Hugh McLennan, Esq. (_t_)
Victor Hudon, Esq.
Andrew Allan, Esq. (_s_)
Charles H. Gould, Esq. (_c_)
S. Rivard, Esq. (_m_)
Andrew Robertson, Esq.*
J.B. Rolland, Esq.
Edward Murphy, Esq.
Henry Bulmer, Esq., *Chairman _pro tem_.
1881 to 1885.
Hon. J.L. Beaudry. (_m_)
Hugh McLennan, Esq. (_t_)
Victor Hudon, Esq.
Andrew Allan, Esq. (_s_)
Charles H. Gould, Esq. (_c_)
Andrew Robertson, Esq.*
J.B. Rolland, Esq.
Edward Murphy, Esq.
Henry Bulmer, Esq.
1885 to 1887.
Hugh McLennan, Esq. (_t_)
Victor Hudon, Esq.
Andrew Allan. Esq. (_s_)
Charles H. Gould, Esq. (_c_)
Andrew Robertson, Esq.*
J.B. Rolland, Esq.
Edward Murphy, Esq.
Henry Bulmer, Esq.
Honoré Beaugrand, Esq. (_m_)
1887 to 1888.
Hugh McLennan, Esq. (t)
Victor Hudon, Esq.
Andrew Allan, Esq. (s)
Charles H. Gould, Esq. (c)
Andrew Robertson, Esq.*
Hon. J.B. Rolland.
Edward Murphy, Esq.
Henry Bulmer, Esq.
Hon. J.J.C. Abbott, Q.C., M.P. (_m_)
1888 to 1889.
Hugh McLennan, Esq. (_t_)
Victor Hudon, Esq.
Andrew Allan, Esq. (_s_)
Chas. H. Gould, Esq. (_c_)
Andrew Robertson, Esq.*
Edward Murphy, Esq.
Henry Bulmer, Esq.
Hon. J.J.C. Abbott, Q.C., M.P. (_m_)
J.O. Villeneuve, Esq.
1889 to 1890.
Hugh McLennan, Esq, (_t_)
Victor Hudon, Esq.
Andrew Allan, Esq. (_s_)
Chas. H. Gould, Esq. (_c_)
Andrew Robertson, Esq.*
Hon. Edward Murphy.
Henry Bulmer, Esq.*
J.O. Villeneuve, Esq.
Jacques Grenier, Esq. (_m_)
1890 to 1891.
Hugh McLennan, Esq. (_t_)
Victor Hudon, Esq.
Andrew Allan, Esq, (_s_)
Charles H. Gould, Esq. (_c_)
Hon. Edward Murphy.
Henry Bulmer, Esq.*
J.O. Villeneuve, Esq.
Jacques Grenier, Esq. (_m_)
Richard White, Esq.
1891 to 1893.
Hugh McLennan, Esq. (_t_)
Victor Hudon, Esq.
Andrew Allan, Esq. (_s_)
Charles H. Gould, Esq. (_c_)
Hon. Edward Murphy.
Henry Bulmer, Esq.*
Richard White, Esq.
James McShane, Esq. (_m_)
1893 to 1894.
Hugh McLennan, Esq. (_t_)
Victor Hudon, Esq.
Andrew Allan, Esq. (_s_)
Charles H. Gould, Esq. (_c_)
Hon. Edward Murphy.
Henry Bulmer, Esq.*
J.O. Villeneuve, Esq.
Richard White, Esq.
Hon. Alphonse Desjardins. (_m_)
L.E. Morin, Esq. (_c de c_)
1894 to 1895.
Hugh McLennan, Esq, (_t_)
Victor Hudon, Esq.
Andrew Allan, Esq. (_s_)
Hon. Edward Murphy.
Henry Bulmer, Esq.*
J.O. Villeneuve, Esq.
Richard White, Esq.
L.E. Morin, Esq. (_c de c_)
W.W. Ogilvie, Esq.
N.A. Hurteau, Esq.
John Torrance, Esq. (_c_)
1895 to 1896.
Hugh McLennan, Esq. (_t_)
Victor Hudon, Esq.
Andrew Allan, Esq. (_s_)
Hon. Edward Murphy.
Henry Bulmer, Esq.*
J.O. Villeneuve, Esq. (_m_)
Richard White, Esq.
L.E. Morin, Esq. (_c de c_)
W.W. Ogilvie, Esq.
N.A. Hurteau, Esq.
John Torrance, Esq.
H. Laporte, Esq.
Frank J. Hart, Esq.
1896 to 1897.
Hugh McLennan, Esq. (_t_)
Andrew Allan, Esq. (_s_)
L.E. Morin, Esq. (_c de c_)
John Torrance, Esq. (_c_)
R. Wilson Smith, Esq. (_m_)
Robert Mackay, Esq.*
Jonathan Hodgson, Esq.
Robert Bickerdike, Esq.
Alphonse Racine, Esq.
Eustache H. Lemay, Esq.
William Farrell, Esq.
1897 to 1898.
Andrew Allan, Esq. (_s_)
John Torrance, Esq. (_c_)
R. Wilson Smith, Esq. (_m_)
Robert Mackay, Esq.*
Jonathan Hodgson, Esq.
Robert Bickerdike, M.L.A.
Alphonse Racine, Esq.
Eustache H. Lemay, Esq.
William Farrell, Esq.
David G. Thomson, Esq. (_t_)
Joseph Contant, Esq. (_c de c_)
1898 to 1899.
Andrew Allan, Esq. (_s_)
John Torrance, Esq. (_c_)
Robert Mackay, Esq.*
Jonathan Hodgson, Esq.
Robert Bickerdike. M.L.A.
Alphonse Racine, Esq.
Eustache H. Lemay, Esq.
William Farrell, Esq.
David G. Thomson, Esq. (_t_)
Joseph Contant. Esq. (_c de c_)
Raymond Préfontaine, Q.C., M.P. (_m_)
1899 to 1901.
Andrew Allan, Esq. (_s_)
John Torrance, Esq. (_c_)
Hon. Robert Mackay.*
Jonathan Hodgson, Esq.
Robert Bickerdike. M.L.A.
Alphonse Racine, Esq.
Eustache H. Lemay, Esq.
William Farrell, Esq.
Joseph Contant, Esq. (_c de c_)
Raymond Préfontaine, K.C., M.P. (_m_)
James Crathern, Esq. (_t_)
1901 to 1906.
R. Mackay, Esq.*
R. Bickerdike, Esq.
J. Hodgson (resigned).
A. Racine.
E.H. Lemay.
J. Crathern. (_t_)
L.E. Geoffrion. (_c de c_)
H.A.A. Brault.
A. McFee. (_c_)
W.E. Doran.
H. Laporte. (_m_)
H.A. Ekers. (_m_)
J. Cochrane. (_m_)
R. Reford. (_s_) resigned.
Andrew A. Allen.
E. Goff Penny.
1907 to 1912
G.W. Stephens.*
L.E. Geoffrion.
C C. Ballantyne.
1913
W.G. Ross.*
F. Robertson.
A.E. Labelle.
List of Secretaries of the Board of Harbour Commissioners of
Montreal, from its establishment in 1830 up to the present time
(1914).
Frederick Griffin, May, 1830, to May, 1831.
Nicholas Charles Radiger, May, 1831, to April, 1837.
W. Badgley, April, 1837, to January, 1838.
Francis Badgley, January, 1838, to July, 1841.
John F. Badgley, July, 1841, to February, 1852.
John Glass, February, 1852, to October, 1855.
Alexander Clerk, October, 1855, to May, 1863.
H.H. Whitney, May, 1863, to January, 1877.
H.D. Whitney, January, 1877, to June, 1887.
Alexander Robertson, July, 1887, to December, 1898.
David Seath, December, 1898, to present time (1914).
Michael Fennell, Assistant Secretary (1909-1914).
List of Engineers and Superintendents in charge of the deepening
of the Ship Channel between Montreal and Quebec, or otherwise
prominently connected with the execution of the work up to 1914.
Capt. Henry W. Bayfield, R.N., in charge of the Admiralty Survey
of the River and Gulf of St. Lawrence, made several special
reports in connection with the deepening of Lake St. Peter.
Capt. Robert S. Piper, Royal Engineer, Consulting Engineer, 1830.
John Cliff, C E., Superintendent of Works and Draughtsman, 1830
to 1845.
C.M. Tate, C.E., Superintendent of Works and Draughtsman, 1845 to
1848.
David Thompson, Esq., C.E., made survey and estimate for
deepening channel in 1841.
Charles Atherton, Esq., Civil Engineer in charge of the surveys
and investigations made in Lake St. Peter, in 1842-3.
F.P. Rubidge, Esq., Civil Engineer in charge of surveys,
investigations, etc., in Lake St. Peter, in 1847.
C.S. Gzowski, Esq., C.E., Engineer of the Harbour Works and
Consulting Engineer to the Ship Channel Improvements, 1851 to
1853.
T.C. Keefer, Esq., C.E., Engineer of the Harbour Works and
Consulting Engineer to the Ship Channel Improvements, 1853 to
1855.
Robert Forsyth, Esq., C.E., Engineer of the Harbour Works and
Consulting Engineer to the Ship Channel Improvements, 1855 to
1864.
A.G. Nish, Esq., C.E., Engineer of the Harbour Works and
Consulting Engineer to the Ship Channel Improvements, 1864 to
1875.
John Kennedy, Esq., C.E., M.I.C.E., Chief Engineer of the Harbour
Works and the Ship Channel Improvements, 1875 to 1907.
Captain Vaughan, Superintendent of Dredging, 1844 to 1846.
Captain Bell, Superintendent of Dredging, 1851 to 1856.
Robert Forsyth, Esq., C.E., Superintendent of Dredging, November,
1856, to April, 1857.
Capt C.L. Armstrong, Superintendent of Dredging, 1857 to 1867,
and in 1874-5.
Capt. Thomas McKenzie, Superintendent of Dredging, 1876 to 1883.
James Howden, Esq., Superintendent of Dredging, 1883 to 1888.
Frederick W. Cowie, M.J.C.E., Chief Engineer, 1907.
III
CUSTOMS AND EXCISE
IMPORTS AND EXPORTS--EXCISE DUTIES
THE PRESENT CUSTOM HOUSE--A MEMORIAL OF 1790 FOR A CUSTOM
HOUSE INDEPENDENT OF QUEBEC--THAT OF 1799 RECANTING THE FORMER
MEMORIAL--THE MONTREAL COMMITTEE OF TRADE OF 1831--STEAM VESSELS
CHANGE CONDITIONS--FIRST CUSTOM HOUSE PROPER AT MONTREAL--THE
COLLECTORS’ NAMES--THE SHIPPING FEDERATION--STATISTICS--EXPORTS
AND IMPORTS SINCE 1842--TRADE OF PORT OF MONTREAL--CUSTOMS DUTIES
SINCE CONFEDERATION--EXCISE DEPARTMENT OF MONTREAL.
The business of the Customs was conducted before 1840 in a
building on Capitol Street. In 1836 the building now used by
the Inland Revenue on Place Royale was commenced and opened for
the customs office in 1845. It is of the Tuscan order and was
designed by Mr. Ostell.
In 1790 in the fall the merchants of Montreal presented a
memorial desiring the establishment of a custom house separate
from that of Quebec on two grounds: (1) the necessity of having
the goods landed at Quebec; (2) the want of authority in the
surveyor of the ports to grant certificates for the exportation
of pot and pearl ashes. This was strenuously objected to by the
naval officers, on the ground that were the prayer answered the
passage between Quebec and Montreal would be taken advantage of
by the country merchants, shop keepers, publicans, etc., to carry
on an illicit trade “to the injury of the revenue and the fur
traders.” The complaints in the memorial state that the landing
at Quebec of cargoes for Montreal “must be attended with very
heavy expense for agents, wharfage and labourers, besides the
waste that will happen on cargoes of liquor by landing. What
is of still greater consequence, is the loss of time which may
arise, it being well known that the delay of a few hours waiting
for a clearance upwards has occasioned vessels to be many weeks
in performing a voyage of sixty leagues.” This is, of course,
an allusion to the sailing vessels then solely used. These
inconveniences were removed and the application was not repeated.
A further memorial, dated from Montreal the 21st of October,
1799, represents that certain modifications are all that are
required and that “a separate and independent custom house may
introduce intricacies, difficulties, delays and expense beyond
what at present exists and can be foreseen and if so render the
means of redress extremely tedious, not to say impracticable.”
The names attached to the memorial are Isaac Todd, Forsyth,
Richardson & Company, Auldjo, Maitland & Co.; Leith, Jameson &
Company; John Gray; Samuel David; James and Andrew McGill; David
David; McTavish, Frobisher & Company; J. Laing; Parker, Gerard &
Ogilvie; Richard Dobie.
The introduction of steam vessels made new regulations necessary.
