>»?I42 MONTREAL IN 1856. A SKETCH PRKTARED FOU THE CELEBRATION OF THE OPENING OF THK GRAND TRUNK RAILWAY OF CANADA. BY A SUB-COMMITTEE OF THE CELEBRATION" COMMITTEE. .';V"« - ifclontrr al : PRINTED BY JOHN LOVELL, AT HIS STBAM-PEINTING ESTABLISH MINT, ST. NICHOLAS STREET. 1856. OAK ST. HDSF IRY OF THE UNIVERSITY OF ILLINOIS \ J I LIBRARY OF TH ;Otc MONTKEAL IN 1856. A SKETCH PREPARED FOR THE CELEBRATION OF THE OPENING OF THE GRAND TRUNK RAILWAY OF CANADA. BY A SUB-COMMITTEE OF THE CELEBRATION COMMITTEE. iBontrcal : TBINTED BY JOHN LOVELL, AT HIS STEAM-PRINTING ESTABLISHMENT, ST. NICHOLAS STREET. 1856 . 13, P E E F A E . At a meeting of the General Railroad Celebration Committee, the following Resolu- tion was adopted : — Resolved. — That the Executive Committee be instructed to take the necessary steps to procure the compilation of an historical and general account of the City and its Trade ,*" and Manufactures, with suggestions as to the means of their future developement. And to carry out this object, the following Sub-Committee were selected, viz: r4 B. CHAMBERLLN, Chairman. L. II. HOLTON, M. P. P., ALFRED PERRY, E. G. PENNY, ALEX. MORRIS, M. A., T. C. REEFER, and JOHN ROSE, Q. C. Some of the members of the Committee were not able to enter upon the discharge of its active duties, but others assumed the task, and they now submit the ensuing pages to the attention of the reader, in the hope that the facts therein stated, may tend to advance the common interests of Montreal, and the Province of which it is an important commercial centre. Montreal, 12th November, 1856. "I 999503 A CELEBRATION PAMPHLET. MONTREAL IN 1856, ITS TRADE, RAILWAYS, MANUFACTURES, &eu AN INTRODUCTORY WORD. Coming amongst us, as our friends and visitors now do, on this auspicious occasion, from all parts of Canada and the adjoining States, for the purpose of uniting with us in the Ceremonies of this day, designed as they are to commemorate an event which inaugurates a new era in Canada, the Committee desire to place in their hands a concise, yet comprehensive view of the present position of the Trade, Commerce and Manufactures of this, the largest commercial City in British North America. The facts hereafter compressed into the brief space of these few pages lead us to anticipate a brilliant future for Montreal. With the rapid growth and steady progress of our great Province, Montreal will continue to advance, and we are sure our friends will cordially unite with us in our bright anticipations of a prosperous and happy future to this important Canadian Dependency of the British Crown, and with it to this City. Ere, however, addressing ourselves to the practical object of this pamphlet, we ask the guest, who to-day enjoys the hospitality of our citizens, as he pursues his path along our massive wharves and commodious harbour, or threads his way amid the crowds, who join in the celebration of the day, to travel back with us in imagination to the earlier history of this now busy mart of human industry, in order to contrast the past with the present; and while so doing, pardon us, if we endeavour to look beyond the fleeting present, and indulge in bright anticipations of what we regard as the destiny of our City. 8 THEN AND NOW. And first, going backward, we Mem to see Jacques Caxtier, .1 name ever : imoiable ib the History of Canada, on the 8rd of Ootober, 1585, entering; bribe first t ime the little Indian Village of Hochelaga, the germ or nnolena of first, the Town of Mount Royal, and so, of this City of Montreal ; eventful viail this, fraught with great Hilts. We can sympathize with the emotions which would fill the mind of tl ixplorer, as he gased around on " the beautiful panorama of thirty leagues radius, that -.1 oul to the view from the eastern promontory of the mountain,* 1 and yet we anol suppress a feeling <>t' pit v, as we think of the Gate of those simple yet valiant sons of the forest, who gathered round Cartier as if before a Buperior being, and whose race been so sternly driven back by the Bteady advance of civilization. But we may not pause npon this subject, and so wo ask our visitors and citizens to recognize, if they oan, the features of the following picture of Ancient Montreal, in the substantial stono unl brick <>f our modern architecture: — •• The way to the village was through large fields of Indian Corn. Tts outline was " circular; and it was encompassed by three separate rows of palisades or rather picket •' fences, one within the other well secured and put together. A -ingle entrance was left '• in this rude fortification, bul was guarded with pikes and and every precaution M taken against seigo or attack. The cabins or lodges of the inhabitants, about fifty in " number, were constructed in the form of a tunnel, each fifty feel in length by fifteen in • breadth. They were formed of wood covered with bark. Above the doors of these • houses, as well as along the outer rows of the palisades, ran a gallery, ascended by H ladders, where stones and other missiles were ranged in order for the defence of the M place. Each house contained several chambers, and the whole were so arranged as to •'l>se an open court yard, where the fire was made."* Again we pass on, and by 200 years, with all their whirl of exciting events, and in 1700, the date of the British possession, we find Montreal a well peopled town, " of an •• oblong form, surrounded by a wall flanked with eleven redoubts, which served instead ■f bastions. The ditch was about eight feet deep and of a proportionable breadth, but " dry; it had also a fort or citadel, the batteries of which comman of the » " town from one end of it to the other." Again, striding on to more modem dates, we find that though the City was increasing population and augmenting it- trade, yet a New York writer some thirl s ago, thus characterized Montreal: — "The approach to Montreal conveyed no pr< ing i of the enterprise of its municipality ; ships, brigs and steamboats lay on the " margin of the river at the foot of a hill. No long line of wharves built of the sub- stantial free stone of which there is abundance in the neighbourhood, afforded security " to vessels and owners; the commercial haven looked as I and as muddy as the " shores of New Nederland when the Guedevrow first made her appearance ofi* tho " battery." Me(iregor too, in his British America, a work of not very ancient date, thus described Montreal: — u Betwixt the Royal [fountain and the River, on a ridge of gentle •' elevation, stands the town. * * * * There are no wharves at Montreal, and the " ships and steamers lie quietly in pretty deep water, close to the clayey and generally " filthy bank of the City." • Bosworth'a " Hochelaga Dqncta" Such then was our City in times by gone. In the days of our fathers, no stately steam-ships ferried us across the Atlantic, no floating palaces conveyed us safely, speedily and securclv up and down our noble St. Lawrence, and acr< bs, as the "Times" has fitly termed it, " that magnificent Beries of inland seas, the high road from Em ope to the North American Continent." Then, no great chain of railway linked town to town and city to city, almost annihilating distance. Then, the journey to Toronto was a toilsome matter vi several weeks, and that to Biockville, short even as is the distance, occupied, with heavy cumbrous batteauz, three weeks. New how changed ! The wand of some fairy king has surely been here. But no! Industry, intelligence, labour, capital, all combined, and working for the advancement of this rising colony, have produced the marvellous changes which meet us on every hand. The little cluster of wigwams has passed away, the more massive scientific fortress has crumbled in the dust, and in its stead there has risen the City you see before you, which is thus graphically described in the recent Report of J. D. Andrews, to the Senate of the United States, — an impartial witness : — " This City, at the head of sea navigation proper, is the most populous in British " North America. Montreal is picturesquely situated at the foot of the Royal Mountain, " from which it takes its name, upon a large Island at the confluence of the Ottawa and 11 St. Lawrence, which, both in fertility and cultivation, is considered the garden of " Canada East. The main branch of the Ottawa, which is the timber highway to " Quebec, passes north of Montreal Island and enters the St. Lawrence about eighteen " miles below the City ; about one-third of its waters are, however, discharged dnto Lake " St. Louis, and joining but not mingling at Uaughnawaga, the two distinct bodies pass " over the Sault St. Louis and the Lachine Rapids — the dark waters of the Ottawa 4i washing the quays of Montreal, while the blue St. Lawrence occupies the other shore. " Nor do they merge their distinctive character until they are several miles below M Montreal. The quays of Montreal are unsurpassed by those of any city in America ; " built of solid limestone, and uniting with the locks and cut stone wharves of the " Lachine Canal, they present for several miles a display of continuous masonry, which " has few parallels. Unlike the levees of the Ohio and Mississippi, no unsightly ware- '• houses disfigure the riverside. A broad terrace, faced with gray limestone, the parapets " of which are surmounted with a substantial iron railing, divides the City from the " river throughout its whole extent." Such is a sketch of Montreal as approached by the water. But our space forbids further enlargement upon this inviting topic, and we will therefore only further contrast Then and Now with reference to our Shipping, Revenue, Population, &c. SHIPPING. It may be of interest to the readers of this chapter to be informed of the average passages of vessels between Quebec and Montreal long ago. Vie have had access to an old memorandum book kept by the late W. Hall, Esq., the former Collector of Customs at this port, during the years 1820, 1S21 and 1822, giving the average passages between the two ports during each month of the open season. In 1820, the average passage in May was 5 days; in June, 14 days; in July, 16 days; in August, 17 days; in September, 25 days; in October, 22 days; general average, 1G.} days. In 1821, the average passage in May was 7 days ; in October, 23 ; and the general average almost 14 days. In 1822, in May, days, and in October, 25 days; general average, 15£ 10 days. In 1824 a tug steamer was put upon the route. The passage is now made with the aid of tag Bteamen in about 80 boars. In 1812 four vessels were bailt in Montreal, vis: — The Ship "Gi I . ." 470 tons, by Jamei Dunlop, " - 370 " Hart Logan, M " Harmony," 800 " David Munn, And the Brig '• Hunter," ■ In thai year 68 vessels were entered, with an aggregate tonnage of 0,127. the largest vessel entered here from porta beyond the sea was the ship Eweretta, from London, of 3iJ tons (carpenter's measurement,) the smallest the brig Mary, from Ayr, 70 tons. In 1818, («luiing the war with the United S ,) there were but 9 vessels fron with an aggregate tonnage of 1,580, the largest 1 an the Eweretta, the smallest the brig Hamilton, of la 1 toi In 1814, there were but 13 vessels from sea, with an aggregate tonnage of 2,8 1 1. the Eweretta still being the largest, the smallest (except coasting schooners from the 1. iwer Provinces) being the brig Sunbury, of 110 tons, from Barbadoes, and the Ann and Elisabeth, of 140 tons, from Aberdeen. In 1815, there were 52 vessels entered, with an aggregate tonnage of 10,12! which the largest was still the Bweretta, the smallest the Bchooner Ind >f 84 tons, from Liverpool. In 1816, there were 63 vessels, tonnage 12,056 ; largest vessel the Eweretta, small- est the schooner Mary and Jane, of 87 tons, from Lisbon. In 1817, 4(3 vessels came, tonnage 0,215; the Leander of Liverpool, 300 tons, the largest No larger v< ssel visited the port for the next two seasons, the number of vessels and aggregate tonnage being much the same. In 1S10, two vessels were built in Montreal, the ship Nancy, of 400 tons, sent to London, and the brig Harriet, of 245 tons, to I tomerara. In 1S20, the number of vessels rose to G6, with a tonnage of 13,05'"!. Two new were built, Dames not given. Duties collected that year were £19,412, and the value of dutiable impo 157. The largest ship that year was the Juliana, of 30«; In a fool note to this year'-; Report it is Baid: — X. B. — The Atalanta came through the lake with l' 1 "-' feet draft of water, — as if thai were a note-worthy fact. Tli • 53 vessel cue in [821 had a tonnage of 19,064, and in 1822, .'»oat Company, and their competitora (afterwards tlnir coadjutors,) the Montreal Ton Company, running their boats during the night with perfect safety, and ascending the current in any state of the wind, triumphing over all the former difficulties of the navigation. To the late (bunder of the St. Lawrence Company, the Hon. John Molson, tho of being tho first to establish steam traffic on our noble river mu rded, — a traffic which, by the enterprise <>f rpper Canada :nnl that "four neighbors in the adjoining S is now mad ter from Superior City on Lake Superior, and Chicago "ii Lake Michigan, to th sean — aye, and across the ocean also. To the late Robert Hamilton, Esq., Upper Canada is indebted for the first Bteamer on Like < ►ntario, ti ae of whose boat was constructed from the model of the sis Bham'a engine. In contrast with the dimensions, power and Bpeed of the little Aocommodatioi Bubjoin those of the John Munn, the lai Learner now plying between ti and : — Length, 312 feet Breadth of Beam 29 feet ( '\ linder, 72 inches. Stroke, 11 fe \ She makes tho downward trip easily enough in 10 hours, and tho upward in from 11 to 12 hours. The ensuing notice of tho Canadian Steam Ship Company contains valuable formation, and affords a Btriking contrast THE MONTREAL OCEAN STEAMSHIP COMPANY. STEAMSHIPS. The A con, 1,782 tons, Captain McMaster. " North American, 1,782 " " Orange. u Canadian, 1,764 " " Ballantino, " Indian, 1,764 " " Joi . The-' \. ssela were built at Dumbarton, in Scotland, of iron, in seven compartn each, but they are chiefly owned in Montreal. Their capacity enables them to carry 8,000 barrels of flour, or M">,000 bushels of wheat, in addition to Dpera, Btores, and for the ocean \ They have made fourteen 1 - this year, from Liverpool to Montreal and back, and have carried : — From Liverpool to Canada. 805 First CI 294 Second C 1,581 Third CI - In all, 2,6S0 Passengers, and about 10,500 tons Goods. 13 From Canada to Liverpool. 