Item
Beacon
Feb 5/1891
SA As a Port
Capt Howard Campbell, master of the S. S. “Lake Ontario,” and who is also commodore of the Beaver Line fleet, is a man whose nautical judgment should carry a great deal of weight, and it was principally owing to that reason that he was requested by a member of the citizens’ committee of St. Andrews to give his candid opinion of St. Andrews as a port. His reply, which we reproduce below, gives most convincing proof of the great natural advantages which St. Andrews possesses, and should inci9te the people of the town to do their utmost to have these unsurpassed advantages utilized:
“There can be no doubt that Sa, both from its geographical position and from the natural advantages of a fine, commodious land-locked harbor, is certain equal if not superior to any other port in the Dominion, as the natural winter port. It is nearer England by over sixty miles, than Portland, Maine, and as a harbor is infinitely its superior, being shut in from heavy seas from all quarters. IT is also free from any serious difficulties in the way of ice, and carries a depth of water in the outer harbor sufficient for the largest steamers afloat.
“Its disadvantages are: the great rise and fall of tide peculiar to the Bay of Fundy, the fogs which prevail there (in the Bay), and the rather narrow and intricate passages to get to it. As regard the fogs I may say that they are neither denser or more frequent than those which prevail in the Gulf and River St. Lawrence, and as regards the narrow passages referred to, the distance is so short between Machias Seal Island, where it begins, and St. Andrews (about 35 miles in all) and the coast is so well lighted, that the narrow passages would not be a very serious difficulty.
“It would, if properly conducted, be a chief port, and when wharves and accommodations for discharging and loading vessels were made, ought to compare favorably with any port in the Dominion. I have often wondered that possessing so many natural and geographical advantages as it does, it has not long ago become the most important winter port of the Dominion.
“I have given you a candid statement from a nautical point of view of its advantages and disadvantages, and your committee have my sincere sympathies and best wishes in your loyal endeavor to bring it into prominence as a port.”
Beacon
Feb 26, 1891
The CPR and SA
If the CPR authorities are sincere in their desire to aid St. Andrews they should make better provision for taking care of this cargoes of vessels landing here than they have been doing. One large vessel with only one hundred tons of phosphate on board was kept waiting over a week because there were no cars for her to discharge into. A similar detention, due to a similar cause, also occurred to another vessel. The railway should know that this is no way to encourage traffic to a port. Vessel captains and vessel owners like to have prompt discharge; otherwise the reputation of the port is bound to suffer.
Beacon
March 19/1891
St. Andrews as a Port
The development of St. Andrews as a seaport is no project. The very first founders of the town must have recognized the great natural advantages which the harbor possessed, otherwise they would not have builded so well as they did. They recognized the fact that their harbor was a great treasure house of wealth, which time, they felt, would gradually open and unfold to them. They planned a beautiful city, and having as they thought laid its foundations broad and deep, they put forth strenuous exertions to still further increase its wealth and influence. At that period there were no railways in any of the British possessions in North American, and there were few places in the United State where the roar of the Iron Horse was heard. Railwaying, we might almost say, was in its infancy. It was new; it was costly; the many improvements which the world now enjoys in this branch of science were at that time unknown. Yet in spite of these drawbacks, there originated in the little town of SA, one of the most daring projects in railroading that the new world had ever heard of. Even at this late day the task which these bold spirits set for themselves would be considered quite a gigantic one. Possessing a harbor capable of holding the navies of the world, they conceived the idea of running a line of railway to connect with the capital of Quebec, hoping thereby to divert the business of that province and, in progress of time, the business of the adjoining province of Ontario to St. Andrews. Having decided upon this scheme the Herculean task of putting it into execution was begun.
But why pursue this branch of the subject further? These brave men fought for the success of their project ass never man fought before. Delegations were despatched to the various provincial government, and their assistance and sympathy pledge. The boards of Trade of the cities of Quebec and Montreal were interviewed and willingly gave their adhesion to the scheme; the parliament of England was approached, and the aid of the King himself was invoked for the furtherance of the railway; correspondence was opened up with the West Indies, British Guiana and other points from whence trade was expected, and the sympathy of the business people of those places was secured and, in short, everything that suggested itself to the minds of the promoters of the enterprise as contributing to a success was done. The work was begun, but alas its fulfillment was not accomplished.
The failure of that scheme was s severe blow to the energetic little town, but in spite of it, the people did not lose hope. They had still their unparalled harbor. They had still an immense trade with the West Indies and with other points, and this they hoped to retain and increase. But gradually other ports began to spring up other railroads were begun, and by degrees, from a combination of untoward circumstances, trade began to be diverted from St. Andrews. Then, to add to the misfortunes and the struggles of the little town, came the Saxby gale, which, by destroying a large portion of its wharves, almost completed the devastation of the port. With their trade slipping away from them, their business men crippled through having invested so much of their means in the railway and other schemes, and their wharves destroyed, the future of the port of St. Andrews looked gloomy indeed. Many a town would have sunk beneath the weight of its afflictions. But not so St. Andrews. Bravely she struggled on, expecting that some day in the not distant future, the North American continent would awaken to a realization of the unrivalled advantages which St. Andrews possessed as a port and that then, all her golden dreams would be fulfilled.
Then, as if to give a brighter color to the picture, came the CPR project. With St. Andrews the nearest Canadian winter port on the Atlantic, and with all the great natural facilities she possessed, her people argued that when their grand project was completed then would be consummated the bright dream which they had been dreaming all these years. Time passed, the Canadian empire was spanned from ocean to ocean by a railway of which any nation might be proud, and the hour of triumph was eagerly awaited by St. Andrews people. But it did not come. And to make a long story short, the people of the town are satisfied that if will never come unless they put for the strong exertions themselves to bring it.
Some months ago communication was opened up wit eh CPR authorities, pointing out what the hopes and desires of the people were with regard to the development of the port, and asking the railway company to indicate in what way the could assist the railway to carry the matter to a successful result. The reply of the railway authorities in effect was that while they recognized St. Andrews had many natural and geographical advantages as a port6, they could not undertake to give it any special favors over any other ports touched by their line. If the people of Sa, they said, created the trade for their port, the railway would provide facilities for the handling of it, but they would not undertake to create it, feeling “obliged to maintain a neutral position as between the various seaports reached by the company’s lines.” This being the policy of the Railway Company, the people of St. Andrews have determined to do what they can towards creating a trade for their port. As a preliminary they deem a deep water pier a necessity, and the obtain this they are now directing their efforts. The people of the parish at a public meting recently held consented to allow themselves to be assessed for a period of 20 years, and it was further determined to ask for Provincial and Dominion aid for the scheme. This in brief, is the history of the matter up to the present time.
It may be asked by some of our legislators what is there in the position of St. Andrews to justify any large appropriation of public funds for its development as a port? It may also be asked what its particular advantages are as a sea port, and in what directions the province or the Dominion would be benefited by building it up? That St. Andrews does possess advantages as seaport is admitted by every one who has ever visited the place. In the first place, its geographical positi9on gives it a great advantage over other Canadian Atlantic ports. It is nearest Montreal by forty miles, (and therefore nearer the North-West by the same number roof miles), than any other winter port in Canada.
It is nearer the Atlantic Ocean by almost sixty miles than the port of Saint John. It is nearer Great Britain by sixty miles than Portland, Maine.
It is easily accessible at all times of tide to vessels of the deepest draft, the channels which connect it with the Atlantic ocean being sufficiently broad and deep to allow of the largest vessel afloat entering or leaving at any time of tide, and as these channels are well protected by lights and buoys then can be navigated with absolute safety by the careful mariner at an hour of the day or night with or without a pilot.