In 1831 vessels coming to Montreal continued to report at
Quebec. In consequence of remonstrances the superintendent of
customs residing at Montreal was authorized by a provisional
act to collect the provincial revenues there, but this was only
a partial relief, as the crown duties had still to be settled
for at Quebec, to the great loss of merchants, shippers and
consignees. The Committee of Trade of Montreal represented in
their memorial of 1831 that the navigation of the St. Lawrence
between Quebec and Montreal was rendered speedy and certain by
the employment of steam towboats, but the necessity of entering
the vessels at the Quebec custom house caused a delay of one day
and sometimes two days in unloading. The burdens laid upon the
shipping coming to Montreal, the memorial states to have been
exceptional for that city, no other instance being known of a
merchant being compelled to pay duties on his importations at a
distance of 180 miles from the port of discharge, the expense
and inconvenience thence arising being equivalent to an extra
tax. The memorial reveals the difference of the two ports today.
It states that the vessels resorting to Montreal bore a small
proportion to those entering Quebec, but the memorials already
anticipated that by improvements in the river, vessels from
sea would land at Montreal the whole of the goods for its own
district, Upper Canada and the adjoining frontier of the United
States.
The first Custom House building situated at Place Royale was
begun in 1836 and finished in 1838. Montreal, accordingly
obtained its own completed Custom House in 1838. In 1870 the
Government purchased from the Royal Insurance Company the present
Custom House building at 1 Common Street. A newly erected Custom
House is now (1914) in course of completion on Youville Square.
The Collectors of Customs at the Port of Montreal have been:
Wm. Hall, from 1838 to 1849: Tancrède Bouthillier, from July,
1850, to November, 1863; Benj. Holmes, from December, 1863, to
May, 1865; John Lewis, acting, from May, 1865, to September,
1866; A.M. Delisle, from September, 1866, to October, 1873; W.B.
Simpson, from November, 1873, to June, 1882; M.P. Ryan, from
July, 1882, to January, 1893; W.J. O’Hara, acting, from January,
1893, to December, 1895; R.S. White, from January, 1896.
Montreal became a port of entry in 1842.
THE MONTREAL PILOTAGE AUTHORITY
In the early part of the eighteenth century an official knowing
the navigation of the St. Lawrence boarded the king’s ships and
brought them to Quebec, and in 1731 the first official pilot
was appointed, and sent each season thereafter to Isle Verte, to
await ships arrivals. This appears to have been the beginning of
the St. Lawrence Pilotage.
After the British occupation, and during the term of General
Murray’s governorship, in 1762, an order was issued requiring a
number of pilots to be stationed early in each season at Bic, and
to remain until the middle of October, also a further number at
Isle aux Coudres. No person was to act as a pilot, unless he had
passed a satisfactory examination, and had a certificate signed
by the governor.
In 1805 there was passed an act entitled “An Act for the better
regulation of pilots and shipping in the Port of Quebec, and
in the harbours of Quebec and Montreal and for improving the
navigation of the River St. Lawrence, and for establishing a fund
for decayed pilots, their wives and children.”
This was the beginning of the Trinity House of Quebec and its
jurisdiction then included the harbour of Montreal. Further acts
were passed in 1807, 1811, 1812, 1822 and 1834, amending and
extending the provisions of the preceding acts. By an act passed
in 1832, a separate Trinity House was constituted for Montreal.
This arrangement continued until the passing of the act in 1873,
which made the Harbour Commissioners of Montreal the authority.
They continued to be the authority till the passing of the Act
of 1903, when the Minister of Marine and Fisheries became the
authority, which he still continues to be.
THE SHIPPING FEDERATION OF CANADA
Montreal is the headquarters of the Shipping Federation of
Canada. In 1903 in order to amalgamate those interested in
the shipping business of Canada a charter of incorporation
(3 Edward, VII Chap.), was granted to “Hugh Andrew Allan,
representing the firm of H. & A. Allan; John Russell Binning,
representing Furness, Withy & Company, Limited; James Thom,
representing the Hamburg-American Packet Company; William I.
Gear, representing the Robert Reford Company, Limited; Frank A.
Routh, representing the firm of F.A. Routh & Company; David W.
Campbell, representing the Elder-Dempster Company, Limited; James
Gordon Brock, representing J.G. Brock & Company; Charles McLean;
McLean, Kennedy & Company; and John Torrence, representing the
Dominion Line of Steamships; and the Leyland Line of Steamships
respectively, and such others as hereafter become members of the
association.”
IMPORTS AND EXPORTS
Statistics of Imports and Exports since Montreal was made a Port
of Entry in 1842:
In its fiftieth annual report the Montreal Board of Trade in 1892
presented tables of statistics showing as nearly as possible the
development of trade in Montreal since 1842, when this city was
made a port of entry.
The accompanying figures portraying conditions every ten years,
were taken from that report and give an excellent summary.
Prior to 1850 the government did not publish blue book
information of trade conditions, and the statistics referring
to trade before that time were obtained from various sources.
What early figures were obtained are accurate so far as could
be determined, but there are unavoidable gaps where information
could not be secured.
EXCISE DEPARTMENT
Previous to the confederation of the provinces, the excise
duties, the canal tolls and the harbor dues were collected under
the management of the Customs Department. The revenues from the
other public works were collected either by the Department of
Public Works or by the Crown Lands Department and the issue of
bill stamps was managed by a Board of Stamps and Excise.
By the act constituting the Department of Inland Revenue, it was
enacted that the Department should have the control and management
1. Of the collections of all duties of excise.
2. Of the collections of all stamp duties and the preparation and
issue of stamps and stamped paper, except postage stamps.
3. Of Internal taxes.
4. Of Standard weights and measures.
5. Of the administration of the laws affecting the culling and
measuring of timber and the collection of slidage and boomage
dues.
6. The collection of bridges and ferry tolls and rents.
These conditions have at different dates been changed until now.
The Inland Revenue consists of Excise, Weights and Measures, Gas
and Electric Light, and Food Inspections.
Excise is the branch which supervises and collects the duties
from distilleries, malthouses, breweries, tobacco factories,
cigar factories, bonding warehouses, compounders, bonded
factories for the manufacture in bond of vinegar, acetic acid,
perfumes, pharmaceutical preparations, soaps, fulminates, malt
cereals, etc.
The Inland Revenue is divided into two services: the Inside and
the Outside.
The Inside comprises all officials in the Department at Ottawa.
The Outside comprises all the rest of the staff, the officials
who actually assess and collect the revenues and duties.
The Excise, Montreal, is officered by sixty-two men--forty-six of
whom are permanently appointed, the rest, sixteen, are temporary
employees.
There are licensed, in Montreal: One distillery, four malthouses,
sixteen breweries, forty-one cigar factories, one acetic acid
factory, five perfumes, six pharmaceutical preparations, fourteen
bonded warehouses, twenty-one chemical stills and one wood
alcohol manufacturer.
The Weights and Measures Inspection are responsible for the
verification of all weights and measures used in trade.
Gas Inspection has charge of the inspection of all meters used by
consumers of gas and the illuminating power and purity of gas.
Food Inspection deals with the purity of alimentary substances.
As a collecting office, the Inland Revenue, Montreal, is second
only to the Customs, and collects nearly one-half of all the
excise revenue of Canada.
The officers named by the British Government and who remained
in office at Confederation were R. Bellemare, Inspector; P.
Durnford, Collector, assisted by a staff of fourteen officers.
The first excise office was situated on St. James Street, on part
of the site now occupied by “La Presse Building”; in 1871, it was
moved to the present location, at No. 412 St. Paul Street, (the
site of the first public square in Montreal).
The steady increase in collections of the Inland Revenue duties
is one of the best indications of the growth of Montreal.
TABLE OF THE TRADE OF THE PORT OF MONTREAL FROM 1882 TO 1912
Sea-going Value of Value of
Vessels arrived Total Merchandise Merchandise
Years in Port Tonnage Exported Imported
1913-14 --- --- $99,238,107 $152,635,805
1912 736 2,403,924 87,679,422 148,977,605
1911 762 2,338,252 71,254,446 129,811,810
1910 747 2,234,722 71,642,648 114,473,845
1909 670 1,911,413 76,642,485 96,787,938
1908 739 1,958,604 80,583,171 79,851,814
1907 740 1,924,475 85,494,534 106,391,891
1906 820 1,973,223 89,616,459 89,376,259
1905 833 1,940,056 73,786,548 80,345,420
1904 796 1,853,853 57,947,045 76,056,830
1903 802 1,890,904 70,939,510 78,527,078
1902 758 1,541,272 59,755,673 70,737,832
1901 742 1,453,048 56,220,759 65,632,086
1900 726 1,393,886 62,496,431 64,071,590
1899 801 1,517,611 64,040,982 65,018,544
1898 868 1,584,072 62,729,180 61,117,703
1897 796 1,379,002 55,156,956 47,036,196
1896 709 1,216,468 49,160,364 45,900,270
1895 640 1,069,386 40,348,197 41,996,686
1894 734 1,096,909 40,401,392 42,514,582
1893 804 1,151,777 47,700,433 53,796,227
1892 735 1,036,707 45,638,275 47,670,361
1891 725 938,657 39,344,783 48,418,569
1890 746 930,332 32,027,176 45,159,124
1889 695 823,165 32,638,270 47,415,620
1888 655 782,473 24,049,638 39,856,283
1887 767 870,773 29,391,858 43,391,715
1886 703 859,699 27,925,916 42,086,266
1885 629 683,854 25,209,813 37,042,660
1884 626 649,374 27,458,775 41,859,299
1883 660 664,263 27,122,891 44,073,915
1882 648 554,692 26,503,001 50,527,497
The foregoing table does not include inland vessels, the figures
of which for the season of 1912 were 12,586 vessels with a
tonnage of 4,649,767.
CUSTOMS DUTIES COLLECTED AT PORT OF MONTREAL SINCE CONFEDERATION
1867-68 $4,009,675.56
1868-69 3,608,254.75
1869-70 4,128,051.89
1870-71 5,140,132.03
1871-72 5,358,701.13
1872-73 5,011,154.89
1873-74 5,633,705.88
1874-75 5,862,047.05
1875-76 4,292,057.10
1876-77 3,865,410.50
1877-78 3,814,864.77
1878-79 4,026,975.75
1879-80 5,232,802.19
1880-81 7,077,793.32
1881-82 8,100,341.40
1882-83 8,181,935.78
1883-84 7,041,306.18
1884-85 6,856,186.99
1885-86 7,353,009.24
1886-87 8,874,147.75
1887-88 8,548,737.15
1888-89 9,265,405.73
1889-90 8,776,875.22
1890-91 9,065,486.99
1891-92 6,627,526.11
1892-93 7,078,707.12
1893-94 6,653,299.34
1894-95 5,983,342.25
1895-96 6,779,879.74
1896-97 6,765,771.85
1897-98 7,207,005.29
1898-99 8,662,764.98
1899-1900 9,136,377.52
1900-01 9,018,659.84
1901-02 10,041,662.04
1902-03 11,803,298.00
1903-04 12,437,927.95
1904-05 11,591,656.70
1905-06 13,275,623.17
1906-07 11,433,595.61
1907-08 16,480,921.60
1908-09 12,935,098.62
1909-10 16,325,229.78
1910-11 18,327,198.73
1911-12 19,951,815.23
1912-13 25,655,340.42
1913-14 24,732,198.57
The variations in the amount of duties collected are due (1) to
the growth of imports and (2) to changes in tariff rates.
IMPORTS AND EXPORTS
1842. 1850.
Imports $8,075,840 $6,905,400
Exports 1,714,644 1,744,772
Ocean vessels--
Number 137 222
Tonnage 41,319 46,867
Exports--
Butter (lb.) 595,840
Cheese (boxes) 44
Breadstuffs (bushels), flour reduced to
terms of wheat 1,091,435
Inland vessels---
Number 3,726
Tonnage 391,520
1860.
Imports $15,334,010
Exports 6,020,715
Ocean vessels--number 259
Ocean vessels--tonnage 121,559
Inland vessels--number 4,558
Inland vessels--tonnage 348,652
Exports--Butter (lb.) 2,598,262
Exports--Cheese (boxes) 301
Exports--Breadstuffs (bushels) 4,563,206
Imports--Teas (lb.) 1,577,179
Imports--Raw sugar (lb.) 18,862,536
1870.
Imports $25,680,814
Exports 19,100,413
Ocean vessels--number 680
Ocean vessels--tonnage 316,846
Inland vessels--number 6,345
Inland vessels--tonnage 819,476
Exports--Butter (lb.) 8,127,360
Exports--Cheese (boxes) 99,576
Exports--Breadstuffs (bushels) 13,691,310
Exports--Lumber (value) 528,793
Imports--Teas (lb.) 6,269,071
Imports--Raw sugar (lb.) 51,857,741
1880.
