^, IMAGE EVALUATION TEST TARGET (MT-3) fi-J^ ^ !.0 u» lii 12.2 S? 144 "^ #? Sdenoes Corporatton ^ ^' >« <\ ^ 4^ 23 WnCr MAIN STRUT WiBSTn,N.Y. 145M (71*)R73-4S03 ;\ ■■■? T .1 f ;\ v\ % CIHM/ICMH Microfiche Series. CIHIVI/ICIVIH Collection de microfiches. Canadian Institute for Historical Microreproductions / Instltut Canadian da microraproductions historiquas ©1984 Technical and Bibliographic Notaa/Notat tachniquaa at bibliographtquaa Th« Inatituta haa attamptad to obtain tha baat original copy availabia for filming. Faaturaa of thia copy which may ba bibliographicaily uniqua. which may altar any of tha imagaa in tha reproduction, or which may aignificantly change tha uaual method of filming, ere checked below. r~T\ Coloured covera/ iv I Couverture de couleur I I Covers damaged/ D D D D D D Couverture endommegAe Covers restored and/or laminated/ Couverture resteurte et/ou pelliculAe □ Cover title missing/ Le titre de couverture menque I I Coloured maps/ D Cartes giographiques en couleur Coloured ink (i.e. other than blue or black)/ Encre de couleur (i.e. autre que bleue ou noire) Coloured plates and/or illustrations/ Planches et/ou illustrations en couleur Bound with other meteriel/ ReliA avec d'autres documents Tight binding may cause shadows or distortion along interior margin/ La reliure serrde peut causer de I'ombre ou de la distortion le long de la marge intirieure Blank laavea added during reatoration may appear within the text. Whenever poaaibia, these have been omitted from filming/ II se peut que certeines peges blanches ajoutAea lors d'une restauration apparaiasent dana le texte. mais, lorsque cela itait possible, ces pages n'ont pas 4t6 filmAes. Additional comments:/ Commentaires suppl6mentaires: L'Inatitut a microfilm* le meilleur exemplaire qu'il lui a At* poaaibia de se procurer. Les dttaiis de cet exemplaire qui aont paut-Atre uniquaa du point de vue bibliographique. qui peuvent modifier une image reprodulte, ou qui peuvent exiger une modification dana la mithoda normale de filmege aont indiquAa ci-deaaoua. □ Coloured pages ^ Peges de couleur □ Pages damaged/ Pagea andommegAes □ Pages restored and/or laminated/ Pagea restaurtea et/ou peliiculies □ Pages discoloured, stained or foxed/ Pagea d*color*es. tachetAes ou piquies □ Pages detached/ Pages ditachies □ Showthrough/ Transperence □ Quality of print varies/ Quality in*gale de I'impression □ Includes supplementary material/ Comprend du metAriei auppKmantaire □ Only edition available/ Seule Edition diaponible D T s 1 V Ik d e b ri n n Pagea wholly or partially obscured by errata slips, tissues, etc.. have been refilmed to ensure the best possible image/ Les pagea totalement ou partiellement obscurcies par un feuillet d'errata, une pelure, etc.. ont M filmtes A nouveau de fapon 6 obtenir la meilleure image possible. This item is filmed at the reduction ratio checked below/ Ce document est film* au taux de reduction indiqu* ci-deaaoua. 10X 14X 18X 22X 26X aox I I I I I I I I I A 12X 16X 2DX a4X 28X 32X Th« copy fllm«d h«r« has b««n rtproducad thanks to tho gonoroaity of: Library of the Public Archives of C«(nada L'axamplaira film* f ut raprodult grica A la gAnAroaitA da: La bibliothAquo das Archivas publlquas du Canada Tha imagas appearing hara ara tha baat quality possibia considaring tha condition and iagibiiity of tha original copy and In icaaping with tha filming contract spaciflcatlona. Original copioa in printad papar covara ara filmad beginning with tha front cover and ending on the iaat page with a printad or illustrated imprea- sion. or the bacic cover when appropriate. All other o/lglnal coplea are filmed beginning on the first pege with a printad or illuatrated imprea- sion, and ending on the last page with e printed or iliuutreted Impreaaion. Lea images suiventes ont AtA reproduites evec le plus grand soin. compts tenu de la condition at da la nettetA de Texemplaira fiimA, et en conformltA evec lea conditions du contrat da filmage. Lea exempleires originaux dont la couverture an pepler eat ImprimAa sent fllmAs en commenpant par la premier plet et en terminant soit par la darnlAre page qui comporte une empreinte d'impreaaion ou d'illustration, soit par la second plet, selon le ces. Tous les autres exempleires originaux aont fiimAa en commen^ent par la premiAre page qui comporte une empreinte d'impresslon ou d'illustration at en tarminent par la darnlAre page qui comporte une telle empreinte. The last recorded frame on each microfiche shall contain the symbol — ^ (meaning "CON- TINUED"), or the symbol Y (meaning "END"), whichever appiiaa. Un das symboles sulvonts apparaltra sur la darnlAre image de cheque microfiche, selon le cas: la symbole — ► signlfie "A SUIVRE", le symbols ▼ signlfie "FIN". Maps, plates, cherts, etc., mey be filmed at different reduction retios. Those too large to be entirely included in one expoaura are filmed beginning in the upper left hand corner, left to right and top to bottom, as many framea as required. The following diagrama llluatrate the method: Lea cartea, planches, tableaux, etc., peuvent Atre fllmAs A dee taux de rAductlon diff Arents. Lorsque le document est trop grand pour Atre reproduit en un seul clichA, il est fllmA A partir de i'angle supArieur geuche, de geuche A droite, et de haut en baa, en prenant le nombre d'images nAcessalre. Les diagrammes suivants llluatrent la mAthode. 1 2 3 1 2 3 4 5 6 LETTER OF A CANADIAN MERCHANT ON THE PROSPECTS OF •: BRITISH SHIPPING IN CONNECTION" WITH THE GRAND TKUNK RAILWAY OE CANADA. 