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REMARKS
ON THB
HARBOUR OF QUEBEC
BY AN OBSERVER
NpT A MBMBEB OF THB BOA«D OF TKADK.
Dedicated to those interested in the welfare and prosperity *
^ of Ouebec
QUEBEC-
PRINTED BY AUOUSTIN OOt^ A Co
1861.
^'^IVB^©
"..-» I' 4
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REMARKS
ON THS
HARBOUR OF QUEBEC
BY AN OBSERVER
NOT A MBMBEE OP THE BOARD OP TRADB,
Dedicated to those interested in the welfare and prosperity
of Quebec.
QUEBEC:
PRINTED BY AUGUSTIN COT^ & Co.
1861,
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REMARKS
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ON THE
HARBOUR OF QUEBEC.
In view of the groat political and commercial changes which
arc now taking place on this continent, it will not be deemed
an intrusion if we devote some liltletime to the examination
of our position in Quebec and request at the same time thai
the community will carefully weigh the subjects of which we
shall speak before it allows erroneous impressions to be formed,
which, however correct as regards individual benefit, must
be prejudicial to the general interests of the mass.
The secession from the Union of some of the southern states
and the consequent alteration of their commercial relations has
already caused the imposition of a loll upon merchandise
descending the Mississippi for shipment at New-Orleans, this
toll would have the decided effect of causing the Western
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states either to join the secccding onfis and so iTmove the toll,
or to reduce their amount of production and so destroy their
prosperity, were it not that the Western Stales liave other and
in some respects much better routes for their prouu .s to the
Ocean.
The Southern States, from the fact of their secession, are
now, Qs regards the Western, foreign stales, and as business
cannot be carried on by them as one people, it is socially of
small consequence who the foreigners are with whom it is
transacted. The route from the West to the Atlantic seaboard
through the intermediate and friendly states is long, expensive,
and from its already crowded condition subject to delays, and
will require some time before it can be so enlarged as to do
the business it already has with sufficient despatch, hence the
products of the West must seek some other channel by which lo
reach the Ocean.
The great Lakes and the River St. Lawrence offer a thirt
and available route from the producing stales of the West to
the Ocean, and it is to the necessity for encouraging and
developing the facilities and advantages of this « great high-
way)) that the attention of all true Canadians is solicited.
That the advantages which the St. Lawrence route offers arc
to a certain extent already appreciated we collect from the
returns published by the « Board of Trade of Chicago, >, that
this appreciation would be very greatly encrcased were the
trade facilities encreased, we may safely infer, by trade faci-
lities, basins warehouses and elevators are understood. These
facilities are now being actually supplied in all the important
townsandciliesof the upper part of this Province, at Sarnia,
Collingwood, Hamilton, the Wetland, Toronto and Montreal,
and these facilities are beyond a doubt indispensable at Quebec.
If all the towns mentioned above have found it absolutely
necessary to have such facilities in order either to keep,
increase or make a trade for the public benefit, and in order
to maintain their position in the general advance of the
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Province, with iho drawback to wliich they arc all more or
less exposed, of hein^ only on the route to the Occsan, how
much more should it become obligatory on the citizens, who
reside at the actual sea-port itself, to bestir themselves and
by so doing obtain their just share of the advantages derivable
from increased trade and commerce.
Montreal, although 180 milies further from salt wa{(;r, has
long been aware of the importance of this route between the
Atlantic and the West, and has lor years past been steadily and
perseveringly pursuing such a course as would secure to her
basins and piers a share of the advantages of its adoption, and
is at this moment straining every nerve to cnhngcj her accom-
modations and increase her trad(! facilities, and this against
obstacles and impediments which might well daunt less ener-
getic and determined men, surely with such examples before
them the proprietors of Quebec should arouse themselves, and
enter the lists as competitors for the prize, which sooner or
later must be awarded to the St. Lawrence route.