581 First Class, 243 Second Class, 900 Third Class, In all, 1,724 Passengers; Besides 186,000 bushels Wheat, 52,400 barrels Flour, 5,500 barrels Ashes. And a larn a more healthy footing. The building of dwelling-houses and warehouses is on with great energy, and to a v< ry extent Within the year, ending 91 ber, 1866, there were 648 dwelling- houses, warehouses, and Bhops of substantia] character, being all brink oral tion; exclusively of stables, sheds and out-buildings. In a single short •. it may be mentioned, thai the increase to the revenue of v, from the tion of new warehouses this year, is £260. Of the present position of the City in its various interests, Borne general idea may be formed from the following figures : — In 1800 the populat ion was o.ooo " 1816 it ii 10,000 " 1826 it u 22,1 00 " 1881 i. it 27,297 " 1S51 H ii ..7.715 11 1856 u i< 75,000, at a very moderate estimate THE REVENUE OF THE CITY, From the Assessments imposed on Real Estate, was, for the year 1850, £16,220 ii 1856j . .Q0 " " " " " 1850, £28,701 i .to value of the Real Estate of the City for 1850 was £6,891,388 8 The Total Revenue of the City, from all sources, in 185G, exclusive of Water Works, £60,758 The Revenue of Water Works was .. .. £10,500 — £71,268 The cost of the principal Market House, the Bonsccours, a Btatelj building, was £71,826, but it yields 6 per cent per annum upon its cost. City is well lighted with 'la*, and with a proper foresight, the Corporation, with ■ doe regard to the requirements of its growing population, has constructed most extensive new Water Works, in addition to those formerly in oi These Works are, at this period, to be inaugurated, and the ensuing Bketch of their magnitude and general features is therefore here submitted: — THE MONTREAL WATER WORKS. The following account of the rise and progress of the City Water Works is taken from the Report of the Water Committee: — ■ M I attempt to supply the City of Montreal with water was male by M "Joseph Frobisher, John dray, Daniel Sutherland, Thomas Schieffelin and Stephen .veil, who were incorporated in 1801, on ler the title of " the Company of I'roprie- " tors of the Montreal Water Works," with a capital of £8,000, and power to increase it 15 4 to £12,000. The water was obtained from Springs on the Mountain, near Sword's, 44 and conveyed in wooden pipes around the Southern slope under Monklands, and two " Reservoirs were established, one on the Priest's Farm, at the corner of Guy and Dor- • Chester Streets, the other near the site of the Donegana Hotel. A considerable sum u of money was expended, but from the temporary character of the work, and more espe- '• daily from a deficiency of water in the Mountain Springs, the establishment fell into disrepute, and proved almost a total loss to the Stockholders, who, in 1S1G, sold out l> their Charter for £5000, to the late Thomas Porteous, Esq., and others. " The new Company took up the wooden pipes and replaced them with four inch iron " ones, and abandoning the Mountain Springs, established Steam Engines on the site of M the present works, and pumped the water into wooden cisterns placed on what was " then called Citadel Hill. The wooden cisterns failed and were replaced by the present " ones, erected in 182V, which are substantially built and lined with lead, their contents 44 240,000 gallons — at an elevation of ninety-seven feet above the St. Lawrence. The " amount expended by Mi'. Porteous was about £40,000. The four inch pipes proved " insufficient, and in consequence of the death of Mr. Porteous, by whose enterprise it had '• been sustained, the undertaking again fell into disrepute in 1830, and after being adver- K tised for two years was purchased by M. J. Hayes, Esq., for £15,000, who formed a " third Company in 1832. This Company replaced the principal mains with ten inch "pipes, renewed the engines, and added additional ones. In 1843, they had three 44 engines, one of which, capable of rising 40,000 gallons per hour, was used both for •• pumping and grinding — a grist mill being attached to the works; the other, capable " of rising 53,000 gallons per hour, was used solely for pumping, and the third was em- 44 ployed in drawing lead pipe. Up to the first of February, 1S43, the Company had " laid down fourteen miles of pipe, had established three taps for the sale of water to " carters, and hail sixteen fire plugs of their own, in addition to those owned by the Cor- " poration. The amount expended under Mr. Hayes' management was about £ 10,000. 44 In January, 1843, the propriety of the Water Works becoming the property of " the Corporation was first mooted in the City Council, and after treating for two years, "the City purchased the Company out in the month of April, 1845, for the sum of " £50,000. " In June, 1845, immediately after acquiring the Works, the Corporation decided " to extend a conduit from the pumps into the river, as far as deep water, in order to " procure a purer supply. 44 In July, 1847, a report from the Special Committee on Hydraulics — recommend- " ing the offering of a premium for the best plan of pumping the water of the St. Law- " rence, by water power from the Lachine Canal, into Reservoirs on the Mountain — was " read and adopted, but it does not appear that anything resulted from it. " In 1849, a Reservoir, at an elevation of one hundred and thirty feet above the St. 44 Lawrence, capable of holding 3,000,000 gallons of water, was constructed at Cote a « Baron at a cost of £3,000. " In December, 1850, it was decided to extend and improve the distribution by "laying down pipe to the extent of .£10,000. Since the purchase by the City, about 44 30,000 yards of cast iron and 12,000 yards of lead pipe have been laid, and the number 44 of fire plugs increased to one hundred. The amount expended may be set down at u j£30,000. 44 On 8th May, 1852, the Water Committee resolved to make application to the 44 City Council, at its next meeting, for authority to procure a survey, plan and estimates 16 ■ for bringing water into the City from Lower Lachine, or any other place that might be " deemed ex| edient, and to ask the sum for this parpo •• < »n 29th May, a Special Meeting of the Water Committee was ordered for the first M Jin . . isider the beel mode of proceeding in the scheme of getting water from •• Lower Lachine, and to name an I r to make the necessary plant and eetimatea> "On the 6th of June it \\a- resolved to I \ Reefer, !■'.- ;., as the Engineer, " and "ii the 9th "f August, th< f the proposed plan was determined by authoria- •■ ing tli.- Engineer to provide for a supply of ">, 000,000 gallons daily, with Reservoirs '• at an elevation of 200 feel above the level of the Barbor. < >n the 25th ofOctol fer submitted his report which was approved, and ordered to be printed in " French and English." We new submit a sketch of THE NEW WATER WORKS. THE AQUEDUCT. The water is taken from the St. Lawrence, about one and a half miles above the Lachine R ipi Is, wh< • l< vation of the river-surface is about thirty-seven feel ab Montreal harbour. It is conducted for a distance of five miles through an open canal, (forty feel wide on the water-surface, and eight feet deep at the lowest stage of the river,) . Pierre, at the outskirts of the city. Sere its further progress is arrested by I bine Canal, as well as by the want, at a nearer point to the city, of a suitable tail-race for tl water, and also by the sudden depression in the level of the ground* At the termination of the Aqueduct, a capacious basin is formed in order to give surface area sufficient to prevent the head beim: suddenly drawn down by the large quantity of water required to start the wheels. Aqueduct intercepts three streams, which are earned under it by syphon culv< and is crossed by twelve bridges, ten <>f which are proprietors crossings, the remaining two tial stone structures of two and three arches respectively, on public road*. More than half of the Aqueduct is in thorough cutting from 10 to 2:' feet in depth, on,' and a quarter miles of which are through solid rock, to fourteen feet thick, the width of the cut being thirty-four feet. At do point is the natural surface below the bot- tom level: the pressure on any embankment is, therefore, less than ten feel lead of wa- ter. It is lined with stone throughout its entire length, side slopes, bottom and top banks, for the purpose of keeping the water clear, protecting the hanks from its action, and preventing the col from fi'.linL, r up by the was of the she The inclination of the bol live inches to the mile, or a fall of about two feet in the whole distance; the top banks are, however, horizontal, so that the St. Lawrence I may I down to the wheels. The depth at the lower end is therefore b . ind one foot more in the or "settling pond,'' which at the the ri ■ >mber 1850) is twelve feet deep. The \ - provided with stop gites at four points, and a waste-weir in the terminal basin, with an overfall of forty-four feet in breadth, the sill of which is four feet under top bank. Here the whole flow of the Aqueduct could go by without a rise of water which could overflow thy banks. 17 THE PUMPING MACHINERY. At the termination of the Aqueduct, two iron water wheels, twenty feet diameter and twenty feet broad are erected, the bottoms of which are placed twenty-two feet above Montreal Harbor, in order to escape the ba k water caused by the winter rise of the St. Lawrence. These wheels are upon the suspension principle, "high breast" or "pitch back, " with ventilated buckets ; the power is taken ofl' the periphery, and from the loaded side, by moans of an internal segment working into a pinion placed diiectly under the point where the water is let on to the wheel. The pinion which is five and a-half feet diameter, drives a three throw crank, working three pumps, the barrels of which are twenty inches bore, with a stroke of four feet. The pumps are "bucket and plunger" ones — the area of the plunger (which is fourteen inches diameter) is one-half that of the pump barrel, and therefore displaces one half the contents on the down stroke, while the bucket draws out the remaining half on the up one, discharging the whole contents at each revolution of the crank through a single outlet to the main. They may therefore be said to be double acting in principle although only single acting in effect. Each pump is fed by an eighteen inch feed pipe uuder a twenty-four feet head, from the same level that drives the wheels ; the pressure on the seat valve being more than sufficient to overcome its weight. The three pumps are placed vertically and work into an air chamber seven feet diameter and fifteen feet high, from which the water is expressed in a continuous stream through a branch pipe (containing a reflux valve) into a thirty inch main. The water is admitted and discharged from the Wheel House through submerged archways, under covered frost proof passages, extending above and below the building. THE PUMPING MAIN Is two and three-fourth miles in length, having everywhere at least six feet of cover- ing. For about one hundred feet from the Wheel House it is thirty inches diameter, when it branches into two lines, each twenty-four inches diameter, which are continued under the Grand Trunk Railway, the River St. Pierre, and the Lachine Canal, (which latter is passed by a culvert, at a level twenty feet below the surface,) ands hortly after ascends within six feet of the natural surface, where the two mains are connected again, and a single one only is continued to the Reservoir. The double mains are provided with valves by which, if an accident occurs to one, the other can be used, — a precaution required here, not only on account of the deep cuttings, the river, canal and railway crossings ; but because this portion of the main being below all drainage, can only be emptied for repairs by pumping; and, therefore, involves more delay than auy other part of the line. The culvert under the Lachine Canal is two hundred and forty feet long, and twelve feet wide, by five feet high in the clear. Being of wood, it is kept filled with water for pre- servation, but can be emptied in a few hours, when the whole or auy part of the mains can be removed, replaced, or enlarged, without interfering with the navigation. After crossing the Lachine Canal, the pumping main rises six feet, and then continues level, under the Upper Lachine Road, and the Lachine Railway to Cote St. Antoine, which it ascends by the ravine outside the Dorchester Street Toll Gate, after passing which, the intermediate summit (one hundred and twenty feet above the harbor) is attained. Here are an air escape and a reflux valve, to prevent the return of water in case a pipe should burst below the hill, and to avoid the " water hammer" there, where the pressure is one hundred and eighty-nine, and one hundred and eighty-three feethead. From the inter- B 18 m ,. tmmil the main follows the line of St Catherine Street, deeoending thirty hel to \l ( ,' | College Avenue, where th branch istakenofi^ — the main continuing on t,, the distributing pipes, Whil > the pumps arc working they supply the town — under tho constant pressure of the Reservoirs. If the city is drawing more per hour than is pumped, tho Reservoirs supply the deficiency without sensible loss of head; if the surplus • . the Reservoirs. When the wheels art- Btanding the water returns from tho I; .- rvoira by the same pipe through which i< I supplie"iis action, the rock is naturally water tight Tho extreme length is six hundred and twenty-thl '. with a breadth of one hundred and eventy-three feet, formed into two Reservoirs by a division wall upon the minor axis. The rock mountain side slopes toward the city about one in ten ; the water is therefore retained by a mi sonry wall, along tho front, twenty-eight feet high, and by tho natural rock in rear. The pumping main terminates in a well opposite the division wall, which is in communication with each Kcservoir by a culvert. | | with a slni gate, by which the Reservoirs can be emptied within two feet of the bottom, tic remain* r water being withdrawn wdien required by drainage pipes. There is an overflow at the top of the wall, by which, when the Reservoirs are filled, tic surplus of the mains is discharged into a drain leading to the creel on the College grout. , Tic two Reservoirs contain about fifteen millions of gallons — from ten to twelve days supply at the present season of the year. They can be filled by the two wheels in Qty-five hours pumping, the wheels also providing the consumption of the city during that period. One wheel working twelve hours per diem supplies tho present demand, giving about double the quantity furnished by the old works. The New Water Works were commenced in June, 18.53; the first water was pumped itito the Reservoirs September 11th, 185G, but they were not tiled until October. Since they w< re tilled, the wheels have stood twelve days without exhausting the Reser- voirs. It however, that the consumption will increase so as to reduce the capacity of the Reservoirs to a week's stora The total expenditure upon the New Water Works, to Hist October, 1856 £'285,000 of which £33,000 i- for land purchases, £30,500 for interest and discount, and about £10,000 for distributing pipes, making the cost of the works of the Aqueduct, Machinery, Pumping Main, and Reservoirs, about £212,000. The City, as wo have stated, is well lighted. The following is a sketch of THE GAS WORKS. Tin: New City Gas Company of Montreal: — Was Incorporated in July, 1817. Its Capital is £7.