4 ' * LONDON : PRINTED BY ALGAR & STREET, CLEMENT'S LANE, E.C. 1858. wmmm ADYBRTIPSMINTS. Shortest and Cheapest Bout^ to all parts of Canada and the Western States of America. The GRAND TRTTKK RAILWAY, consisi^ng of 849 miles of line— the longest Railway in the world — forms, in conjunction with the other Railways of Canada and the United States, n direct and continuous route fram Portland and Quebec to all parts of the Canadas and to the leading Cities in the United States, as far West as the Mississippi. The several Companies forming the route to the far West run their Regular Trains in connection with those of the Grand Trunk Railway, and will put on Special Trains when requisite. By arrangements with the London and North-Westem and other Railway Companies of Eigland, with the Montreal Ocean (Canadian Mail) Steam Ship Company, and with several well-known Emigration Firms, Through Tickets, of each class, from London to upwards of 150 of the principal places in Canada and the United States, as fdr as Kansas, a distance of 1,694 miles from Quebec, and of 1,818 miles from Portland, may be obtained al the London Office of the Grand Trunk Company, 21, Old Broad Street, E. C. (he cost of which will include the Railway Fare from London to Liverpool, the Ocean Passage, whether by Steamer or by Sailing Vessel, and the Railway Fare from the Port of Lauding to Destination, the only additional expenses being those for removal of Luggage from the Railway Station to Ship at LiTcrpool, and provisions while on Iwid. Provisions on Board Ship will be Supplied on a Liberal Scale, the cost of which is included in the amount of Passage-money. The Third Class Dietary is on a scale specially defined by Act of the British Parliament, and must be served properly cooked. First Cabin Passengers by the Ships, and First and Forward Cabin Passengers by Screw Steamers from Liverpool will mess with the Captain, and be provided, while on board, with every requisite, excepting Wines, Spirits, Liquors, &c., which may, however, be obtained from the Steward at reasonable prices. By vessels sailing from other ports they will be required to provide Beds and Bedding. No Steward's Fees. Steerage Passengers will be required to provide themselves with Beds and Bedding, Knife, Fork, and Spoon, also a Plate, Drinking Cup, Hook-pot, and Vessel to hold' Water (composed of tin), and any other things they may wish for their own comfort, the cost of which will not exceed about 10s. They are recommended to take some Bacon, Eggs, Potted Meats, or other delicacies. Passengers can also be booked through from any of the principal Emigration Ports of Great Britain, for one payment, which will include the Ocean passage, and the Rail- way fare from Portland or Quebec, to the same places. Persons holding Through Tickets will be allowed the same quantity of luggpge free on the Grand Trunk Railway as on board ship, which will be conveyed, free of charge, from the Ship to the Railway Station at Portland or Quebec, and, by means of the Check System, registered throughout to the destination of the owners, who receive a check at the port of landing from the Agents of the Grand Trunk Company, who take charge of the luggage until delivered to the Passenger in exchange for the check on their reaching the station to which they are booked. All Passengers — but Emigrants in particular — should purchase their Railway Tickets when they pay for their Ocean Passage, whereby tb.ey will avoid many heavy incidental charges, such as cartage and porterage of luggage at the port of landing, exchanges of English money, and other similar and unexpected expenses ; but the greatest advantage arising from taking a " Through Ticket " will be found to be that of avoiding the impositions and frauds so frequently practised upon Emigrants and others at Sea Ports by persons representing themselves as agents for various routes, who are often imposters or irresponsible men. The only expenses to which the holders of Through Tickets will be subjected, after payment of the cost of their Tickets, will be those for removal of luggage, from Railway Station to Ship at Liverpool, and for Provisions while on the Railway. Provisions will be furnished for the Sea Voyage, the cost of which will be included in the amount of the Tickets. mn xnM, tmmmmii Wy w' 1 % .' Kt Vj u ■^ ^^\) ^ mi; DiiiXilD I'iil/m iiiliiV/ !{ iM r 1 «". n i '- Hiil TO KV m^'-rt'^t a: CO 2: K C in I' .^«-*\ I/) ^• //// fira/h/ 'Ihin/i I{rn/\un S if.'^' ('^'nim/wris i/i C/in/u/w l.itlu' WrfirtUiw .If TKnut, LiauJn JiMSJjYfM Di' ^}MMA. ,., (■"'.''" j,tiii' IVf*^,..'"' llH!)Sia CANADA EAST QU EBECti ^\^^"..v;, / . 1 A /•; [CAM. OlANCO lEHN' CMTS FREE ( AMTSor LAND' n % \u -V. 70 RON ^^. (Si'i'"" ^ ~ y - ■ - - / \ . 5T JOHN r^/<N A A r /•: ^::- -^ ffi A ^/ RHODE [> .^-ir 4^ ' ,--^ 7 PENNSY L V N I A "coLumBu;. PHILAUELPHIA" ,.<"' N /!'• . /•' -„/ ."'/'■ \ .ay- ^ / :f *• PRINCIPAL STATIOHS ON GRAND TRUNK UHl BALTI WASHINOTON"^ V \ ;,' /{;■//'./ ,V f>ll4illf X-' S/ii/hiir/if iV )'.iir/iii/ii ij/ / 141 /ill Fat If /<"•' ,l/t/.iii /.V , \','i lfii,ii/hi-i/,irri/ :,ll /.s/lini/ /I'lliI ■/ .fc.' ,S' /h-'iri/itJi .;;.- .S'l'liJ^iin- ,V.' A/i'ii/'ntt , ritvi/ii ■ / rt* t'l'irm" ' 'r/ Wi7/iii. ^s''iii,/ //' /h:s' I'mnrn ./W //:> Jltiir/.ii. ■! ^ yn/»l'l' ' :•.>' /tfA'i/i ,!>■.' '/'ifnti'i ,'V Jinif/ii ' i',/! ('i^, .^ Staii/M '-' /'■"'•"'/ ' " y .Soiinrs'/ ■'^' '''■'''.^' ■ "'' .>> ('JuiM.Ua-- •« /'"'^" .« CJiaiulim .liiiii-fuvi '-' I'cfli •ill /'I'l/it /i>\i /ii f,''if7'»' "^ f'''^'''^' • I 4.>i S! rii'mas 7.f If'imii,', ■.itlu' Wrflrtltiw .V ;ktii, Liaujnij ♦v^ f -J - 11 •il /-' ' ■. ^ <^^r 1 r ^H (■ » :;/,< ^ -^ - / v.i a BE, GRAN PRINTED <^^l \ 'i ( » LETTER OF A CANADIAN MERCHANT o?r THE PROSPECTS OF BHITISH SHIPPING IN CONNECTION WITH THK GRAND TKUNK RAILWAY OF CANADA. LONDON : PRINTED HY ALGAR & STREET, CLEMENT'S L^.NE, E.C, 1858. I lllMID IIY All All AMI STIllET, n, CI,1;MI'..ST*h I.ANI'., I.OMIlAlll. Mlin-.T, V..V I I Tm: riUANi) TiuiNK 1{aim\ w oi- Canada, <'.xttii(rnifr iVoin Puriliin.l in Ariiiuc, and C^nobi'C on the St. Liiwfi'ricf, to Sniiiia on J.aki! Huron, cinbnu'os tlio most coinj»ivlicnsivi! svstcni of niilwiiy in tlio world, and cnj^rossorf, with its nnnicrons rccdcr.-', not only tlu^ locnl tralHc ol' botii the CaniiduH, and a larf^i; portion of tlic l''ast<;rn States of Aincriea ; but, when coni{deted, will be the eheai)e.st and most direct medium of transit to the Atliuitie seaports of QucIjcc and I'ortland, for the already inunenso and annually increasin;? i)roducts of the AVestera States, and of the rich territcn-ies surrounding tlio Great Lakes. These products it will reeeivi; at Sarniji, the dobou(di of the three largest of ihesc Inland Seas, and convey over one continuous lino of railway, without once breaking bulk, to the wharves and (piuys of cither of these cities. The trallic of this Railway may thus bo divided into two branches, — the local trallic and the through trailic ; the former comprising the tralRc of the ?