Leyland & Co., R. Reford & Co., Limited, and David Torrance & Co. Sir Louis Davies, Minister of Marine and Fisheries, in his reply to the deputation, was non-committal and merely stated that much had been done upon expert advice and that anything more which was proven to be necessary, would also be done.

The Board of Trade of Quebec discussed the question, on April 3rd, with Mr. George Tanguay, President, in the chair. The Hon. R. R. Dobell, M.P., was the chief speaker, and pointed out that the reason why the now general opinion of shipping men as to winter navigation of the River had not been more promptly acted upon was because the export trade of Quebec was almost entirely confined to lumber. Things were changing, however, and during the coming season more grain would be shipped than timber. "We now have modern facilities for handling grain, and I venture to say that a steam barge and two consorts carrying 200,000 bushels can come to Quebec, and be discharged at less cost per bushel than at any other port." He spoke of Montreal's long channel of 180 miles and of the up-to-date million bushel Elevator waiting for business at Quebec. He declared that the Government were going to do everything necessary to make the entire navigation of the River safe. President Shaughnessy of the Canadian Pacific Railway had informed him that if the winter navigation of the route could be assured, he would guarantee at least 380,000 tons of freight. The discrimination of the insurance companies must, however, be fought. Captain Bouchard, Mr. Kennedy, M.P.P. for Gaspè, and others spoke from their own experience of the practicability of winter business down the River, and then a Resolution-- already passed by the Quebec Board of Harbour Commissioners was unanimously concurred in endorsing the possibility of winter navigation and asking for improvements at the hands of the Government.

In an interview given to the Chronicle on April 8th, Mr. Xavier Kennedy, M.P.P., expressed himself very strongly, and from a lifelong acquaintance with the route, upon its entire navigability in winter. "I have acquired, by personal experience, a knowledge of the movements of the ice-flows and currents in the Gulf of St. Lawrence, and believe that the St. Lawrence River can be navigated with safety throughout the entire year." On May 11th, at the suggestion of the Hon. Mr. Fitzpatrick, Solicitor-General, and by invitation of the City of Quebec, about 150 members of the Dominion Senate and House of Commons visited the Port of Quebec, and listened to speeches, urging its national character and importance, at a banquet in the Chateau Frontenac, with Ald. George Tanguay, M.P.P., President of the Board of Trade, in the chair. The Chairman, in his speech, described Quebec as "the true head of ocean navigation on the St. Lawrence;" spoke of its splendid harbour, extending for ten miles up and down the River and lined with wharves at which the largest vessels ever launched could be sheltered in ease and safety; stated that it was admittedly open to navigation for ten months in the year; referred to the time when the new Bridge across the St. Lawrence would be

completed and the Harbour and City would find their direct connec-. tions doubled at a stroke; and pointed out the splendid docks and. elevators waiting for trade and recognition. Speeches in response to the various toasts were delivered by Senators Wood and Watson, and by the Hon. Mr. Dobell, Messrs. F. D. Monk, Clarke Wallace, D. C. Fraser, H. A. Calvin, W. M. German, W. L. McCreary, W. H. Bunnett, Dr. Sproule, F. B. Wade, and the Hon. Mr. Fitzpatrick-all members of Parliament. The Hon. Mr. Garneau and Mr. Felix Carbray also spoke, and the latter with special force and eloquence. He pointed out that the trade of the future must be done in mammoth steamers. A few years ago it was done in vessels of 5,000 to 10,000 tons. To-day they were of 15,000 to 20,000 tons, and to-morrow they might be 25,000 to 30,000 tons. "If those interested in the St. Lawrence route wish to hold their own, they must put on the same sized steamers. It is all up with us if we do not. Now these steamers will draw 28 to 30 feet of water, and it is clear to the veriest tyro that we must find a port on the St. Lawrence capable of holding such steamers." In his opinion there was only one, and no port in America could rival that of Quebec in its great facilities.