Imports $37,073,068
Exports 30,224,673
Ocean vessels--number 710
Ocean vessels---tonnage 628,271
Inland vessels--number 6,489
Inland vessels--tonnage 1,044,380
Exports--Butter (lb.) 20,547,840
Exports--Cheese (boxes) 514,964
Exports--Breadstuffs (bushels) 26,091,130
Exports--Cattle 35,070
Exports--Sheep 64,592
Exports--Lumber (value) 673,481
Exports--Phosphates (tons) 8,667
Imports--Teas (lb.) 4,339,182
Imports--Raw sugar (lb.) 82,551,474
1890.
Imports $45,934,406
Exports 31,660,216
Ocean vessels--number 746
Ocean vessels--tonnage 930,332
Inland vessels--number 5,162
Inland vessels--tonnage 966,959
Exports--Butter (lb.) 3,243,920
Exports--Cheese (boxes) 1,379,684
Exports--Breadstuffs (bushels) 13,550,974
Exports--Cattle 123,136
Exports--Sheep 43,135
Exports--Lumber (value) 3,039,963
Exports--Phosphates (tons) 23,488
Imports--Teas (lb.) 7,020,076
Imports--Raw sugar (lb.) 136,874,550
PORT OF MONTREAL
Combined Statement Showing the Number and Tonnage of all Vessels
that Arrived in Port During Ten Years--1901 to 1913:
Trans-Atlantic Maritime Provinces Inland Grand Total
Year Vessels Tonnage Vessels Tonnage Vessels Tonnage Vessels Tonnage
1901 449 1,016,918 293 436,130 8,450 1,683,186 9,192 3,136,334
1902 436 1,072,538 322 468,734 9,395 1,885,150 10,153 3,426,522
1903 484 1,418,156 318 472,748 15,358 2,415,791 16,140 4,306,695
1904 417 1,270,640 379 586,057 10,063 2,354,975 10,859 4,211,672
1905 442 1,354,829 391 585,227 11,112 2,785,551 11,945 4,725,607
1906 439 1,380,835 381 592,388 12,557 3,095,174 13,377 5,068,395
1907 381 1,339,014 361 586,972 14,420 3,620,950 15,161 5,546,936
1908 364 1,315,688 375 642,916 12,434 3,589,124 13,173 5,548,028
1909 371 1,436,963 299 474,450 10,991 3,146,494 11,661 5,057,907
1910 411 1,658,414 336 574,808 13,636 4,327,799 14,383 6,561,021
1911 401 1,695,613 361 642,639 11,670 4,275,019 12,432 6,613,271
1912 409 1,775,487 327 628,437 12,586 4,649,767 13,322 7,053,691
1913 477 2,020,333 343 670,202 13,426 5,703,467 14,246 8,394,002
Statement Showing Classification of Vessels that Arrived in Port
for Ten Years, from the Lower St. Lawrence and Martime Provinces.
Steamships Barques Schooners Grand Total
Year No. Tonnage No. Tonnage No. Tonnage Nos. Tonnage
1901 282 434,140 1 999 10 991 293 436,130
1902 311 406,671 ---- ---- 11 1,063 322 468,734
1903 303 468,100 ---- ---- 15 4,648 318 472,748
1904 366 582,819 ---- ---- 13 3,238 379 586,057
1905 364 580,485 ---- ---- 26 4,116 391 585,127
1906 367 588,980 ---- ---- 14 3,408 381 592,388
1907 343 579,930 ---- ---- 18 7,042 361 586,972
1908 350 640,244 ---- ---- 25 2,672 375 642,916
1909 273 470,936 ---- ---- 26 3,514 299 474,450
1910 346 572,022 ---- ---- 30 2,786 336 574,808
1911 330 639,752 ---- ---- 31 2,887 361 642,639
1912 292 625,099 ---- ---- 35 3,388 327 628,457
1913 299 666,053 ---- ---- 44 4,149 343 670,202
FOOTNOTES:
[1] “Canadian Antiquarian,” 1873, Vol. II, pp. 16-21.
[2] The Dock, one of the largest yet built, is capable of docking
the largest existing vessel in the British Navy. It is of the
double-sided self-docking type, on the principle known as the
“bolted sectional.” It consists of a pontoon or lifting portion
of the dock, and two parallel side walls, built on to and forming
part of the same, and the whole length is divided into three
complete and separate sections, which, when bolted together, form
the complete dock. These sections are so arranged that when the
dock is separated into its three parts, any two of them can dock
the remaining third between them. For this purpose each section
is fitted with its own independent pumping machinery, so that it
can also act as an independent unit.
The general dimensions of the dock are as follows:--
Ft. In.
Length over platforms 600 0
Length over pontoons 550 6
Width over all 135 0
Depth of pontoon at center 17 0
Length of side walls 470 6
Height of side walls above pontoon deck 42 0
Width of side walls at base 17 6
Width of side walls at top 12 6
Clear width between roller fenders 100 0
Draught of vessel 27 6
Lifting capacity 25,000 tons
The construction of the dock is such as to make it suitable for
lifting a modern British battleship, the pontoon deck being
specially stiffened to allow it to support a large portion of the
weight of the vessel on side or bilge, as well as central, keels.
In the season of 1914, 27 vessels were repaired.
In addition a ship building yard has been built in 1914 with five
or six miles of railroad connecting with the C.P.R., C.N.R., and
G.T.R. lines. At present a gigantic million dollar ice breaker,
the second in the world, is being built by this firm for the
Dominion government to be launched in 1915. In addition a bucket
dredge costing $835,000 has been ordered by the Government for
delivery in June, 1916.
CHAPTER XL
TRANSPORTATION BY RAIL
IV
MONTREAL AND THE RAILWAYS OF CANADA
MONTREAL THE CENTRE OF RAILWAY COMMUNICATION--THE FIRST
RAILWAY--THE SNAKE RAIL AND THE “KITTEN”--“THE CHAMPLAIN AND
THE ST. LAWRENCE”--THE SECOND RAILWAY, THE ATLANTIC AND ST.
LAWRENCE--THE AMALGAMATION INTO THE GRAND TRUNK RAILWAY COMPANY.
1. ITS HISTORY--ITS PRESIDENTS--AN INTERESTING REPORT AT
CONFEDERATION--NEW FREIGHT YARDS--CHAS. M. HAYS AND THE GRAND
TRUNK PACIFIC RAILWAY--THE BUILDING OF THE VICTORIA BRIDGES BY
THE GRAND TRUNK RAILROAD.
2. THE CANADIAN PACIFIC RAILWAY--ITS FINANCIERS--TWIN TO
CONFEDERATION--OPPOSITION TO PROMOTERS--EARLY FINANCIAL
DIFFICULTIES--NO BIG FORTUNES MADE--ROLLING STOCK--A
REAL EMPIRE BUILDER--HELPING NEW INDUSTRIES--HUGE LAND
HOLDINGS--IRRIGATION OF BARREN LANDS.
3. OTHER SYSTEMS--THE “INTERCOLONIAL”--THE CANADIAN NORTHERN AND
ITS MOUNTAIN TUNNEL.
Night and day from January 1st to December 31st, year in and year
out, the heavily loaded passenger and freight trains pass into
and out of the railway terminals of Montreal, bearing to their
various destinations millions of human beings and thousands of
tons of freight.
Altogether eight important railways have entrance to Montreal at
the time of writing, while yet another transcontinental line, the
Canadian Northern, is planning a new and imposing terminal in
connection with the tunnelling of Mount Royal, which is the most
important engineering undertaking in Montreal projected since
the construction of the Victoria tubular bridge. At the present
time the Canadian Pacific, the Grand Trunk, the Intercolonial,
the Canadian Northern, the New York Central, the Rutland, the
Delaware & Hudson, and the Central Vermont railroads are all
running trains directly into Montreal. The railway freight yards
are crowded with cars bearing the initials of practically every
road of any importance on the continent.
This huge business in carrying, of such vital importance to the
city of Montreal, yet so little appreciated, because of our
familiarity with it, is less than a century old, for the success
of the locomotive was not admitted until the opening of the
Liverpool & Manchester Railway in 1830. On the news of this
the first railway in Canada, the Champlain & St. Lawrence, was
chartered in 1831 to run from La Prairie to St. Johns, P.Q., and
opened for traffic with horses in 1836 and first worked by the
locomotives in 1837. Its length was only sixteen miles.
The rails were of wood with flat bars of iron spiked on them, and
from the tendency of this class of rail to curl or bend upwards
as the wheels passed over it, it became known as the snake rail.
The first locomotive used on the line was sent from Europe,
accompanied by an engineer, who for some unexplained reason had
it caged up and secreted from the public eye.
The trial trip was made by moonlight in the presence of a
few interested parties and it is not described as a success.
Several attempts were made to get the “Kitten,” for such was
the nick-name applied to this pioneer locomotive, to run to St.
Johns, but in vain: the engine proved refractory and horses were
substituted for it.
It is related that a practical engineer being called in from
“the States,” the engine which was thought to be hopelessly
unmanageable, was pronounced in good order, requiring only plenty
of wood and water. This opinion proved correct, for after a
little practice the extraordinary rate of speed of twenty miles
per hour was obtained. It was a “strap” rail until 1847 when the
heavy T-iron was laid.
The Champlain & St. Lawrence Railway, thus inaugurated the
railway era of Canada in the year 1832, and the line continued
to be operated as a separate and distinct organization for
just forty years. In 1872 it was made a part of the Grand
Trunk Railway, and it is operated as a part of the Grand Trunk
organization at the present time.
The Atlantic & St. Lawrence Railroad followed the Champlain
& St. Lawrence. Although not a Canadian railroad, this line
had a tremendous influence on the development of the country,
since it gave the Canadian people access for the first time to
an all-the-year-round port. Halifax and St. John were yet mere
villages without any rail communication with the industrial
heart of the country, separated from it by that vast stretch
of then undeveloped and almost unexplored country which we now
recognize as lower Quebec and upper New Brunswick. The Atlantic
& St. Lawrence line gave access to the port of Portland, running
from that city through a thriving agricultural country to Norton
Mills, Vermont, just on the Canadian border. Norton Mills and
La Prairie, now merely villages without any special importance,
were at this period in Canada’s growth railway terminals of
consequence.
The Atlantic & St. Lawrence road was built with a purpose. It
was chartered in 1845, and long before it was completed, in
1852, to be exact, the Grand Trunk Railway of Canada was granted
a charter by the Provinces of Upper and Lower Canada, which,
with subsequent additions, provided for the construction of the
present Grand Trunk line between Riviere du Loup, Quebec, and
Sarnia, Ontario.
The Atlantic & St. Lawrence Railroad was completed about 1860,
and was at once leased for a period of 999 years to the Grand
Trunk Railway. This gave the Canadian people unbroken stretches
of railroad from Portland, Maine, and from Riviere du Loup to
Montreal, and on this foundation the present huge transportation
business of this city has been erected. The people of Canada
recognized the importance of this development by grants of cash
and mail subsidies to the line.
In point of age, therefore, the Grand Trunk Railway claims
priority over all the Canadian railways now existing, and the
road may be said to be the pioneer railway of Canada.
THE GRAND TRUNK RAILWAY
The first meeting of the Grand Trunk Railway Company of Canada
was held in the City of Quebec on Monday, July 11, 1853. The Hon.
John Ross was appointed president of the road; Benjamin Holmes
was made vice president, while Sir C.P. Roney became managing
director and secretary-treasurer.
The following is a list of the presidents and general managers of
the road, with their dates of service:
Presidents. Dates of Service.
Hon. Jno. Ross 1852-1862
Sir Edward Watkin, Bart 1862-1869
Richard Potter 1869-1876
Sir Henry W. Tyler 1876-1895
Sir Charles Rivers-Wilson 1895-1910
Chas. M. Hays 1910-1912
E.J. Chamberlin 1912-
General Managers. Dates of Service.
Sir C.P. Roney (Man. Dir.) 1853-
T.E. Blackwell (Man. Dir.) 1853-1862
C.J. Brydges (Man. Dir.) 1862-1874
Sir Joseph Hickson 1874-1890
L.J. Seargeant 1891-1896
Chas. M. Hays 1896-1901
Geo. B. Reeve 1901-
Chas. M. Hays (Vice Pres. and Gen. Mgr.) 1902-1912
(Since January 1, 1910, Mr. Alfred W. Smithers has been Chairman
of the Board of Directors in London, England--a new departure in
the organization.)
In order to gain insight into the conditions under which the
railway was operating, Sir Henry Tyler, who later became
president of the road, paid an official visit to the Dominion in
1867 under instructions from the Board of Directors. Sir Henry’s
report gives some interesting information about the road as it
then existed.
He found that the Grand Trunk at that time comprised a total length
of 1,377 miles. In addition to the water routes hereinbefore
mentioned, the chief competitor in Canada of the company was the
Great Western Railway Company, extending from Niagara Falls to
Sarnia, Ontario, and to Detroit, Michigan. As a result of this
competition Sir Henry reported (1867) that the rates for freight
service averaged 0.92 of a cent per ton per mile--flour being
carried between Montreal and Toronto as low as a cent per ton per
mile. The average rate on the Grand Trunk System for the year 1910
was 0.69 of a cent per ton per mile.