*cgions through which the Railway actually runs, and the other comprising the Western American trallu', drawn from terri- tories into which the Lino docs not actually enter, but which will be received by it at its western terminus of Sarnia, and carried directly to the seaboard, as already explained. For the purposes of the local tratlic this system of railway has been admirably laid down. By an examination of any map of North America on which the railways are marked, it will be seen that the Grand Trunk Railway connects at Portland with the railways reach- ing eastwards towards the province of New Brunswick, and westward towards Boston aiul the great manufacturing districts of New England : for all of which it opens up the shortest route to Canada, bringing them into direct railway communication with Quebec, Montreal, Ottawa, Kingston, Toronto, Hamilton, London, and all the other important towns in the province. At Prescott the Grand Trunk Line receives the trafT!c of the tributary line from Ottawa city, the newly selected capital of the Canadas, and the entrance to a district of almost bou..dless resources ; while on the op[)osito side of the St. Lawrence it connects with the 4 New York r.iilroad at Ogdcnsburgh. At Brockville, twelve mile* further west, it will receive tlio traffic of the upper section of the Ottawa country iVom the Brockville ar'l Ottawa Railway, n iw in the course of construction. From Kingston it runs through the rich country north of Luke Ontario, connecting with the Port Hope and Lindsay, and the Coboiirg and Peterborough Railways, all tributary to the main Trunk Road. At Toronto, the Ontario, Simcoe, and Huron Railroad, ninety miles long, contributes the traffic of the region around Lake Simcoe and Georgian Bay, while the junction with the Great Western of Canada at the same point, and at London, brings the Grand Trunk Line into dii'cct communication with the railways leading from Detroit tiirough the States of Michij^an, Illinois, and Wisconsin. The junction with the Great Western and Port Stanley Railways at London will also cause the traffic of the southern portion of the Western Peninsula to llow to the Railway. From Toronto, due west, the line, passing through the heart of Western Canada, insures to the Grand Tru'ik the traific of the finest part of the province ; and at its terminus at Sarnia it debouches at the very outlet of Lake Huron, at a point the most favorably situated for connecting , Jh the navigation extonding through Lakes Huron, Michigan, and Superior ; and while by this connection it cuts off the dangerous navigation over the St. Claire Flats, and the shallows of the L>etroit and St. Claire Rivers, which have at all times proved detrimental to the safety of the lake shipping, it at the same time accoirplislies a saving in th.e distance between Sarnia and Quebec of no less than 350 miles, being more than one-half of the entire length of the road. Li winter, the section from Portland and Quebec to the Richmond Junction, and thence to IMontrcal and Toronto, opens up an entirely new channel to the seaboard for the produce of Eastern as well as Western Canada. It also brings Montreal and Quebec within six hours of each other, and forms for the inhabitants of these cities, numbering together 130,000, the most direct access to the ocean at Portland. Passing through a portion of the most fertile districts of Eastern Canada, and directly connected also with the West, the liiio to Portland must eventually secure for the Grand Trunk Railway the produce and bread stuffs for the supi)ly of the markets of Maine, New Brunswick, Nova Scotia, and Newfoundland ; and, in return, British 5 and Atnciican manufactured goods, West India produce, fish, &c., arriving by the railways ^nd steamboats centering in Portland, and destined for the Canadian and Western markets. In order the more fully to explain what must eventually be the extent of this local traffic, reference may bo made to the import and export trade of Canada. From a table referring to the year 1856, the following result is quoted : — " The total value of the trade of Canada in Imports amounts to £10,896,096 Exports amount to 7,148,760 With the United States £10,171,065 Great Britain 6,866,900 British North America £529,668 West Indies 7,103 Renuiinder of the World 470,120 1,006,891 Total amount of imports and exports ... £18,044,856" For the year 1857 the imports and exports of Montreal alone amount to £5,846,484 in value. Having regard, then, merely to the local benefits which railway communication is capable of conferring, it is difficult to see how the CJrand Trunk Railway could have been laid down -with greater advan- tage to the country through which it runs, or to the shareholders who have ventured so much in its behalf, than is supplied under its present arrangement. Import int, however, as are the local objects which it is proposed that the railw.ay shall accomplish, and great as are the benefits which Canada and its inhabitants are even now deriving from it, the aim of the undertaking goes much further, and projoses, hy mperadding the through traffic of the Eastern and Western States to make the line a highly reinnnerativeone; a result which could hardly be brought about, within the time of the present share). olclcrs, by mere local traffic. But until the whole line from Sarnia to Quebec and Portland is pcrfecteil, the company is not in so favorabh a position for entering into competition Avith the present arraugemeni, in the carrying trade. For the same reason, even the local traffic is yet a mere fraction of what it must ' become. It is the length of road, together with the entire absence of ]h ■ i !H B;;::^ jjkjpjiui BSMB^liWWH ■MM () forryage, and of ull occasion to change or reload the trucks during the transit, which gives to this railway the advantage in any contest with the river ; but, until the completion of the link in the Grand Trunk between Stratford and Sarnia, which will not be a long time, and of the Victoria Bridge at Montreal, the railway cannot be fully prepared to enter the lists. The Victoria Bridge, which will be the largest structure of the kind in the world, has been going steadily forward ever since the commencement of the line, but the stupendous charac- ter of the work which is required to span a navigable river of nearly two miles in width, and at a cost which nothing short of its essen- tiality to the perfect and economical working of the line could justify, makes the