Trade facilities mentioned above, consist in good and safe
berths for vessels either seagoing or river and lake craft,
without such it is in vain to look for the increased arrival of
either of the above or indeed of any kind of vessel. It should
Iherefoi-e be the duty of those who desire the prosperity of
Quebec to aid in obtaining such accommodation.
In this case, as in many others, private interests interfere
with the public requirements, and owners of wharves and
piers now in existence declaim against improvement for the
general good— not because improvements are not imperatively
demanded, but because the improv(!ments do not embrace the
piu-chase of their wharves in the first instance.
It will be well, at this point, to examine the state of the
existing wharves and piers in the Port of Quebec and see what
actual amount of accommodation they are capable of supplying
to ships requiring berths.
Commencing at Alfords wharf or pier, which is the upper
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one of llic prosont business part of t!ic port, and moasurinR
down lo llio cornor of the iiuiia wharf, conlih'uoiis to llio new
Ctisloiu House, llirre is found to bo n distancij of 121)1 foot,
nnd this comprises the present I'ort of U'lidjec as rejiards ge-
neral nierchandizf!, Iliat is, if llie assertion of the present
wharf owners or hohh.'rs is lo bo credited. Having? the dis-
tance in ll^Mn-es how many berths and what amount of accom-
mofhilion docs it allbrd.
Bofjtin with Alfords, the most vabiable pier on th(; riv(!r, for
it allords berths for two vessels lo be afloat at low water.
N(!xt in ordT is (Jillespies, — here only om; vessel can lie
and that across the end, a very narrow and uneasy berth, this
is usually a steamers berth.
Next (Jibbs, — here as before there is but one berth.
Atkinson has a berth across the end, usually occupied and
reserved for the Lady ilead.
Lcaycraft has one berth, and lastly there is a berth at the
India wharf.
In the whole Port of Qiieboc, usin;; the ^yord poit as the
wharf owners use it, there are but live available berths ^^hcro
ships can remain afloat at all times of tide drawiniL;; J8 feet
water, whenvis in the port of Montreal there are berths for
22 vessels, of over 18 fei't draught of water, whore they can
lie secure alongside the wharves and piers.
AVilh su('h a fact before them is it matter of surprise lliat
ship owners should prefer to pay the cost of sending their
vessels lo Montreal in preference to running the risk of
allowing them to lie across the end of a pier in a tideway and
exposed lo the frerpieut gusts of wind from the N. and N. E. to
which they arc exposed, or to the alternative of getting a
cargo whilst lying in the stream by the expensive and tedious
process of lighterage.
In the month of June last, it was observed that tlie wharves
were covered with coal lo the absolute exclusion of every
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olhor kind of m(»rchantliso, so that there were no Qvailahlo
berths for ships with gciinral cargo and considerable loss and
delay was the coiweqiKsnco.
To quote from « a letter from a member of the Hoard of
Trade on the subject of the Harbour improvements : » « For
» many years past the wharfaf,'e accommodation of Quebec has
)) beiMi found to be but ill adapltnl to the requirements of our
)) tiado. The deep walf.'r privileges appears to have been
» conceded originally to the possessors of small properties on
» the siion;, who erected in front thereof wharves of greater
» or less dimiMisions at all conceiveable angles and depths of
» water, which, however well suited to their own business
» views at the time, and to the average size of vessels some
» ' 'ity years since, are, in their present somewhat improved
» state, when the number and size of vessels visiting the port
» are considered, but a sorry makoshifl for any thing like
» proper wharfage accommodation.))
The above extract from the published letter, is endorsed by
the action of the Board of Trade of Quebec, a fact established
by the introduction into that document of a passage from a
report submitted to a general meeting of that body on the (Hh
of August 185G, and which was forwarded to the Executive,
thereby fully proving that the wharfage accommodation was
insufticicnt for the business of the Port.
After, it would seem, repealed applications to the govern-
ment, a Harbour Commission was appointed, and fortunately
to the satisfaction of the writer of the letter alluded to ; but
with tlie admission on his part of satisfaction as to the compo-
sition of the Commission ends his approval, and the acts of
the Harbour Commissioners receive his censure.
