessels 356 248 296 196
Tonnage 152,530 85,472 88,180 58,458
Total steam and sail. 710 569 648 660
" tonnage 628,271 581,929 554,646 664,263
These vessels were divided as follows : —
1880.
Steamers 354
Sailing Ships 42
Barks 143
lirigs , 11
Brigantines 41
Schooners 119
Total 710 569 648 660
The movement of inland navigation was as follows : —
Years. Number of Vessels.
1880 6,489
1881 6,030
1882 6,943
1883 4,477
1881.
1882.
1883.
321
352
464
5
4
8
104
95
70
9
14
7
80
42
16
100
141
101
in
The level of the river showed the following depths in the
channel on the 1st December in each year : —
Tears. Feet. Inches.
1880 22 7
1881 21 2
1882 24 11
1883 27 1
The foregoing table indicates very forcibly the change
taking place in oar maritime traffic. Since 1880, steam na-
vigation has undergone an almost constant increase, while
that by sail has almost as steadily diminished. As far as
the port of Montreal is concerned, the increase of steam
vessels from 1880 to 1883 has amounted to 110 and that of
their tonnage to 130,064 tons. On the other hand, the fall-
ing off in sailing vessels during the same period was to the
number of 50 and, in their tonnage, to the extent of 94,072
tons. The improvement of our railway system has more
than counterbalanced the advantages arising from the works
executed on our canals. Since 1880, the arrivals in our
port of craft engaged in inland navigation have gone on
diminishing, 1883 showing a falling off of 1,012, or about
16 per cent, as compared with 1880. No doubt but that the
insufficient depths of water in the canals between Kingston
and Montreal has had a good deal to do with the loss suf-
fered by our port, and that the abolition of tolls on the Erie
Canal equally contributed to divert from Montreal a certain
portion of its trade. Nevertheless, apart from these draw-
backs to Montreal, it is only right to observe that the large
falling off of about 500 vessels, that took place in our inland
navigation of 1882 to 1883, is closely connected with the
general depression of the export trade, and that in this re-
spect the ports of the United States have not fared any
better than ours.
le
m
APPENDIX U.
Inland Communications—United States and Canada.
ThQ following article, clipped from the cokimns of the '
Montreal Journal of Commerce, very ably sums up the whole
case between railways and canals as rivals and competitors
for the inland carrying trade of both the United States and
Canada : —
"CANAL TRAFFIC. "
'* The statistics of canals for the season of navigation,
1882, have been issued in blue book form by the Inland Re-
venue Department. It is satisfactory to note that there has
been an increase in the revenue, although not so much as
might have been expected from the great improvements
made in the "Welland Canal. It is in this work that the
great advance appears, the revenue therefrom showinjr an
increase of $26,687 over that for 1881. The Ottawa, Cham-
bly and Rideau canals also show some increase, while the
St. Lawrence canals show a falling off of $1 1,558. The ao--
gregate increase in revenue is $17,413, or a fraction over 5 J
per cent as compared with 1881. The enhanced facilities
of the Welland are shown by the small number of vessels
lightened at Port Colborne, which were only 8 against 133
in the previous year ; the number unladen without enter-
ing the canal was 1 as against 22 in the former season. The
Commissioner quotes the statistics of railway and canal
freight for the State of New York. The quantitjr of freight
carried was greater in 1882 by 835,660 tons than the quan-
tity for 1881. The proportion carried by canals show^s an
increase as compared with the previous year. The quan-
tities carried are as follows : —
124
Prop'n
by
OanalB.
Total.
Prop'n
by
Oanala.
.545
12,453,074
.470
.423
15,148,274
.889
.466
15,844,152
.889
.472
16,631,609
.401
.461
18,200,208
.349
.387
18,283,547
.317
.357
17,101,758
.284
.270
16,948,627
.246
.375
17,489,770
.288
.341
19,017,301
.272
.296
22,590,766
.237
.333
25,706,586
.251
.183
27,8">7,394
.185
.223
28,693,054
.190J
Tear. Vegetablt
food.