-),000. The yards of Pipe laid amount to 57,120, or 34 miles. Tho number of Street Lamps erected is 455. The Coal used in manufacture of Gas last year (1855) was 4084 tons. And the quantity of Gas manufactured was (1855) 28,292,000 cubic feet. 19 The Price charged the Corporation for street lamps per annum is £6. The Price charged for Gas per 1000 cubic feet is lTs. 6d. The Consumers have increased 15 per cent, in the last three years. The number of Hands employed in the work is 50. TRADE AND COMMERCE. From a very early stage of improvement in the art of navigation, it must have become evident that water carriage was that which presented the cheapest and most easy mode of transporting merchandise from place to place. If goods were in some cases carried in caravans upon the backs of animals, it was either because they were of great value in proportion to bulk, and therefore because the charges of conveyance added little to their cost at the market where they were sold ; or else, because water routes were wholly unknown, or extraordinarily circuitous. We need give no examples in proof of that which, during many centuries down to our own days, was considered less as an axiom to be stated than a self-evident truth. Accordingly, with some exceptions such as occur to all rules, we find that great cities have always arisen either upon convenient ports of the sea, or upon large navigable rivers and inland waters. The manufacturing city is a modern form of the aggregation of men ; but inasmuch as a manufacture can rarely be perfected with a single material, it is essential even for the establishment of a manufacture in a locality, where the chief material is found in great abundance that there should be easy and cheap means of bringing to the same spot the secondary materials. Besides, when the manufacture is completed, if the article be heavy or bulky, facilities are required for its distribution to the consumer. If these rules are universally true, they must have been especially felt by the settlers in a new world, where there were but two means of traveling from place to place, the feet of the pedestrian, or the canoe of the voyageur. " Hence the vast importance, " which, in the early history of this continent, was imputed to the possession of the St. " Lawrence and Hudson, the two rivers by which access was obtained from the sea to u the great fresh water lakes, and thence, by overcoming a few portages, to every part a of the vast American wilderness east of the Rocky Mountains, from Hudson Bay to ** the Gulf of Mexico." The French, during a long occupation, held the possession of the most direct outlet; and the warlike and often repeated struggles which took place about Lake George, and again in the Mohawk country, show how intently they desired to exclude their rivals from the inferior route of partial navigation between the seaboard and the lakes, and how vigorously these rivals strove to make their way in that direction. No wonder that the spot on which Montreal now stands was early chosen for the foundation of a commercial town. It is true that the commerce of Canada in its first days was not such as to employ many hands in the intellectual or manual operations which we now see going on around us. Peltry was, for a long period, the only traffic to which importance was attached. In collecting the skins, which made the object of that trade, many men, red or white, must have been employed. But the cargo of a few canoes, rich though they were in value, required little labour for their transfer to the hold of the European merchantman, and the market was managed by a very few agents of the great houses in France. Still, such as the trade was, Montreal presented a most favorable site for carrying it on. On one side of the island were to be found the lowest rapids of the Ottawa, and on the other the lowest rapids of the St. Lawrence. The 20 painful inland navigation, in boom placet wholly interrupted t>y portages, and in others for long reaches capable of being oonduoted only with the moat toilsome laboar, ended at this island. On the other band, vessel* arriving from the eastern side of the Atlantic could reach this point, but could aaoend no higher. Never was place for shipment and tranahipmenl more plainly indicated by natural laws. Prom hence, more or leas oai spread out like a fan over hundreds of thousands of miles in the interior, and permitted the canoe of the Indian trader to penetrate in all directions, while, on the other band, a broad and safe river ted to the great ocean, whoso farther waves washed the walls of all the seats of established civilization. When the vagab >nd labours of the voyage »r and native hunter ly before the more steady toil of tie- agricultural settler, the advantages whicb bad Brat prompted the selection of the bland of Montreal as the site of a City were by no means diminished. The articles of export had become changed, and na longer to be searched <>ut in lely extended journies ; but the timber, and ashes and breadstufis, which began to tako the place of skins in the exchange with Europe, could reach the entrepot only by water, and could be sent only thence by the same means. Farms, if they were to Bend their luce al-road, must he situated on or immediately in the neighbourhood of navigable waters. The St. Lawrence and its tributaries, even while Niagara .still closed the passage westward, bathe, 1 more wheat growing and more timber producing lands, than anv other river in America except the Mississippi. Hence there was high promise that the most convenient port for the meeting of inland with sea-going must continue to be a point of great commercial importance for all the northern [art of North America. The St. Lawrence, however, with all its acknowledged capacity, was not without its drawbacks. Foremost was the long winter which sealed its waters during six months of the year; and next may be classed the dangers of a navigation of seven hundred miles i I'.ello Isle and Quebec. There were other circumstances which threatened that Commercial prosperity which once appeared to be the undoubted appanage of the most convenient port of this large river, — using the term "most convenient" in reference to breadstufis, the chief produce of the west, and to manufactured goods, the chief article in demand by the West. The principal of these was the discovery that the most fertile lands lav beyond the barrier formed by Niagara. Hence the population which would otherwise, in the natural order, have filled up the nearest land first, was tempted to the shores of hake Brie, and the country lying between that lake and the head waters of the Mississippi. It has been hi this region that the great emigrant population has chiefly i itself, leaving the less fruitful shores of the St. Lawrence and Lake Ontario comparatively bare of inhabitants. But for the Falls v( Niagara, it is probabL-- that all the inhabitants westward of that great break in the navigation would have transacted tin ir business by the St. Lawrence. Niagara cut them off from the Ocean; and they were compelled to seek anew exit. 1 1 rice the construction of the Erie Canal, which by the subsequent addition of a branch to Oswego, has even encroached upon the natural rights of the waters of the St. Law- rence. The Erie Canal not only gave the western population an outlet, but it gave them an outlet not beset by the difficulties which are every winter renewed in the St. Lawrence; for though produce can reach the seaport from tie- West rid this river, as late as it can reach New York via the Erie Canal, yet once arrived at the point of ship- ment by sea, it was liable to be detained by ice in the St, Lawrence, while it was free to depart at New York. 21 The enterprise of the people of Canada would not, however, submit tamely to the destruction of their own channel of trade. They sought to rival the Erie Canal, by the construction of the Welland Canal upon so large a scale as to render available the general advantages of the St. Lawrence navigation, throughout all the regions watered by the lakes, which form the head waters of that river. In this struggle they had, on their side, the superiority which large vessels always have in rivalry with small ones. By the construction of the Welland Canal and the canals on the St. Lawrence, the Canadians secured throughout their waters a passage for ships, instead of for barges only. Against them they still had the long winter ; the dangerous, while unlighted, navigation below Quebec", and last, but perhaps more important than all the rest, the never ceasing demand for an amount of tonnage outward, largely in excess of that which could be required inward. The chief articles of produce which could be expected to pass the canals were wheat and flour. But the wheat and flour, arrived at a St. Lawrence sea-port must compete for Ocean shipping with lumber, whose demands were far more imperative. It is plain that under these circumstances the freight of bread-stuffs could never be permanently much lower than the equivalent freight which exporters of timber could afford to pay, and exporters of timber have always had to pay rates that would cover the voyages out and home. This is not the normal and usual condition of the trade at Atlantic sea-ports, and hence another reason why they have attracted more of the export of breadstuffs than it would seem from geographical considerations merely, should have fallen to their share. It is to be remarked that for a considerable period prior to the change -in the British Corn Laws, legislative enactments, the precise details of which were altered more than once, but which always tended in the same direction, afforded a protection to the colonial exportation, which greatly favored its progress; but since the repeal of the Corn Laws this has been of course withdrawn, and there is now no artificial stimulant. In spite of all these drawbacks, the victory, even if we had still to do only with the ancient modes of propelling ships, must be considered as doubtful. The dwellers on the Lakes and the St. Lawrence are, perhaps, only beginning thoroughly to understand all that they gain by improvements which must be still called recent ; and the latest develop- ments seem to show that by making use of all ameliorations in the art of navigation, we should still snatch our share of the traffic from our rivals. Perhaps it would be more correct to say that the whole traffic promises to be so immense, that all routes may expect to have full occupation without those interested in the one envying those con- cerned in the other. It appears, indeed, that in the cycle of harvests there will be years when the demand for breadstuffs by Europe will almost cease, and in such seasons the export by sea from the St. Lawrence will probably fail, as, except for some of the fisheries in the Gulph, the St. Lawrence does not offer the same facilities as Atlantic ports for shipment to other than European consumers. In import* there has been a steady progress, in the trade of the river keeping pace with the growth of wealth and population in the country. It is true, however, that Montreal, which once had the entire population of Western Canada for customers, has that monopoly no longer. This is partly owing to the repeal of the differential duties, which formerly gave a small but probably an overrated advantage to the Montreal importer. It is almost impossible, however, to overrate the relative gain of his rivals on the seaboard, from another cause — we mean the extension of the system of Railways. The true protection enjoyed by the St. Lawrence import trade, say as lately as twelve years ago, was not only the 5 per cent, additional duty levied on merchandise entering the Province through the United States, but also the far more efficient check to the 22 ler from the South, found in the immense tract of landf or of inferior water etxriagft,ty which he had to pass from the seaboard to reach the lake. In imports, too, the ] eculiarity <: position arising from the immense shipments of lumber s1 Quebec was inoperative as rinsl the Canadian merchant, or rather it was favorable to him in certain coarse, cheap, and heavy g Is; for some c of freights to the St. Lawrence were lowered by the ■ i being bound thither twice in the twelve-month, of which the majority woulil always be in ballast The rivalry of the Atlantic j» >rts of the Union w.-.s, however, Q)< b! unfairly encouraged iii the import trade by the subsidy bestowed spon the Canard rhese vessels, though running to foreign ports, nevertheless received from the sh •• ivernment aids which ensbled them to ti.x their rat.- _i t m> !»>» as to lude fair competition in certain olasses of goods by r< coming to Canada, to say nothing of the bet, thai these aids caused 1 1 1 « - establishment of steamers to Boston and 5 ork. while Canada could pretend to nothing but sailing v< The invention of Railroads, how< v.i, introduced a new element into the question of rou: i the creation of a system of iron highways between the seaboard and the lakes opened fresh commercial prospects, in some respects not very flattering to tho ea of the mcrchantile and shipping interests of Canada. Not only did these Railwi i to equalize the COBt of conveyance by land with that of conveyance by water, but by opening practicable channels for merchandise, at a period when the Erie Canal and the St. Lawrence were alike frozen, they enabled the inhabitants even of Western Canada to receive Bpring dry goods just at that period when they were most in demand. ': as the navigation was by ice till late in May, spring fashions arriving by the river could hardly be opened west of Montreal much before June, and some longer time was of course required before they could be distributed in the interior. The American it, to secure all tho benefits promised by this change, established a system of bonding, which relieving goods passing that way to Canada from all (barges not - Jutely necessary to protect the revenue of the United State.-, raised the facilities by .: route to the highest possible pitch. These circumstances, joined, perhaps, to the mulus of novelty, for a short time turned a large portion of the Western Canadian buyers from Montreal to New York, and it was by some believed that the import trade the St. Lawrence must be annihilated. The panic, however, WSS short, and it has n followed by a strong conviction that this great river must have maintained its lupremacy in general trade, even without the improvements to bo shortly noticed. This conviction has prompted renewed exertions on the part of the merchants of Montreal, and these few yean, we hare had cargoes from Holland, France, Spain, the rranean and China; and the East Indian branch of our commerce is likely to be pushed with a great deal of vigour. All these trades were, till lately, entirely unknown. The \V ' Indian and Lower Provinces trade too has greatly revive d. "When Montreal i% spoken of here, it is not that she is to have a monopoly of any of these brand The Upper Canadian importers will no doubt share in tluse as. they have doue in tho tblished lines of trades. Before describing these improvements, let us look for a moment at the position of drs at the close of the year 1S">5. During the nine years which had ela] immediately before, every thing that could depress the trade of the St. Lawrence, and angmenl that of its rivals, had been done,— 1, the corn laws bad been repealed by the ,tish Government, and tho protection afforded to the Canadian Exports in br e a dsrnft had been abolished,— 2, tho incidental protection on the import trade of the St. Lawrence - from tho differential duties levied on goods coming from the United - t 23 and which was imposed for the protection of British Commerce was repealed ; — 3, The American bonding system had been perfected ; — and 4, The American lines of Railway had been pushed, from the seaside to all parts of the Canadian frontier. Against these many injurious influences, the St. Lawrence trade had gained only in two directions. The last stroke had been put to canals, so as to secure a draft of water in every part of the navigation between the head of the Lakes and Montreal often feet at the lowest. And the shoals of Lake St. Peter had been successfully dredged, so as to obtain sixteen feet of water, summer level. Nevertheless, it will be seen from the following figures, that though the import trade fell off relatively, that is to eay, ceased to be wholly transacted in one direction, it increased positively, the demands of the country being so augmented, that the business of supplying them partially had become greater than that of supplying them wholly, had formerly been : — IMPORTS TO THE PORT OF MONTREAL. Years 1845 £2,614,911 " 184G 2,303,908 " 1S55 3,093,145 " *1850... (estimate) 3,993,145 The export trade generally has received a great impetus during the past year owing in part no doubt to the establishment of the Ocean Steam line. The exports from Mon- treal for the first three quarters of last year, were but £333,010 ; this year they have risen to £716,475, or more than double. This is, perhaps, the proper place also to note one other circumstance in the business of Montreal, which, though not bearing directly on either her import or export trade, is yet likely to exercise a powerful influence on her future prosperity. The City, having its foundation and whole principle of life in commerce, the Lachine Canal was constructed to aid that commerce. But it has happened, in this instance, as in many others, that the perfecting of one purpose has given birth to new projects, and the head of water on this canal has been rendered available for the creation