Without desiring in any way to stand forward as champions
and defenders of the proceedings of the Commission, let us
quietly see if common sense, will not prove their conduct to
have been based on sound and practical views of the require-
ments of the case, and their acts themselves speak better
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in their favour than any panegyric though written by the
ablest pen.
Another quotation from the letter may be here inserted :
» immediately on commencing their duties, the Harbour
» Commissioners seem to have entered into a negocia-
» tion for the purchase of the properly known as Oliver's
» wharf. There is probably no great reason to doubt the
» prudence of this purchase itself, or to find fault with the
» price paid, even though it be a considerable advance (here
» the writer is in error) on the price of which it was acquired,
» but a very short time previous to the resale to the Commis-
» sioners. » With regard to the foregoing a few words will
suffice. The Act of Parliament forming the Commission
grants all the estuary of the St. Charles to them, outside a
certain line known as the Commf iioners line, but without
owning some properly between that line and the city there
could be no access to it, and unless that property « Oliver's
wharf)) had been purchased in the first instance, the Commis-
sioners, judging from the tone and tenor of the letter, would
have been efTectually debarred from obtaining such approaches
as would render the Government grant of any value whatever,
most wisely then they obtained possession of the property in
question, and by so doing secured to the Commission the
advantage of free and uninterrupted means of communication
with the city. Before purchasing this property however the
owners of wharves, lying between the Custom House and the
new market, had been applied to and the prices of their pro-
perties respectively asked for, — whether the prices asked were
so large as to perclude their purchase remains to be seen —
the Commissioners however purchased that which was abso-
lutely required, and have not yet purchased that which is not
so immediately wanted. The purchase of « Olivers wharf))
having been made, it was obviously desirable to make it pro-
fitable and that is exactly what they, the Commissioners, have
proceeded to do. So far common sense speaks loudly in their
favour.
Having glanced at the present state of the Harbour and found
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that it is in a very unsatisfactory state and that some ameliora-
tion is absolutely necessary, not only with a view to obtain a
new trade to the port, but also to render fit accommodation for
whnt already exists, it will be well to consider what plan should
be adopted to obtain the desired result.
Sheltered berths m sufficiently deep water with easy access
and so constructed as not to interfere in any way with the
navigation of the river are obviously what are required, at
present there are but five berths in the Port of Quebec, that
have any title to the name. Suppose, for arguments sake, that
it be decided to purchase, saV tlire^^ of the properties on the St.
Lawrence, namely Gillespies, Gibbs and Leaycrafts, and com-
mence to make such ameliorations as may be possible in each
of these, in what must they consist ? as there is not space suffi-
cient for this purpose along the river front, clearly, in projec-
ting piers from the present ones out into the river.
The class of vessels which must be provided for, are, as the
writer of the letter remarks, of a superior size to those using
the port some thirty years ago, and the Pride of Canada, may
be assumed as a standard. One berth for such a vessel must
be at least equal to her length 225 feet, say it is desirable to
berth six such ships, then in order to meet this amount and
not interfere with the berths already in existence the piers
must be at least 300 feet long eich, and three piers will
be required, for the idea of extending one pier only, of
sufficient length to give the required accommodation could not
for one moment be entertained, for the two m?nifest reasons of
enormous costanc' interruption to the general navigation of the
river. Assuming then that three piers must be constructed,
and the three properties mentioned, namely Gillespies, Gibbs
and Leaycrafts are selected, let us proceed to count the cost of
this operation. Commencing at Gillespie's the depth of water in
front of the existing pier is 34 feet at low water, at 300 feet
out it is 58 feet, the mean is 40, to this must be added 25 feet
from low water to top of the pier, making a total height of 71
feet. Assuming 60 feet as the width of the pier at the lop and
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that it IS necef3sary to have the sides formed with a slope, to
allow of the rise of the ice in winter, of one in five, the width
of the hottom would be 88.4 feet and the mean width would be
74.2 feet which multiplied by the mean height and again by
the length would give 58,535 cubic yards, taking the estimate
of the celebrated Engineer, who self denial is « never-to-be-
too-miich- commended, » of the cost of such works namely one
dollar and forty cents per cubic yard, which in such deep water
would be a low estimate, wc have the sum of $81,949, or
£20,487 10s., for the first two berths.