The average number of freight cars to a train was then reported
as 15.5; the average net load of each train as 150 tons.
The records for 1910 show an average of 26.6 freight cars per
train and the average weight of “revenue” freight carried, per
train, was 299 net tons.
The original gauge of the Grand Trunk was five feet six inches,
except that portion between Port Huron and Detroit, where the
“narrow gauge” of four feet eight and one-half inches was used.
Sir Henry’s report recommended the adoption of the wider gauge
for the whole of the road, bringing it into conformity with the
other lines on the continent.
The year of Sir Henry’s visit was also the year of Confederation,
and this change, which had so tremendous an effect upon Canada’s
history, had also an important bearing upon the history of the
Grand Trunk Railway. The new Dominion Government, being desirous
of opening up the country purchased on the 17th of July, 1879,
that portion of the Grand Trunk road which lies between Riviere
du Loup and Point Levis, with the object of making it a portion
of the new Government road, which subsequently became the
Intercolonial Railway.
With the proceeds of this sale the Grand Trunk agreed to
construct a line between Port Huron, Michigan, and Chicago. The
International Bridge Company undertook another great engineering
feat in 1857, in the building of the Niagara River Bridge,
between Fort Erie and Buffalo. This bridge was completed in 1873,
and entirely rebuilt to accommodate the heavier traffic in 1900.
The two systems of railways, the Grand Trunk and Great Western,
were amalgamated into the present system under agreement dated
August 12, 1882.
The directors started out in 1889 to make the Grand Trunk the
longest double tracked system on this continent, and the line is
now double tracked from St. Rosalie, a point thirty-eight miles
east of Montreal and St. Johns, twenty-seven miles south, to
Chicago, an unbroken double tracked run of 907 miles. With other
double tracked lines connecting principal cities the Grand Trunk
is now in possession of 1,037 miles of duplicate tracks.
The Grand Trunk owns and controls ten grain elevators in various
parts of the Dominion and the United States, having a total
capacity of 20,000,000 bushels of grain. The latest of these, an
elevator with a capacity of 5,500,000 bushels, is located at Fort
William, and was built in connection with the Grand Trunk Pacific
Railway.
The four principal bridges owned by the Company, the Victoria
Bridge, the Coteau Landing Bridge, the steel arch bridge across
Niagara Gorge, and the International Bridge across the Niagara
River, have a total length of 16,653 feet, and the railway owns
other bridges in different parts of the continent, which have a
total of 18.43 miles.
Recent improvements and developments of the line in the city and
district of Montreal include the erection of the magnificent new
offices on McGill Street and the promotion, in connection with
the Jacques Cartier Union Railway, of a belt line around the
city. Also, in 1892, the company secured control of the Canadian
Express Company, which now operates over all the Grand Trunk and
connecting lines from Montreal.
[Illustration: INITIALS OF SIR GEORGE SIMPSON AND HIS INDIAN
GUIDE FOUND NEAR BANFF IN 1913 The date, 1841, indicates that the
initials were evidently carved at the time Sir George was making
the original survey of the Canadian Pacific Railroad through the
mountains.]
[Illustration: FIRST TRAIN IN CANADA Laprairie, P.Q.--St. Johns,
P.Q. 1836]
[Illustration: GRAND TRUNK LOCOMOTIVE BUILT IN G.T.R. SHOPS IN
1859 Hauled royal train with Prince of Wales (King Edward VII)
through Canada in 1860.]
[Illustration: LORD STRATHCONA DRIVING THE GOLDEN SPIKE
COMPLETING THE CANADIAN PACIFIC RAILROAD AT CRAIGENACHEE,
NOVEMBER 7, 1885.]
In order to better the existing conditions of handling its train
service, and to relieve as much as possible the already heavily
worked yards and general freight terminals, both at Point St.
Charles and on the Mountain Street to Chaboillez Square freight
sidings, the company has constructed two extensive systems of
freight yard tracks. One of these is located at Southwalk,
about two miles east of the passenger station at St. Lambert,
and the other is at Turcot, in Notre Dame de Grace Ward of the
City of Montreal. At St. Lambert there is an aggregate of about
twenty-seven miles of new sidings, and at Turcot, twenty-two
miles of new tracks have been laid down.
It is an interesting feature of these yards that no shunting or
switching movements is done on the main lines.
So far this chapter has dealt exclusively with the Grand Trunk
Railway System proper, and no mention has been made of that
momentous period of the railway history of the Dominion in
which we now live and which followed the agreement entered into
between the Grand Trunk Railway and the Dominion Government.
This agreement provided for the construction of a railroad clear
across Canada, from Moncton, New Brunswick to Prince Rupert,
British Columbia, wholly within Canadian territory. The project
was conceived by the late President Chas. M. Hays, of Montreal,
who was one of the victims of the Steamship Titanic disaster.
The new line, known as the Grand Trunk Pacific Railway, is now
practically complete and is already operating over the major
portion of its road, there being a fine passenger and freight
service between Ft. William, Ontario, and Prince Rupert, British
Columbia. Its construction marks the most important development
of the Grand Trunk, since the amalgamation with the Great Western
Railway of Canada, and it is expected to make the Pioneer Railway
of Canada one of the greatest forces in the development of the
country, the uniting of East with West into one huge harmonious
whole.
The Grand Trunk Pacific Railway was incorporated October 24,
1903, following the contract entered into between the G.T.R. and
the Dominion Government, on July 29th of the same year, providing
for the construction of the line as a joint government and Grand
Trunk enterprise.
Roughly the terms under which this huge work is being carried out
are as follows: The railway is divided into two sections, Eastern
and Western. The Western Division, extending from Winnipeg to
Prince Rupert, is subdivided into the Prairie and Mountain
sections, and the entire line has been constructed by the Grand
Trunk Pacific Railway Company.
The Eastern Division, 1,804 miles in length, is being
constructed by the Canadian Government, under supervision of the
Commissioners of the Transcontinental Railway. It links Moncton
with Winnipeg, and thus gives the company a clear coast to coast
line. Upon the completion of the work, the Government leases the
Eastern Section to the Grand Trunk Pacific Railway for a period
of fifty years, on the following terms:
For the first seven years of the said term, the Company
shall operate the same subject only to payment of “Working
Expenditures;” for the next succeeding forty-three years the
company shall pay annually to the government, by way of rental, a
sum equal to 3 per cent per annum upon the cost of construction
of the said division, provided that if, in any one or more of
the first three years of the said period of forty-three years
the net earnings of the said division, over and above “Working
Expenditure” shall not amount to 3 per cent of the cost of
construction, the difference between the net earnings and
the rental shall not be payable by the company, but shall be
capitalized and form part of the cost of construction, upon the
whole amount of which cost a rental is required to be paid at the
rate aforesaid after the first ten years of the said lease, and
during the remainder of the said term.
All the branch lines of the Eastern Division will be constructed
by and at the cost of the company.
The company is responsible for the construction of all lines
west of Winnipeg, the Government guaranteeing the principal and
interest of three-quarters of the cost of the main line from
Winnipeg to the Pacific Coast terminus at Prince Rupert, B.C.,
for fifty years, but with the limitation that such three-quarters
of the cost shall not exceed thirteen thousand dollars per mile
on the Prairie Section--with no limitation, however, in regard to
the cost of the Mountain Section. The Grand Trunk Railway Company
of Canada has guaranteed the principal and interest for fifty
years of the balance required to complete the main line of the
Western Division.
The line has created a new seaport on the Pacific, which will
give a further impetus to our already immense trade with Japan
and the other commercial countries of the Orient, as well as
opening a fresh route to Australasia which cannot but help bind
in closer union the British Dominions of Australia and New
Zealand, already closely related to us by the splendid sentiment
of Empire. It opens up splendid new wheat fields in the Prairie
Provinces of Manitoba, Saskatchewan and Alberta, and taps also
immensely valuable coal and agricultural areas in British
Columbia. Through its branches it reaches the already created
industrial and commercial centres of the great West, while its
fleet of steamships links Prince Rupert with the other Pacific
Coast ports, both on the Canadian and the United States shores.
With the example of the growth of the Western United States since
adequate rail facilities were provided for their cities and towns
before us, it is difficult indeed to see how the Grand Trunk
Pacific Railway can fail to establish itself as a dominant factor
in the growth of Western Canada, a growth which at this view it
is impossible to estimate and which only time can show.
Before passing from the history of the Grand Trunk Railway, a
place must be given to the record of the great engineering feat
in transportation effected by them. Previous to the building of
the first tubular Victoria bridge erected by this company over
the St. Lawrence at Montreal, the only communication with the
Grand Trunk lines hitherto, was by ferry to Longueuil, then the
terminus. Passengers and freight were carried on barges across
the St. Lawrence. In winter sleighs were used across the ice. In
a period of one to three weeks in the spring this crossing was
either abandoned or very dangerous in the break up of the ice.
THE VICTORIA BRIDGES
As early as 1847 the Hon. John Young had desired to erect a
bridge. In 1851 he used the opinion and report of Mr. Thomas C.
Keefer, a Canadian, on the practicability of building a bridge
over the St. Lawrence in the position eventually chosen and based
on the findings of his report.[1]
[Illustration: GRAND TRUNK STATION]
[Illustration: GRAND TRUNK OFFICES]
[Illustration: PLACE VIGER STATION]
[Illustration: PROPOSED MONTREAL TERMINAL OF CANADIAN NORTHERN]
[Illustration: WINDSOR STREET STATION]
In 1852 Mr. A.M. Ross, C.E., the engineer of the Victoria Bridge,
came to Canada on behalf of English capitalists. He was met at
Quebec by Sir John Young who took him to Montreal to inspect the
locality for a bridge. Mr. Ross suggested an iron tubular bridge,
took soundings and plans of the bridge as designed by him and
returned in the fall.
Mr. Robert Stephenson, the consulting engineer, and a son of
George Stephenson, the great railway pioneer, came to Montreal in
1853 and at a complimentary dinner, he said:
“I cannot sit down without referring to the all-important subject
of a bridge over your magnificent river. Abundance of information
was brought over to me in England by my esteemed friend, Ross,
during the last visit he paid to that country so that I was able
to get a good notion of what the bridge was to be before I came
out here.
“I had been here twenty-five years before and the St. Lawrence
seemed to be like the sea, and I certainly never thought of
bridging it.” On the same occasion he said: “I assure you I
appreciate your kindness most amply and one of the proudest days
of my life will be that when I am called upon to confer with
the engineers of the Grand Trunk Railway on bridging the St.
Lawrence.”
The stone for the first pier of the Victoria Bridge was laid on
July 22, 1854, by Sir. C.P. Roney, the first secretary of the
Grand Trunk, along with Vice President Benjamin Holmes, Mr. James
Hodge, the builder, Mr. A.M. Ross, C.E., the engineer, and other
gentlemen who were also joined by Lady Roney, Mrs. Hodge and Mrs.
Maitland, each taking the trowel and assisting in preparing the
mortar board for the first stone in the first pier in the great
construction. Of the enormous difficulties in building it and the
danger by accidents, a dozen at least having been killed, we say
nothing beyond that the contractors had to contend with a rapid
stream two miles broad and with enormous shoves of ice.
One of those employed on the construction says: “There were
hundreds of men employed--many of them being Indians. The latter
manned the rafts that brought the timber down from Nun’s Island,
although, of course, it came from the west, at the first go-off.
We got our timber from the west and our stone from Pointe Claire.
“The first year’s work was entirely swept away. We had made good
progress with the under work and the crib work.
“Hundreds of men had worked all spring, summer and fall. The
work was well advanced and the contractors were congratulating
themselves that they would be able to fulfill their contract
on time; but the ice came down in the winter with a rush and
carried everything before it--crib work, material, coffer
dams--everything that had been done or set up. The loss was
great, but the loss of time was the most important.
“That necessitated another year in the duration of the contract.
The latter called for completion in five years. It was now seen
that six would be required. But nobody could be blamed, and the
contractors set to work with a will, and did the work over again.”
The first crossing was made on November 24, 1859, when the first
to cross were Vice President Holmes, Hon. George Etienne Cartier,
James Hodges, A. M. Ross, Walter Shanly, Messrs. Gzowski,
Macpherson, Forsyth, Captain Rhodes and others. The last stone
was laid and the last rivet driven on August 25, 1860, by the
young Prince of Wales, afterward King Edward VII. On the occasion
a grand banquet was held near the bridge, at which addresses were
given by the Prince, the Duke of Newcastle, Mr. A.M. Ross, Mr.
Hodges and others. To commemorate the event Mr. Blackwell had a
medal prepared by the chief engineer of Her Majesty’s seals, a
gold one of which was presented to the Prince and a bronze one to
each of the officers of the Grand Trunk Railway.
It bears a fine impression in relief of the Prince as he then
was, and the words, “Welcome Albert Edward, Prince of Wales.