The harbor is capacious; well protected from heavy land and sea breezes has good anchorage ground in every part; the shores are bold for the most pat and where shoals or ledges exist (and they are rare) they are well indicated there is little if any fog to interfere with the handling of vessels, and what is of paramount importance, it is open summer and winter. These are the principal advantages claimed for St. Andrews as a port, and we think it will be admitted that they all tend towards making the port, safe, cheap and advantageous.
Capt Campbell, commodore of the Beaver Line of ocean steamers, who is intimately acquainted with the harbor of Sa, has placed on record as follows regarding the port: “There can be no doubt that St. Andrews both from its geographical position and from the natural advantages of a fine commodious landlocked harbor, is certainly equal if not superior to any other port in the Dominion, as the natural winter port. It is nearer England b over sixty miles, than Portland, Maine, and as a harbor is infinitely its superior being shut in from heavy seas from all quarters. It is also free from any serious difficulties in the way of ice, and carried a depth of water in the outer harbor sufficient for the largest steamers afloat.
It would, if properly conducted, be a cheap port; and when wharves and accommodations for discharging vessels were made, ought to compare favorably wit any port in the Dominion. I have often wondered, that possessing so many natural and geographical advantages as it does, it has not long ago become the most important winter port in the Dominion.”
We might add that Capt. Campbell is not the only person who has expressed surprise that a port so highly favored should lag so far behind in the commercial race.
That the building up of St. Andrews as a port would be of great advantage to Charlotte County goes without saying. That it would prove advantageous to the Province and the Dominion at large is equally true. Every island and village in the County of Charlotte would throb and pulsate with new life and energy if St. Andrews were to advance in material prosperity as a port. The whole western portion of the Province would be benefited by having a seaport so nearer and so advantageous as St. Andrews. This fact is being enforced upon our attention almost every day we live. Woodstock might be the coal depot for a large territory if St. Andrews could be utilized as a port for the discharge of coal vessels. And when reciprocity comes, as it is bound to come, St. Andrews being so near the United States ought to be a popular port for such large producing counties as Carleton, Sunbury and Victoria, as well as some of the adjacent counties and the district of Aroostook. Reasons might easily be advanced why this port should be utilized by Ontario and Quebec importers, why it would be an advantageous port for West India and South American business, and also why it would be profitable for Nova Scotia to have connection with a port so near to the commercial centres of the Dominion.
It is pleasing to not the friendly disposition of the Saint John members of the local government towards the scheme for the development of this port. And why should there by any hostility? Saint John would gain far more than she would lose if the claims and advantages of St. Andrews were recognized. Our people purchase very largely in Saint John, and with their purchasing power increased, the resultant benefits to Saint John must increase in a corresponding degree. Again, Saint John must necessarily share in the advantages arising from any increase of population that would follow to the western section of the Province through having a convenient port thrown open to it.
A Gospel of Hope Wanted
It appears to us that our St. Stephen contemporary displays undue eagerness to castigate St. Andrews for the result of the vote [Liberal?] in this County. We can not give our adhesion to the gospel of despair which he preaches to the people of this town, and would respectfully suggest that he should adopt a more hopeful tone. St. Andrews has always returned a majority for the government, and in the late election it gave the government candidate a much larger majority than the County of King’s gave to the Finance Minister. Surely this fact ought to carry some weight with the government? And we think it would if the matter was properly laid before them. With reference to the CPR Company, we confess that we cannot see in what respect the prospects of St. Andrews had been injured by the late vote. The CPR is purely a business corporation, governed entirely by business considerations. Their policy with regard to the Canadian port touched by their lines is so well-defined that it has no room for doubt. They have told us distinctly that they will not give preference to any one port over another, but will treat all alike. If the people of St. Andrews succeed in developing trade for their port, we have not the slightest doubt that that the CPR will do their utmost to handle it. We cannot think for one moment that the railway people would boycott the port simply because its people did not give the government candidate a larger majority It is not common sense; it is not business.
We must enter a most emphatic protest against our contemporary saying or doing anything that would tend to discourage our people in the movement for the development of their port which they are now engage in. It has been the mission of the Beacon to endeavor to instil hope and confidence with regard to the future of the ort, and we appeal to our contemporary to extend us his aid and sympathy in their work. If he cannot do this it would be preferable that he should remain silent.
Beacon
April 2/1891
The Proposed Pier
It is more than likely that if any deep water pier is constructed at this port it will be upon a site in the outer harbor, probably fronting on the O’Neill farm. Although this was the first location suggested by the CPR engineer during his visit here, the wharf committee felt that if a nearer location to the business part of the town could be obtained it would be better in the public interest. With this end in view measurements were taken at Indian Point, but the distance to deep water being much greater than was supposed, the committee felt impelled to fall back upon the first site mentioned. This is an admirable location in many respect, the gravely beach sloping out quite rapidly to deep water. With a pier at this point time and tide would make very little difference, to the mariner. Messrs. O’Neill, the owners of the property facing the wharf, have assured the committee in a most positive manner that they will grant running rights free of charge over their property to the wharf, so that one very serious difficulty has been removed. A plan of the proposed wharf location and the approaches thereto has been prepared by Mr. R. M Jack, C. E. and this the committee has forwarded to Fredericton. All that is needed now to ensure the success of the wharf scheme is for our government to grant generous subsidies thereto. We feel confident that if the do this the resultant benefits will be very great, not only to this town and county, but to the Province at large.
Beacon
April 9/1891
The CPR’s New York Connection
The Saint John people are none too well pleased over the announcement that eh CPR has got a line into New York. The Gazette remarks:
If Saint John is likely to be injured by the CPR into New York we cannot be expected to regard the arrangement with much enthusiasm, however brilliant it may appear. The distance from Carleton junction on the CPR to a common point west of Ottawa, to New York, via Brookville, is 405 miles as against 629 miles from Carleton junction to Saint John over the CPR, so that the advantage in distance is with New York to the extent of 224 miles. This new arrangement makes it all the more necessary that there should be a clear understanding with the CPR as to what terminal facilities they propose to erect here in consideration of the transfer to them by the city of the Carleton Branch railway and Sand Point wharf property.
The Globe asks the “truly loyal” to make a note of Manager Van Horne’s statement that ninety per cent of the business which he will deliver to the New York roads “is local business of Canada.”
We will welcome Mr. Van Horne as a summer resident of Sa, knowing that as such he will do all in his power to advance the interest of the town.
Beacon
April 16/1891
Charlotte County Appropriations
The government have dealt generously with Charlotte County in providing for an annual appropriation of $2,000 a year for twenty years for wharf purposes, yet why they should starve the grant to St. Andrews in order to give a slice to the Ledge, whose people had not asked for it, is something that is not very clear to us at the moment of writing. If wharves are needed at the Ledge as much as they are needed here we will not utter another word of complaint. It seems a little singular though that while St. Andrews had to call in all “The resources of civilization,” in the shape of public meetings, petitions an delegations, The Ledge, whose people appear to have done none of these things, fared just as well, if not better.
The CPR is about to increase the length of the Sand Point wharf in Saint John, on account of the great increase in business there.
Everybody is feeling better since it has been learned that Mr. Van Horne is to be come a permanent summer resident of St. Andrews.
Beacon
April 23/1891
The Deep Water Pier
The Local government grant to the proposed deep water pier, though not nearly so large as the promoters of the scheme had hoped for, is yet sufficiently generous to encourage another forward movement being made. The next movement should be in the direction of a grant from the Dominion government. We have no doubt that if the mater is properly laid before them that the Dominion government will deal quite a liberally with St. Andrews as the local government has done.