construction of it a matter reciuiring time. It is now ex- pected to be completed in 1 859 or 1 860 ; and in prospect of the arrival of this not very distant event, and of the opening of the entire line of road, it may not be out of time or place to inquire what pfvt it is likely to play in the immense carrying trade between Sarnia and the Ocean. The extent of this trade, present and prospective, is not generally known. The advance in wealth of Michigan, Ohio, Illinois, Wiscon- sin, Iowa, «fcc., has been regarded as almost fabulous, and yet the development of their resources is but in its infancy. Chicago, in Illinois, is already one of the largest grain ports in the world. Of lliis article alone it exports annually about 15,000,000 of bushels. Ten years ago the population of this city was 20,000 : it is now 120,000! Milwaukie, in "Wisconsin, is increasing with a rapidity second only to that of Chicago ; und the region from which it draws its trade is so vast and so fertile, as to create a strong probability that the exports f om this point will in time exceed even those of Chigaco. The excellence, too, of this graiii, known as " Milwaukie club wheat," has been long established, and it is now much inquii'ed for both in America and Europe. The imports of European and Eastern Ame- rican manufactures, rhilway iron, and of West India pi'oduce, &c., for the supply of these districts is also immense, and must continue to increase with the population. If, then, this trade, already so enor- mous, is yet in its infancy, what must it be after the entire western region has been settled and placed under cultivation ? It is impossible to estimate its vastness ; and even if there were data on which to form puch an estimate, the result would almost exceed belief. uring the itest with id Trunk 10, and of prepared le largest r forward 8 charac- of nearly its essen- Id justify, i now ex- ct of the the entire what pfi't arnia and generally I, Wiscon- i yet the licago, in orld. Of f bushels, it is now I rapidity 1 it draws bility that ' Chigaco. b wheat," )r both in ern Ame- duce, «&€., t continue y so enor- •c western impossible .•li to form Tlic great importance of this trade has long been apparent to the people both of Canada and the United States. The latter, especially, liixve foreseen it in all its strength, and they have spared neither mcney nor labor in their endeavours to secure it. As far back as 1788, Washington urged liis countrymen to aim at it, and from that •f time down to the completion of the Erie Canal in 1826, tlie history of I the movement, never once lost sight of^ can be distinctly traced. f This canal, built for the purpose of connecting Lake Erie with Lake M Ontario, and both with the Hudson, extends over a distance of 329 f; miles, and was made at an enormous cost. When it is considered that '- its object was to divert, by artificial means, the Western trade from v its natural outlet, by the St. Lawrence, to the Hudson lliver and New \l York, that it was earned through, in spite of every dilHculty and dis- ; advantage which must have beset such a scheme, and that since its completion it has been wonderfully successful, we are left to wonder at the courage, enterprise, and determined energy of those who pro- jected, and have wrought out the undertaking. Despite of all this, I however, the original disadvantages are still overhanging this expen- f sive enterprise, and notwithstanding the immense trade which it has I been the medium of sending to New York, and the continued eiforts I which that city is from time to time putting forth to retain it, a much smaller effort made on the other side of the boundry line will be suffi- ciifnt to draw it entirely back to that channel which nature has un- doubtedly formed to receive it. § With a view to this the Canadian public have not been idle, but, 1 with their limited resources, their efforts have been necessarily feeble I in comparison Avith those of their more powerful neighbours. Yet I the construction of the Welland Canal, conjiccting Lake Ontario with rl Lake Huron, and the canals on the St. Lawrence have always kept ,^; tlie channel open, and, even in the worst times, secured for Canada a ^ considerable share of the trade, during open navigation. Tlie natural advantages of tlie St. Lawrence route to Europe over every other is demonstrated by an examination of the relative geo- graphical position of Great Britain, Canada, and the Western States. Canada lies in a direct line, running south-east and north-west between London and Chicago, by the River St. Lawrence, not diverging fifty miles to the right or to the left. The voyage by (.Quebec to Liverpool is consequently much shorter than that by New . (. York, the length of the latter being 2980 geographical miles, while the former is only 2502 geographical miles. It, therefore, follows that unless some special disadvantages are attached to the St. Lawrence route, the entire freight by rail and water from Chicago to Liverpool should bo less by Quebec than by New York. In order to comprehend the actual facts bearing on this part of the subject, it may be serviceable to divide tlie voyage into the two {)arts of inkind and ocean; the former commencing at Chicago and ter- minating at New Y''ork or Quebec, and the latter commencing at cither of these points, and ending at Liverpool. Having made this division, let us, in the first place, compare the rates of freight from Chicago to Quebec with those from Chicago to New York, and then turn our attention to the voyage from these points to Liverpool. By a glance at the maps it will be observed that both the routes by water from Chicago are identical as far as the foot of Lake Erie, from winch point the New York route diverges into the Erie Canal to join the Hudson River at Albany, while the Quebec route con- tinues in the direct natural channel through Lake Ontario and iho Kivtu" St. Lawrence. The canal navigation on the St. Lawrence route is comparatively short and inexpensive, while that of tlie Erie Canal, on the New Y'ork route, is very loni^, expensive, and inconvenient. This creates a great difference not only in the rates of freight, but also in the time consumed on the voyage. From statistics taken in Chicago of the actual tl-ansactions of the shipping season of 1856, it appeared that, on an