Visited Canada and inaugurated the Victoria Bridge, 1860.”
The first train with passengers traversed the bridge December 17,
1859.
This structure was 9,184 feet long, of twenty-three spans of 242
feet and one in the center of 330 feet.
Sir George Etienne Cartier, before being knighted, was asked by
Queen Victoria at Windsor, “Mr. Cartier, I hear that the Bridge
at Montreal is a very fine structure. How many feet is it from
shore to shore?”
The reply was pleasing to Her Majesty. “When we Canadians build
a bridge and dedicate it to Your Majesty we measure it, not in
feet, but in miles!”
The difficulties connected with the building of the bridge
were greater than they would be today. The facilities and the
machinery necessary were comparatively crude and inadequate. The
bridge itself was in the nature of an experiment; nor was it
designed in the original plan, for a tubular bridge. The plans
were altered several times during the progress of the work. It
needed the genius of George Stephenson, which had to be invoked,
to make the plan realizable.
But when the bridge was completed, it was almost instantly seen
what a boon it was to the whole country. Trade began to pick up.
Population increased. The Grand Trunk was extended. Towns began
to grow, and this great enterprise, brought to a successful
conclusion, encouraged other enterprises to follow.
It may be said that the building of the bridge brought out the
first of the British immigrants. Here and there, there might
have been a few, but the bridge opened up such possibilities
of expansion as encouraged people to come out, and especially
skilled men, who began to settle in the neighborhood of Point St.
Charles, forming the nucleus of that population which, today,
preserves the sturdy characteristics of the men who founded what
was then a distinct colony. The building of the bridge meant
the extension of the Grand Trunk shops, the giving of increased
employment, and the setting up of a big town on the other side of
the canal.
Before many years the growth of traffic called for the
replacement of this dark tubular bridge by the present openwork
steel bridge, with double tracks, carriage ways and foot walks
which now stand on the piers which held the old bridge. The Royal
Victoria Jubilee Bridge was opened for traffic on December 13,
1908.
The chief engineer of this bridge was Mr. Joseph Hobson, now
consulting engineer of the Grand Trunk Railway System. The
contractors were the Detroit Bridge and Iron Company for the
whole of the superstructure and for the construction of
nineteen spans of it, including the center one. The remaining six
spans were constructed by the Dominion Bridge Company of Montreal.
[Illustration: VICTORIA JUBILEE BRIDGE, MONTREAL Opened for
traffic December 13th, 1898]
[Illustration: CANADIAN PACIFIC RAILROAD BRIDGE AT LACHINE]
[Illustration: VICTORIA TUBULAR BRIDGE, MONTREAL Opened for
traffic by H.R.H. the Prince of Wales, August 25th, 1860]
The masonry required for the enlargement of the abutments and
piers was built by Mr. William Gibson.
The work was commenced in October, 1897, by the erection of the
span on the west end, the structure being built completely around
the tube of the old bridge, the latter being cleverly utilized as
a roadway. Traffic never ceased except for twenty hours during
the whole construction, the longest delay being two hours. The
old bridge weighed 9,044 tons, the new 20,000 tons. The width of
the old bridge was sixteen feet, the new one sixty-six feet eight
inches. The height of the former superstructure was eighteen
feet, that of the new superstructure over all is from forty to
sixty feet. The new bridge ranks among the foremost constructions
of present engineering progress.
On October 16, 1901, the son of Edward VII, the Duke of York, and
Cornwall, now George V, visited the bridge with the Duchess, now
his Queen.
Though the Grand Trunk Railway is the pioneer railroad of
Canada, it was greatly assisted by English capitalists, although
Montrealers played a prominent part.
THE CANADIAN PACIFIC RAILWAY
The history and development of the Canadian Pacific Railway
shows, however, a still closer connection with Montreal. The
great line was born in this city, reared through an infancy of
tremendous difficulties here, and has always, and probably will
always, have its headquarters in this city. Though four of the
original syndicate, J.S. Kennedy, of New York; J.J. Hill, of St.
Paul; Morton Rose and Company, of New York, and Kohn Reinach,
of Paris, were not citizens, yet the four others were good
Montrealers, Lord Strathcona, then plain Donald A. Smith, Lord
Mount Stephen, then George Stephen, Duncan McIntyre, and R.B.
Angus, who, as faithful guardians, risked their very financial
existence that it should become a strong, self-supporting
institution, able to stand on its own legs. That their belief in
the future of this splendidly virile institution was justified,
everyone now realizes, but it is nevertheless a fact that the
general opinion of some of the wisest of Canada’s wise men at
the time of its commencement was that the C.P.R. would never be
finished, or if it should crawl through its first few years of
existence, it would never earn sufficient net profits to pay its
bills for axle grease.
Born in the midst of political turmoil, pulled through a puling
and precarious infancy only by tremendous personal sacrifice
on the part of those responsible for its existence, this
organization is now one of the leading corporations of the entire
world, its ramifications reaching clear around the globe and its
annual income counted in figures which stagger the mind of the
average man.
The C.P.R. owes its tremendous success to the imagination of its
sponsors, and to nothing else. When it was brought into being,
the developed portion of Canada was well served by the Grand
Trunk Railway and its connecting lines. There was no room for
another railway among the established markets of what is now
called Eastern Canada. But the men who created the C.P.R. out
of their hopes and their belief in the future of the country,
looked beyond the East. Between Ontario and the Pacific Coast,
according to popular superstition at that time there lay nothing
but trackless, ice bound wastes, of no value to man or beast,
and cut off from the balmy climate of British Columbia by the
impenetrable fastnesses of the Rocky Mountains. The original
syndicate and their executive led by William Van Horne, the great
constructive railroad genius of the nineteenth century, thought
differently. For one thing they had already had experience of the
possibilities of the Western United States, because of certain
railroad transactions conducted by them in that territory, and
they believed that the possibilities of Western Canada were every
bit as great. Neither ridicule nor abuse could shake them from
their determination, and they literally rammed their convictions
down the throat of an only half willing Dominion Government, to
what end we all know.
The project of a line connecting the railway system of
Canada with the seaboard of British Columbia was one of the
chief inducements held out to that province to enter into
Confederation. At several periods between Confederation and the
year 1880 the Dominion Government had before it very strong
schemes for the construction of a transcontinental line, but none
of them proved effective until what was known as the Canadian
Pacific Syndicate finally entered into a definite contract in
1880 for the construction of the road. The financial arrangements
were largely in the hands of the Montrealers already mentioned,
George Stephen, Donald A. Smith, R.B. Angus, and Duncan McIntyre.
As the Macdonald Government allied itself with the C.P.R.
proposals, the railroad was for some time classed by the public
as a Tory organization, but for the last twenty years the C.P.R.
has held itself aloof from all party politics. In the early days,
however, it was not surprising that opponents were vehement in
opposition. They condemned the scheme unsparingly, declaring
that it would never pay expenses. Their predictions of ruin and
disaster and the pessimistic attitude of influential parties
in England, no doubt, led the Canadian Government to grant a
larger aid to the enterprise in order to increase the chances
of ultimate success. The company was incorporated in 1881. Its
endowment consisted of 25,000,000 acres of land in western
Canada and $25,000,000 in cash. It was also presented with some
700 miles of railway, which the Government had constructed at a
cost of $35,000,000. The railway mileage taken over represented
less than one-fourth of the amount necessary to connect Montreal
and Vancouver. The cash subsidy of $25,000,000 represented
considerably more than a cash subsidy of that amount would
represent today, for thirty years ago a dollar in cash had a much
larger purchasing power. With reference to the land grant, it can
safely be said that, when the company was formed in 1881, few
realized its value.
The names of two men must be connected with the successful
fortunes of the company, William Van Horne, who was elected
general manager, and Thomas Shaughnessy, appointed purchasing
agent. Their humble offices were first in the Imperial Building,
on St. James Street, opposite Place d’Armes Square. The general
offices were next removed to Victoria Square, to the old Albert
Building. Things did not progress in the early stages, but fine
optimism marked these men.
At one of the early annual meetings there was great
consternation. The small stockholders were alarmed and Mr. Donald
McMaster spoke out indignantly for them. Then up rose Sir Donald
Smith and said:
“Gentlemen: I would be a richer man today if I had never touched
or seen the C P.R.; but I am not going to go back on it now. On
the contrary, my faith, which has never wavered, is stronger than
ever. I fully and unwaveringly believe in the C.P.R. I believe
in its future. I believe that in a very short time, it will be
the greatest earner in the Dominion of Canada. Mark my words.
Retain your holdings. Do not give way to depression. The moment
is unpropitious, owing to the general depression; but the clouds
will lift; and you will be thankful, in the course of a year or
so, that you held on to your stock.”
The bad times passed, the corporation turned the corner, the
earnings increased. Lord Mount Stephen retired, Sir William Van
Horne became president, Sir Thomas Shaughnessy became first
assistant, then general manager, and finally president. David
McNicoll moved up from assistant passenger agent to general
passenger agent until he became manager and vice president.
One remarkable feature of the history of the C.P.R. is that no
one of the men who financed the road in the beginning, has made
anything like a big fortune out of it, in spite of the tremendous
success which has crowned the undertaking. Lord Mount Stephen
sold the three or four thousand shares he held in the company
when he retired in 1885, at fifty-three. Lord Strathcona, of
course, retained his connection with the line, and drew his
dividends on the five thousand shares he held, but he did not
make what might be even considered a reasonable return for the
staking of his financial existence, and the same thing applies to
other men who have directed the affairs of the company from time
to time.
At the time of the incorporation of the road in 1881 the capital
was $5,000,000. Today it is $200,000,000 and every cent of it
needed to provide for the development of the corporation. In 1882
two stock issues totalling $60,000,000 worth of stock were made,
to complete the road. Three years later, on November 7, 1885,
Lord Strathcona drove the last spike and the road was officially
opened, and its splendid history began.
In 1886 the gross earnings of the road were $8,368,493. In 1911
the gross earnings were $104,167,808, crossing the hundred
million mark for the first time in the road’s history. This
growth has continued in corresponding ratio, though partially
effected by the international war of 1914.
In 1886 the mileage controlled by the C.P. R, was 4,315 miles.
Its rolling stock in its principal divisions in 1886, was
totalled as follows:
Locomotives, 336; freight cars, 7,835; no steamships.
In 1914, the line owned rolling stock as follows:
Locomotives, 2,248; freight cars, 88,000; first and second class
passenger cars, baggage cars and colonist sleeping cars, 2,174;
sleepers, dining and cafe cars, 502; conductors’ vans, 1,427;
work cars, shovels, etc., 5,850.
The total mileage owned and controlled by the line, up to June
30, 1914, was 18,050 miles, and the passenger cars could move
simultaneously 165,000 people.
In the course of its development, the C.P.R. has been extremely
fortunate in being able to secure for its directorate men of
broad vision. Thus it is that this railroad which is more than
a railroad, and this corporation which is in operation an
Empire Builder of the truest type, has found occasion in the
course of its existence to put its energy to work in directions
which the average railroad never dreams of. The scope of a
great transcontinental railroad is wide enough in ordinary
circumstances, but the policy of the C.P.R. has been to extend
its activities in every direction where it appeared that the
interests of the Dominion, which are indissolubly united with
the interests of the road, might be advanced. In pursuance of
this plan we get its immigration and land development policy,
which is unique on the Continent.
One of the first notable efforts of the road in this direction
was its aid to the cattle ranching industry in Alberta. By means
of low rates and the special facilities offered by the line
to cattle ranchers the great beef industry which founded the
prosperity of Alberta was nurtured and developed until it grew to
be a feature of Canada in the minds of uninitiated Old Country
people, and to the regular impression of snow and Indians which
prevailed in the average Englishman’s mind in the ’80s, was added
the romantic idea of cowboys. After cattle, came wheat and here
again the railroad aided the farmers in all possible directions,
realizing that in the prosperity of the inhabitants of the
territory which it served, lay its own future greatness.
In a thousand and one ways the great railroad has advanced
the various interests of the West. Its splendid immigration
organization has seconded the efforts of the Dominion Bureau in
London. Each year at harvest time it transports tens of thousands
of labourers from Eastern Canada to the West to help harvest its
crops, and as an instance of the lengths to which the road is
prepared to go in order to advance the interests of the great
community from which it draws the greater part of its wealth,
there may be taken the case of the Winnipeg water scheme.
Some years ago the City of Winnipeg desired to install an
expensive plant to improve its water supply. The undertaking was
a huge one, planned to meet the needs of the rapidly growing
city for many years to come and the cost was heavy. The C.P.R.
donated $200,000 to help defray the expenses, and Winnipeg was
duly provided with a water supply which cannot be bettered on the
Continent.
The Company’s various interests, outside of its straight railroad
work, would make by themselves a huge undertaking for any
ordinary commercial organization. It owns coal, copper, lead, and
gold mines, big smelting plants in British Columbia and enough
timber limits to make any lumber company in the Dominion envious.