1869 2,890,422
1870 8,061,467
1871 4,055,787
1872 3,544,934
1873 3,782,163
:1874 4,559,115
1875 3,648,791
1876 3,940,096
1877 3,992,667
1878 5,608,498
1879 6,187,016
1880 7,103,475
1881 6,100,283
1882 5,004,333
"T/je ab'jve table is significant as showing the gradual change
taking place in the proportion by rail and canal. The quan-
tity of vegetable food carried to tide-water by canals has
decreased a little over 14 per cent as compared with 1869
and slightly increased as compared with 1881 ; the quantity
carried by rail has increased 257 per cent as compared with
186t), but decreased 22 per cent as compared with the year
1881. The proportion of the total volume of vegetable food
freight carried by rail has increased from .455 (less than
one-half) in 1869 to .777 (over three-fourths) in 1882. The
following table shows the total tonnage respectively of ve-
getable Ibod and heavy goods moved through the Welland
Canal during the 12 years ended 31st December, 1882 : —
Other Other
Year. Wheat, Cereals, Coal, H'vy Goods,
Tons. Tong. Tons. ^fons.
1869 313,825 190,045 103,126 272,497
1872 239,998 298,149 186,932 236,746
1873 355,847 224,033 339,016 204,371
1874 413,212 234,185 323,503 107,813
1875 253,835 164,101 321,306 76,259
1876 201,906 207,882 288,211 90,329
1877 253,953 210,228 323,869 75,*240
1878 191,982 211,421 295,318 43,423
1879 274,570 163,994 192,957 52,713
1880 245,020 197,162 109,986 66,997
1881 127,832 141,967 128,113 61,075
1882 216,056 91,426 237,569 46,425
. 126
" Coal appears to be the only article that advances or holds
its own. The tonnage of vegetable food cleared at Buffalo
and Tonawanda for transit through the Erie Canal shows
an almost steady increase from 786,486 tons in 1869 to
1,432,174 tons in 1873, whence it gradually receded to 783,-
831 in 1876, then gradually advanced till it reached
2,065,184 tons in 1880, but fell off to 878,842 in 1881 and
to 864,826 tons in 1882, the last year showing an increase
of about 10 per cent as compared with 1869. The shipments
of vegetable food at Oswego during the same period fell off
from 267,816 tons in 1869 to 126,804 tons in 1882, or about
in 1882, or 53 1 jjer cent. The quantity of vegetable
food cleared downwards at Port Colborne shows a gradual
falling off from 479,882 in 1869, with only slight interrup-
tions, to 235,752 tons in 1831 and 275,594 in 1882. The
tonnage of vegetable food passed through the "Welland
Canal in transit between ports in the United States has
fallen gradually from 837,530 tons in 1869 to 64,002 in
1882. The tonnage of heavy goods in same transit has
dropped from 235,962 tons in 18C9 to 97,205 in 1881, and to
177,161 tons in 1882. In this latter class of freight, coal is
the only article that has advanced or maintained its own,
the shipments having advanced from 28,566 tons in 1869
to 170,242 in 1873 and to 203,673 tons in 1874, whence it
gradually fell off to 65,945 tons in 1880, but advanced again
in 1882 to 158,552 tons. The following table shows the
the tonnage of vegetable food carried on each of the lines
of canals and the two principal railways competing for the
carrying trade between Lake Erie and tide-water for the
years named :• —
New York Canals
Welland Canal
New York Central and Erie Railways ....
Cleared at Buffalo and Tonawanda by Erie
Canal •
Cleared at Oswego by Canal
Cleared through Welland Canal in transit
between United States porU
1872
1877
1,674,320
538,147
1,870,614
1,317,276
169,818
234,337
1881
1,408,984
464,181
2,493,693
1,223,100
126,899
180,586
1882
1,116.561
269,395
4,983,722
878,842
115,638
65,285
1,118,776
306,482
3,885,667
864,826
126,804
64,002
126
" The total of fVeight paying tolls transported on the
Chambly Canal during 1882 was 268,710 tons, of which
94,667 tons of lumber and 25,825 tons of railway ties wore
upward bound, and 94,717 tons were coal from United
States to Canadian ports. Of the 107,329 tons total ship-
ments through the Burlington Canal, 46,650 tons were coal.
The St. Lawrence Canals show a total of 406,661 tons Way-
Freight for 1882, of which 98,493 tons were coal, 80,225
tons firewood, 40,287 sawn lumber, 21,888 peas, and 22,782
tons saw logs. Through-freight amounted to 504,389 tons, of
which 161,692 tons were wheat and 17,474 tons barley.
The Ottawa Canals show a total of 790,290 tons, of which
552,458 tons were sawn lumber in vessels ; 85,803 tons saw
logs ; 85,956 firewood, and 16,860 square timber in rafts.
The Kideau Canal shows a total of 108,425 tons, of which
the principal articles are firewood, 45,249 tons ; railway
ties, 15,605, and iron ore 6,843 tons. Of this total via the
Newcastle District Canals, 19,783 tons, 8,265 consisted of
firewood, and 7,770 tons of saw logs."
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