Beacon
April 30/1891
The Wharf Project
N. E. S., whose identity is easily recognized, writes a very hopeful letter to the Saint John Telegraph with regard to the future prospects of St. Andrews. He has a good word to say for the wharf project, but it seems to us that he flatter the editor of the Beacon in this connection a little more than he deserves. The editor has simply done what he conceived to be his duty towards St. Andrews and the County of his adoption, and had it not been for the fact that his efforts were ably supported by such men as Messrs. Grimmer, Cockburn, Snodgrass, Forster, Lamb, DeWolfe, Stuart, Wren Stickney, Stevenson and other prominent business people, he could have accomplished but little. The committee have worked together with singular unanimity, considered the different constituents of which it was composed, and though there were times when the life of the scheme seemed to be endangered, yet those periods have been successfully outlived. The project now stands on a pretty clear footing. The Provincial Government—and we cannot be too grateful to our representatives who lent us their assistance—have recognized our claim in a substantial manner, and the Legislature have given the people the necessary authority to assess themselves when they deem it expedient so to do. It now remains for us to place our claims before the Dominion Government, as forcibly as possible, and this, we have no doubt will be done. It may be necessary to send one or more delegates to Ottawa to interview the government, and when the proper time comes, the man or men for that duty will be forthcoming, we think. What view the government will take of this subject we will not venture to say, but we are sanguine enough to believe that if it is properly laid before them, they will grant St. Andrews quite as liberal assistance as the Provincial government has done. It will be time enough to consider what the next step shall be when the Dominion Government have been heard from. Should their answer be favorable the people of St. Andrews can rest assured that the project will be pushed forward to a conclusion as rapidly as possible.
Beacon
June 4/1891
The Coal Business
In a fortnight probably the first cargo of coal for the CPR will arrive in Sa, and from week to week thereafter the coal will be brought in until the contract of 15,000 tons is completed. The CPR railway have made an arrangement for only a year with the railroad wharf company for the use of their wharf for coal and for any other freight that may offer. The reason why the company have not secured the wharf for a longer term is probably due to the fact that bringing of coal here is more in the nature of an experiment than otherwise. Should the experiment come up to the expectations of the railroad, there is little doubt we think that the bringing of the coal here will be a permanency. For the sake of the port it is to be hoped that every possible effort twill be put forth to secure this coal business for all time. It may not for a year or to bring much wealth to the port, but is the beginning of a trade which, if properly nursed, may develop into large proportions It is gratifying to not that the railway will make an effort to provide outward cargoes fore the schooners engaged in the coast traffic. If they succeed in doing this, it does not need a great deal of intelligence to see the advantage it will give to he port. We hope our people will not lose sight of the fact that one of the greatest factors in the development of the town lies in making the port of St. Andrews a cheap, easy and safe one for vessels. One a shipping trade is re-established here then material progress in the town may be looked for.
Beacon
June 18, 1891
Deep Water Pier
Names of Men who Signed the Petition to the Dominion Government
The petition to the Dominion government pointing out the claims and advantages of St. Andrews as a seaport, and praying that a subsidy be granted towards the erection of a deep-water pier, has been forwarded to Ottawa. It is as follows:
To the Honorable Her Majesty’s Minister of Public Works for Dominion of Canada
The petition of the undersigned resident ratepayers and electors of the county of Charlotte, in the province of NB in the said Dominion of Canada humbly sheweth:
I. That the town of SA, in the said county of Charlotte, is a seaport town situate on the inner Bay of Passamaquoddy, of safe and easy approach from the Bay of Fundy for ships and sea-going crafts of the largest size, and deepest draught of water at any time of tide and at all seasons of the year.
II. That said town of St. Andrews now has by name of the Canadian Pacific railway direct connection with Montreal and the North West, and being one of the termini of the CPR, on the Atlantic coast, possesses superior natural facilities as a deep water port, at which to carry on a portion of the trade of the said railway.
III. That there are at the present time no wharves or warehouses at the said port of SA, suitable or sufficient to accommodate large ships or seagoing craft, such as would be employed in he trade with the CPR, and these can only be supplied by he expenditure of a large amount of money.
IV. That the citizens of the said town of Sa, through correspondence had with the manager and other officials of the said CPR, have been induced to believe, and your petitioners verily believe, that if suitable wharves, warehouses and other deep water accommodations were provided at the said port of Sa, a considerable portion of the said freight and traffic over the said railway would be brought to the port of St. Andrews for shipment which would tend greatly to the development of the said county of Charlotte as an agricultural commodity, and the town of St. Andrews as a commercial and shipping port and benefit this province generally.
V. That with a view to assisting in providing such shipping facilities as aforesaid, by the erection of wharves and warehouse and making other harbor improvements the rate payers of the said town of St. Andrews have obtained from the legislature of the province of NB the necessary legislative authority to access themselves to the amount of 20,000 dollars to be supplied when assessed and collected for the purpose above mentioned.
VI. That to aid in carrying on such works and making such improvements as above mentioned, the local legislature of the province of NB has made a grant by way of a subsidy to the amount of 20,000
VII. That from the best information that your petitioners can obtain on the subject, it will require at least 80,000 to construct such works and make the improvements required and necessary for the purpose above mentioned.
Your petitioners therefore humbly pray that you as Her Majesty’s Minister of Public Works in the Dominion of Canada may give to this matter the fairest consideration that the circumstances of the case can demand, and viewing it as a matter of the most important public interest, will recommend to His Excellency the Governor General of Canada tin council, a grant by way of subsidy, to aid in the construction of the works and improvements above mentioned, to such an amount as the importance of the undertaking according to your superior judgment may justify.
And as in duty bound your petitioners will ever pray,
W. D. Forster, George D. Grimmer, John S. Magee, C. E. O. Hatheway, et al.
Beacon
July 2/1891
A private letter from Mr. Gillmore (member for Charlotte in Ottawa) shows that he has succeeded in interesting Hon. Mr. Foster and Hon. Mr. Costigan, the ministers from NB, in the St. Andrews deep water wharf petition. We fancy the Minister of Public Works to whom the petition was addressed, is more interested in other matters just now.
Beacon
July 16/1891
The Deep Water Wharf
The Finance Minister of Canada has refused to make an appropriation for the purpose of aiding in the construction of a deep-water wharf at this port, although the subject was strongly pressed upon him by our County representative. The alleged reasons for so doing are set forth in a letter which was addressed to Mr. Gillmor by Hon. George E. Foster, and which we publish below.
Prior to sending this letter to Mr. Gillmore the Minister placed himself in communication with some of his party friends here. Whether he was influenced in his decision by the replies he received we are not in position to say, but we should hope not.
Ottawa, July 8, 1891
Dear Mr. Gillmor.—In pursuance of your interview with time with reference to a petition fro the inhabitants of St. Andrews asking aid for a wharf and warehouse accommodation needed by that town, I beg to say that the Federal government does not undertake the construction of wharves and warehouses except in connexion with its own lines of railway and for the purposes of its traffic thereon.
In the case of some cities improvements in these respects have been made by the people themselves through a commission appointed in pursuance of an Act of Parliament obtaining money at a lower rate of interest than possible otherwise. The government does assist when possible in the improvement of harbours in the way of dredging, removing obstruction and protecting from the drift and current of the waters; but apparently this is not what is desired by the petitioner. Wharves and warehouses in ports and harbours are special and local improvements which have not hitherto been considered as coming within the range of Dominion expenditure, but to belong to local, municipal and private enterprise.