average, the rates of freight to Quebec had been about forty per cent, less than those to New York ; and that in addi- tion there had been an important saving of time in favor of the Quebec voyage. Tliis saving in time and freight must have made a difference in favor of Quebec of not less than 3s. 6d. per imperial quarter on the article of grain, thus clearly demonstrating that on the inland part of the voyage the route by Quebec is, beyond all question, that which should be selected by the shipper. In now turning to the remaining or ocean part of the voyage, it must be admitted that the benefits offered by the St. Lawrence route, as above explained, have hitherto been partially neutralised by the exct ss in the ocean freight from Quebec to Liverpool over that from New York. Tiiis difference is variously accounted for, and has been the subject of a good deal of discussion ; but it is believed to be iilc8, while dIIowb that Lawrence • Liverpool ihis part of ito the two Ko ami ter- uencing at made this •eight from k, and then pool. 1 the routes Lake Eric, Erie Canal route con- rio and iho renec route Erie Canal, iconvcnicnt. freight, hut ics taken in of 1856, it cc had heen hat in addi- the Quehcc a difference quarter on the inland uestion, that e voyage, it rence route, ilised by the 2r that from »nd has been lieved to be ■'^ attributable, more than to all the other causes put together, to the ,!| circumstance of the immense passenger and general trade of New ■ York, making remunerative freights to that city more easily procurable than has been the case to Quebec, for which three-fourths of the , entire shipping visiting her waters have hitherto had to sail outwards r in ballast. If the same proportion of New York ships were under the necessity of doing the same thing, the average rates of their return freights would not remunerate them, and the business would thus very soon be made an end of. At all events this difference cannot be accounted for in tlie length of the voyage ; for that, both in respect to distance and time, is in favor of Quebec. Neither can it be entirely traced to the heavy rate of insurance charged on the [(.Quebec voyage late in the year, though this is undoubtedly an ele- ;ment ; because for the greater part of the season these are not much 'higher than from New York, while even at the latest period of the a;; open navigation the extra insurance from Quebec would not equal the saving effected upon the inland freight from Chicago. But even if it Avcre mainly a question of insurance, the obstacle could be entirely removed, or nearly so, by sliipping late in the year from Portland, which is about as near to Chicago as Quebec is, and from which the insurance is not greater than from New York, while the voyage is a much shorter one. tWiiilc in point of time, distance, and insurance, therefore, tliero an be no serious objection urged against the St. Lawrence, let us inquire whether of late years there have not been observable in the icarrying trade of the West symptoms of a change which threatens to ^Revolutionise it, and place Quebec on a footing which will enable it j^ot only to hold its pi'csent advantage as regards the inland freight, |>ut also to contest the question of ocean freight on equal terms with ^ew York. It is held that there are good grounds for maintaining ^Ifhe affu'mativo of this question. Among such symptoms are to be •|;lasscd the large increase in the number of British, and more espc- .^ially of Foreign Emigrant vessels, which, tempted by the established Superiority of the route to the West by Quebec and the Grand Trunk Jlaihvay, botii as regards cheapness and comfort, are being yearly iverted from the New York trade, and offering themselves in the St. lawronce for return cargoes ; the establishment of a line of IVIail teamcrs, first fortnightly and ihen weekly, aided by a yearly grant of Iff 10 £50,000 from the Canadiiin Ooverninent ; the success Avhich has attended tlicse steamers, which liave made more uniform and quicker passages than tho^«e of any other transatlantic line ; the establishment of other lines upon private speculation without any government aid whatever ; the increase in the (piantity of freight offering for the St. Lawrence, which is now not for Canada only, hut also for the Western States; and the impending opening of the Grand Trunk Railway in one unbroken line from Quebec to Sarnia. It is unneces- sary to enlarge on these symptoms separately. It is sufficient to contend from them, that the St. Lawrence is in a position to monopo- lise the carrying of the imports for the great West, as well as the exports from that region ; that these are already enormous in extent, and must yearly become more so ; that the work of inward transit by the St. Lawrence is already being added to the outward trade ; and that thus abundant indication is given of a time nc* far distant when there will be at Quebec a class of vessels which, after earning a remunerative outward freight with immigrants and cargo, will be able to accept return cargoes upon as moderate terms as at New York. If anything were Avanting to confirm this view of the subject, it might be found in the fact that the carriage by the St. Lawrence of goods for western use has been introduced, not more by the merchants of Canada, than hy those of New York. These have lately discovered that they can have their heavy merchandise carried to the Western States for less money, via Quebec than via New Yoi'k, and they have made large carrying contracts with Canada Forwarders for this purpose. In this way thousands upon thousands of tons of merchan- dise were transported through the St. Lawrence last year for United States' account. Can any condemnation of th6 New York route, as compared with that of the St. Lawrence, he so strong as this practical condemnation hy American merchants? Surely not. Then, as far as the passenger traffic is concerned, it only i-equires to be mentioned that the price of a first-class passage from Liverpool to Chicago, via New York, is much higher than via Quebec or Portland, the saving by the Canadian route being one-third. The comparative merits of these routes by water having now been discussed, and the superior claims of the Quebec one fairly established, there remains for consideration the very important question of what