The hotel section of the Company’s operations, originally planned
to provide accommodation for passengers where such accommodation
did not exist, have extended until they are a material factor in
the Company’s wealth.
The Company’s tremendous land holdings in the West are regarded
by many financial experts as its most powerful asset. When these
grants were made, or at least such of them as were made to the
Company in return for its services in opening up what was then
regarded as a barren and trackless waste, it is not likely that
anyone, not even excepting the directors themselves, realized
the value of the grants. Since the original grants were made
other valuable and extensive land areas have been acquired
through the purchase of other railways which owned land grants.
Altogether the Company now owns over seven million acres of land
in Manitoba, Alberta and Saskatchewan and nearly four and a half
million acres in British Columbia. These lands have steadily
increased in value as the railroad itself developed the country.
In 1905 the sales were 509,386 acres at an average of $4.80 per
acre. In 1909 the sales of these same lands were 306,083 acres
at an average of $10.96. In 1910 the inrush of settlers from the
United States and Great Britain served to increase the demand for
the C.P.R. lands and 829,609 acres of the unimproved lands sold
at $12.78 per acre along with 145,421 acres of irrigated lands
at $26.59 per acre. And in 1911, the sales of unimproved land
were 631,777 acres at the average of $14.11; and of irrigated
lands 19,097 acres were sold at the very satisfactory average
of $33.63 per acre. This progressive rise in value is most
impressive. Every year without exception shows an increase,
and in some years the increase is considerable. It is to be
remembered, too, that when the company sells a parcel of land
to a good farmer-settler it is just beginning its profitable
relations with him. For he will in all probability be a heavy
shipper of grain outward over its lines in future years, and he
will occasion the shipment of much merchandise inward as well.
The latest and perhaps the greatest work which the C.P.R.
has undertaken in connection with its land holdings, is its
irrigation scheme, which has transformed nearly one and a half
million acres of barren land into fertile farm country, at an
outlay of over $15,000,000. The rounding out of the irrigation
scheme involves the bringing of the best class of farmers from
the United Kingdom or the United States and planting them in
the Canadian West, on farms which are “ready made” for them.
Demonstration farms are provided to show the best methods of
working the land, and everything possible is done to ensure the
success of the newcomers’ enterprise. In this manner and by the
sale of similar farms to residents of the United States desirous
of settling in Canada, the C.P.R. in its latest undertaking
is perhaps doing more than ever before to provide Canada with
her most pressing need, sturdy self-reliant citizens, and so
furthering the cause of Imperial unity which has been the
guiding spirit of this splendid enterprise ever since those four
Montrealers dreamed their dream of a new Empire plucked from the
barren expanse of the Last Great West.
Of the C.P.R. steamship line we speak in its proper place. For
the C.P.R. railroad and its attendant enterprises on land, there
appears to be an almost limitless future. A rough estimate of
the value of its railroad, shipping and hotel systems would not
be far wrong if placed at $885,000,000. What the C.P.R. will
be doing this time ten years from now, who shall say? With the
inspiration of so glorious a past behind them, who can set a
limit on the possibilities which will open up for the new rulers
of the road’s destinies? The All Red Line so greatly discussed
some years ago as a government project already exists in the
C.P.R. It is possible to board a C.P.R. train at Windsor Street
and to circle the globe, never leaving the sphere of influence
of this tremendous organization. A splendid result surely to
be attained by the little quartette of dreamers whose idea of
a railroad line of Atlantic to Pacific met with so scornful a
reception when it was first mooted a bare forty years ago.
THE INTERCOLONIAL RAILWAY
The Intercolonial Railway, which runs from Montreal to Halifax,
and the two Sydneys, claims the distinction of being a successful
government-owned railroad.
It was originally the North American and European Railroad,
which was taken over by the government over half a century ago.
There were at that time only about fifty miles of railway. This
has been added to from time to time, until the road is now a
very considerable one in size and importance. It travels through
some of the finest scenery in Canada, and does a heavy tourist
business, the sporting country it touches being famous the world
over. It is connected with all the big Atlantic seaports, and has
grain elevators at St. John, N.B.
The actual trackage owned by the Intercolonial extends westward
only as far as St. Rosalie Junction. From there to Montreal the
trains have running rights over the Grand Trunk tracks.
The Intercolonial is of importance to Montreal in supplying the
means of communication to Halifax during the season of closed
navigation.
THE CANADIAN NORTHERN RAILWAY
The Canadian Northern first reached Montreal under the name of
the Great Northern Railway of Canada. Its history of the few
years preceding is full of interest. Its success has been due to
the financial and business ability of two Canadians, Sir William
Mackenzie and Sir Donald Mann.
What is now the Canadian Northern Railway had its inception in
December, 1906, when the Lake Manitoba Railway and Canal Company
built one hundred miles of track between Gladstone and Dauphin,
Manitoba, and ran trains over it. The line was a success from its
inception, and next year Mackenzie and Mann, famous partners,
built under the name of the Manitoba and South Eastern Railway, a
line out of Winnipeg running in the direction of Lake Superior.
The purchase of the Port Arthur, Duluth & Western line completed
the entrance into Port Arthur. The lines of the Northern Pacific
Railway in Manitoba were taken over by the Manitoba Government
and leased to the Canadian Northern for a period of 999 years,
which gave them terminal facilities in Winnipeg and connections
to the International Boundary. In 1901, the company which
started with one hundred miles of track and a payroll of $650 a
month found itself owning and operating 1,200 miles of line and
carrying 12,000,000 bushels of grain to the head of navigation at
Port Arthur. Extensions to Edmonton and through the valley of the
Saskatchewan were planned and the whole huge enterprise bloomed
forth one fine morning as the Canadian Northern Railway.
The rapid expansion of this comparatively insignificant railway
into a force to be reckoned with when discussing the growth of
Western Canada in the short space of five years made even the
optimistic Westerners sit up and take notice, but the activities
of the two Scotch Ontarians did not stop here. By 1905 the new
line had reached Edmonton, having built four bridges across
the Saskatchewan River to get there, while in the same year
Prince Albert was reached by way of the Swan River and Carrot
River valleys. On the way across, the C.N.R. made a city out
of Edmonton. When the line was first projected the town had
something like 3,000 people. Today it has 45,000 and is still
growing.
Saskatoon, Regina and Calgary quickly linked into the chain
until the Canadian Northern line west of the Great Lakes had a
total mileage of 5,000 miles. Construction joining Vancouver
with Edmonton is now being pushed rapidly to completion through
the Yellowhead Pass, and the Thompson and Fraser River valleys
and will be open for traffic in 1915. Construction is also going
on in Ontario which will link Montreal and Ottawa together in
a direct line with Port Arthur and the West, the line between
Toronto and Ottawa having been opened in January, 1914, making a
total mileage of 7,800 for the system at the end of 1914.
The history of the Canadian Northern’s activities in Montreal,
still fresh in the minds of our readers, gives a fair index of
the spirit in which this line is conducted and managed. The
C.N.R. desired an entrance to Montreal for its main line. It
was vital that the terminal should be central. Accordingly, the
property on Lagauchetiere Street was purchased and a freight
terminal at the Haymarket.
So when it was pointed out that Mount Royal stood serene between
the C.N. R. line and the C.N.R. terminal, the answer came back:
“Run a tunnel through it.” And accordingly, the Montreal Tunnel
is now being bored.
Typical also of the whole enterprise is the creation of the new
model city of Mount Royal. Obviously a lot of open farm land at
the northern entrance to the tunnel promised no profit for the
C.N.R. So they bought the land and sold it again in building
lots, and just as soon as the first electrical locomotive
pulls the first C.N.R. passenger train through the Mount Royal
tunnel there will be a new suburb--residences, and shops, and
postoffice--all complete ready to feed business into this train
and into the thousands which will follow. Of the Canadian
Northern steamships mention is made elsewhere.
The other railways mentioned as coming into Montreal, do so
on running rights with one or other of the above mentioned
railroads.
FOOTNOTES:
[1] Mr. Keefer’s name has not been sufficiently connected with
those of Ross and Stephenson.
CHAPTER XLI
TRANSPORTATION BY ROAD
I
THE ANCIENT AND MODERN POSTAL SERVICE OF MONTREAL
ANCIENT ROADS--THE “GRAND VOYER”--GOOD ROADS MOVEMENT--THE
EVOLUTION OF ROADS--“POST” MASTERS RECOGNIZED IN
1780--THE EARLY POSTAL SYSTEM OF MONTREAL AND BENJAMIN
FRANKLIN--BURLINGTON THE TERMINUS--EARLY LETTER RATES--MAIL
ADVERTISEMENTS--THE QUEBEC TO MONTREAL POSTAL SERVICE--EARLY
POSTOFFICE IN MONTREAL--OCEAN AND RAILWAY MAIL SERVICE--THE
PRESENT POSTOFFICE--ITS HISTORICAL TABLETS BY FLAXMAN--THE
DEVELOPMENT OF THE POSTAL SYSTEM--THE POSTMASTERS OF MONTREAL.
The question of the transportation of the mails and the origin of
the Montreal postal services makes some prefatory remarks on the
road system necessary. The early roads were under the Grand Voyer
of the province, a sort of surveyor general who had deputies
“sous voyers” and surveyors under him. The roads were divided
into three classes: (1) _Chemins Royaux_--post roads or “front”
roads, the soil of which belonged to the crown; these generally
traversed the “front” of the seignories. (2) _Chemins de Ceinture
et de Traverse_--or back roads, the soil of which belonged to
the seigneurs. These ran in the rear and parallel with the royal
roads. (3) _Chemins de Sortie et de Communications_--called also
“_routes_” and by-roads. These were crown roads connecting those
in front and rear, also banal roads which were those leading to
the seigneury mill.
The office of Grand Voyer was held as early as 1669 by Sieur de
Bécanour. It had almost despotic power. This continued until
1832, when his powers were transferred to the road commissioners.
In 1841 the roads came under the municipality. The condition of
the early roads to Montreal and in Canada were deplorable, and
Carleton was compelled to enforce the “individual responsibility”
of proprietors and tenants to keep the post roads in repair.
These roads were thirty feet wide and the cross roads maintained
by joint labor were twenty feet wide. It was not until Sydenham’s
time that much improvement was effected, owing to the passive
resistance of the French-Canadian to enforced labour. By 1850
good roads ran over the Province in all directions. Not all of
them were well made, but most of them were useable for stage
traffic which had greatly increased.
The evolution of the Canadian roads (1) the bridle road, (2) the
winter road, (3) the corduroy road, (4) the common or graded
roads, (5) the turnpike, macadam, gravel and plank is as follows:
The bridle roads were made solely for the use of horsemen, before
carriages had been introduced into the more unsettled parts of
the country. By their aid the people found their way to religious
ceremonies and transported their grain on pack horses to the
neighbouring villages. They were made simply by clearing away
the branches and trunks of trees so as to allow a horse to pass
through the bush.
The winter roads were very important. The Canadian winter
with its snow and frost was a blessing to the farmer, giving
him a firm, smooth road over which heavy loads could be drawn
with ease. Most of the heavy freight was not moved until the
winter unless the water routes were accessible. It was in the
cold weather that the lumbermen and builders transported their
supplies and the farmer carried his crops to market.
The “corduroy” roads were made by placing tree trunks side by
side and consequently could be constructed only where there was
an abundance of timber. As these trees decayed with time and
moisture the roads required constant repair and a great amount
of valuable timber was wasted. It was not an uncommon thing for
one of these roads to be destroyed in a single season by frost.
In many places they actually delayed progress, as they were
used as an excuse for delaying the construction of more durable
highways. At their best they were rough, very slow and damaging
to vehicles, “any attempt at speed being checked by immediate
symptoms of approaching dissolution in the vehicle.” The effect
on the driver and his passengers appears to have been equally
disastrous, the “poor human frame being jolted to pieces.”
The common or graded roads were marked out by fences in the more
settled and open districts, and in the woods by wide clearings.
They were properly drained and bridged and an attempt was made to
reduce steep hills. Although they did not possess an artificial
road-bed, they were very serviceable except for the heaviest
traffic. Their construction was expensive, however, as they were
laid out in straight and direct lines with the idea of overcoming
rather than going around obstacles in their path.
In the more settled parts of Canada the construction of the
turnpike with its artificial road-bed began with the opening of
the nineteenth century. The materials composing the road-bed
varied. Gravel was used where convenient. In many districts
plank roads were used after the Union, but unless they rested
on a bed of sand were a failure owing to the expense of the
frequent necessary renewals. The most satisfactory road-bed was
of macadam, although in many places Canadian traffic was not
heavy enough thoroughly to consolidate the materials used in its
construction. The best roads of this kind were those outside
of Montreal and Quebec. In Upper Canada the turnpikes were
controlled by joint stock companies in the main and were kept in
a miserable condition.