Yours, truly,
George F. Foster
A. H. Gillmor, Esq., M. P. of House of Commons
It will be noted in Mr. Foster’s letter to Mr. Gillmore that he says, “the Federal government does not undertake the construction of wharves and warehouses except in connection with its own lines of railway and for the purposes of its traffic thereon.” If the Minister had read the petition carefully he would have seen that the people of St. Andrews did not ask the government to undertake the construction of the wharf. They simply asked that aid, similar to that granted by the provincial government, be granted by the Dominion Parliament. And we have no hesitation in saying, that if such aid had been granted the Minister would have found it a very easy matter to justify his course, and if necessary could have fortified it by numerous precedents. Mr., Foster further remarks that “the government does assist when possible in the improvement of harbours in the way of dredging.” If such be the case, we would like to ask the Minister why the petition which was sent to the Government two or three yeas ago fro St. Andrews asking that the harbour and its approaches be dredged, was not complied with? Was it not among he possibilities? If not, why not?
Beacon
July 23/1891
SA the Seaport for Aroostook County
“B” writing to the Aroostook Times, has this to say regarding SA: “Whether we stand on the wharf at Sa, or pace up and down the fine piazza of the hotel, and look over the beautiful bay toward the great and wide sea, and then turn the thought to the lien of glistening steel which makes the air lien of rail to our country, we come to realize what a fine piece of property this old N. B. and CPR is to its owners and how completely it has come to be the key and controlling factor in all railway combination, and plans, north and east of Bangor. At the price which this line coast the present owners it pays a constant and secure dividend, and must so remain. Be the mutations what they may, be the new schemes ever so plausible, and finely set forth, the rate from Portland an Boston to Houlton via St. Andrews will control all questions of Aroostook transportation. For our town this unalterable position, at the head of the air line to the sea, at the shortest possible point of contact, is of untold significance. But statistics aside to enjoy the exquisite panorama of sky and sea, of rounded hill and mountain, softened in the haze of distance, of rippling wave on the pebbly shore, go to Sa, put dull care behind, and as the gifted speaker said, “be simply human.” rest the body, delight the mind with the charming variety, and be thankful.
Beacon
July 30/1891
The railroad wharf is a busy place just now, two or three vessels being moored there discharging coal and plaster. Repairs to the railroad wharf are about completed and the wharf is now in excellent shape to do business. It was largely through the efforts of Mr. W. D Forster that the work was so successfully performed.
Beacon
Sept 17/1891
Up to the present 9270 tons of coal have been landed here for the railway. Some of this coal has been yarded at Woodstock, Aroostook Junction and other points, but the greater part of it sis piled up on the railway grounds here.
Beacon
Nov 12/1891
Let Us Give Thanks
. . . We should be thankful for the rich harvest with which Canada has been blessed from end to end of Canada come the joyful tidings of a bountiful yield of the fruits of the earth. In Manitoba and the North-West territory the grain crop has been unprecedentedly large, and nearer home we have had similar comforting experiences. Surely this is cause for the giving of thanks. And our fisherman, the toilers of the sea, have also reason for thanks giving in having such large catches of fish as they have had.
Railway Business Increasing
That St. Andrews as a railway point is not losing ground is apparent from the fact that the revenue receipts of the CPR from St. Andrews station, during the month of October, were 93 percent in excess of the receipts of October, 1890, which month showed a marked increase over the same month in 1889. In making up this statement the coal business of the railway is not taken into account--only that freight which yields an actual revenue to the road. This state of thing should be as satisfactory to the people of St. Andrews as it is to the railway authorities, and should serve to impress the latter with the capabilities of St. Andrews if increased wharfage facilities were provided.
SA as a Port
General Manger Van Horne, alive as he is to the interest of his road, must see that it would be of immense advantage to the CPR if St. Andrews was developed as a freight port. The satisfactory manner in which the coal business has been handled ought to be sufficient proof to him that if increased facilities were provided there would be no limit to the amount of business that could b done here. If coals can be handled here cents a ton cheaper in St. Andrews than in Saint John (and this has been demonstrated), there is no reason in the world why sugar and other kinds of freight cannot also be handled as cheaply. St. Andrews is a port that is easy to be reached at all times of tide and at all times of year by vessels of any size, it is a cheap port for vessels, and if the CPR would make the same effort to develop it that they have made to develop Vancouver, we think they would be well repaid for their trouble and expenditure. With such a handy and well-protected port as St. Andrews (provided there were proper wharf facilities) there would be no excuse for the steamers of the Allan Line running to Portland in the winter months. Their passenger and freight for Canada could be landed here just as well as at Portland, and both could be forwarded from this port quite as direct and expeditiously. We would invite Mr. Van Horne’ attention to this subject, and we would also invite the attention of the Canadian government, so that when mail tender are being asked for, the port of St. Andrews may be included with the other Canadian ports.
Beacon
Nov 19/1891
The Winter Port
Montreal, Nov 14
Premier Abbott, Hon. G. E. Foster, Hon. J. A. Ouimet and Sir John Thompson were in town yesterday, and had a conference with Messrs. C. N. Skinner and J. D. Hazen, MPs, and Mr. W. H. Thorpe, of Saint John, Mr. J. F. Stairs, MP for Halifax, Messrs. Andrews Allan, Montague Allan and Torrance, representing the shipping interest, and W. C Van Horne, CPR, and J. L. Sergeant, Grand Trunk, representing the railway interest.
The object of the conference was to afford the ministers an opportunity of having an informal conversation with practical representatives of the carrying interest both by land and sea and with representatives of the business interests from Saint John and Halifax and the Maritime ports interested in a fast Atlantic service. One of the gentlemen present said to your correspondent today that the last chance for Saint John or Halifax ever being recognized as a winter port had departed at yesterday’s conference. He was convinced that the government had no intention of recognizing their claims and he ventured to say that the parliamentary representatives present from down below ere equally convinced.—Globe.
Beacon
Nov 26/1891
SA as a Winter Port
It does not appear from the few published reports that have been sent out with regard to the doings of the recent conference at Montreal on the question of a fast Atlantic steam service that any allusion was made to the port of St. Andrews. Yet it is evident from the tenor of the remarks that St. Andrews is just the kind of port that is needed. What is wanted is a port convenient and central enough to discharge and receive not only mails and passengers but also freight thereat. The chief objection to Halifax is that it is too far away for the discharge of freight, rail carriage being expensive, and that the mail subsidy is not sufficiently large to make it an inducement to the steamboat companies to run into that port, and brave the dangers of its narrow entrance, simply for the purpose of landing mails and passengers. Against Saint John it is urged that the channels by which the port are entered are narrow and shallow, that it cannot be entered at all times of tide, that there are no deep water berths for large steamers to lie at, that there are dangerous currents therein, that the port is an expensive one, etc. In the eyes of steamboat people thee seem to be very forcible objections. But none of these objections can be urge against St. Andrews. (details)
The 15,000 ton coal contract for the CPR was finished a week ago, and another contract has been entered upon. It is said the second contract is for 10,000 tones. On Sunday three coal vessels arrived, bringing 1200 tons. Others are expected daily. Coal trains are going out of St. Andrews almost daily.
Beacon
Jan 7, 1892
St. John Agitated
The people of Saint John have begun the New Year by passing another set of resolutions anent the winter port matter. This is well. But something more than resolutions is wanted, if the present crisis in the history of Saint John is to be successfully tided over. It was hoped that the election of three representatives pledged to support the government might be the means of Lettering the condition of the port, but it has not had that effect, the representatives in question appearing to be more interested in preserving the government from embarrassment than in advancing the interests of the city they represent. Their careless attitude has aroused the indignation of many who helped to elect them and the feeling is growing that they should either stand up manfully for the rights of Saint John or resign their seats. This is the only proper course. From time immemorial the people of Saint John have been feeding on promises. When Confederation was first planned their port was to become the “Liverpool of North America;” when the Short Line was broached, the same prophecy was revived, the same promise were held out. Time has passed. The “Liverpool of North America” is still dream; the prophecies and promises with regard to the immensity of the grain business that was to be done at that port are not only unfulfilled, but the people have lived to see the grain which was to build up their city being carried past their doors. No wonder tat the people of Saint John are indignant; no wonder they are clamouring for heir rights. We hope the will stick manfully to the good resolutions they have formed; if the don’t --well, Saint John may as well take a back seat so far as her port is concerned.