of water powers which have been applied successfully to the movement of extensive machinery over a large extent of ground. Thus a step intended to promote the business of exportation and importation, has led to the establishment of a considerable manufacturing interest, which is likely rapidly to increase. As a chapter will be specially devoted to that subject, it is unnecessary to do more here than to mention that the origin of large manufactures in Montreal is to be found in the attempt to satisfy the wants of trade. "We come now to the improvements which have taken place since the commence- ment of the present year. In the first place, we rank the establishment of the Canadian steamships which, by the regularity and shortness of their trips, have incontestibly esta- blished that the most speedy route between Europe and the largest part of North America, embracing all New England, the State of New York, part of Pennsylvania, and most of the Western States, and the valley of the Mississippi, is through the River St. Lawrence * This estimate is made thus. The returns are already made up from the begiuuing of the year to the 5th October, 1856. This shows a total of imports of £3,576,550 against £2,612,573 in the corresponding period of 1855 — an increase of £963,977- The month of October in 1S56 is known to have been again largely in excess of that iu 1855. If therefore in the remaining two months of the year there should be some slight falling off, which is not probable, ihere can be no doubt that the estimate of £900,000 increase for the whole year will be greatly within the true line. 24 at all seasons of the year when its waters are navigable. Two instance i may be mentioned in proof of this statement It is undent 1 thai cotton bas bean already conveyed from the uplands of Tenessee rid the St. Lawreni to New Fork, and passengers from Liver- pool to \. w I irleans have d the St. Lawrence as the shortest route to the p their destination. It is obvious that the shortest route must have van! advantages for all kin. Is of conveyance, and thai for many descriptions of trade, as well in g in pas* i, no other consideration can weigh against speed. The success of these experi- ments brings us back to our first statemi the superiority of water carris rail others, and enables us confidently to lay down the proposition that steam bat restored to the St. Lawrence, during the Bummer months, all that supremacy which the establish- :,t of the Railway Bystem in the United States Beemed to have taken away. The very circumstances which have hitherto prolonged voyages of sailii Is and heightened the insurance upon them, will, for the future, shorten the v. if and reduce the in- surance upon Bteamships. The Bailing vessel requires plenty i f sea-room, in order that she may continue to stand upon that tack on which Bhe gains most until favored by another slant of wind. Tn a river she must Btand almost as long on her losing tack as on her gaining one. Besides, a sailing vessel in a land-locked navigation is alwa; ted to the risk of becoming embayed, and the discovery of her peril is frequently made only after the tini" for a remedy has passed. With a Bteamer, on the contrary, except in the very worst of weather, a danger once discovered is already avoided, and the shore which threatened the sailing vessel at every moment, merely serve3 to Becure Bmooth water to the Bteamer. The fact thai nearly one-third of the distance between Liverpool and Que- bec is mad.- in Bmooth water, has, no doubt, powerfully contributed to the - of the Canadian BteamerB, The Bame considerations will, 'of course, eventually reduce the in- surance on St. Lawrence voyages to a parity with that charged upon other voyi 'oss the Atlantic. This change has already begun with respect to Bteamers, but it will no doubt go farther v>ith them, and even apply to Bailing vessels, as a consequence of the establishment of powerful steam-tugs to aid ships in the Lower St. Lawrence, and of the perfect lighting of our coasts, now resolved on by the Government. It must not be forgotten that if Montreal reaps the full benefit of the establishment of this line of steamers, it is due to the enterprise of her citizens, and esj i < ially to the energetic efforts of one of them. I>ut for this enterprise and these < tlbrts, no vessel approaching to the size of the Canadian steamers could have reached the city. The deepening of Lake St. Ivter, however, at local charges, under the direction of the Harbor Commissioners, headed by their chairman, the Hon. John x*oung, from 11 feet water to 18 feet, has secured this gain to the City of Monn.al. Following close upon tho experiment of vessels having steam for their principal motive power, has been the trial of sailing vessels with steam power as a mere auxiliary. Ships of thi are, of course, much less speedy than those which have formed the lino contracted for by M< - Edmonstone, Allan & Co., but they are on the other hand economical and sure. — They can carry large cargo* b, espe< ially if they call at Sydney, to n -coal, in voyages on which they meet with much adverse weather, and one of them has reached Montreal from I. on Ion in 21 days, equal probable to 18 days from Liverpool. This class of vessels promises much for the future of Canadian importation-, and the hopes founded upon the success of both classes of s ag Bteamers will be more certainly realized, if the design now on foot, for creating a line of fust class propellers between Montreal and Chicago, shall be carried out in an enterprising and vigorous spirit. 25 Subjoined is a statement of distances tending to show the superiority of this route over all others, between Europe and North America. Distance from Montreal to Liverpool by tlie St. Lawrence and the Straits of Belle Isle is 2750 miles. Distance from New York to Liverpool by the shortest Bailing circle across the Atlantic t « . . . 2980 " Difference in favor of Montreal 230 u The next improvement in our channels of trade is the establishment of that Canadian system of railroad, whose completion has given occasion for this pamphlet. This new mode of communication by land will not be rightly understood if it be regarded as a substitute for or a rival of the water route. We consider it as subsidiary to and as the complement of that which must always be the chief high way from the Ocean to the interior — the great inland chain of lakes and river. It has been already shown that the effect of the establishment of American Railways from the sea-coast to the frontier was to divert to Atlantic ports, a great portion of the business of which nature seemed to have conferred a monopoly on the St. Lawrence. And it has been pointed out that this change arose from two circumstances. First, that with regard to some classes of goods, the object to be chiefly achieved in their carriage is speed. Second, that during a part of the year the navigation being completely sealed by ice, any conveyance which approaches in facility that by water must secure a considerable portion of the traffic, in goods which would otherwise lie over till the thaws of spring. It happened that in an important branch of trade, both these reasons concurred to favour the overland route. Dry goods for the early spring trade are in demand in the West at a time of the year, wdien the ice 6till forbids the entrance of vessels to the ports of Quebec and Montreal. The introduc- tion of Railways, therefore, while they continued to be wholly in the hands of our rivals had placed us at every possible disadvantage. But All that Canadian Commerce has to gain from Railways has yet to come, and is, it is to be hoped on the eve of being realized. Hereafter the goods which arrive at Montreal in from twenty-four to forty- eight hours earlier than they can reach New York will be at once put upon the Railroad aud forwarded to their destination in a less number of hours than would be required to lay them down in the warehouse of the consignee, if the commencement of their inland journey had been from one of the seaboard cities. The following comparative table of distances from Montreal and from New York will show the truth of this proposition : — The Distance from Hamilton to New York: — New York to Albany 150 miles. Albany to Rochester 229 Rochester to Suspension Bridge 74 Suspension Bridge to Hamilton 43 a u a 490 " The Distance from Hamilton to Montreal: Grand Trunk to Toronto 333 miles. Toronto to Hamilton 35 " 378 " 2G Thus faring the period of invitation, the opening of the Grand Trunk, and the eonneotioni it affords, mnal Beoura to Canadian merchants the supply of all the good*, of which the choice of route depends wholly on speed. B tl it is manifest that a commerce which can be oarried on only daring a portion of til-- year most be Bubjeot to many inconveniences. The connexion between buyer and seller is broken by the break in the navigation, and time, labour, and perhaps some dipl required t<> renew it. B< . the annual cost of the maintenance of business establishments is nearly the same whether they are able t-> transact busint during eighl months or twelve. It is in these bets, that » importance to the trade of the St Lawrence of that link in the (Irani Trunk system which 13 1 tween the north bank of the river at Montreal, and the City ofP i, including of cou: ria Bridge. This branch of our own highways secures to the St. LawrenoS by artificial means, what nature has denied her, a port open all t' round, an 1 will thus enable the Canadian wholesale merchant to keep op his transactions dnrii ■ Beaton which has hitherto been a blank to him : and this season, let it be remark' d, especially, includes those two or three weeks of the early spring in which the dry got proper for summer wear arrive at American ports. The Montreal merchant will, by way of Portland, be enabled to offer to his Western customer all the latest Btylea, quite as early as the latter could see the same goods, at New York or Boston, — and he will thus be saved from the mortification, to which he has lately been subjected of knowing buyers (brood to go to the seaboard for seasonable go ■!>. avail themselves of their visit I i purchase Btaples which he could have supplied on better terms. The fact need not bo concealed, that the way from Portland to a large portion of that great west, with which. Canadian Merchants hope to transact an extensive trade, is rather longer than that from New York ; but the difference in the cost of freight on those goo.l- which are annually conveyed by Bail will add an almost imperceptible charge to their cost when laid down to the consumer, while in respect to speed, the longer road may be expected to make up for that inconvenience in its freedom from breaks and transhipments between different roads, in the unity of its administration and the superiority of its construction, lead us to believe that the manv mercantile agencies of Portland will no doubt devote themselves peculiarly to the Canadian trade, which will also have the almost exclusive attention of the Grand Trunk Company, and thus it is to be expected that a great saving in time will be effected, and that in this respect the Canadian route will equal any other if it do not surpass every other. TIIK CANADIAN INLAND AND OCEAN NAVIGATION. treal, at tho head of sea navigation proper, is the port for the g chain of River, Lake and Canal navigation which extends westward t.-. Fond du Lac and Chicago, a distance of about fourteen hundred miles, embracing the largest . xtent of inland water communication in the world. The following table exhibits this in a condensed form : — 27 Length in miles. Breadth in miles. Depth in feet. Elevation over sea. Area, square miles. .Luke Superior 420 320 210 25 250 190 100 120 10 145 18 45 40 600 1000 350 20 10 500 • • • 600 513 518 510 564 234 • • • 32,100 21,900 18,150 " St. Clair 800 " Erie 9 300 1,300 • • • CANALS. Lachine Beauharnois . . . Cornwall Farrand's Point Rapid Plat Point Iroquois. Galops Welland Length in Miles. 8* m I* Of 28 Depth. Size of Loeks. 10 10 10 10 10 10 10 10 200 x 45 200 x 45 200 x 55 200 x 45 200 x 45 200 x 45 200 x 45 150 x 26| Lockage. 44f 82J 43 4 m 6 8 330 No. Locks. 5 9 1 1 2 1 2 27 Here the Ocean Steamers connect with the fleets of Lake and River craft, and thus contribute to make' this City a great central depot for imports and exports. The Lachine Canal, the first in the link, extends from Montreal to Lachine, cuts across the Southern point of the Island of Montreal, and avoids the Lachine rapids. The Beauharnois Canal extends from the village of Beauharnois to Hungry Bay, and passes the rapids of the Cascades, Cedars and Coteau. The Cornwall Canal, commencing at Cornwall and ending at Dickinson's Landing, passes the Long Sault rapid. Farrand's Point, Rapid Plat, Point Iroquois and Galops Rapid canals are short detached canals. The Welland connects Port Dalhousie, on Lake Ontario, with Port Colborne in Lake Erie, and surmounts the difficulties interposed by Niagara. Mr. Andrews, in his report already quoted (1852,) speaks of these canals as surpassing in magnitude and importance those of any other country. They have been constructed under the direction of Scientific Engineers with great care, and in the most substantial manner, so that a "break" or any interruption is of rare occurrence. The level of the St. Lawrence, unlike that of the Mississippi and other western rivers, varies but little, and a constant supply of water is 28 obtained from the vast volume collected in the basins of the Laki - which fh lily onward to (he ocean. \ - imers passing westward, avail themselves of theae cai id tho rapids, as a!-.> do heavily laden \ . aid, but the mail Steamei U d with i : gularly run through all the rapids nn i t h < The Government 1 the several channels t<> be explored, and they are boh down ..n charts for the guidance ofnavigab 1' age is thus afforded from the western to the Atlantic for \ drawit;,' ten feel <>t" water, and snited to I acity of the loci , A -anal connecting the St. Lawrence with I. tmplain and the head v f th ■ Hudson, debouches at Sorel, abonl forty mil.- below Montreal. It i- named the Chambly canal, lias io locks, and extending 11. J mil . lizes the difference between tie- level of tho 1; chelieu River and Lake Champlain, by a lockage of 79 feet. This vast .-ana! Bystem Which centres at Montreal, is in keeping with the mighty stream and . I i which it is accessary. In a westward course from our City, tie' Lakes Ontario, Erie, St 'lair, Huron. Michigan and Superior, arc traversed, one Inland Sea Boooeeding anot!. . Even now, in its infancy, the favored portion of the earth watered by these Lakes, is teeming with the products of its great fertility, its s.\as are alive with vessels, and an rgetic race pour into it in myriads. Thii is its beginning, who can foresee its future? To these completed canals others are designed to he added. Among the projected canals, arc the following, the Georgian Bay Canal, connecting Lake Union at CoIHngWOod with Lake Ontario at Toronto. The Ottawa Canal, joining tho waters of Lake Huron with the- Ottawa River, which empties itself into the St. Lawrence at Montreal. In this project the city of Montreal lias a peculiar i' . for the < >ttawa country is the hack country proper of the city. The Michigan < !anal, crossing the base of the Peninsula of Michigan, taking advantage of the Kalamazoo and Raisin River, and avoiding the St. Clair flats. All these canals will materially the water communication and henefit our Sea Tort. They will he rivals it is true, but only so for the general welfare. All may open their channels, and the Erie Canal may it her capacity, but all combined cannot satisfy the demands that will be made on them. Consider the vast territory yet unoccupied, but which in a few years will teem with its millions of producing and consuming inhabitants, and judge if this be an over i -timate. The time required to pass by propeller from Montreal to Chicago, and via has averaged ten days this season, although the trip has been made to and fro, (calling at the Lake Ports) in eighteen days. With an improv) els, and with the distant! saved by the projected canals, who can doubt but that the average voyage will yet be four days. The rates of freight between Chicago and Montreal this year, have averaged f'r wheat 20 cents, and for flour V."