Before the War of 1812 the four principal roads in the provinces
followed the routes taken later by the railways. The first,
connecting Lower Canada with the Maritime Provinces, began at
Point Levis, running thence to Temiscouata, whence it ran to
Fredericton which it connected with St. John, terminating at
Halifax, after traversing a total distance of 718 miles.
The second road followed the route taken later by the Grand Trunk
and Great Western Railways, running from Quebec via Montreal,
Coteau-du-lac and Cornwall, to Kingston and thence to York. From
York it ran to Michillimackinac by way of Fort Erie and Detroit,
a total distance of 1,107 miles.
The purpose of the third road, which ran from Montreal to the
international boundary line en route to Boston, was later
accomplished by the St. Lawrence and Atlantic Railway. The
other road twenty-eight miles long connected La Prairie wtih
Isle-aux-Noix.
On these roads the conveyances were the calèche and the post
chaise. The charge was high, varying from six and one-half cents
upward per mile. The first stages in Upper Canada, running
between Queenstown and Fort Erie, charged four cents per mile.
The original rate from Kingston to York by stage was $18.00
more than the present return first class fare from Montreal to
Toronto. The fare between York and Niagara was $5.00. On the
roads near Montreal and Quebec moderate rates were charged and a
considerable traffic maintained. In the Upper Province however
the roads were controlled by Companies who not only charged
excessive tolls but kept the roads in poor condition.
_Maitres de Poste_, or postmasters, were first recognized by law
in 1780 and some half a dozen ordinances and acts were passed in
their favour or to control them between that date and 1819, when
their privilege ceased. The distance between Montreal commonly
called sixty leagues was divided into twenty-four stages. The
“Maitres de Poste” were obliged to keep four _calèches_ and four
_carioles_. They had the exclusive right of passenger traffic by
land, charging twenty to twenty-five cents per league--twelve to
fifteen dollars the journey between Quebec and Montreal. Benjamin
Franklin when deputy postmaster general of North America in
1766 stated before a committee of the house of commons that the
only post road then in Canada was between Montreal and Quebec.
The origin of the postal system of Montreal dates from 1763 and
is due to the enterprise of Benjamin Franklin, who was then
holding an important position in the postal department of the
American colonies. Franklin, on hearing that the treaty of Paris
had definitely made Canada a sister colony, without waiting for
official sanction hurried thither although a man of fifty-seven
years of age, not fearing the hardships of the wild journey. In
his diary he records that in the spring of 1763 he set out on a
tour of inspection of the northern districts under his control
and did not stop until he visited Quebec and Montreal where he
opened postoffices and arranged for a weekly courier between
these towns and New York. His prompt action was afterwards
appreciated by the postmaster general of England.
It is difficult to locate the position of the “village”
postoffice established by Franklin. The postal communication thus
commenced between Canada and the American colonies continued
except for a break during the war of 1775 till the colonies had
obtained their independence. In November, 1783, a few months
after the treaty of peace, mails were restored between England
and Canada through the medium of the new postal office at
Burlington. This latter now became the terminus of the Canadian
courier service. In 1792 the first postal convention between
Canada and the United States benefited Montreal, although it was
stipulated that the transmission of letters should be by United
States fast mail packets and land service by Burlington.
Letters were carried by the packets at four cents from Great
Britain to New York, then twenty cents added for the journey
to Burlington, with the further charge of twenty cents on to
Quebec and twenty cents more was demanded for the further journey
through Canada. A letter would then have cost Montrealers about
forty-four cents and that only if it consisted of a single sheet
of paper and weighed less than an ounce. Above that, the price
was quadrupled. A letter that today cost two cents[1] from
Liverpool then cost about a dollar and sixty-four cents. But if
the British postal service had been used a letter under one ounce
would have cost ninety-two cents and above the ounce $3.64.
An advertisement was put in the Montreal papers in 1797 on the
18th of June. “A mail for the upper countries, comprehending
Niagara and Detroit will be closed at the office on May 30th
at 4 o’clock in the evening to be forwarded from Montreal by
the annual winter express on Thursday, 3d February next.” In
1809 an advertisement of this year states, “A passenger may go
from Boston to Montreal, a distance of 312 miles, in four days
and a half. This line is furnished with the new and convenient
stages, good horses and careful drivers.” But the irregularity
and slowness of the service in Canada itself called forth loud
protests from many merchants who were forced to employ private
runners to carry their mail. In 1811 Mr. George Heriot, then
Post-Master General, investigated these complaints and his report
is descriptive of local conditions:--“The mail is carried from
New Brunswick and vice versa by two couriers, one setting out
from Quebec and the other from Fredericton once a month in winter
and once a fortnight in summer. The distance is 361 miles; the
cost of conveying the mails £240. There is one courier once a
week between Fredericton and St. John, N.B., eighty-two miles at
a cost of £91.5s. There are two packets weekly across the Bay of
Fundy between St. John and Digby, 36½ miles at £350. There is one
courier twice a week between Digby and Annapolis, twenty miles,
and one courier between Annapolis and Halifax once a week, 133½
miles. From the commencement of the present year a communication
by post has been opened from Montreal to Kingston. The courier
goes once a fortnight and has a salary of £100. A post to York
is proposed for six months or during the close of navigation.
The post between Quebec and Montreal is despatched twice a week
from each of those towns. Eight pence is charged for postage on
a single letter from Quebec to Montreal. There are on the road
between Quebec and Montreal about twenty-seven persons whose
houses are seven or eight miles distant from each other and who
keep four or five horses each, not of the best description, and
small vehicles with two wheels of a homely and rude construction
hung upon bands of leather or thongs of unmanufactured bull’s
hide by way of springs. They will with much difficulty contain
two persons in front of which a man or boy is placed to guide the
horse. The rate at which they go when the roads are favourable
is not much more than six miles an hour. The roads are generally
in a very bad state as no proper measures are taken for their
repair.”
The mail system of that time was a part of the English postal
service and the province had no voice in the matter. About
1815-1816 according to Borthwick, “The Montreal postoffice was
a room about twelve feet square in St. Sulpice Street near St.
Paul. There were no letter boxes; it was all ‘general delivery’
in its crudest form. The few letters laid scattered on a table
and had all to be looked at at each application at the door. Very
few letters came or went. The mail to Upper Canada was weekly
and the seven days’ collection could be contained in one small
mailbag. That to Quebec was oftener and larger. The English mail
carried in sailing vessels arrived during the summer at periods
of from a month and a half to three months apart. In winter it
came by New York and was longer on the way. Postage was very
dear, about 9d. to Quebec and 5d. to St. Johns, 1s. 6d. to
western parts of Canada and 1s. 6d. to lower provinces.
“In 1820 there appeared in the various newspapers an official
advertisement signed by a member of the English postal service
giving a list of reduced rates between Canada and many foreign
countries. The postage on a letter to the various countries
of western Europe varying from 3s. 10d. to 4s. 4d. There were
no money letters for indeed there was no money in the form
convenient for sending thus. A recipient of a letter paid all
the postage except in cases when it crossed the United States
boundary, when the sender paid as far as the line. There was much
private mail carrying, both for pay and free. Anyone traveling
to the United States or Upper Canada was expected to fill half
his baggage with letters and various articles to persons there.”
About 1840 the postoffice at Montreal was at the southwest corner
of St. James street and St. Lambert’s Hill.
Montreal and Quebec geographically being some hundreds of miles
nearer European ports than New York and Boston, Canadians began
on the success of the steam navigation to desire to handle their
own mails directly, and on the foundation of the Allan Line
in 1856 this was put to practice by fortnightly trips until
1859. In 1859 the Allan Line contracted for a weekly mail to
and from Montreal and Quebec in the summer and Portland, Maine,
in the winter. Thus began the ocean mail service to us, now so
largely developed. The opening of the railway era also assisted
the postal facilities. The next location of the postoffice at
Montreal was the building constructed in Place d’Armes on the
site of the present Banque Provinciale. It was followed by a new
location on the southwest corner of St. Francois Xavier and St.
James streets, to be followed in 1876 by the present imposing
edifice on the corner of St. Francois Xavier and St. James
streets, with the equally large annex erected later and situated
on Craig and St. Francois Xavier streets. The Montreal postoffice
is of proportionate size and efficiency to that of any of the
great cities of the world.
The site of the present postoffice is historic and the following
tablet has been recently placed to explain the four artistic bas
reliefs on the exterior which commemorate it.
JOHN FLAXMAN
Author of these bas reliefs and GREATEST OF BRITISH SCULPTORS was
born at York, England, July 6th, 1755. Designed the classical
groups on wedgewood-ware. Made a great reputation in Italy.
Was the first professor of sculpture at the Royal Academy.
Executed the monuments of Burns, Kemble, Mansfield and Paoli
in Westminster Abbey, Sir Joshua Reynolds in St. Paul’s, and
illustrations of ancient Greek poets. He was elected a Royal
Academician in 1800, and died December the 7th, 1826.
These bas reliefs were part of the facade of the building erected
on this site for the Bank of Montreal in 1821; later on occupied
by La Banque du Peuple from 1846 until 1873 and also of that now
occupied by the General Post Office since 1876.
The subjects of the bas reliefs are:--
AGRICULTURE, MANUFACTURERS,
ARTS, COMMERCE.
The Montreal postoffice has had under its control for many years
subsidiary district postoffices as the growth of population
demanded them. In 1900 there were only twenty sub-offices. Today
there are ninety-four stations. Its growth can be seen from a few
facts.
City Mail: In 1900 there were only 180 letter boxes and ten for
newspapers. In 1910 they amounted to 350 and 142 respectively. In
1914 there are 562 letter boxes and 235 news boxes.
English and foreign mail: In 1900 the English mailbags received
via New York were from thirty-three to forty-three. In 1910
the number was increased from seventy-five to one hundred. The
Canadian steamers bring in at present from 200 to 235 bags. The
Compagnie Generale Trans-Atlantique, which brought in ten to
fifteen bags now brings forty to sixty. The German line adds
seventy to eighty, and there are in addition thirty from other
sources.
The directors or postmasters of Montreal have been:
1. 1763-1810 Edward William Gray. He combined the offices of
sheriff and postmaster.
2. 1810-1816 F.W. Ermatinger, merchant of Montreal.
3. 1816-1827 James Williams.
4. 1827-1840 Andrew Porteous, dismissed by Lord Sydenham for
delaying his Excellency’s courier.
5. 1841-1855 James Porteous.
6. 1855-1861 Jean Baptiste Meilleur.
7. 1861-1874 G.S. Freer.
8. 1874-1891 G. Lamothe.
9. 1891-1899 Arthur Dansereau.
10. 1899-1904 Cleophas Beausoleil.
11. 1904-1911 Henry S. Harwood, ex-M.P. for Vaudreuil.
12. 1911- Hon. L.O. Taillon, Ex-Premier Province of
Quebec, and for a time postmaster general of
Canada. (L.J. Gaboury in charge of the Eastern
division.)
II
STREET TRANSPORTATION
MODERNIZING MONTREAL
MONTREAL IN 1861--THE STREET RAILWAY MOVEMENT--THE “MONTREAL
CITY PASSENGER RAILWAY COMPANY” CHARTERED--THE HISTORY OF THE
COMPANY--ITS FIRST PROMOTERS--EIGHT PASSENGER CARS, SIX MILES,
HORSE SERVICE IN 1861--THE OPENING UP OF THE STREETS--WINTER
SERVICE OF SLEIGHS--1892 THE BEGINNING OF ELECTRIC ERA--THE
CONVERSION OF THE SYSTEM INTO ELECTRIC TRACTION--THE GRADUAL
GROWTH OF THE COMPANY.
Half a century ago no one in his wildest imaginings could have
prophesied the amazing growth of the Canadian Metropolis. In
1861, Montreal had a population of but 91,000 and with its
suburbs 101,439. It was practically the ancient Montreal,
which had scarcely outgrown the days when it was a fortified
city crowded within walls to resist the incursions of hostile
Iroquois. The city was bounded on the north by the old creek at
Craig Street, and did not extend west of Victoria Square.
Today Montreal with its suburbs has a population of approximately
600,000, while the streets which marked its limits fifty years
ago are the centre of the downtown business district. Thus within
a scant half century the population of Montreal has much more
than multiplied five times over, its street mileage has increased
in even greater proportion, while practically the whole city has
been remodeled and modernized.
They were men of courage and far-sighted ideas who in 1861
decided that the time had come when Montreal needed a street
railway. The population was small, business was a mere fraction
of that transacted today, and as forbidding as could be found in
any city in the world.
But these difficulties did not discourage the founders of the
Montreal Street Railway, who had ample belief in the future
development of the city, and its consequent opportunities for
street railway work. They builded more wisely than they knew
however, and could William Molson, John Ostell, William Dow,
Johnston Thompson and William Macdonald, the original directors
of the company, return to Montreal, attend a meeting of directors
at the board room in the Company’s handsome building on Craig
Street, and then make a tour of the city in one of their
magnificent modern electric cars, they would probably be lost
in wonder and admiration. The company they founded used horses.