Beacon
May 19/1892
The Money is There.
For fear the fact may have been forgotten, we would remind our St. Andrews readers that he grant of $20,000 (covering a period of twenty years) which was made two sessions ago by he Local government, for the purpose of aiding in the erection of a deep water wharf here, still holds good, and that as soon as they town places itself in a proper position they can obtain the money. On more than one occasion lately, it has been demonstrated that the wharf accommodation of the port was too small. With such a large amount of money within the grasp of the townspeople, such a ground of complain was this ought to be easily removed. To obtain the government grant, it is necessary that the own should assess itself for a certain amount. It might be well before next Council meets for the Councillors to sound the people on this matter.
Beacon
May 26/1892
As a Summer Resort
Now that Manager Van Horne, of the CPR, has demonstrated beyond a doubt that he intends locating his summer residence here, we can look forward with a greater degree of certainty and hope to the advancement of St. Andrews as a summer resort. With the wide influence and extended acquaintance which Mr. Van Horne has, there is every reason to believe that his coming will prove of very great advantage, not only from a summer point of view, but from a commercial view as well. It is to the interest of the railway to have as much business done here as possible. The more people they can attract here, the more cottages they can have erected, the more vessels they can bring to the port, the more trade they can develop here, the more benefit the railway will reap from the town. Therefore it is that Mr. Van Horne's advent we hail with a great deal of satisfaction. We hope that the good impressions which he has formed of the place will not be removed by his residence where, but on the contrary they will be increased and strengthened, and that with the assistance of the townspeople, he may be able to lift the beautiful little town from the slough of despond into which it has fallen lately, and place it once again on the high road to prosperity.
Summer Notes
The Wild Waves Whisper that there is a Good Time coming
The skies are dark and lowering, and there is a frigidity about the atmosphere that is very suggestive of November, but the grass is green, the field daisies are in bloom, the trees are hastening into leaf, and the wild waves which beat along the shore are whispering that the weather in the west is very warm and that there is a strong indication of many summer sojourners turning their footstep StAndrewsward this season.
The stately Argyll is not with us this season, but the Algonquin, the peer of any of the summer resort hotels of the East-will be open for business July 1, and under the excellent management of Mr. Albert Miller, will doubtless do a big business. Mr Miller writes that he is looking forward to a good summer.
W. C. Van Horne, Manager of the CPR, who has kept everybody on tenterhooks for the past few months, wondering whether he intended finishing up his summer mansion on Minister’s Island, removed all anxiety on Thursday last, when he sent a crew of them here to get the foundation of his building ready for the superstructure. Mr. McAvity, master mason, of the CPR , has charge of the men. Work will be pushed forward with all speed, though it is hardly likely that the house will be ready for occupation this summer. It is understood that Mr. Van Horne’s family will spend the summer at the Algonquin.
Reports promise a brilliant season on the Maine coast, remarks a Maine paper. Twould be strange if St. Andrews did not get a large slice of the anticipate brilliance.
Down on Campobello, everybody is hustling in expectation of the “good times coming.” The furniture of the Gorham Hubbard cottage just completed came by steamer Tuesday, says the Eastport Sentinel, and boats are transporting it across the harbor. The interior fittings and furnishing of the cottage will be all in place and ready for occupancy in a short time now.
Beacon
Sept 1/1892
There are various rumours afloat regarding the object of Mr. Van Horne’s visit to England. It is believed in many quarters that it is in connection with the fast Atlantic service. It is said that a new train service is to be started between Chicago and Halifax over the CPR and that all new trains will be scheduled to run sixty miles an hour. This fast time is to be made in order to complete with New York for ocean travel.
Beacon
Nov 24/1892
SA as a Winter Port
It has been an open secret here for the past few weeks that a leading ocean steamship company, who make Montreal their port of call during he summer season, have had their eyes directed to St. Andrews as a possible winter port, and that they have asked for information respecting the tides, the depth of water, etc., in this harbor. The information was promptly furnished them, and they have expressed themselves well satisfied with it. The company have not yet approached the railway corporation, but if they make up their minds that St. Andrews is the port they want, we are satisfied from the assurance that the CPR directors have given the townspeople (in their reply to the memorial of the citizens’ committee, Nov 22, 1890) that they will throw no obstacle sin their way, but will lend them all the aid that lies in their power. It is in the interest of the railway company, as well as of Canada, to have St. Andrews developed as a port. Owing to the long railway haul, Halifax as a winter port is objectionable to many of the steamship companies, and for some reason or another, they do not take kindly to Saint John. Hence, a large portion of Canada’s winter shipping business, which should be transacted in a Canadian pot, I snow carried to ports in the US. We have reason to believe that this state of affairs is as unsatisfactory to the steamship companies as it is unsatisfactory to Canada. If by the development of St. Andrews as a port these steamship companies could be induced to make this their winter port, the money that is now distributed b them in US ports would be disbursed here, the Dominion would clear itself of the stigma that it has no port on the Atlantic fit to be utilized as a winter port for steamers, and the whole country would be benefited. It was these reasons which actuated the people of St. Andrews in appealing to the Dominion government for aid in the erection of deep water wharves, but the government did not see the matter—or did not want to see it—in the same light, and the request was refused.
Thinking About SA
The Beaver Line Manager Gives a Little Information to the Public
Montreal, Nov 22
H. E. Murray, general manager of the Beaver line, was asked this morning if the report was true that the line proposed in future to run out of St. Andrews in winter. “We were thinking about it,” replied Mr Murray, “but nothing definite has yet been arranged. We must have a winter port, you know. I have had plans drawn up of St. Andrews harbor, which so far is a first-class harbor.” It is understood that a conference on the subject is shortly to be held between the management of the Beaver line and the CPR railway officials.
Despatch to Globe
Montreal, Nov 22
There is now a good chance of St. Andrews Nb, being the future winter port of Canada. The Canada Shipping company, or Beaver Line, whose steamer run during he season of navigation between Montreal and Liverpool, are considering he advisability of running to St. Andrews in the winter. Plans of the harbor are in the possession of the Beaver Line management. A new wharf and a grain elevator are wanted at St. Andrews and the railroad to run down to the wharf. Mr. Murray, manager of the Beaver Line, is to consult with Mr. Van Horne on the subject of making St. Andrews the winter port of the line.