Ontario

Transportation Interests

The most important legislation of the Session, in this Province, was that connected with railway matters. On January 16th the County Council of Peterborough passed a Memorial to the Lieutenant-Governor-in-Council asking that aid be given to the Norwood and Apsley Railway Company, which proposed to open up a fertile and hitherto inaccessible region in the north-eastern part of the county. Such a policy, it was claimed, would benefit 250,000 acres of Crown Lands, develop a large mineral district rich in corrundum and mica, and encourage tourist traffic through a country eminently suited for such purposes. The Company was duly incorporated by an Act which passed on the 29th of March, and the final announcement of subsidies gave $3,000 per mile for 25 miles. Other similar subsidies granted toward the end of the Session included the Bracebridge and Trading Lake Railway, $3,000 per mile for 16 miles; the Bruce Mines and Algoma Railway, $3,000 per mile for 13 miles; the Port Arthur and St. Joseph Railway, $2,000 per mile for 30 miles; the Grand Trunk Railway, $10,000 for the construction of a spur line from Burk's Falls to the Magnetewan River; and a Railway in Oso and Lanark Townships, $3,000 per mile for 25 miles.

On February 18th a deputation waited upon the Ontario Government on behalf of a proposed railway into the Temiscamingue District. Amongst those present were Mayor Howland, of Toronto, who thought the road would be to the advantage of the City's trade with the North, and should be under Government control; Mr. W. Barclay McMurrich, K.C., President of the Nipissing and James Bay Railway Company who urged immediate action; Mr. J. C. Baily, C.E., who declared that the country in question possessed abundance of nickel, copper and other minerals, and stated that the road would cost from $17,000 to $20,000 a mile to build; Messrs. Hugh Blain and H. P. Eckardt, who

spoke for Toronto's wholesale trade interests in the North; ex-Mayor John Shaw, who represented the Toronto and Hudson's Bay Railway project; and Mr. G. F. Marter, M.P.P. The Premier stated in reply that the reports of exploring parties fully corroborated what he had just been told of the value of the country, and he believed that 13 million acres of good land was not the limit of its resources. He and his Government believed that the region should be opened up and its trade brought to Ontario and Toronto. Early action of some kind might be expected. Some reference was made during the discussion to possible Quebec competition in this direction, and thence to James' Bay. On February 27th the Quebec Telegraph noted the point as follows: "We freely admit that the first of the two Provinces to get to James' Bay will secure an advantage over the other, from which it may be very difficult, for a long time, to dispossess it. For this reason we cordially support the proposal for the extension of the Lake St. John Railway to the Bay." During his Budget Speech, on February 21st, the Ontario Premier made a statement regarding this project. He spoke of the value of the country to trade and settlers; the necessity for the construction of a line from Temiscamingue to North Bay -a distance of 106 miles; and then expressed the desire to deal with the matter in some way not yet defined. A further discussion of the subject took place on March 5th, and steps were afterwards taken to survey the route and ascertain the cost of the undertaking.

In the Railway Aid Act, which made the grants already referred to, various important conditions were attached-some introducing new principles. The Hon. Mr. Latchford, in speaking to the House upon this subject on April 9th, stated that the Government retained the right to acquire any of the lines so aided after a period of ten years; that no secret special rates, rebates, draw-backs, or concessions to favoured shippers were to be allowed; that the various railways concerned were to carry material for improving local roads at the actual cost of handling and carriage; and that the Provincial Board of Health would be authorized to make sanitary regulations in construction camps.

The great event of the Session, however, in this connection, was the legislation regarding the Manitoulin and North Shore Railway. There was a large body of public opinion in favour of this opening up of the Algoma country. On March 2nd strong Resolutions were passed by the Owen Sound Board of Trade declaring that the line would not only give necessary and important communication with the fertile Manitoulin Island (by the aid of ferries) and bring the rest of Ontario into close touch with the nickel ranges of the Sudbury district, but that it would help to secure to the Province the expected traffic to James' Bay instead of letting it drift to Montreal and Quebec. Similar Resolutions were passed by the Town Council and Board of Trade of Meaford while a considerable section of the Provincial press supported the project. On March 27th a large deputation from Western Ontario waited upon the Premier on behalf of this proposed railway. Mr. Ross did not say much in reply to the

speakers, but on April 2nd introduced a measure in the Legislature granting to a Company 2,542,000 acres of land for the construction of 285 miles of railway with termini at Meaford and Sudbury and branches connecting Meaford with Owen Sound and Wiarton with Tobermory. Ice-boats were to be run in winter between Manitoulin Island and Tobermory, and a general ferry service costing $30,000 to be established; the Grand Trunk and Canadian Pacific Railways were to be given equal running rights over the road; and Mr. F. H. Clergue, the eminent capitalist of Sault Ste. Marie and owner of the charter, promised to place 1,000 settlers on the lands annually for ten years and to construct a smelter on the line of the railway with a 300-ton capacity per day. Mr. Clergue, or the Company, agreed to give the Province full control over the passenger and freight rates and to grant running powers on fair terms over the line to any other road. The Province was also given the option of acquiring the railway within fifteen years and, for the purpose of arriving at the actual value thereof, the Company agreed to furnish in satisfactory detail the cost of construction and all other outlays, the cost of operating, and the earnings of the road. Six per cent. cumulative interest was to be added to the cost thus arrived at-after deducting the Provincial subsidy at a valuation of fifty cents an acre, the traffic receipts and 50 per cent. of any subsidy which might thereafter be obtained from the Dominion Government. The lands granted were to all be in Algoma. These proposals were approved, as a whole, by the Opposition, although it was declared that the Government were deficient in knowledge concerning the project. The measure passed in due course.