Stables were its power stations, and in winter the service was
kept up by sleighs, and in the late fall and early spring by
omnibuses. They started with six miles of track, eight cars,
a few horses and one stable. To-day they would return to an
electric system with hundreds of miles of track extending all
over the city and suburbs, huge power stations, an army of
uniformed, well paid and cared for employes, and many hundreds of
cars which are not merely modern, but so far in advance of the
times that the greatest cities of the United States and the world
are paying tribute by the adoption of the same style of cars for
their service.[2]
The Montreal Street Railway was born with little ceremony, or
anything else to mark the beginning of a new epoch for Montreal
when, on May 18th, 1861, the Provincial Legislature adopted a law
incorporating the Montreal City Passenger Railway Company “for
the purpose of constructing and operating street railways in the
City and Parish of Montreal.” The provisional directors named
in the act of incorporation were William Molson, John Ostell,
William Dow, Johnston Thompson, William Macdonald, John Carter,
Hon. Thos. Ryan and William E. Phillips. All these have long
since passed away, although they lived to see the riper fruition
of the works they planned.
On August 9th of the same year a meeting of the subscribers
was held at the “Mechanics’ Hall,” at which the following were
present:--
William Molson, Thomas Molson, Hon. Judge Gale, Hon. L.H. Molson,
William Macdonald, E.M. Hopkins, William McLaren, Charles Garth,
J.H. Springle, G. Weaver, William Dow and John Ostell. At this
meeting J.H. Springle was appointed the first secretary of the
Company.
On August 17th, another meeting was held, at which Alex. Easton
was awarded the contract for building the first section of road,
comprising six miles of single track, and an equipment of eight
passenger cars, a stable and car shed. This may be called the
first attempt at modernizing Montreal.
Work was started in September, ground being broken on the 18th,
for the line from St. Mary Street, near the Quebec toll gate, and
considerable progress made. The arrangement was that Mr. Easton
should build the line and operate it for a time under lease. By
November 27th, 1861, part of the line was sufficiently advanced
to be opened. The road met with immediate success, and was well
patronized, although the service, naturally, was slow and the
cars infrequent.
Matters having progressed thus far a meeting of the directors
was held on November 5th, 1861, when the Company’s stock books
were ordered closed, 2,500 shares having been subscribed for at
$50 a share, representing a capital of $125,000. Another meeting
was held on the next day, when the following were appointed
directors: Thomas Morland, E.M. Hopkins, G.W. Weaver, E.S. Freer
and John Ostell. Thomas Morland was elected president.
In the following year construction work was continued, and by
June 10th, 1862, a line had been completed from Place D’Armes on
Notre Dame Street westward, connecting with St. Joseph Street.
This was equipped with three horse cars.
On this same day the Company declared its first dividend, at the
encouraging rate of 12% per annum for the first year.
On July 4th, 1862, the Company terminated the lease with the
contractor, and took over the actual operation of the road, with
considerable profit, the earnings far exceeding the lease price.
At this time the head office of the Company was in a small
building at the corner of Craig and Place d’Armes, owned by Rev.
Mr. Toupin, but in 1863 the Company moved to Hochelaga. But
shortly afterwards the head office of the Company was again at
Place d’Armes Hill and Craig Street and remained there until 1894
when the present Street Railway Chambers were erected. Thus it
may be said that the head office of the Company has been situated
at the corner of Place d’Armes Hill and Craig Street since the
incorporation of the Company. The terminus of the line was then
Hochelaga and the Company spent $300 on an omnibus to connect the
cars with the convent. The service in the city was, of course,
only a day one, and the cars were pretty far apart. But even then
the demands of the service on Craig and St. Antoine streets was
such that improvements to the tracks were needed so as to permit
of a more frequent service on these streets.
The advantage of the car line was so much appreciated by the
public that in this year, 1863, the Company applied to the city
for power to build lines on the following streets:--
Commencing at Papineau Avenue, along St. Catherine to Mountain
Street with a line in St. Lawrence Street to the Toll Gate
to connect with that now constructed on Craig Street, also
commencing at St. Joseph Street along McGill Street to Wellington,
to the Bridge and possibly to Point St. Charles.
During 1863 the Company carried 1,066,845 passengers, scarcely 1
per cent of the number carried to-day. It was regarded, however,
as an excellent showing, and the Company started to build six
miles more track, along Wellington, St. Catherine and St.
Lawrence streets. The contract for this work was let to Messrs.
Plunkett and Brady.
By May 1864 the St. Catherine line was finished, and opened,
while eleven additional cars had to be placed on the Notre Dame
Street route. Even the track difficulties were felt, and the line
on McGill Street had to be renewed.
By the end of 1864 St. Catherine, St. Lawrence and Wellington
street lines, comprising 5¾ miles, had been opened, and all
proved revenue producers except the last. During that year
1,485,725 passengers had been carried, an increase of about a
half a million for the year. In view of the progress made it was
decided to issue more stock at par to the old shareholders. At
this time the capital stock of the Company was $200,000.
The winter service was being kept up by sleighs, the tracks and
appliances preventing the cars from running. The Company had
eight sleighs at this time, with five more being built. There
were no heating appliances, and in order to keep the passengers
warm each sleigh was provided with about a foot of pea straw, in
which the people buried their cold feet.
During the early days the cars were run in a rather
happy-go-lucky fashion. Time was of little object. The cars would
stop anywhere to take up passengers, and if one wanted to get
off and talk to a friend or do a little shopping, the obliging
conductors would wait and give their horses a rest. But the
demands of business were getting too much for this, and in June,
1865, the board decided that in future the cars should not be
stopped to allow passengers to go into stores and make purchases
and return again, because this kept other passengers waiting.
It was found that the wages paid were too high, and in August,
1865, conductors were reduced from $30 to $25 a month. The
conductors petitioned for a return to their old pay of $1 a
day, but this was refused, and the Directors reduced the pay of
drivers from $25 to $20 a month. At this time Mr. J.H.R. Molson
found he had not time to attend to his duties as vice-president,
and resigned.
In 1870 the Company celebrated its tenth birthday by issuing
$10,000 of new stock pro rata to the old shareholders, and in
1873 $200,000 more was allotted at par.
For many years matters went along smoothly and quietly until the
twenty-sixth annual meeting, in 1886, when an event occurred
which subsequently meant a good deal for the Company, although
little noticed at the time. This was the election of the present
president, Hon. L.J. Forget, as a director. The board of
directors was as follows:--
Jesse Joseph, president; Alex. Murray, vice-president, Dr. W.H.
Hingston, Hugh McLennan, and L.J. Forget.
During all this time the mileage of the Company had not increased
very greatly, only amounting to 12½ miles by 1892, although St.
Denis Street had been double tracked in 1891. At this time the
Company was operating eighty-two regular sleighs during the
winter season.
The year, 1892, however, marked the most important period in
the Company’s history, the beginning of the electric era,
which has produced such wonderful results in the past two
decades.[3] It was not without violent opposition that the
subject was discussed. Several directors supported by many of
the shareholders declared that the thing was impossible and
would ruin the Company, and some of the directors even went to
the length of resigning rather than countenance such a project.
So if the first directors of the Company, in 1861, were men of
courage and enterprise, how much more so were those who backed up
the change to electricity in face of the great cost and doubtful
outcome.
At the adjourned special meeting of Tuesday, May 17th, 1892,
there being present Mr. H. McLennan, vice-president; Dr. W.H.
Hingston and L.J. Forget, a tender for electric car service was
submitted and considered clause by clause and finally approved
of and adopted and ordered to be transmitted to the city clerk,
together with the sum of $25,000.00 deposit.
The city accepted the Company’s terms, and the work of
electrifying the service was started without delay.
The president and directors at this period were--
Jesse Joseph, president; Hugh McLennan, vice-president; L.J.
Forget, H.A. Everett, Dr. W.H. Hingston, and associated with them
in the enterprise was William Mackenzie, of Toronto.
The conversion of the system into one operated by electricity
was commenced in 1892, and the work was especially interesting
in this city, owing to the climatic difficulties to be overcome.
Meteorological records had shown that the average snowfall for
each of the sixteen winters from 1875 to 1891 was 118 inches; the
greatest fall of 173 inches, or over 14 feet, taking place in the
winter of 1886-7.
Another exceptional difficulty was that of grades. For instance
Amherst Street rises 50 feet in a distance of 800 feet; St. Denis
Street rises 47 feet in a distance of 700 feet; St. Lawrence
Street rises 68 feet in a distance of 1,500 feet; Beaver Hall
Hill, 60 feet in a distance of 900 feet; and Windsor Street, 70
feet in a distance of 1,500 feet; while on Guy Street and Cote
des Neiges Hill there is a rise of 350 feet in a distance of
5,150 feet, with a maximum grade of 11 per cent for about 100
feet.
Before the introduction of electricity, the negotiation of some
of these grades was almost a cruelty to animals, while upon other
routes now readily, safely and quickly traversed, the old horse
car service would have been an impossibility.
[Illustration: THE EVOLUTION OF THE STREET CAR]
[Illustration: “Round-the-Mountain” sight-seeing car]
[Illustration: Sleigh used in winter--Horse car period]
[Illustration: “Pay as You Enter” car now in use]
[Illustration: Ordinary horse car in use prior to 1892]
The progress under the electric regime was immediate and
wonderful, and the business of the Company grew in such manner as
to enforce frequent increases in its capital, while dividends at
the rate of 8% per annum were paid.
By 1895 the capital stock of the Company had increased to
$4,000,000, with bonds of $973,333.33. In 1897 it was increased
to $5,000,000, and in that year Mr. G.C. Cunningham resigned
as director, manager and chief engineer. Later Mr. R.B. Angus
replaced him as a director and Mr. F.L. Wanklyn as manager and
chief engineer.
In 1901 the Company purchased all the bonds and a majority of the
stock of the Montreal Park and Island Railway Company. In the
same year the Company secured franchises from the towns of St.
Louis and St. Paul, both now part of Montreal.
In the following year the Company issued $1,500,000 4½% bonds to
pay for the Park and Island Railway. The capital at this time was
$6,000,000, and no less than fourteen miles of new track were
built and put into operation.
In 1903 another $1,000,000 of stock was issued.
Mr. James Ross resigned as vice-president and managing director,
during this year, and was replaced by Mr. F.L. Wanklyn, later in
that year Mr. Wanklyn resigned and Mr. K.W. Blackwell was elected
vice-president, and Mr. W.G. Ross managing director. Mr. Duncan
McDonald was appointed manager and Mr. Patrick Dubee secretary.
The Company, pursuing its policy of rapid extension, secured a
franchise in Delorimier (now part of Montreal), and an extension
of their Westmount franchise. Also through another subsidiary
company, the Suburban Tramway and Power Company, now The Public
Service Corporation, they secured a franchise to Longue Pointe
and the Village of Beaurivage.
In the following year, the Company secured an extension of the
Maisonneuve franchise, and bought considerable property on St.
Denis Street for building purposes.
In 1906, the Company entered into an agreement for the purchase
of the stock and bonds of the Montreal Terminal Company, and
also secured a franchise in Outremont, for the further extension
of its system into the suburbs. By this time the capital stock
had grown to $7,000,000. The purchase of the Montreal Terminal
Company was concluded in the following year, while considerable
additions and extensions were made, and to meet the increased
demands the capital stock was increased to $9,000,000.
The Park and Island Company also secured a franchise in Notre
Dame de Grâce, and started an extension of the Sault-au-Recollet
line to opposite St. Vincent de Paul. The Cartierville line was
also double tracked to the bridge.
In 1908 $292,000 debenture bonds were redeemed, and £460,000
($2,238,666.67) debenture bonds, and another $1,000,000 of stock,
were issued, bringing its capital up to $10,000,000 stock and
$4,420,000 bonds where it stands today.
In 1910 the Company was capitalized at $10,000,000 stock
and $4,420,000 bonds, operated over 144 miles of track, and
controlled and operated subsidiary companies with some eighty-six
miles of track, a total of 230 miles. On March 24, 1911, an
act to incorporate the Montreal Tramways Company saw a new
development, the incorporators of the charter being, E.A. Robert
(president), J.W. McConnell (vice president), F. Howard Wilson
(vice president), Hon. J. M. Wilson, Wm. C. Finley, J.M.
McIntyre, Geo. G. Foster, K.C., D.L. McGibbon and N. Curry.
As an indication of the growth of the passenger service the
account for the fiscal year ending June 30, 1914, gave the gross
earnings as $7,147,804.19, the operating expenses, $4,206,114.57
and the net earnings as $2,936,689.62 while the total number
of passengers carried, including “transfers” was 58,120,066.
Such a story of rapid progress in the face of natural and other
obstacles is one of which both the Company and the city may
reasonably feel proud.
FOOTNOTES:
[1] The two-cent rate of the United States was introduced into
Canada in 1899.
[2] The “pay as you enter” cars originated in Montreal on the
invention of Mr. Duncan McDonald, of the Montreal Street Railway
Company.