success the Grand Trunk llailway has the capacity to achieve in 11 competition with the lake and St. Luwrenco navigation. As regards the passenger and fine goods part of the traific, the superiority of tlie rail- way over the river will not bo disputed, and we shall therefore confine ourselves to the rough goods trailic. On again referring to the maps, it will be seen that this railway will intercept the navigation westward at Sarnia at the foot of Lake Huron, frcm which point the Grand Trunk Company offer inducements to the shippers to transfer their goods, destined for the seaboard, to the railway for conveyance to Quebec or Portland. It will bo observed that tlio distance between Sai'niu and Quebec by lake and river is stated at 1021 miles, and that in this navigation is included all the dangerous and expensive portions, such as the St. Claire Flats, the St. Claire and Detroit Rivers, and the Welland and St. Lawrence Canals ; while the distance by railway, without any interruption, is only 683. Previous to the interference of railways, trade was entirely carried on by water, but it has now been found that the direct railway can compete successfully with the indirect water trans- port. Now, if this is the result of experience, is there any good reason why the same thing cannot be done in Canada ? Does not, on the contrary, the construction of such a railway as the Grand Trunk, at a cost of less than one-third the amount which has been required for the English lines, give it an immense additional advantage? But even according to English computation, there could be no room for dispute. From the best authorities, it would appear that the average cost of rnnning a locomotive per mile is one shilling, the hire of a train of Avaggons one shilling, and the Avear and tear one sliilllng : therefore, the actual cost to cover these items per train mile for 200 tons, say of rail- way iron, is three shillings. Now if Ave take the case of Toronto, about o(X) miles from Quebec, and equi-distant from it by rail and river, or nearly so, and assume as a basis the present rate of freight by Avater at sixteen shillings per ton Aveight, avc shall have a river and ralhvay freight on a contract for 10,000 tons of £8,000 Against this place the costs per rail of one train of 200 tons for oOO miles, at 3s. per mile, to cover ciigine, Avnggons, and repairs, and Ave sliall have £7o, or for fifty such trains carryuig together 10,000 tons 3,750 And there is loft for dividend, &c ... £4,250 or more than one-half of th(! entire pi'csent freight. , - . . i2 As another example, take the article of flour from Toronto to Quebec at the average river freight of 28. (k\. per barrel, equal to 203. per ton, and the result is a return of lOs. per train mile on a cargo of 200 tons. Between Toi'onto and Montreal flour at Is. 6d. per barrel will yield the same result ; even at Is. per barrel the freight to Montreal would bo £100, and working expenses at 3s. per mile, £49. But the Grand Trunk Ilaihvay docs not require to rest its case on so narrow a basis as tliis ; for while its line is immensely longer than that of any riiilway in England, and has been constructed for about one-third of the cost (circumstances which must operate strongly in its favor), it is not, even then, a mile for mile contest between the railway and an ordinary kind of navigation ; but the competition 683 miles of continuous railway, against 1,021 miles of navigation of an uncom- monly dangerous, tedious, and expensive character, subject to heavy marine insurance and sea damage. As to what must be the result of such a contest, under anything like active railway management, thei'c can bo little room for doubt. Before leaving this branch of the subject, it may bo mentioned, in reference to the comparative merits of the American railways and canals, that the average cost of the canals has been over £13,000 per mile Avithout plant, Avhilc that of the railway does not exceed £10,000, and that the canals are open for only six months in the year, while the railways are always open. It is rather surprising, notwithstanding all this, that so much more freight should have been carried by the canals than by the railways. But the truth is, that the secret of adapting the railways to rough goods traffic, and properly managing that traffic is not yet sufficiently understood in America, they have too many connections of short lines with breaks, and are consequently driven to aim too exclusively at the passenger business. But " murder will out," and although it appears to be almost with reluctance, still the truth is making sui'o progress, as the following quotation from an American newspaper will show : " The New York Canals are in a state of hopeless decline. The Annual Report of the Auditor informs us that the gross amount of tolls collected in 1857, is lower than tho receipts in 1843. The railways carry all tho finer and best paying articles of freight, and leave to the canals only the cheapest and coarser sorts. The year 18o7, comi)arcs with 1856 as below, and shows how the railways progress while the canals recede : — • mH 18 1856. 1857. Tons carried by railway 1,719,327 1,816,857 Tons carried by canal 4,116,082 3,844,061 Aggragatc of both 5,835,409 5,660,918" It has now been shown that the Grand Trunk Itailway has boon hud down in a manner well adapted to the local trade of Canada, and a large portion of the Eastern and Western States of America, witli every prospect also of securing a largo portion of the trade with New Brunswick, Nova Scotir., and Newfoundland. The present extensive import and export trade of the Western States has been partially explained, and its future vaatness shadowed forth. It has been shown that, of the two water routes to the Western States, that by the St. LaAvrenco is the shortest and most eco- nomical, and that although the greater wealth and enterprise of New York has hitherto succeeded in diverting from its natural channel the greatest part of the trade, there are now visible unmistakeable signs of its being speedily brought back. It has been also made evident that the Grand Trunk Railway will be able to carry at lower rates than the best of those routes. With, then, an immense and increasing local and Western trade, and the certain prospect of their line, under proper management, having