> cents. The vessels which navigate these waters carry about 10 barrels of flour, 37 bushels of wheat, .and 40 bushels of corn per ton. The cer- tainty of means of transport, that will be induced to Montreal by the steady supply of freight^ will make the rates of carriage for imports anil exports leas than they are at sent here, and lower than they will be at New York or elsewhere. European emigrants too Be king a home and an independence in the west, and attracted here by OUT < H .an Steamers, will see the superiority of an uninterrupted water communication from their old home to their new one. The advantages of the Canadian Ocean route are, as we have said, very great, as will be apparent from the ensuing statements : — The principal point to which 29 . produce is sent from the United States and Canada is Liverpool. The shortest -way of reaching it, even from New York, is round the North end of Ireland. Yet New York is between the 40th and 41st parallel, and the Island of Tory, off the North point of Ireland is ahout 55 deg. north. One would think it much shorter to go hy Cape Clear, at the south end of Ireland, which is between 5l and 52 deg. north latitude. But this is not the case. So much is gained by running to and across the northern compressed longi- tudes, that the distance from New York to Liverpool by the north end of Ireland is 29S0, and by the south end 3013 miles. New Yorkers are obliged then to run in any case 11 degrees north to get to Liverpool, and find it to their advantage to run up 3? 30' more. Keeping these things in view, if any one will take a globe or map of the world, he will see that the St. Lawrence aud Lakes Ontario and Erie have been so laid down by nature as to form ono end of the arc of a great sailing circle, the other extremity resting upon the North of Ireland. We have already found the distance between New York and Liverpool by the shortest route to be 2980 miles. The distance from Montreal to Liverpool by the St. Lawrence route is 2750 to 2760 miles. Oswego is by this route considerably nearer Liverpool than New York by the nearest possible route. Suppose goods to be afloat on Lake Ontario off Oswego seeking the European market. If sent viO, New York they would require to be transhipped to go — 210 miles by a Canal, 150 " by River, and 2 9 SO " by Sea, after a second transhipment. 3340 miles in all. If sent vid Montreal, they may go entirely without transhipment — 30 miles by Canal, 1072 " by River and Gulf, 1878 " by Sea. 2980 Or they may go with a single transhipment at Montreal. A saving by the latter route is effected, it will be seen, of 300 miles, or the whole distance from Oswego to New York. But this by no means shows the case so strongly as it should be put, — for the navigation by 210 miles of small canal to Albany is much more tedious than the river navigation to Montreal with only 30 miles of a larger canal. Or take the case from Buffalo. A cargo is transhipped there to be sent through 360 miles of canal to Albany, there again to be transhipped or towed down the river to New York and traushipped there. Here is — 360 miles Canal, 150 " River, 2980 " Sea. 3490— say 3500 miles. By the St. Lawrence route : — 380 miles Lake and River to Montreal, 70 " Canal, 885 « River and Gulf, 1878 " Sea. Total distance, 3213 mile?. 30 Shewing a gum v*l the St. Lawrence of b e t we en 2YC and 300 miles. When a vessel has reach''. 1 the eastern end of Lake Erie with a cargo of western produce, therefore it may sate one or two transhipment! and about 290 miles in distance, and that of tedious canal navigation, by coming on to Montreal and transhipping here; or the same distance and two or three transhipments by sailing straight on wii the St Lawrence to Liverpool If, on approaching the eastern end of Lake Ontario, she comes on to Montreal instead of turning into Oswego, her cargo will I sme number of transhipments and 360 mi tiling — out of which then- will be s gain of ISO mile* of canal navigation; \\ . : ; - wh advantages to Montreal and our Province, judge for youraehn - of her pn sr we, her ritkena, haw not reason to look forward to a brilliant IV. It may be int in this place a few particulars of the scenery of the 5 ■■■ r -. 9 hich, in addition to shorter distance and smooth water nearly one third of the Way, gives it advantages of no mean kind for past ! tourists, who now- in : i large numbers vii i •■ world. The traveller from Europe after losing Burnt of land on the north of Ireland, again cornea in Bight of land at B on the coast of America, in five or six days Bteaming; and afterwards he sails within Bight of the land during the remainder of his journey to Montreal. The appearance of ; and inhospitable; and the Bame remark may be made of portions of the Labrador coast, the [aland of Newfoundland, and to a certain i iland of Anticosti, which come, in turns, into view. The Straits of Belle Isle are quite narrow, and in. sailing through them, both Bhores are -ecu at once. The only human habitations \ isibleare the fishing settlements on the Labrador coast. Anchored in their vicinity a considerable number of v. saela of various sizes are seen. After Bteaming through the GulfJ an ! entering the mouth of the River, take in its gigantic dimensions, but by and bye. as the traveller U Bteams along, the banks on both sides b< ?come distinctly visible. They are for tho .rt high, bold, and wooded. The mouth of the Saguenay, one of the most won- derful rivers in the world, making its deep and silent way in a fissure between mountains, is now : but ere the traveller reaches this be has noted the white houses and barns of the Canadian fanners smiling p acefully on both banks of the St Lawrence. Vii! in to make their appearance on both sides; and indeed the houses form a continuous street for the remainder of the journey. At every short distance re is a village church, white-Wasbed or white painted like the houses, and with shining tin roofs; on ft fine day, they fairly glisten in the sun. If we add to this tho antic dimensions of the noble river, with its mountain banks, and see the whole when am Cai assumes it- own blue ha ■, the traveller will pronounce the scene to be one of magnificent beauty. Mr. M r thus speaks of it: "This river and t'. " whole country unfold scenery) the magnificence of which with the m ightfol " physical beauty, is unequalled in America and perhaps in any ether part of the world." RAILWAYS. Such as we havo Btatod them are the facilities possessed by Montreal as regards water communication, by winter, however,lockB up these for some months, and during this sea- son of the year, sp mmUnication With the various sections of the province, and an outlet to the ocean, was felt to be an imperative necessity, and Canadian and British capital have supplied this important desideratum. A great chain of Railways now links the East with the West, but space is only at our disp< sal to review those lines with which Montreal directly connects. The first claiming notice in order of time is, 31 THE CnAMPLAIN AND ST. LAWRENCE RAILROAD, Which is constructed between the St. Lawrence at St. Lambert or South Montreal and Rouse's Point on Lake Champlain. It was chartered from Laprairie to St. Johns, in 1831 And commenced in 1835 Was open for traffic in 1836 The Charter authorising an extension from St. Johns to Rouse's Point, and the Branch to St. Lambert was granted in, 1851 It was opened for traffic throughout in 1852 Its total length, including the Laprairie Branch is 49 miles, and the cost of road, wharves, stations and equipment, amounted to £331,195 This, the oldest Railroad in Canada, connects at Rouse's Point with the Vermont and Canada Railroad, and with all the lines of Railroad to Boston, New York and all parts of the New England States, and also with the Ogdensburgh Railroad and with the Lake Champlain steamers, thus affording the greatest facilities for communication with New York, Boston, Albany, Troy, Rochester, Buffalo, Niagara Falls, Canada West, and the Western States, and being a direct and uninterrupted railroad route to the cities above named. Goods are conveyed between Montreal and Boston, New York and intermediate places without transhipment, and by this route passengers reach Boston in 13 hours, New York in 15 hours, Buffalo in 24 hours, and Chicago in 48 hours. The next road claiming notice, in the order of seniority, is THE MONTREAL AND NEW YORK RAILROAD, Which comprises — Firstlv,— The Lachine Division, extending from Montreal to Lachine, a distance of 8 miles. It was commenced in 1 846 And opened for traffic in 1847 A prominent feature in this Road is the Steam Ferry, between Lachine and Caughnawaga, running directly across the St. Lawrence, a distance of about three-fourths of a mile, but which is increased by the course of the Navigation to nearly 2 miles. This, it may be remembered by the way, is the only Steam Ferry in Canada East, which is open every day in the year. The crossing is made with a powerful steamer, which has been built with a Railroad track on its deck for the purpose of connecting the two divisions of the Montreal and New York Railroad without breaking bulk. The Iroquois crosses the St. Lawrence with a locomotive and tender, and three loaded Cars at one time, and this work it is capable of repeating every fifteen minutes, if necessity requires it, And, secondly, — the Caughnawaga Division, extending from Caughnawaga to the Province Line, a distance of 29 miles. It was commenced in 1851 And opened for traffic in 1 S52 The total length of the Montreal and New York Railroad, including the Ferry (of say 2 miles) is 39 miles, and its cost, including superstructure, locomotives, cars, build- ings, steamer, wharves, ferry slips, extra land, and general equipment was £238,229 2s. 9d, currency, 32 fa connection* are, firstly, with the various I rad 2ndly, with die Plattsbargb and Montreal Railroad at the Province I. in irgh, a distance of - miles, making in all, 62 miles from Montreal ft crosses ai with the < tgdensbui 1; dlroad :it Mooer's Junction for i burgh, and than with •teamen for the West, as -.: Potsdam ontl i lensbnrgb Line, with the Potsdam and Watertown Railroad, thus forming a continuous line on the south shore of Lake Ontario. It ka al-o eastward with Eioui 'a Point) and thence rid the Vermont and Canada EU ., at Plattsburgh, by steam direct with Burlington and Whitehall which points it connects with the various American Railroads leading to I . New ^ ■ i k, h..\ . Albany, Schenectady, and the West The advantages of this Railway are its unequalled Steam Ferry, the fact of thero being no dust, from its being ballasted with heavy gravel ; the speed that canbeattaii from its direct course and easj . and also tl fort afforded by steady cars, owing to the use of superior iron, it is in fact equal to ■ continuous rail, and lands | gen in the I Sty itself. This Line forms part of the nearest direct railway route from Montreal to New York, and is, it is Btated, the nearest practicable air line. When the remaining link from Plattsburgh to Whitehall shall be completed, the route may be th< tad between the two cities in ten hours. The Montreal and New York Railroad offers the advantage for Freight, of the avoid- ance of the necessity of twice handling previous to delivery. This road has, from a series of unfortunate circumstances, been pievented from obtaining that share of public patronage whi.h its p advantages would entitle it to; but notwithstanding the consequent want of through business from which it has suffered hitherto, it is gratifying to state that the road has more than paid all its working expenses from the local business alone, thus clearly establishing the fact that with any ordinary amount of through but the toad would give fair returns upon the capital invested in its construction. We now come to that great undertaking, whose opening is this day being c< lebrated. THE GRAND TRUNK RAILWAY. In the fall of 1852, the Grand Trunk Railway scheme was fairly launched into exists ice, and embraced in its ramifications, the construction of a continu i fRailway from Trois Pistoles, about 150 miles below Quebec, on the southern side of the River St. I. . the point at which a junction with the proposed Halifax Railway is looked forward to, — and Port Sarnia on hake Huron, a distance of upward of 800 mil' -also a branch line of 50 miles in length, from Belleville to Peterborough, — and the l of the Railroad then already built between Montreal and Portland, bo that the pi of tho western points of the Province might be conveyed through Canada to the Atlantic sea- board, without break of guage or hulk. The total length of unbroken Railway communica- tion which will thus he obtained, when the St. Lawrence River is spanned by the Victoria Pridge, a structure unequalled in the history of engineering, either in size u r in massive proportions, — is upwards of eleven hundred miles. The original capital of the Com- pany was £9, .".00,000, but this being found insufficient, it has been determined to increase this amount to £12,000,000 sterling, or $00,000,000. Of this sum the Province has an interest in the undertaking in the shape of a guarantee, to an amount of upwards of £3,000,000 sterling, or $15,000,000. Of the works proposed, however, it was fund necessary from several causes, to place in abeyance the prosecution of three different 33 sections of the work, viz: the distance between St. Thomas to Trois Pistoles, 100 miles . from Belleville to Peterborough, 50 miles; and from St. Mary's to Sarnia, GS miles. Put these sections will doubtless ere long, be proceeded with; in the first case, because the Lower Provinces in all probability, assisted by the Imperial Goven.ment, will complete their Railway communication to Trois Pistoles, in order to connect it with the Canadian railway system ; and in the two latter cases, simply became the traffic of the country will very speedily demand the construction of these lines. With these curtailments, and they are but temporary, the Grand Trunk Railway it now composed of the following sections, viz : — Montreal to Portland 202 miles. Richmond to Point Levi, opposite Quebec, St. Thomas 137 " Montreal to Toronto 333 " Toronto to Stratford 88 " Making a total mileage of 850 " of, (when die Victoria Bridge is completed,) an unbroken Railway communication. It is understood that the Victoria Bridge will be completed in the fall of 1859, or early in 1800. The cost of this structure was originally estimated at £1,450,000, but this sum has since been reduced, and the present calculation of its probable cost is about £1,250,000. It is supposed that in its erection 250, 0CO tons of stone and 7,£00 tons of iron have been used. The iron superstructure is supported on 24 piers and two abutments. The centre span being 330 feet, there are 12 spans on each side of the centre, 242 feet each. The length of the abutments is 242 feet each. The extreme length including abutments is 7000 feet. The height above summer water level in the centre opening is 00 feet, descending to either end at the rate of 1 in 130. The contents of the masonry will be three millions of cubic feet. The weight of iron in the tubes 8000 tons. The following are the dimensions of tube through which the trains pass in the middle span, viz : 22 feet high, 16 feet wide; at the extreme ends 19 feet high, 16 feet wide. The total length from River bank to River bank will be 10,2S4 feet, or about 50 yards less than two English miles. This gigantic structure is in progress, and when in successful operation will prove a world's wonder. The works throughout the whole of this great length of line, have been pronounced by competent authorities, both English and American, to be altogether unequalled by any Railway on this continent, ani reflect much credit, not only on the Engineer of the Company, but also on the several Agents of the Contractors, Messrs. Peto, Brassey, Betts Province can compan very favorably, the difference of population being 35 considered, with any of the most flourishing States in the adjoining Republic ; and if, as Washington has observed, it is an object of legislative concern and highly beneficial to the countrv, to give evsry facility to the means of travelling for strangers and of intercourse for citizens, the people of this Province will never have cause to regret their having assisted the Grand Trunk Railway to the successful completion, which they have now in such numbers met in this city to celebrate, at the invitation of our merchants and other citizens. TELEGRAHI LINES. In addition to such great Railway and Canal facilities, the City of Montreal is possessed of those valuable business advantages, which extensive lines of Telegraph afford. The use of the Telegraph in Canada is a matter of daily convenience, and is taken advantage of, by the Canadian community to a much wider extent than is the case in Britain, a result in some degree produced by the price of the rates charged for Tele- graphic communication, which is very reasonable. The first of these Lines of Telegraph which claims notice, from the magnitude of its operations is — The Montreal Telec.rapii Company, which was organized in January, 1847, with a capital of £15,000. The Line was opened for public business between Quebec and Toronto (a distance of 540 miles) in October, 1847 ; there then being 9 officers and 35 persons employed by the Company in its service. The Company have since greatly extended its business as well as its connections, And the Submarine Line 9G u 10 u 292 a 71 ci 120 (< 55 (i 15 ci 27 U 101 H 125 U 18 <( 12 CI 32 U 27 CI 18 u o 779 Miles. 