Next in order comes Gibb's pier, at the end of this there is
40 foet, at 300 feet out 60 feet giving a mean of 50, appl; the
same process of calculation and the result is for these two berths
a cost of $87,500, or £23,730.
Lastly Lcaycrafts, here are find 30 feet and CO respectively,
giving a mean of 45 feet and calculating as before the cost for
the two last berths will be found to amount to $80,570, or
£20,142 10. Making a total of £64,380 for berths for six
ships, to this must be added the sums asked by the proprietors
for these properties, which we may set down in round numbers
at £45,000, which added to the cost of the piers makes this
arrangement amount to £109.380.
The amount stated as being required to carry out the en-
larged views of the letter writer contained in the following
paragraph : « It would obviously be more prudent to purchase
three or four of the present wharves, situated, say imme-
diately above the Custom House, a would have yel further to
be encreasod before the experiment, as he is pleased to term
the action of the Commissioners, could be tested, and with the
interest of such a sum to be provided arl with so limited an
amount of accommodation, what possible business could be
carried on with an v hope of success, — the proposal therefore
of purchase and improvement « immediately above the Custom
House )) must for the present be abandoned and some other
scheme, which would be self supporting at any rale, must be
adopted.
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Without attempting to argue upon a fact which has be3n
established beyond a question, namely that a road must be
made before it can be used, or that merchandise cannot bo
conveyed without means, although a contrary position seems to
be assumed in the following extract «from the letter referred to,
» donbtless there are people sanguine enough to contend that
» there is an enormous western trade waiting at our doors, and
» that some ((encouragement)) only is required in order to
» obtain it, and the Commissioners may imagine that this
» encouragement)) consists merely in the provision of what,
» after all, are soundary matters, wharves, elevators, and ware-
» Jiouses, » Ctcamboats railroads and canals might w ilh equal
justice have been added to his list of secondary matters,
it may be asserted that if there is one fact more clearly
demonstrated than another, it is that facilities make trade and
not trade facilities. The history of the commercial world during
the last 30 years has been one long and uninlerruptod proof
that whenever facilities have been made, trade has followed,
and did we want further corroboration, the simple fact of the
present state of this port would most amply prove that the
absence of facilities deters trade, — an assertion which has
been made to the citizens of Montreal by one of their mem-
bers.
The Chief Commissioner of Public Works, in his general
report for 1860, says: ((It is unnecessary to dwell upon
» the importance to the trade of the St. Lawrence, of having
« proper facilities r> for receiving, storing, and transhipping
» grain and other produce, or to recount the inconvenience
» and loss it has sustained during the past season for want of
» them. The mere fact that the raih\ay, although it reaches
» the city (Montreal), ivhich is the head of Ocean Navigalion,
» possesses none of these facilities, and is, as yet, nncon-
» nectcd with the Harbour, is fcuKicient, of itself, to make
» manifest that a radical defect in the traffic arrangements re-
» mains to be remedied, and a great want to be supplied. »
A scheme combining all the requirements mentioned above
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namely sheltered berths with sufficiently deep water, of easy
access, and so constructed as not to interfere with the na-
vigation of the river, has been formed and is now before the
public. This scheme contemplates the improvement and en-
largement of the Harbour or Port of Quebec, in that portion of
it at present unoccupied and unproductive, by providing a
basin of nearly 12 acres in extent surrounded by a wharf or
piers, in 22 feet depth of water, sheltered from the prevailing
winds, of easy access at all times of tide, with a pier in the
middle on which elevators and warehouses would be con-
structed and where cargoes could bo landed and transferred at
all times, this scheme provides a wharfage of 2925 feet in
length, and not being affected by the current allows of outside
or stage berths, supplying berths for 16 large ships, 4 large
propellers and many smaller berths for light craft.