the power to control it, or, at least, as much of it as they can possibly undertake, what have the shareholders of the Grand Trunk to fear ? Before these remarks are brought to a conclusion, it may not be improper to canvass sliortly the relative prospects of Montreal and Quebec with reference to the Western American trade. Situated as Montreal is, 1 80 miles above Quebec, and possessing harbour accom- modation for vessels large enough to suit her purpose, that city was undoubtedly in the veiy best position to cultivate a trade with the people of Upper Canada, and the merchants of Montreal deserve the credit of having made the most of it. At the present time, almost the entire supplies by the St. Lawrence for the Upper Province, as well as its exports, pass through their hands ; Montreal is, so to speak, the medium through which Upper Canada carries on its St. Lawrence commence with the old world. But it does not follow from all this that Montreal is now the best situated for conducting the heavy Western business, or that, although she has hitherto managed to grasp 14 thu lion's simtv of it, slio will coutiiuic to innintuiii lior ndvantago. Ilithorlo this trade as far as tlic St. Ijawreiico i.s cont'crncd, not yet very large, has been drafted into the general business of Montreal ; and the considerntious whieh weigh against that city have, on that account, been l)ut partially felt. As sure, however, as the Western trade becomes a large and distinct one, it wdl lind its deepest ocean port, and certainly bo conducted at that place where it can be done with the gi-eateat advantage. The question then arises, Where is that place ? And although it is a delicate point to touch upon, it is never- theless true, that the more the subject is examined, the stronger will be the conviction that the Western trade must settle at Quebec. Among other indications the following may be mentioned: — The whole tcndenci/ of the age is in favor of vessels of large size, and these cannot safely go to Montreal, or he accommodated there. In a lengthy correspondence which passed during the last winter between the Secretary of the Montreal Board of Trade and Messrs. Edmon- stone, Allan, and Co., the Agents for the Montreal Ocean Steamships, this point is well illustrated. As a reason for making Quebec the future terminus of the voyage, these Agents state, that during the last year they had invariably to lighten their vessels to 15 ft. 3 in. after passing Quebec ; that they would have to follow the same practice in the present year, and that the freight of the goods I'cmaining on board after the lightening, and actually taken from Quebec to Mon- treal by these steamers, would barely pay the lake dues alone. After much letter writing it was arranged, that if the I'iver could be deepened to eighteen feet before midsummer low water, the Agents would " try " to continue the Montreal voyages ; but their last letter on the subject contains the following rather ominous conclusion : — "It must be noticed, however, that even with eighteen feet in the river, steamers of 2,000 tons and upwards cannot venture to sail up a narrow and shallow channel drawing more than about 18 ft. 3 in." It requires but little penetration to discover, that Messrs. Edmonstonc, Allan, and Co. would much rather not have consented even to " tiy " the jMontreal voyage further. But let us come to the actual question of pounds, shillings, and pence, which must ultimately decide the contest. Now, every one connected with the western forwarding business linows that the freight from Chicago to (Quebec is not more than from the same place to 15 Moiitival ; iiulood, that it is soinctimca u sluido loss. Tliis U ixccouutod lor by tlic very largo (nmntitios of iron and heavy merchandise, for slniHucnt westward, which arc (lisclmrp;ed at (Quebec every year from the numerous vessels in the timbor trade. These goods od'er lull and ready return cargoes not only to the ^^^'Si;ern crall going down as far as (Quebec with freight, but even to numy of tlioso having Western produce only for Montreal, which arc, after all, under the necessity of going to Quebec to load. Further, as the vessels in the tindti'r business can afford to carry, and do actually carry this freight to Qi'ebec at rates fifty per cent, under those of the Montreal ships, this state of matters must continue. Holding it, then, as settled that the Western products can be carried to Quebec as cheaply as to Afon- treal, let us see what the freiglits are IVom these places to Liverpool. NoAv, the important point in favor of Quebec is that vessels can always bo hud there at from Is. to Is. Gd. per quarter below the Montreal, rates ; so that by transhipment at Quebec, instead of Montreal, a difference to this extent may be saved on the total freight between Chicago, or Milwaukie, and Liverpool. The Quebec merchants, hitherto wedded entirely to tlic timber trade, arc not so much interested in these questions as they might otherwiso be. But still, those considerations, and the impending com- pletion of the Grand Trunk Railway, are inducing extensive prepara- tions to foster and encourage the Western trade at Quebec. INIore than one house has already commenced the practice of transhipping there, and others will, doubtless, soon follow their example. Steps are also being taken to remove the weighty and long-standing objection which has always been urged against Quebec on account of the delay experienced by both ocean and inland shipping, in loading and dis- charging general merchandise. To meet this objection, and also to provide the essential moans of connecting the shipping, ocean and inland, with each other, and both with the terminus of the Grand Trunk Railway (for which the Railway Company has omitted to pro- vide in making its Quebec arrangements^, a Company has been formed under an Act of the Canadian Legislature, under the stylo of the "St. Lawrence Warehouse, Dock, and Wharfage Company," with an ample capital. This Company has purchased the only eligible property for such a purpose on the south side of the St. 16 Lnwroncp, andiate Berths, and ten cubic feet in Steerage ; by Sailing Ships, twenty cubic tVet in Cliitf Cnbin, nnd ten cubic feet in Second Cabin or Steersge. On the Britihii H mw a ra, Emigruuts' Luggage will be subject to the same regulations as