4 " Making a total of.... 2783 Miles. 36 H e lines form a difi •■•in I munication with Che Provinces of Hew Brunswick and Nova Scotia by way of \Y. ad ; with Boston by Port- land int Rutland; with New York by Troy and B rith Cleveland and c'in im l>y Buffalo, and with I ie nnd the '• rod Detr< it Tlie busi ■ impanj iph b used daily by all cl immunity, t : i k u i lt frequently, to a great tho mmunicationa. Foi , there was no record kept of the num- ber of messages transmitted over the line. In 18 paid d •■■ of oe 1 ■ reports) sent over the main line amounted I > 121,484; in 1854, to 175,000; in 1855, to 250,400. The ics for I856,h tve not yet been made up, but thei n to believe from the business already !, that the number of m issages transmits d over the whole lines for the year will fall very lit "0,000. The Dumber ofmeasi ; through the • M- ntreal dur- ing the month of October, [856, averaged 750 a exclusive of glial) \ w York Markets, and other reports which are furnished to tho Press of the city. I'm: Montreal inn New York, Hoi : " P wtiko Telegraph Compai ■n the City of Montreal, crossing the River St. Lawrence, by means of m by a span of three thousand feet, to the Province lino, there connecting with the New York and « lanada T< legraph line, comprising in all thirty-four miles to the Pr< \ in< •• line, and two hundred to Troy, from thence having a direct and immedi lion with New York. The American portion of this line is in active operation, and the Canadian section baa been completed, and is ready for workii This line will afford to the business men i f Montreal the means of communication with the following places, viz : — Mooer's Junction, Plattsburg, K . Port Henryi Whitehall, Fort Edward, San Mechanicsville, Troy aud New York. Th i ikinai. Telegraph Line, (formerly the Cai I andTru m- prises 7.30 miles of line, and over 50 offi< from Montreal through Western Canada, connecting with Buffalo. Branch lines communicate with Guelph, Collingwdod, P< ;. rl ."' and Picton. THE MANUFACTURES OF MONTREAL. It has been already poitfte 1 out in that portion of this pamphlet in wl ■ rom- merce of Montreal is treated of, thai a manufacturing Bhoul 1 a i commercial city, or hav< >rt. As we have Been, Montreal pos advantage for manufacturing in an eminent ■ within the oil I in its imn inity unlimited water power. B that furnished by the Lachine canal, the Lachine rapids offer numerous mill sites of which no use has as yet been made. It has been pi also, though ol is have been raised to the scheme, to make use of the wai ngfrom Aqueduct of the ne* water works for manufacturing purposes. A large number of factories might be furnished with moth power from this Bouroe; Another advantage Montreal ; found in the density of the population of the surrounding districts. In many places the land i m sub- divided until the holdings of each man are too small for re, and the people, deeply attached to the soil, are unwilling to leave the older settlements in tho valleys of the St. Lawrence and Richelieu ao 1< can obtain sub- .here. Some, indeed, have wandered off to the prairie lands of the Weal and to the Eastern town- ships; and some have sought and obtained employment in the factories of Now England, 37 whence we may hope to Bee them come hack to our own factories already trained to this new industry. No where are there found people better adapted for factory hands, more intelligent, docile, and giving less trouble to their employers, than in Lower Canada. Tw twenty-five years ago tins population was most prosperous in agricultural pur- suits; large crops of wheat wore grown here, and a considerable surplus exported. The fly came, the wheat crops ceased, and the surplus for export of the coarser grains which have since been grown, has proved le.-s remunerative. These coarse grains, roots, and all those other crops which find a most profitable market in large cities, are grown here in great abundance. The supplies of all these n< ssaries for a manufacturing population can be drawn from the immediate vicinity of the city. The island of Montreal now exports, from year to year, considerable quantities of them to other parts of the Province. Owing to the causes above alluded to, agricultural wages are not so high here as in those portions of the Province where wheat is more largely grown, and hands can be obtained to work in the factories at more reasonable rates than there. All these causes concurring make this the best site for a manufacturing city in Canada, perhaps the best on this Continent. Materials required from abroad can be brought here without transhipment.* Numerous beds of iron ore exist within easy distance for carriage hither by water. The Hull mines on the Ottawa, not far from the City of Ottawa, are now worked, and the iron from the St. Maurice mines near Three Rivers has long been manufactured. Both irons are of the most excellent description. Here we have abundant water-power, and cheap and abundant labor. The same appliances and facilities also which have been elsewhere described for the distribution of imported goods to consumers in the West, will be of as great assistance to our manufacturers, some of whom already feel the benefit of the opening of the Grand Trunk Railway in the increase of Western orders. The sole difficulties with which they have to contend are a restricted market, and the competition of the larger, wealthier, and longer established factories in other countries. The mode of removing these difficulties has of late occupied a good deal of public attention ; but as the Committee deem it to be within the scope of the duties assigned to them to state facts only, not to suggest reme- dies, they do not enter upon any consideration of this subject. There is this in favor of Montreal manufactures, that they have been established and grown up to their present position without the aid of high protective duties. The tariff has never been made highly protective, though a moderate incidental protection has been afforded them by discriminating between the raw materials for manufactures, and the manufactures themselves, admitting the former nearly or altogether free of duty, and laying a moderate duty on the latter. There can be no doubt, therefore, that they are established upon a sound basis, and are of a healthy growth. The Committee had intended to lay before the visitors to Montreal, on the occasion of the Railway Celebration, a full account of its Manufactures. It has been found impossible, however, within the time given them for the purpose, to make their account complete. They are unwilling, nevertheless, to pass them by altogether unnoticed, and therefore subjoin some description of the extent and operations of several of the more important. The information furnished them refers principally to the Factories at the Canal. Infor- mation has been received from only a few of the numerous, and, in many instances, • Cotton, too, can be brought here from the more northern cotton growing States more cheaply and safely by our system of inland navigation than by the ooaflting route, or by rail to Boston, for the New England Factories. We have already cited an instance of cotton brought from Tennessee by this route for New York. 38 extensive Factories in (own, and that received lias been generally of a very meagre des- oription. It lias been found, therefore, quite impossible to make up aggregates, as the Committee bad desired, shewing at one glance the total amount of capital invested and of manufactures produced per annum. Enough, how. v r, is set forth below to Bbewthal Montreal may fairly lay claim to the character of a manufaci iring as well as of a com- mercial city, ral pears the surplus waters of the Laohine Canal were allowed to run to w.-i advantage being taken of the facilities t'<>r manufacture afforded by the power th. ted. la L84S, while the St. Lawrence Canals were in cow and ill-- Lachine Canal being enlarged, Mr. Ira Gould first visited Montreal. II.' had an interview with Mr. Barrett, then Engineer in charge, j the water-powers to be created, and from that interview at"-.- the plan of applying them to manufacturing pur* p.is.'s. in \ »vember, 1846, the Commissioners of Public Works, (the Hon. W. B. Robinson, then being Chief Commissioner,) offered a Dumber of mill sites on the canal •ml river bank, inside the upper basin, for lease at public competition. The n at obtained was $400 per annum, for each lot, and water for four runs of stones. Mr. Gould, among oth< rs, took a lot, and built there a flouring establishment. Hitherto, all the grain ground in the city had been ground by wind or steam mills, on.- of the former clumsy contrivances having been in use as late as 1845 or 1846. The Factories now established on that site are two flouring establishments, with 1 G runs of ,thr< • -piko and nail fa two foundries, with extensive engine and boiler works, one establishment for making Baws, two saw mills, and one paint, oil and drug mill. Subsequently, the water power at the lock next above this basin, known as the St. Gabriel Lock,wi ;. The whole .'f it was originally taken by two individuals, and has been sub-leased by them to others, t.> the extent of water for 100 runs of stones. Among the u,.;! v ~ !. are, foundi fine and boiler works, a ship yard and marine works, saw mil'-, sash, blind and door fa. Lave and barrel works, a flour mill, an oatmeal and com mill, cotton miils. an edged t' "1 factory, rndia rubber factory, a factory of woollens, a largo rope and cordage factory, with other smaller establishments. These works, with those • hi the lower basin, are using a power daily equal to that of 8500 b ill <>f th< tablishments having sprung into existence since 1847. They furnish employment for more than 2000 men, independently of the commercial men engaged in furnishing materials from abroad. Taking the usual average of a family at live, Bubsi would thu- to be afforded to 10,000 persons by these factories, and there is no doubt that the population of that end of the town has been increased to even a u ace their establishment. Few instances of more rapid development can he (bund, wo fancy, even among the rapidly growing manufacturing cities of the neighboring Union. Hut the growth of our manufacturing Bttburb has not stopped there Pushing still further on, to Cote St. Paul, jusl outside the city limits, where the\ city taxation, some i; iblishments have been planted during the last and the present season. A property there having a frontage of 3400 feet upon the Lachine ('anal, and containing altog about 110 arpents of land and extensive water power, was purchai ut four years ago, by Mr. Parkyn, 1 r, of this city, with a view of connecting, with manufacturing operations, a dry and wet dock for repairing and buildii Finding it imp .-nee of the inl •• of 'he line of canal of the new Water Works, to carry out the plan of docks originally intended, he has been compelled for a time to abandon it, but has continued his manufacturing operations with a most praiseworthy zeal, and has now executed a splendid head race of about 2000 feet 39 an length aud 44 feet wide, at a cost of £2000. He has also erected the following works now iu operation : — A Grist Mill with 4 run of stones, cost £2000 Axe Factory, cost 1500 - n Mills, " 3000 Three Dwelling Ilouses, " GOO TIk- discharge to this power is about 12,000 inches, with feet 4 inches fall, and it is capable of driving four times the present machinery. About 100 men and 8 horses are employed on these works, and there is paid out in wages about a thousand dollars per week. The Grist Mill is capable of grinding 500 bushels per day. The Axe Factory is leased by J. J. Higgins, and turns out about 3000 dozen per annum, and is capable of extending to 5000 dozen. The Shovel Factory is leased by J. J. Higgins also, and is capable of producing 25 dozen per day. The Nail Factory is leased by P. & J. Dunn, and manufactures about 750 tons per annum, and could be increased to 1200 tons per annum. The Saw Mill is leased by Alex. Cowan, and when fully completed, can produce a million feet per month. The shovels, axes and tools manufactured at these works are very superior, and at the late Paris Exhibition thev drew Prize Medals. The Nail Machines turn out excellent work ; the nails obtained honorable mention at the Late Paris Exhibition. THE FACTORIES AT THE ST. GABRIEL LOCK. India Rubber. — One of the first factories established at the St. Gabriel Locks was that of the Montreal India Rubber Company, in the beginning of 1854. They occupy a building there 180 feet long by 40 wide, with an addition 40 feet square ; the main building having four stories beside the basement, the addition only two stories ; all erected at a cost of £9402 besides land. They use 40 horse power of water to propel their machinery, which cost £7016. They are manufacturing 1000 pairs of rubber shoes per day now, and could double their production. They employ 110 hands, to whom they pay £G00 monthly. These manufactures are sold to all parts of Canada, and some we believe have been exported to Europe. At the other end of the City is the Canada Rubber Factory, of which Messrs. Brown Hibbard, Bourn & Co., are proprietors. They manufacture not only shoes and boots, but car springs, hose, belting and packing. It was established in 1853. The establish- ment consists of, One building 175 feet long, 40 feet wide, 3 stories high, *« 145 " 30 "2 " u 70 u go u 2 " 40 " 30 » 1 « all brick, and One stone building 50 " 40 " 2 « The machinery is propelled by a low pressure beam steam engine, 18 inch cylinder. They manufacture at present 1500 pairs of shoes and boots, about 1500 feet of belting and hose, 1000 lbs. of car springs and steam engine packing per diem, all of which could be doubled with the present facilities. They employ 158 persons, to whom they pay about £1000 monthly. The C06t of land and buildings was about £13,SS0, and of the machinery £8000. 