An important event of the year was the completion and opening in February of the new Bridge connecting the Cities of Ottawa and Hull and the Provinces of Ontario and Quebec over the Ottawa River. This Interprovincial Bridge was erected by the Dominion Bridge Company and the contractor was Mr. H. J. Beemer. The structure was on the cantilever principle, 1,050 feet in length, with a clear span of 556 feet-the longest in Canada. There were other spans, making altogether 1,500 feet of steel superstruction, supported by six immense piers. The cost of the Bridge was about $1,000,000, and it brought into Ottawa the Pontiac Pacific Junction Railway and the Ottawa and Gatineau Railway. On February 21st a Report prepared by Messrs. W. T. Jennings and J. R. Roy was presented to the House of Commons dealing with the condition of Toronto Harbour from an engineering standpoint. They estimated the total sum necessary in order to bring the Harbour up to the requirements of a modern port at $1,190,788, and summarized the steps necessary to be taken as follows:

1. To prevent the discharge of the Don within the limits of the Harbour. 2. To take immediate steps for the disposal of sewage, etc., elsewhere than within the confines of the Harbour.

3. To stop silt from entering the Harbour by the completion of the entrance jetties.

4. To remove the deposit in the Harbour proper on the city side to a depth of 16 feet.

5. The enlargement of Ashbridge's Channel in its junction with the proposed new course for the Don.

In the House of Commons on May 21st, this matter was discussed in connection with a vote of $35,000 for the Toronto Harbour works. Mr. Tarte, Minister of Public Works, declared that: "I do not propose to spend one dollar of public money on the Port of Toronto until the city takes care of its own sewage. Messrs. E. F. Clarke, A. E. Kemp and others protested against this policy. On June 26th, and again on November 26th, Mr. Tarte visited Toronto and discussed the matter with the Mayor, the Board of Trade and others. Meanwhile, on April 2nd, the Ottawa Board of Trade had met and urged the extension of the Ottawa and Gatineau Railway toward James Bay and the far North upon the consideration of the Dominion and Provincial Governments. On June 22nd, Mr. Tarte visited Collingwood and at a banquet listened to a request for the deepening of the channel in that harbour to 20 feet. He made no definite promise. The Georgian Bay Canal project, a deepening of the waterway from Georgian Bay through to the Ottawa River and thence to the St. Lawrence, was largely discussed during the year. An elaborate article appeared in its favour in the Ottawa Citizen of September 20th; a lengthy debate upon the subject took place in the Commons on April 17th; and Mr. Tarte wrote or spoke favourably of the project in a letter to the Montreal Board of Trade on January 30th, in an interview with the Ottawa Citizen on July 6th, and in a speech at Pembroke on August 28th.

Railways

and Railway Legislation in Quebec

On March 14th the Quebec Assembly considered certain Resolutions presented by the Hon. Mr. Duffy. The first one dealt with proposed that every Railway company which had been or might hereafter be subsidized by the Province should annually prepare specified returns to the Government giving the figures of their traffic, working expenditures and net earnings, and such other information as was required, on forms submitted with the Resolution. The statements were to be attested under oath. The second point was that every such railway, in lieu of paying the sum of one-half of one per cent. on the total amount of its subsidy to the Provincial Treasury, should pay, in two equal payments on January 1st and July 1st in each year, a sum of 5 per cent. upon its net earnings as per the returns forwarded for the preceding fiscal year. The third clause in the Resolutions declared that every company, corporation or person neglecting or refusing to forward such returns within the prescribed period should be liable for the original payment of half of one per cent. The Commissioner was also authorized to send an officer to inspect books and records and investigate the affairs of any concern where it might be deemed necessary. In the event of refusing such inspection the concern was to come legally under the old condition of payment. The Resolutions were duly passed and the proposals ultimately became law.