that of the c dinary passengers. The distance from Liverpool to Uuebec is 2,502 miles ; to Portland 2.750 miles ; to Boston, 2,790 miles ; and to New York, 2,980. A saving of nearly Five Hundred miles is therefore effected by taking the Grond Trunk Route. The average length of sea passni^e from Liverpool to Quebec or Portland, is by steamer about ten days, and by sailing ship about thirty days. Paascngers will be conveyed by Gmnd Trunk Railway from Quebec to Chicago, 1,007 miles, in less than two and a-half days ; from Portland in three days ; and from Boston in three and a half days ; and to all other places as quickly. Persons wishing to Remit Money Safely to their Friends in Canada can obtain, at the London Offices of the Grand Trunk Company, Drafts on the Station Agents of the Company, for sums from One to Twenty Pounds. Goods and Parcels are received at the Office, and forwarded, at the lowest Through Ratet, to all parts of Canada and the United States. EMPLOYMENT IN CANADA.— The numbers of replies received by the Bureau oi Agriculture to th Circular addressed by that deprrtnient to the municipalities of townships in Canada, askin ' how many emigrants could be absorbed by their respective communities, with mutual advantage, are 147 from Western and 11 from Eastern Canada, and the follow- ing numbers have been actually asked for by the responding townships. Many more would undoubtedly, however, be enabled to obtain constant and profitable employment in other parts of the province. Uppbr Caxada.— Farm Labourers— Male adults, 4,919 ; female adults, 4.001 ; boyg over twelve years of atrc, 1630; girli over twelve yean of aec, 1,743 ; carpenters, 315 ; maions, 810 ; bricklayers, 169; foundrymen, 59; Joiners, 170; coopers, 1&3; blacksmiths, 19ii; tinsmiths, 70; shoemakers. Mi; tailors, 316. Lower Canaba.— Farm Labourers— Male adults, 485 ; female adults, 155 ; boys over twelve years of age, 110; carpenters, 13 ; masons, 6 ; briclayers, 6; Joiners, 16 ; coopers, 11 ; tinsmiths, 8 ; shoe- makers, 37 ; tailors, 5. Total— 14,318 in Canada West, and 897 in Canada East. *- Through Tickets to any of the places named in the Tariff, the holders of which will be untitled to all the advantages of this route, may be obtained at the Offices of the Company. Every information as to places where employment is to be had, rates of wages, and a copy of the Canadian Oovemment and other pamphlets, together with a mop of the Orand Trunk Railway, showing its connections with the other Railways of Canada and the United States, a Tariff of Through Fares and a list of the Through Booking Agents in Europe, may also be obtained at the Offices of the GRAND TRUNK COMPANY, 21, Ou) Bboas Street, London. E. C. C. P. RONEY, Secretary. i' ADVEBTIdEMENTS. V. ii!*'* i '^ DIRECT STEAM COMMUNICATION BETWEEN LIVERPCOL& CANADA. (In Conneotion with the Grand Trunk Bailway of Canada.) MONTREAL OCEAN™STBAM SHIP COMPANY. CUndtr Contract with Her Mnjesiy's Provincial Government for the Conveyance of the Mails between Liverpool and Canada.) This Company's Line is rnmposid of tha fo. .owing first-cl:i:i- powerful SCREW STEAMERS, yir. : ANOLO SAXON. ' INDIAN. NORTH AMERICAN. ; NOVA SCOTIAN. THESE VESSELS .iro liuilL cif Ik.u, in water-tight compartments, and are commanded by Captains of great experience in the Navigation of the St. Lawrence. One of them sails from Liverpool, and one from Quebec, every fourteen days during the Season of open navigation, and once a month between Portland and Liverpool during winter. (Jabin T'assage-moncy. EIGHTEEN GUINEAS and FIFTEEN GUINEAS, which includes ■Steward's Fee r'nd Frovisions, but not AVines or Liquors, which can be obtained on board. Steerage I'assa^e-moncy, EIGHT GUINEAS, which includes a plentiful supply of Cooked Frovisions. — A Dei'isit of Five Founds secures a Cabin berth, and Three Founds a Steerage berth. Special arran?ements have been m.ide with the Gr.ind Trunlf Railway Company of Canada, for the i^ onveyanre of Passengers to all part^ of Canada and the United States, and those availing them- selves, on this side, of the Th.ougli Tickets, will be landed at their destination much mere cheaply, as well an more ejcjivditiously, tlian by any other means. ESi8^ AU Passengers will be landed at Quebec, and tcvwarded f^om thence to their destination by the Grand Trunk B.all«ray. Apply to CARMAN & FEARSE, 21, Old liroad Street, E.G. Sbason 1858. TO CANADA, BY THE QTIEBEC (S-^^LIVERPOOL" LINE OF SAILING PACKETS^. " ' and Passengers, to all parts of CanacnT' the Grand Trunk Railway of Canada. THROUQiLRatei aiul the Western States, in direct connei SHIP. TONS. CAPT. I SHIP CuUoden 8500...Starley I.osniahagow 1200...Bevan .(amps .Iardine8000...Haman Dione- 20OO.^.Falt!B i^hnira 2000...ParmcV Oregon Lochiel I Lady Russell .J CAVT. Flaherty otter Sinilh St. James .....r!tj5%*' ,er charges.— Enclosed rooms for families who to 20s. each person. — Luggage of Passengers ^ lasses can be obtained by remitting a deposit especting the ija^iage to tlie above ports, and to EaRSE, 21, Old Broad Street, London, E.C. BLY«g)X^9 LINE OF AMERICAN PACKETS: , ,^Comj)risin^fire'On>M/a/ 1200 tons. Cap Rovye 1500 tons, Margaret Ann 120ojjtons, Gipsy Queen IjXKltons, Bclmon{ 1250 tons, Columbia^bO tons, 'Birmingham 1550 tons, atS Jessie Boyle 1300 tons. TheseifthipsHfe'.fivst class, have great h^ht betyeen decks, possess every'rccent imprortment Tor the comfort.of Cabin, Ifflermeiliate, aiid Steoriije F.issengers ; and are dispatched at regular ■ intervals during the season, from Plymouth to Qucbtc. For a Through Ticket by the Grind Trunk- ^S Canada, and its connections in Canada and the Unit^ States, apply to CARMAN & PEARSKr 21, Old Broad Street, London, E.C. ...^"^ -^CANADIAN PUBLICATIONS. CANADIAN NEWS, every alternate Wednesday price 4d., post-free .5d. CANADA THE LAND OF HOPE „ 3d., „ . 4d. OTTAWA. Its History, Trade, &c „ 6d., „ ' 7d. CANADA DfRECTORY, 1867-68 pric^ £1 6s. London : ALGAR & STREET, British and Colonial Newspaper Agents, .-14^io-CL.EMENT'S LANIC, CITY. AMERICAN EAILROAS JOURNAL. X ADA. I. of the :S, vii. : ind are the St. en days md and icludes teerag'e )ns. — A for the f thom- heaply, ee to nada. APT. lin atts cnney ott 1 quick k Rail- ein im- es who jengers deposit and to .C. i-fement regular Trunk AKSK^r 5(1. 4d. 7d. I 6s. ents, y i Map, ilways tble in