Beacon
Dec 1/1892
SA as a Winter Port
The admission by the general manager of the Beaver Line of steamers that his company have under consideration the question of utilizing St. Andrews as a winter port has created a great deal of talk and speculation, not only in Charlotte county, but outside of it as well. It is agreed on all sides that St. Andrews has many natural advantages as a port, and that if it was provided with the necessary deep water wharves, there would be no difficulty in inducing steamship companies to patronize it in the winter season. the most important question now is, who will provide these wharves and terminal facilities? it is true, we have the assurance of the CPR company that they will undertake to provide wharves and warehouses for any trade that my offer at or for SA, but it is extremely doubtful if the railway will carry out that promise without asking for something in return from the steamship company who want the privileges, or from the peop0le of SA, who will be greatly benefited by their construction. It is just possible that they may require a guarantee from the Beaver Line Company that if the wharves are provided them they will use the port for all time to come. While this would be most satisfactory to the port, it might not be so satisfactory to the steamship people, who would like to test the capabilities of the place before binding themselves to any permanent agreement. If the railway insists upon such a guarantee, and there is reason to believe they will, there is grave danger that the steamship company will abandon the project altogether. On the other hand, the railway company may ask—as they have asked Saint John —for the people to assess themselves for the construction of the wharf. we believe the people of St. Andrews are willing to go a considerable length in order to induce the Beaver Line or any other Atlantic steamship line to utilize their port, but unless they receive further governmental assistance or material aid from the railway, we have little hope of their accomplishing the undertaking. In view of the great benefits which would accrue to the railway company through an increase of freight and passenger traffic, we think it not unreasonable that they should bear a large portion of the cost of the work. And as the development of St. Andrews as a port cannot be regarded in any other light than as a national benefit, we think the Dominion government might very well aid in its accomplishment. So far as the local government is concerned, they have already made an appropriation of $20,000 towards providing deep water privileges at SA, and if a further grant were necessary we believe they would strain a point to make it. If the Dominion Government would only exhibit the same favorable spirit towards the port the success of the project would be assured at once.
Alluding to the “winter port” matter the Courier remarks that “it is most devoutly to be hoped, in the interest of the whole country, that this business will come to Sa, for in it are great trade possibilities for both the islands and the rural parishes.” that is quite true, but Charlotte County would not be the only County in the province to be benefited by the development of St. Andrews as a port. All that portion of the province tapped by he CPR, would receive stimulus therefrom. Carleton county and the counties contiguous to it, in which the garden of the province lies, would be brought within appreciable distance of the English market, through having an Atlantic steamship line almost at their very doors; and when tariff reform wit the US comes, as come it must, they would have the option of two markets in which to dispose of their surplus products. Further, the development of St. Andrews as a winter port would be the fruition of the hopes of those brave spirits who in 1835 and several succeeding year labored so hard to establish railway connection between this port and Quebec. That city would be benefited by the selection of SA, though, perhaps, not to the same extent as it would have been fifty or sixty years ago, when no other Atlantic port in Canada was available. The city of Montreal, too, by having a winter port so near to it on Canadian soil, would also of necessity derive much benefit, as its merchants would be able to retain throughout the winter season a great portion of the business which is now carried to American ports.
The Beacon has been shown an extract from a letter sent by s Sherbrooke gentlemen to a friend in SA, in which the possibility of St. Andrews being utilized as a winter port was discussed and some highly complimentary remarks made concerning the Beacon and the stand it has taken in the movement. It is gratifying to know that the efforts of the Beacon to advance the interests of St. Andrews and Charlotte County are being so heartily appreciated. We have only done what we conceived to be our duty, and what many other live newspaper would have done under the same circumstances. The advantages of the port are so apparent, and the need from a Canadian standpoint for the port being developed and utilized so great, that we feel we would be recreant to our duty if we did not do all that lies in our power to urge the mater upon the public.
A winter Port
SA, NB, May be Selected by the Beaver Line
Montreal, Nov 22
SA, NB, as the winter port of the Dominion, is receiving a good deal of attention in steamship as well as in railway circles at the present time. One well known Canadian steamship line is at the present time discussing the advisability of making St. Andrews the winter terminus for the boats of the Company. Agents of the Canada Shipping Company, or Beaver Line, as it is called, have been in St. Andrews examining the ground. The boats of he Beaver Line run between Montreal and Liverpool in the summer, and during the winter have hitherto run out of Portland. The advocates of St. Andrews claim for it that it has a magnificent harbor, and that the tides are lower there than at either Saint John , or Halifax. It is 40 miles nearer Montreal than Saint John and 340 miles nearer than Halifax. At low tide the steamships would have thirty feet of water at the wharf. The CPR runs into St. Andrews at the present time. A new wharf and a grain elevator are needed at Sa, and a loop line from the CPR line would have to be constructed to the wharf, a distance of 800 feet. Mr. H. E. Murray, general manager of the Beaver Line, was asked by a Star reporter this morning if the report was true that they proposed in future to run out of St. Andrews in the winter. “We were thinking about it,” replied Mr. Murray, “but nothing definite has been arranged yet. We must have a winter port, you know. I have had plans drawn up of St. Andrews harbor, which, so far as it is concerned, is a first class harbor.” It is understood that a conference on the subject is shortly to be held between the management of the Beaver Line and the CPR officials.
Beaver Line of Steamers considering using St. Andrews as winter port. CPR promises wharves and warehouses. Dominion Gov’t already pledged 20,000 for development as winter port.
Beacon
Dec 8/1892
The Beaver Line and SA
Judging by present indications, the visit of the Beaver Line to St. Andrews stands indefinitely postponed. The correspondence, which has passed on the subject, shows that the steamship people are anxious to have a Canadian winter port, and that they are well satisfied with the reports which have been sent them of St. Andrews. They have approached the CPR, with a view to providing the necessary wharf facilities for them, but the railway insists that he steamship company will given them a guarantee that the wharves, if built, will be continued in use by them or some other steamship company. The Beaver Line manager, regarding the matter as an experiment solely, has so far declined to give such guarantee. As a way out of the difficulty, it would appear that President Van Horne has suggested Saint John as a port that might be experiment on by the Company. Whether the suggestion will be acted upon or not, we have not heard.
In acknowledging information sent him concerning the port, by M. N. Cockburn and others, General Manager Murray, of the Beaver Line, has sent a letter to the editor of the Beacon, in which he discusses the project and the difficulties which surround it, but as the letter is marked “private” we do not feel at liberty to use it. The following communication from President Van Horne does not bear any private mark, and as it contains marked evidence of good will towards the port, we hope the writer will pardon us for giving it publication:--
Montreal, 30th November, 1892
My Dear Sir,--
I have your letter of the 26th. I will take great pleasure in doing anything I can towards bringing the Beaver Line or any other line to St. Andrews. I have already had a conversation with Mr. Murray of the Beaver Line on the subject referred to. Running to St. Andrews or the Bay of Fundy can only be regarded by them at present in the light of an experiment and we would not of course be justified in expending fifty or one hundred thousand dollars in providing wharves which might only be used for a few trips, and there does not seem to be any way by which we can be made reasonably safe in the matter. I think it probable that they will try the experiment at Saint John , because if it succeeds there it will be pretty certain to succeed at St. Andrews.
I can only say just now that we will be delighted if we can be in any way instrumental in giving St. Andrews a new start, and you may be assured that no opportunity to do this will be lost.
Yours truly,
W. C. Van Horne
R. E. Armstrong, Esq., St. Andrews, N. B.
This letter would be very satisfactory, if it were not for the sentence we have italicized. Not that we have any desire to shut Saint John out from any business—goodness knows it needs all the business it can get—but because we cannot see the force of Mr. Van Horne’s logic. Saint John as a commercial port, we admit, is head and heels over SA, but as a natural harbour, it cannot be mentioned in the same breath. If the experiment should prove a success in Saint John , we are sufficiently well acquainted with the business people of that city to know that they will not let the steamers go to St. Andrews or any other port if they can help it, and it is not very likely that the steamship company would want another port if Saint John would suit them. On the other hand, if the experiment at Saint John should fail through any natural disadvantages which that port may possess, it would be manifestly unfair that St. Andrews should be condemned also. Saint John harbour, it should be remembered, is much father up the Bay of Fundy than the port of SA, and to reach it in the winter season the mariner has to encounter perils and pass dangers which are unknown to the mariner seeking this port. There are rocks and reefs and dangerous currents to be avoided, and in foggy weather or when the sea is covered with vapour, the utmost caution has to be exercised. Again, should a steamer of large tonnage reach the mouth of the Saint John harbor at low tide, she would be obliged to heave to or come to anchor until tide rises.