40 Sugar RcrhntRT. — The larj tory of Montreal ii the Si gaT R . set in operation in January I by Mr. Red path. It- large pile and tall chimney arc visible a long way off from the City. The principal building i- of rod brick,* ren stories high, the whole of the floors cornpri i of 11,768 square yards. I' : liia there are ta »bri i. war fa ittaobed, affordii for 8,000 brls. of refined sugar I 2500 hhd ! also attached a ran buildings, 236 feet in length and two stories high, containing the <;.-is bouse, the bone house, blacksmill i ■ tor's, machinists and a oper's shops and Btable, cost 0. The machinery is propelled by a steam engine of 60 horse-power, the boilers being equal t" 160 hoi power. 100 men are employed upon the premises, but a good d elsewhere. The wages amounl to £8000 per annum, the total ex] f the establ menl '• !2200 per month. The presenl producl is aboul 3000 barrels of reined jar per month, and the production could easily be doubled it' the demand required it. It is all sold in Canada. This Factory is the fust and as yet the only one of the kind in the Provin . C >n.— Tn 1858,Mr.F.W. Harris established a Factory of Cotton Cloth at the St tbriel Locks, and in 1855 added a batting and wadding mill. The ; - an area of .•si) by 70 r. . ', and 3 Btori< a high, built at a coat of £1500. The machinery i< of tli-' best description, with the latestiroprovements for manufacturing clol i f cotton as it from th'- plantation. It includes willows, pickers, carding and drawing machines, Bpindles, and 46 looms. Cost of machinery £6500. This factory is principally employed in tin- manufacture of seamless bags and denims. About To hands are employed lift.', nearly all women and children, whose wages amount to about £2000 per annum. The bags an strong and serviceable, peculiarly fitted for heavy graina, aVo. Mr. Chandler, Commissioner Street, is town agent for these bags. Of the denims ■ i ticks, 00 yards per diem are manufactured. Three times thai quantity could be juade in tie factory. 'The denims are of the Bame weight and quality as the well known Amoskeag denims, finished without starch or other stiffening. The tieks are of ie quality, and have been sold here a p< nny per yard le.>< than tie- same in 1 '• 'on or >,\-w York. The batting and wadding factory is 100 feet long by 24 in width, and post £3000. In it are used 18 carding, besides oilier machines. They Ban turn oil' here B0( yards of wadding, and 1200 lbs. of batting per diem, whieh rather more than the home market will take now. Mr. Dougall, St. Paul Street, is •it f.r th( - goods. Mk. Gbokob W. Weaver, Wooi.ikn Cporfl Mwi f.utckf.u, — "Was established in 52, holds a brick building two stories high, and manufactures all for horn resump- tion. Mr. Wi machinery, which is nearly complete, will manufacture GO, 000 yards per annum. Rop] - lvd Cokdack, Ac. — In lP2o, Mr. • ne established a rope walk at the tern ei d of Lhe City. Bince the opening of the Factories at St. Gabriel Locks he has added a i. tablishment there. The old establishment upon Parthenais 8tn comprised a .-tone building of -in by 60 feet, four stories high, and a wooden building', 20 by l - tory, with a steam engine of 20 horse power : cost with the 1 i »00. This Factory is for the | Mi". The l iblishmi ; .Gabriel Locks consists of a head buildii I by 84 feet, but ■ high besides basement The ■ •red walk is 24 by 1200 feet Mr. Converse also manufactures gypsum for agricul- tural purposes and calcined plaster. The maohinerj is propelled by three water wheela, consuming 1200 cubic inches of water, with a nine feet fill and about 80 horse power. Building, machinery and land cost £7500. 14 men, 10 girls and 18 boys are employed 41 here, receiving as wages £35 per month. The products of the Factory are valued at ahout £20,000 per annum, and they might be quintupled with trifling additional investment. The goods are all sold in Camula. The very best machinery is employed, and the manufactures, where they arc known, compete favorably with any other. Mu. C. T. Palsgbavb's Ttpb Foundry. — This establishment, which commenced in 1835, has 12 type-ciltting machines, gives employment to 3G hands, and does a lar^e business chiefly for the Canadian market. Mr. C. T. Palsgrave obtained a Prize Medal at the Great London Exhibition of 1851, He sella his type throughout the Province. Mr.A.Canttn,(Montreal Makine Woeks,) Ship and Steamboat Builder, Engineer, of hi- F .c'.o:y i 1 large quantities to New York, New Orleans, and other places in the United States. Messrs. Grant it II ill were also exporters of large quantities of manufactured lumber to the States. Then the duty \va< levied on both unmanufactured snd manu" facturcd lumber; now the unmanufactured being admitted into the States free, and the duty being still levied on the manufactured, the United States manufacturer is protected to the almost entire exclusion of the Canadian from that market. 42 Manvfacttrf.s of Wood. — In 1854, Mu. .Iamcs Sbkamb established, at the St. Gabriel Locks, a Factory where are m •!■• Doors, Sashes, Blinds, Mouldings, Arehitrai . making machinery do v< ry mu< h of the work for the finishing of h< uses, Bteamboata, A-c, which was previously by hand. Thii Factor by 19, employing a large quantity oious machii ery, propelled by water, with power equal to 80 horses, and capable of being doubled. From have been employed bere con- stantly ain< Rctory v lishment is capable of manufacturing daily 100 . 60 sasl I 25 blinds, besidt - m irehit raves, and other finishings ; or of preparing, in one month, the entire inner work of a li t boat, with up] >ms, ladies 1 cabin, and lower cabin with berth Mk. William Am s, Cbaik Faotort, St Gabriel Locks, — "V\ I in 18;>_; occupies, at present, a two-story brick building, and employe 25 men, erday. Mr. Allen's manufacturee are chiefly for home consumption. H> machinery, when eom . will be capable of turning out 500 chain in the day, and the chairs ha manufactures are fas! superseding those of American manufacture. Mk. M. G m k, II is a Saw Mill at St. Gabriel Locks, 00 feet by 50, with a large circular saw, and four small ones, propelled by wa Ma. Wilsib M\nnin<;, Barrel Factory, — Was established in 1854, holds a one-story brick buil ling, uses water-power machinery, which is very c implete, employs 30 men, at 6a Sd. per day each, and produces in the year 49,000 Hour barrels, and '20,000 nail kegs, all for home consumption. Axes, Edge Tools, At.— In 1850, Mr. R. Sett established his Factory of Axes, red fools, Augers, and light forgings, at the St. Gabriel Locks. Mr. Scott's buildings are three in number, one of 116 by 24 f< et, one of ~- by SO feet, and the third 5G by 40 f. . costing over £G0OO. A large quantity of machinery is employed, including five trip hammn-, a forge hammer, grinding and polishing machines, self-acting and other lathes, boring machines, Ac., Ac, propelled ly water, ;d < ut 1C0 hoi se j own-. Ck m five hori- tal wheels. It is capable of profitable extension. When at full work it employs 70 men and 6 hoys, who are paid from 3s. 4d. to 14s. per day. From 100 to 120 dozen a day can be manufactured at tins.' works. Tiny have heretofore been principally disposed of in this City and Quebec, but the demand from Canada West is increasing, and as these goods are saleable in bond at N< w Fork and B< Bti n, it is believed thai a trade in ilnm might be established with those cities and even in Europe. Some of the go< da manu- factured here took a Fiist Prize at the Paris Exhibits n.* M; srs. I; .!•■■ ralFoundry, 11 Gabriel Locks, — Were established in is:,}, in the present Bite, which is a large two-story brick building. The machinery used by M issrs. Redmonds eY Co. is water-power, and they employ 30 men, at an average of Gs. 3d. per day, and send out 300 tons castings in the year. Wm. Burry & Co., St. Gabriel Locks, Fochdrt, Arc, — Was established in 15S3 ; hold tWO-story brick buildings, UBS water-power machinery, employ 70 hands at 7s. Gd. • In famishing ns •with these particulars, Mr. Scott also called attention to the fact that tie material prin--ip.il ly need here, and at a disadvantage, is English refined iron. He believes that no more pi manufacture could be entered upon hen than one ol m iron. Ore nnd fuel are both more plentiful here than in New York and other States of the I'i i> n where tliia manufacture i-* earned on t<> a large extent, our ores being exported for their use. Most of the rine and Railroad naes employed here arc imported from th< Slates. It wouM be well for our capitalists also to asccitain how far Mr. Besserncr's recent invention may be turned to account in smelting our own ores. 43 per day. About four-fifths of the manufactures of this Firm are annually exported. Messrs. Barry & Co. are about to enlarge their establishment so as to supply the increas- ing demands of their purchasers, which speaks well for the business. Messrs. A. W. Ogilvie & Co. — Have a Custom Crist Mill here, established in 1852, in which they manufacture not only flour, but pot and pearl barley split peas, craeked wheat, Graham flour, Indian meal and furine cntiere. The building is of stone, three stories high, TO feet by 3G. It contains 5 pairs or runs of stones, 2 barley mills, and a pea splitting machine ; cost about JC2000, all driven by water, with G iron water wheels, having capacity for grinding 500 br!s. wheat and 300 brls. coarse grain per day, and of preparing 150 brls. of barley, and splitting 150 brls. peas. About 20,000 qtls. farine entitle, S000 to 10,000 qtls. Indian Meal, 3500 to 4000 qtls. pot and pearl barley, and 1200 to 1500 qtls. split peas are produced annually, the furine cntiere and Indian meal being sold generally for home consumption, and of the bailey and peas about one-third in Canada and two-thirds for the United States market heretofore. In June last, however, the United States Customs authorities refused longer to admit this bailey under the Keeiprocity Treaty, classed as breadstufls, but have levied a duty of 25 per cent, upon it as a manufactured article. FACTORIES ON THE CANAL BASIN. City Flour Mills. — Mr. Gould built his Flouring Mill here in 1847. The Mill proper is 1G5 feet by 50, and five stories high. The storehouses attached, equal in capa- city, a building of 240 feet by GO, and five stories high. They all cost £37,500 or $150,000. Twelve pairs of stones are employed, grinding 3500 to 4000 bushels of wheat, producing 700 to 800 barrels of flour each day. Including those engaged in preparing material and making barrels, this establishment employs 200 men, thus furnishing sup- port to about 1000 persons. The amount paid yearly for labor alone is £7500 or $30,000. The capital constantly employed is about £50,000 or $2C0,C00. The stock used yearly is valued at £187,500 or §750,000. The value of the manufactures produced, about £200,000 or $800,000. Very little of the flour is sold for home consumption, possibly one-eighth of the production ; the greater part is exported to England, the Lower Provinces, and the United States. The coarse stuffs are principally disposed of in the City. Mr. James McDougall has a large Flouring Mill adjoining, of which we have received no account. Both have elevators attached. Foundry. — Mr. E. E. Gilbert's "Beaver Foundry" was established in 1840. Steam engines are manufactured here. The buildings are of brick and wood, covering an area of 1 2,750 square feet, and the yards and ground adjoining, about 7 acres. The buildings, machinery, land, driven by a 25 horse-powei m er-wheel, and a 20 horse-power en the ter is drawn off the canal for repairs. The number of i • *d hi •'. receii mounting to £190 oi £200 per week,— thej bav< as ! . 25 per week. The work pi I per annum is valued al £40, ■ • ", with j for i . to £70,000 or £80,000. The work done here, fa fore, 1 I or Lower Canada, with 1 option of the iron steamer "K " ■ ■ plying i preen Toronto and Kingston. They are an order for boilers for a pow< ful ferry steamer, which is built by the 6n il W< ern Railway Company, for the Detroil K : .\ er. They possess ] i > uliar facilities, with a boal shed, dto., on the 1 ank of the canal fort] Lion of iron boats, and fitting the boilers and engines into >(••,-, mors. They have now under contract three iron \ . for the Trinity Board of Montreal. They execute all sorts of boiler and engine work, heavy blacksmithing, iron and brass tings, and mill-work. Messrs. Campbell & Jones, Canal Basin, — Established, in 1855, a manufactory of saws at the Canal Basin. They use machinery propelled by water of forty ho power. They produce aboul 815,000 worth annually, of which they sell to places out of Montreal about 88500. They have the necessary appliances to supply the whole Canadian market This is, we believe, the i'u^i and only establishment of this kind in Lower Canada Although very recently established the business is rapidly increasing. , Savage A Co., Linsssu Oil, Paint, Dave ahb Spioe Mills, — E in 1852. The building is 60 by 40 feet, built al a ;' £10,000, ] 1 by hydraulic pov A to four runs of stones. They employ from 30 to 36 men, paying about £50 wages weekly, with a capital of about £15,000. They manufacture 30, < I - of linseed oil, 500 ton- lins 1 cake, 100 tons putty, and 25 tons of paint, grinding 20 t drugs and spices, amounting in value to £30,000. 450 t< as of linseed cake are expor to England, four-fifths "( the remainder sent to plact a in Canada out of Montreal. Saw Mhi a, ho. — Tl i re are & reral saw and planing mills in the City, but only a few irns have ' • • n rei i ived from their proprietors. Messrs. Grant, llall A Co. built one at the Canal Basin in 1851, in which are employed 3 circular saw-, 2 planing machines, and a barrel machine, propelled by a water-wheel, with 88 horse-power; 70] are employed by it. Tiny can plane and dress 1,000,000 pieces, say. of :. and saw 10,000,000 feet of lumber per annum. It is all sold for home consumption, a 30 per cent, duty shutting out dressed lumber from the United States market. Ma. T.D. Bi< , Cm \ ail wi> BpiebWobes, — Were established over no year? ago, with "i r two machines, in 1839 lie had 5 machine-, propelled by horse pou and employing 20 men. After the water power at the can d basin I up to the public use, Mr. Bigclow removed there. He now uses 5 l nail machines, 4 spike ditto, 1 shoe sprig and l tack ditto, with shears, grind-ato Ued by water. About 50 men and 10 I oys are llj employed h »re, earning l •">-., 3 '-.. an 1 Borne 00s., per week. The works are now turning out from 1200 to 1500 tons of nails per annum, and can, if pushed to their full capacity, turu out 2000 tons of nails and 500 tons of spikes. 45 There are besides, at the canal basin, another Foundry and Engine Works of con- siderable extent, of which Messrs. Milne & Millu arc the proprietors; Mr. Berry's Sew- ing Machine Factory ; an extensive Nail-Cutting Works, and the Messrs. Tail's Dry Dock and Ship Yard, of "which returns have not been sent in. FACTORIES IN THE CITY. Mkssrs. Wm. Smyth & Co., Wholesale Boot and Shoe Manufacturers,— Began business in Montreal in 1848, keep 8 sowing besides other machines, and employ SO hands, male and female, on whom £75 per week are expended. Messrs. W. Smyth tt Co. received an award of medals both for superiority of woik and cheapness, at the Paris Industrial Exhibition, and have likewise been favorably noticed since at Exhibitions both in Canada and the States. jrs. Brown & Childs, — Established in Montreal a very large establishment for the manufacture of boots and shoes, into which they have from time to time introduced the latest inventions and improvements of machines for shaping, sewing, &c. They employ 800 persons, and turn out about 100 pairs of boots and shoes daily, a large portion of which are sold to places out of Montreal. srs. W. II wit «fc Co., Montreal Marble Works, — Tlold large premises in Craig Street, have a capital of about £1500, produce manufactures to the amount of £3000 or £ 1000 yearly, mostly for home consumption. This business, though of late growth, has, in Messrs. Hyatt & Co.'s case, been making considerable advances for the last few years.