This work can be executed for less than two thirds of the
former scheme, being in shallower water, more accessible,
already the properly of the Commission and permitting of a
much more simple method of construction, in addition to
which it provides for the reception of ships ballast and allows
of the formation of ballast berths which no other scheme can
supply.
The question of what is to be done with the ballast annually
brought to this Port, is one which must be speedily settled.
During the last 30 voars the bottom of the river at the ballast
groinid has been raised 43 feet ami Ails process is going on at
the rale of eighteen inches per year, as we are informed on
the authority of the Admiralty Surveyor, Capt. Orlebar, R. N.
If the Commissioners of the Harbour do not take this matter up,
the British Government will be compelled to do so for neglect
will be allended with results of a character altogether so im-
portant as to render such a step absolutely necessary. For
twenty years past the average annual deposit has amounted to
the enormous quantity of 220,000 tons, and this as is well
known has already caused great inconvenience — to the extent
of rendering one of the most valuable properties in the vicinity
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of the ballast ground comparatively unavailable. In his evident
anxiety to aid in the sale of certain wharves the very able
writer of the letter referred to, has altogether overlooked this
small matter of the ballast, a subject however of more real im-
portance to the welfare of the Port than the purchase of all the
river frontage.
In the construction of wharves one important item is
the filling ; in the case of the three piers proposed to be con-
structed from those already in existence, there is no oppor-
tunity for utilising the ballast as the piers must be completed
without the delay and interruption to trade which ships dis-
charging ballast necessarily cause— and even if any number of
ships could by any possibility be brought alongside, the piers
would not absorb one years supply,— and after all some other
means would have to be found for getting rid of it. In the
case of the proposed improvements below the Custom House
(be it remembered « on the St. Lawrence » and not « up the
St. Charles » ) preparation is made for taking the ballast and
rendering that which is now actually injurious, a source of
profit and a mean of increasing the capacity and importance
of .he Port— this will offer a receptacle for the ballast for
many years to come, that would not take one years supply,
where it possible even to get the ships to the piers. The
scheme of experimentalising on a small scale, as the result
has shewn, was erroneous thirty years ago— what would such
a line of conduct appear to the world in 1861.
Already the «myth» facetiously so termed, is at our doors,
and we have no means of accommodating the first proposed
instalment of the Western trade, men of energy and intelli-'
gence are amongst us offering a share of this « mythical trade,*
and we cannot embrace it, and why ? simply because we have
no piers elevators or warehouses, « no secondary matters » in
fact, and no energy or enterprise amongst as to commence
their preparation even at this eleventh hour.
It does not require a prophets eye ,d forsee or a prophets
pen to describe what the result must inevitably be— if Quebec
14
spurns the idea of cncniased commorcc, there are men of
intellect and energy, who will gladly ard quickly loo accept
the profl'ored prize for Point Levi ; and should they he unablo
to profit by the chance, Montreal is ready and waiting for the
opportunily to embrace it.
To sum up the whole question in few words, if it be desi-
rable to encrease the facilities for commerce in the Port of
Quebec at all, it is essential that the necessary improvements
should be made in such a manner as to be efficient and profi-
table, and commenced without delay ; of the schemes proposed
one would decidedly meet the requirements of the case, the
other would be a mere mockery and would entail rum and
disappointment on all concerned. — That a very large trade will
be done by means of the St. Lawrence route between Europe
and the Western portion of this continent is no longer a matter
of speculation, the only question is, what share or interest in
the mailer is the Port of Quebec to hove.
It is hoped that a consideration of the foregoing remarks, will
induce those who are owners of real estate, in this City and
Port, to consider the importance of the matters now submitted
to them and give their aid in once more placing the ancient
City of Quebec, in that position which she is entitled to
Occupy.