This would mean a delay of several hours, and delays are as dangerous as they are expensive and annoying to ocean craft, particularly to steamers. All such delays are avoided in approaching St. Andrews harbor. Be the tide ever so low at SA, there is an abundance of water in the channel and in the harbor for the largest vessel afloat, and she would have no difficulty whatever in steaming to her berth. This one great point which this port possesses over Saint John. Another strong point in our favor is the saving in pilotage which might be effected by steamers entering this port. While a pilot is absolutely necessary to the mariner who is not thoroughly acquainted with Saint John harbor, there is no need of a pilot to St. Andrews after the first trip has been made. And, indeed, his services might even be dispensed with on the first rip, as the course is so clear, after the land has been made on the American coast, that a stranger by the exercise of ordinary caution, could easily find his way, in unaided. There are no strong currently in this harbor, such as are met with in Saint John harbor during freshet times and in the early spring. Further the price of labor is cheaper here, and the port could be made much cheaper in other respects than Saint John as it would not coast so much to maintain harbor facilities here. These advantage, coupled with the advantage of a shorter railway haul, are what make St. Andrews such a vastly superior port to Saint John.
We must confess that we are a little disappointed over the result of the conference between the railway and steamship people, but we are not among those who are going to give up in despair. Having put our hand to the plough we propose pushing it along, while there is the smallest chance of success. So far from despairing we think there is much in what has transpired lately to encourage hope in the breasts of St. Andrews people. The advantages of our port have at last received a measure of recognition from an ocean steamship line, and though obstacles have been thrown in the way of their utilization, we feel that the day is not far distant when these obstacles will be forced aside. Again, we have the assurance of the CPR that they are interested in the development of the port. In view of their action in this matter the assurance may not seem to some people as being worth a great deal. But we think otherwise. Mr. Van Horne probably feels that it would not be politic for his road to begin to develop SA, while such an important port as Saint John is clamouring for recognition, and is spending so much money to obtain it. Should the steamship people refuse to act upon his suggestion to go to Saint John and should insist that they want St. Andrews and will take no other port in Canada, then he could proceed with a free hand in developing this port.
Referring again to the subject of Mr. Van Horne’s letter, we see no reason why the railway company should assume all the risk of providing improvements here. The Provincial Government has made an appropriation of $20,000 for just such a purpose as this, and though St. Andrews did treat the government a little shabbily during the late election, we have reason to believe that this grant would be increased, if the circumstance would warrant it. Three is legislation on the statute books which enable the people of the town to assess themselves up to a sum not exceeding $1,000 a year whenever they feel like it, and furthermore, we think that if the railway people or the steamship people presented the matter in the proper light before he Dominion Government, a favourable response might also be obtained from that quarter. On the whole, we think that if it was only the financial question that trouble the railway, they could soon over come that.
The Beaver Line Company are to receive $100,000 for towing the German steamship “Spree” into Queenstown. Now, if the Company would only put this money into a deep water wharf at SA, the question a deep water port for them would be quickly solved.
Beacon
Dec 15, 1892
Canadian Ports Handicapped
Although Mr. Van Horne has stated that the Beaver Line would probably experiment upon Saint John , we have the best of reason for believing that the company have not altogether abandoned the consideration of St. Andrews as a possible winter port for their steamers. But whether the experiment be made at Saint John or SA, the company recognize that they will be greatly handicapped by the unfair competition for the Allan and Dominion Lines, which carry all their Canadian freighting business through the port of Portland, Maine, and which, being heavily subsidized by the Dominion Government, are in a position to carry cargo at rates that an unsubsidized line cannot compete with. This is a great injustice to Canadian interests, and should call for some redress or remedial legislation at the hands of the government of Canada. The Beaver Line is the only purely Canadian line at present in existence, and if they are willing to accept the risk of making the winter port on Canadian soil, the Canadian Government should either subsidize them or place the other steamship lines on an equal footing with them, and the business men of Canada should do their utmost to foster and encourage them. It is not right that Canadian money and Canadian business should be used to develop an American port, while there are ports in Canada hungering and thirsting for that business and there are Canadian steamship lines willing go those ports, if they are only given a fair show. We trust the press of Saint John will take this matter up and urge it upon the attention of the government. The will find it to their interest to do so.
Why This Silence?
The Saint John newspapers appear to look upon the statement of President Van Horne that the steamers of the Beaver Line will probably experiment on Saint John as a winter port, with very little concern. The Telegraph is so busily engaged in finding reasons why the ICR should be transferred to the CPR that it has eyes and ear for thing else. It does not waste even a line of its valuable space in pointing out the accessibility of the harbor of Saint John , or in endeavouring to refute the statement as to its inaccessibility at certain times of tide. The gazette, which loves to pose a s defender of Saint John , has not word to say in encouragement of the scheme or in defence of the port. The sun, in a half-hearted way, remarked that the “The Beaver Line steamships will find the port easy and safe of access.” Again, it adds that Mr. Van Horne’s statement “has awakened some interest.” Strange that that awakening has not reached some of the newspaper offices! Even the globe does not take hold of the matter in its usual vigorous fashion. What is the matter? Do they want the Beaver Line, or do they Not? Or , can it be, that they think the less mud they stir up about the harbor the better?
A Veteran Pilot
Who Says that St. Andrews has One of the Best Harbors in the World
James W. Conley, of Deer island, who was a pilot in the Passamaquoddy, or St. Andrews district, for twenty years, who sailed out of Saint John harbor for six or eight years, and who has for several years past been weir fishing—a business, by the way, in which he says he has made more money than he did either as pilot of captain—called upon the Beacon on Monday.
Mr. Conley declare that St. Andrews has one of the best harbors in the world, far superior to the harbor of Saint John. He weather ed the heaviest gale that ever blew in the Bay of Fundy in the ship Alexandria, of Bath, on the ballast ground, off SA, with only the bower anchor out. There were five vessels sailed from Saint John at the same time. One of the, he says, was wrecked on Mud island, while the other experienced terrible hardships. He ran his vessel out of Latete the next day, and was out to sea two days ahead of the Saint John ships. He narrated several other instances to show the superiority of St. Andrews harbor.
The point Mr. Conley would select for a deep water wharf would be between Katy’s Cove and Minister’s island, (jut the point that the CPR engineer suggested a couple of years ago). There is a deep basin there, he says, and if a small breakwater were built off the end of Minister’s Island, it would protect the smallest craft from any wind that blows. But for a large vessel, like an ocean steamer, no breakwater would be needed. She would lie as securely there, in the biggest blow, as if there was no blow at all.
As for the entrances to the harbor, he sways there is no trouble whatever in getting to St. Andrews at all times of tide.
Mr. Conley is a respected old sea dog. He is now 65 years of age, and is as fresh and ruddy as a school boy. During his early seafaring days he witnessed no fewer than five mutinies, in some of which bloody corpses were left on the decks. He came very near furnishing one of the corpses himself. He is proud of the fact that he comes of Loyalist stock, and that he was one of the first on West Isles to cast a ballot for Confederation. Of the Loyalist stock he says there still remain on Deer Island, the Conley’s Clines, Stuarts, Leopards, Fountains and Doughty. During the Fenian troubles, Mr. Conley was for three months pilot of the British corvette “Niger” in these waters. He knows every rock and shoal from the had of the Bay of Fundy to the Capes of Delaware, and is firmly convinced that for natural advantage the harbors of L’Etang and St. Andrews have no equal.