* Mr. Charles Garth, Coppersmith, &c. — Business established in 1838 ; holds a brick house, which, with lands attached, he values at about £4-000 ; has numerous engines, boilers, &c. ; keeps an annual average of 40 men and 12 boys, who get from £85 to £100 weekly; manufactures goods to the amount of from £15,000 to £30,000, two-thirds of which are for home consumption. Mr. Garth believes that this branch of trade may shortly, with the advantage arising from the opening of the Grand Trunk Railway, increase to ten-fold its present importance.* Messrs. ,1. & W. Hilton, Cabinet Makers, &c, — Commenced in 1845, have a capital of £15,000, hold a brick house, value £3000, have numerous engines, and employ on an average 82 hands, to whom they pay all £11G weekly. Their yearly manufactures amount to from £20,000 to £30,000, of which about two-fifihs are exported. This branch of trade dates its rise in Montreal from 1820.* Messrs. R. & A. Miller, Publishers and Bookbinders, — Were established in 1843, use various machines for cutting, &c. ; employ 20 hands, at £00 per month. School Books, &c, amount to 20,000 copies per annum. Binding and ruling alone give a sum of £2400. Most of the books got up by this Firm are sent to Upper Canada. Business steadily increasing. Mr. Hew Ramsay has also a large establishment of this sort. Particulars, not furnished. The Committee subjoin a list of eleven other bookbinding establishments, employing altogether about 75 men, viz : — Weir & Dunn, J. Parslow, C. Bryson, R. Graham, E. C. Tuttle, F. C. & A. Dredge, W. Mcintosh, Beauchemin & Payette, J. B. Rolland, Chapleau, and Lamothe. * Other establishments of this sort, of whose existence the Committee are aware, not noticed, information not being furnished. 46 MESSRS. GbMI A Soar, FURRIERS, Arc, — Were established in 1832; hold ■ house valued at £4,000, employ 18 men and 1 15 females, at wag 5200 monthly. Mean*. &S a have a capital of 6 ,000, and of their manufactured goods one-fifteenth are for boi umption. They tliink thai by having raw skin ■ from all countries free, an. I a judicious duty on manufactured articles, this tra le mighl 1 I to bu times it- | ■ • nt importai M Mel >ow :.i.i. A A ! i. in boh, Wholesale Furriers, A <•., 92 McGill Street, — ESsrf .' aploy 20 men snd 78 females, to whom they pa] 283 dollars pet treek. 'I heir capital esce* da £4000, and of their manufactures to the amounl of £70,000 per annum, >urth ia for bome consumption. M nrs. McDowell 4 Atkinson have lately eetahlished a Factory for Buckskin M its and Gloi I will thereby I to make those article! very cheap. They also make 8000 Bilk and from i'»uo to 5000 fur bate in the j ear.* J mis [Iekdsrsor A Co., late Hbrdbrsoe, Brothers & Co., of Q , — Bstablished in Montreal a branch of their business in the year 1844, and have been steadily increasing their business year after year; they now bare one of the finest kblishmenta in America, in their line, an 1 are daily manufa j some of the choicest b'ura produced on this Continent, which always meel with ready sale. They employ upwards of fifty bands, and have a large capital profi ably invested, and look forward with cheering prospecta to the future. Messrs. Moss o\ Brothers, Clothiers, At., — Were established in 1 8H0, have a capital of £00,000, hold large premise •. five stories high, git • »j ment to 800 men and men, at £-150 monthly, and of goods manufactured annually to the Bum of £90,000 they Bend abroad about eleven-twelfths. Messrs. Moss & Brothers have all their work hand-wrought, and export American wares to Australia to the annui io,0O0. Mi McMillan A- ( \\k.-pn, Clothiers, — Commenced in May. 1864, have a capital of J62000, employ 43 hai 650 a we< k, and of goods manufactured to the sum of £ 10,000, £4,000 worth arc exported.* Mu. J. W. Crerar, Confectioner, — Was established in 18na; has a capital of £2000, holds a fa story at a rental of £250, employs 7 males, at £ 160 a year. Quantity of L r Id for home amounts to £8250, for abroad £2750. Messrs. Johe Aiteer A Co., Shirt Makers, Ac, — W< i lished h have n. capital of £3000, employ .too women, manufacture goods to the amount of from £9000 to £10,000 annually, of which one half ia for home consumption. Mu. S. B. 8< ir, Bhirtmarer, Ac, — Factory established in 1854; has a capital of $P>000,uses 10 sewing machines,employa 100 men and women, manufactures to the amount of >: >, about one-half of which is for home consumption. Mr. B. 8. Normardeau, Carriage Maeer, — Was established in 1851, has capital of £500, gives employment to B n en, at £10 weekly, manufactures about 100 vehicles, at from £5 to £60 each, all for home consumption. Mr. Martir Gravelle, Carriage Maker, — Was established in 1841, has a capital of £3000, renta pn misea at £50 per annum, employs 10 men, at from 80s, to 42s. Gd. a week, m to the value of £3000 yearly, all for the Canadian trad* Mr. Gravelle Bays that th< >v< ments in his line are constant and marked, owing to the great competition, which also renders the profits very low. • Otlier establishments of this sort, of whose existence the Committee are aware, Dot noticed' information not be a fan [shed 47 Mr. Michael O'Meara, Carriage Maker, — Established in 1S20, produces manu- factures to the amount of from £10,000 to £15,000, nearly all for home consumption. Mr. O'Meara thinks that this business in Montreal is of a purely local nature. Mr. Joseph Tees, Ambbicah Cabbiagb and Sleigh Maker,— Employs 12 men, nt £20 per week, manufactures ",<>•>, is to the amount of £2750 per annum, half of which is for home consumption. Mr. Tees received the First Prize for a light pleasure carriage, built on a new system, at the Provincial Exhibitions lately held at Kingston and Three Rivers. Mr. Tees thinks that this trade is increasing in Montreal, and that carriages can be mule here to compete in quality and cheapness with any on the Continent.* Manufactures of Tobacco. — Previously to the Reciprocity Act and Treaty, Leaf Tobacco of the growth of Canada West was sent here annually for sale. Since the free admission of United States, this has do longer been the case, the cultivation having been partially abandoned. A little tobacco is grown also in Lower Canada, but the climate does not permit it to ripen properly here. The imports of unmanufactured tobacco from the United States in 1855 amounted to 719,000 lbs., of which 203,000 was brought to Montreal. There are twelve establish- ments here engaged in the manufacture of Tobacco, Segars and Snuff. The total import into Canada of segars last year was 5311 mille, of which only 1GG0 mille were brought to Montreal. About four millions are said to be manufactured here, giving employment to 100 persons. Six of the above establishments are principally engaged in the manufacture of snuff, of which five use steam power. The importation into the Province last year was 37,S75 lbs., of which Montreal imported only 1614 lbs., there being manufactured in this City at least 250,000 lbs. Messrs. Joseph & Co., and Levey & Co., are the only persons who furnished the Committee with returns, the latter stating his manufactures at 25,000 lbs. snuff, 250 mille segars, and 1G0 cwts. of various kinds of tobacco, sold about half in Lower and half in Upper Canada. The Eagle Foundry, in Griffintown, of which Mr. Geo. Brush is the present pro- prietor, was established in 1823, and here and at the St. Mary's Foundry (the latter having been closed since the opening of the canal factories) were for many years manufactured all or nearly all the engines used in the steamers upon the St. Lawrence and elsewhere in Canada. The Eagle Foundry, notwithstanding the competition of its new rivals, is still at work, having a complete set of shops and machinery for the construction of Engines-, Boilers, men and bon are employed thei gesof«£600] ir month, ' 6 . 10 capital has been eml irked) h of prodaots tai it annually ; half - aand both for home consumption and export, and the bu>h ily incr< W\i. .loir ■ Co., ThR] ' ; D A. a- \i. ]y. Factory,— 200 by 150 feet, cost £ 1500; machinery propelled by a 20 h ■ to 100 men employed, to whom is paid about £ month jCsuoo of manufactures turned out 1. . and tbi y could manufacture as much more. rhe machines are copied from Pin's Patent, first imported here in I-'; tf ail Factory, William Street, — Occupies at 1 y brick build • wer, has 25 nail-cuttii bines, keeps 30 men, at 6a, 3d. a end annual I] ma of nails. M.:. Wm. 1' Millbtohk Factory, 824 St. Joseph B re t, — Was established in 1840, employs about 10 hands, at an average of 10s. a day, manufactn >rly >ut 50 pairs of millstones, of which 5 per cent are Bold for b msumption. Mr. Barry intends importing hit direct from France next year, and promises to furnish the '1 with this business as ly as any in Canada. Mr. N . n. Dobbrtt, Manufactory of Tobacco I -Was established in the year 1850, has no* a capital of £15,000, employs from 20 to 25 hi [manufactures yearly from 1500 to 5000 boxes, which are all consumed in the Canadas, M B8B8. JoHH MaTHBWBOB St Sow, SOAP, CAB OlL Maxif.UTO Inspector and I »S La, — Was established in 1621, hold a three-tto I - -and brick building; have all their workdoneby atoam, and employ 38 ir.cn, at Xi5 per K c, k. A I mtity of very excellent wares arc turned out of this establishment There are several other large estaUishmi ntfl of a similar nature in the City, but we have no farther returns. 6bor( r,Fn r Prizb Firb EivonrB Faotort. — Th - I ry was establish in 18-18. Efforts have been made to pro luce the rery best work. As a proof of the lit it is onlj ■ ill to mention that an Engine produced in thu I a Pr' il at the <>';■ I I ibition at London in 1851, and a first-clase M dal at Paria in 1856. The effect has been to give this factory orders from all parts of Canada, and from Fran '. and the I. Wer Provinoes. Shortly after the London Exhibition, an e 1 from, and sent to parties in British Guiana. The prospects of the tablishment aire good, and the Opening up of the Western Canadian market dui wi • : by railv. | additional work, parties coming here for ho might have gone to the States. The number of small ■ manufactured here is too • giv.. in detail, but during the past year Mr. Perry has turned out the ing first m; — i ne for Grand Trunk Railway Works, Point 'tie for Orono, C W.; one for I . N itia; one for V- k, New BrunswM ral others are now in course of construction. Mr. Wii.i.iam Pxrrt has also a Factory of fire engines. Details not furnished* Mr. ib Drab, Tai \;<. Bbllows axd Mail Bag Faotort. — He makes 8000 trunks and valises, 100 pairs bellows, 400 to 500 different k:n Is of mail bags, per annum, worth about JGGOOO. Received first prizes at Provincial Exhibition, and honorable mention at the London Exhibition, 49 Mh. Charles Linley — Manufactures Circular Patent Double-blast and Long-shape Bellows, Portable Forges, dc using a steam engine to propel circular and upright saws, ital embarked 1 - >0. The goods irly all >old by Mr. D in Montreal. Mr. b has an establi A.s "^ the • ill . Montreal manufactures, a list is u' i •mpeting with the World al L<>n |..n and 1' !'"!)<>■. : to Montreal manufacture: ' .: — ' rge Per fine. Morris, J. Robb, " " r its. r: r, •• '• for Iron. C. 1 , ,l " for Tyj . re awarded i . in lS.'O. viz.: — « lei i ■ Perry, lal. L\ t Sa> John ■ Blinds, 6 . & •... W. Table, D. ine, B. line,. . . . I J. 13 W. Pai !:;. : .... . . M 1 '. . . . - i i u >. (1 1. .. »• - .. .. .1 .1 II .. .. 51 CONCLUSION. Wo have thus given, in a concise form, a description of the commercial and the disadvantages which have, from time to time, hindered hei pn and have added an imperfect sketch of her manufactures as yet in their infancy. . in a healthy condition. The navigation to the West was obstructed bj rapids, and cataracts. The enterprise of the Province has overcome these obstacles by a chain of canals unrivalled in the world. Large vessels, suited to the modern require- . c uld nol come hoe because of shoals in Lake St. Peter. The enterprisi of 1 ' itreal, almost entirely unaided, is fast digging a channel of '20 feet in pth through tli and has already, as we have elsewhere stated, increased its m 1 1 i" 18 feet. Railways diverted traffic to the ports on the seaboard of Un -, which were made convenient of access by them, summer and winter, to \Y I uyers. Montreal commenced and carried through railways to winter ports on thai •-•:;'• >ard, for her own accommodation. The Province lias built this new railway to joii • the rich wheat-fields of the West. Steamships, liberally subsidized, drew a of our traffic with Europeans, over the railways of the United States to their deities. Canadians have met this by a line of steamships of their own, subsidized by thei and in this new mode of competition they have met with a triumphant su< . ilties presented by the land-locked navigation below Quebec t< sai I to elsewhere, are being speedily obviated. Powerful and 6i tug > : : d scription are i ;<, y ( -d in assisting these vessels throu that portion of their voyage, and their use is already reducing the rates of insuran i .' G of th countiy is fast lighting all the lower St. Lawrence, so as to reni ■ in the whole world. Finding this navigation best adap •d by steam, some of our enterprising ship-owners propose to fir their first tiling vessels with auxiliary screws to be used after entering the gulf, inward bound, or in getting out to sea on their outward voyage. Though, in the past, tin me respects, have been too slow to adapt themselves to the changing phases of modern commerce, yet there is, in the facts we have stated, proof that the merchants and citizens of Montreal, — nay, the whole people of Canada, — are fully awake to the requiri of the age, and are determined not to lag behind. There is ample r the belief that a day bright with unexampled commercial success has just dawned upon them, that the merchants and manufacturers of the East are about to participate in the great prosperity which the agriculturists of the West have enjoye it, and that the whole of Canada will continue to advance steadily in thai ■ of ] - .;: - and prosperity, on which it has so auspiciously entered. Bound da, not only b] al and social ties, but by their great lakes, ai iver in the midst, of which she is planted ; and by this newly forged iron ed with the ferti ft] Western States by these same avenues of comm i : em City herself, and sharing the fortunes of the eastern seaboard of this new \s can only hope to prosper with the prosperity of those with whom . r fortunes are bound up. with theirs alike by natural causes and her o\. d she may fairly hop.' to win a good share of the wondrous ' y whicl b en voucl to them FIN I INDEX. of Montreal - Preface i taction 7 Then ami Now, 8 Notes as to the earlier Shipping of the Porl ? Steamboats of the River n Tlic Montreal « teean St IS The Banks li Tli. Popnlatkn of City 14 " 14 ! I ■ r Works H Tlic New " • tl The Gas Works II Its Trade and Oommeroe, U [mports '-■ ; Exports M : aces by Baa, between Europe and America U D • nces by Railwuy, from New York to Hamilton Montreal " 2.5 The N.i\ igation by the Canals of Canada and the Lak. - The St, Lav rence ocean route — distances— its advantages SB Tli • Railways connecting with M ntreal Tlie Champlain and St. Lawrence Railway, M The Montreal and New Yorka Mil way II The Orand Trunk Railway, '- Tclcgrai)hic Lines The Montreal Telegraph Company : ' Manufactories, The OOte St. Pan! Factories M The St Gabri. 1 Loot Mannfad The Canal Basin Manufactories, 41 Factories in the City *•> Conclusion, '' UNIVERSfTY OF ILLINOIS-URBANA 3 0112 082049377