Beacon
Dec 22/1892
A Wail from Halifax
The Halifax Chronicle (Liberal) is fighting tooth and nail against the transfer of the Intercolonial railway to the CPR, and is denouncing “the grinding monopoly” of the latter corporation in all the moods and tenses. Alluding to the recently published statement that Manager Shaughnessy is alleged to have made, viz., that his company would like to secure possession of the Intercolonial railway and make it part of their system, the Chronicle remarks:--
It is not admitted by a magnate of the CPR, that that corporation wants possession of the Intercolonial in order that they make it part of their system. That would give them possession of the Atlantic winter outlets of Canada at Halifax, Saint John and SA, would give them power to prevent the Grand Trunk from reaching Halifax, would place the Temiscouta railway from Riviere de Loup to Edmunston, NB, at their mercy and shut off any chance of competition from that quarter, would give the CPR an absolute monopoly of freight and passenger traffic between the maritime provinces and the west, and leave that corporation free to dicker more effectively for terminal facilities at Boston, which would thus become the Atlantic terminus of the road, with Halifax as a sort of way station, a convenience for possible emergencies, a port of call for the fast Atlantic steamship line—the line that is to be established by the proceeds of Intercolonial bonds, and made a paying speculation by the subsidy which is to be contributed by the long suffering people of this country. It is a magnificent scheme. Its possibilities are immense—for the CPR. The maritime provinces will not be in it; they will have to be content with the crumbs that fall from the CPR table.
Mr. Van Horne has deluded Saint John into making the CPR a present of the Carleton branch railway, at a cost of some $40,000, besides contributing two-thirds of the cost of an elevator to be erected at Sand Point. He has tickled St. Andrews with a will-o-the-wisp intimation that his company will do something for that port if its people will “come down handsomely.” And he has labored hard to convince the people of Halifax and of Nova Scotia that the fast Atlantic services and summer hotels will assuredly be theirs if only they will consent to the I.C.R. being handed over to that corporation as a free gift. But while these promises are being dangled before Halifax, Saint John and SA, and the maritime provinces generally, Mr. Van Horne’s company is dickering with American railroads for enlarged terminal facilities and privileges at Boston, which is evidently to be selected as the chief Atlantic winter port of that company. This is a matter which should be watched by the people of the maritime provinces.
The Chronicle concludes its article by a reference to Mr. Van Horne’s speech at Boston, which, it thinks, indicates that Boston, and not Halifax, Saint John or SA, will be the port to be built up by the western traffic which the CPR will bring to the seaboard. Probably, remarks the Chronicle, Mr. Van Horne thinks the people of Canada, and particularly the people of the maritime provinces, are “mostly fools.”
Unsound Doctrine
The Courier, in seeking for reasons why the Beaver Line may possibly selected Saint John in preference to St. Andrews as their winter port, mentions among others the following:--
“It may be that the efforts of Saint John ’s representatives at Ottawa have been able to secure advantages and improvements for their port which have not been properly requested for SA, and which will render the former more suitable for the business the Beaver Line will take to it.”
It is a matter which the citizens of Saint John deplore very much, that their representatives have not been able to secure any aid from the Dominion government towards placing their harbor in shape for ocean traffic. It is only a few days ago that this feeling found voice at the Board of Trade meeting, the gentlemen to give expression to it being the president, Mr. George Robertson, the recently defeated candidate of the conservative convention.
When Saint John had liberal representatives at Ottawa, it was stated by the friends of the government that the city need not expect any favors from the government unless it sent representatives that were friendly to the party in power. Seduced by fair promises, the Saint John people elected a full representation of government supporters. This was some years ago. Ever since then Saint John has been waiting for the golden promises to be fulfilled, but they have waited in vain. They were to have the I. C. R. extended around the harbor front, but the work has not yet been done. They were to have an elevator erected at the Dominion Government’s expense, and they are still waiting for it. They expected to ge the Carleton Branch railway from the Dominion government on favorable terms, but instead of that they were asked to pay the value of it in cold cash. They expected certain dredging to be done, and they are sill expecting. and so with other Dominion aid that was promised them for the harbor, not a penny’s worth of which has materialized. About the only result that has followed the election of the government ticket in Saint John has been the Harris “deal” and the closing up of a very important industry. Whatever improvements have been made in Saint John harbor, or whatever are in immediate contemplation, are being paid for by the Saint John people, or by the Local Government; not a cent has come from the coffers of the Dominion exchequer.
What the Courier evidently intends to imply by the statement we have quoted is that if Charlotte County had elected a Conservative, instead of a Liberal, the government would not have turned such a deaf ear to St. Andrews requests. If we are to judge by the results in Saint John , we would not have fared any better than we have done. Anyway, the doctrine that because a constituency does not elect a representative favorable to the party in power it shod not receive any aid towards needed public works, is a most pernicious one. It strikes directly at the root of responsible government. for that reason, if for no other, it should be condemned. Only a few weeks ago, during the Provincial election in Queens, the Conservative organ in Saint John declared that it was “important that the whole theory underlying this toadyism should be swept away,” and that the bounty which the leader of the government “gives or withholds is property which he holds in trust” and that he had “no right to pay his personal debts of gratitude, or to work out his private spite, by diverting public money from one county to another.” If this is sound doctrine, and we claim that it I, then ?Charlotte County had a perfect right to elect the man of its choice, and the government, if they are withholding necessary aid to public works from the county because they were not asked by one who voted on the same side with them, are guilty of a grave wrong and deserve condemnation. No blame can be attached to the people.
We believe the Courier is sincerely desirous that St. Andrews should prosper, but we think it is doing wrong in introducing even the semblance of party politics into the present agitation. We have been fighting for this matter on broader ground than that of party politics. We have been fighting for St. Andrews because we believe that the true interests of Canada demand that she should have safe and convenient winter port of Canadian territory, and because we are firmly convinced that St. Andrews possesses all the natural requirements for such a port. We believe it is wrong that Canadian money should be used to develop US ports, when the ports of Canada stand so much in need of development, and we have not hesitated to say so. If the Courier will forget its politics for awhile and join with us in demanding of the Dominion government that they recognize our, port, it will not only be doing Charlotte County good service, but the whole Dominion.
Beaver Line and St. Andrews
We do not desire to raise any false hopes in the breasts of the people of SA, with respect to the utilization of their port by the Beaver Line, but we think thee are good reasons why they should feel encouraged over the present outlook. General Manager Murray, of the Steamship line, is now on his way to Liverpool. In a letter to the editor of the Beacon, written from Montreal on the 17th inst., he says he “cannot at present go further into this question, but hope something can and will be arranged so that ocean steamers may be able to be loaded to and from your port next winter season.” There’s many a slip ‘twixt the cu and the lip, but with such an assurance as the above we think the people of St. Andrews and Charlotte County may well feel encouraged.
Mr. Van Horne, who evidently has a deeper interest in St. Andrews than the Halifax Chronicle gives him credit for, also send us a copy of a letter sent by him to the manager of the Beaver Line, “in order that there may be no possible doubt about our position in the matter of ocean traffic at St. Andrews.” Mr. Van Horne prefaces his letter by “referring to Mr. Armstrong’s letter to you about St. Andrews, which you have been so good as to send me,” and then he goes on to state,--as he stated in his last letter published in the Beacon—the reasons why his company did not see their way clear to expend a large sum of money in building wharves here for the Beaver Line to experiment upon. Another matter is touched upon in this connection, but as the publication of it might prejudice our interests, we refrain from doing so.
It looks to us as if the steamship people had decided to accept the railway company’s terms and give the guarantee asked for. If they have, it means that St. Andrews will hereafter be the winter port of the Beaver Line.
It appears that the Beaver Line of steamships has suspended its service to Boston and cancelled its sailings there already advertised for the next two months. The reason given is that here was unusual difficulties in securing cargoes, --Sun.