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Beacon
Jan 12, 1893
Fast Atlantic Service
President Van Horne has Evidently Been Looking into the Matter
Toronto, Jan 6.
[Fast steamship line to use Halifax in winter and Quebec in summer]
President Van Horne’s speech at the Board of Trade last evening was devoted exclusively to the fast steamship service, and is causing almost as much stir as the ministerial utterances. Four years ago, [1889] he said the CPR established, experimentally, on the Pacific, between Canada and Japan and China a line composed of old fashioned Atlantic steamers, something like the best of those now engaged in the Canadian Atlantic trade. They were as good as any on the Pacific, but not good enough to divert travel from the long established channels, and they lost money, but the company did not abandon the enterprise because of that. We built new ships of our own and fine ones—ships equal to any afloat in their character and appointments, and faster than any on the Pacific, and they at once took the trade and made money. (cheers) That, I hold, is the way to do business. That is what Canada should do on the Atlantic. We encountered the usual croakers. We were told that the people would not go to such a far away place as Vancouver to take ship for Japan and China, just as we are told they will not go to Halifax, but they did and very soon we carried as many on each of our steamers as we carried b two or three of those on the old route. Can we turn a large proportion of the trans-Atlantic travel through Canada? I say yes, with out doubt. (cheers) The distance from Quebec to Holy head is 2,580 miles, and with steamships of the speed of the Teutonic or City of Paris the time will be made in five days and five hours. the time from Holy head to London is less than six hours, and allowing an hour for transfer, the time from the wharf at Quebec to Euston Station in London will be made in five days and twelve hours and only three day sand eleven hours of this time will be in the Atlantic. (cheers) While the time from Sandy Hood to Queenstown is sometimes made in five days and a half, the time from the wharf in New York to the railway station in London is hardly ever made in less than seven days, so seldom that seven days may be taken as the best working result that way. Let two passengers start from London on Wednesday at 12 o’clock, noon one by the fastest New York steamship, and the other by an equally fast Canadian steamship. The one will reach New York at the best at 7 o’clock the following Wednesday morning, local time; the other will have reached Quebec at 7 o’clock Monday evening, local time. The New York passenger may reach Montreal at 7:30 Thursday morning. The passenger by the Canadian line will reach Montreal at midnight Monday or Toronto 10 o’clock Tuesday morning, two whole days ahead of the New York man. The Canadian passenger will reach Chicago at11:30 Tuesday night, while the New York man cannot reach there before 9:30 Thursday morning. (Loud cheers) It is no idle boast that such a Canadian line could take passenger at London and deliver him in Chicago before the New York line could land him at the wharf in New York. Indeed, we have a margin of ten hours, and the statement might be made to apply to Cincinnati, St. Louis, St. Paul and Minneapolis. A Boston messenger may reach his home thirty-two hours, quicker by way of Quebec than by New York, and the passenger by the Canadian line will reach New York itself at seven o’clock Tuesday morning, twenty four hours ahead of the quickest direct line to New York. And this will be the minimum saving of time to Philadelphia, Washington, and all points in the united States, and as we come northward our advantage becomes greater. In the winter our advantage by the way of Halifax would be ten hours less, but our saving in time would still be great enough to take the business. (Loud cheers) It is only necessary to provide an attractive service, both by land and sea, to make railway an steamship service fit together perfectly, to make sure of the business. There are no difficulties of navigation that cannot readily be overcome; a few more lights, a few more signals and a few whistling buoys at the entrance to the Straits of Belle Isle.

A Permanent Winter Port
Like many other ocean steamships, the steamers of the Beaver Line have been compelled to lay up for the winter, owing to dullness of trade. This fact ought to enforce upon the minds of the Company the great importance of having a permanent winter port of their own in Canada. When business was good and freights plentiful, it was doubtless an easy matter for vessels of the class of the Beaver Line to obtain paying cargoes at any port in the US that they might choose to go to, but when trade became slack and cargoes few, the bulk of the business at such ports was bound to be done by the subsidized lines. These lines are compelled to run, and will do their utmost to make their trips pay, even if they have to carry freight at rate that an unsubsidized boat could not touch.
            Had the Beaver Line a permanent port of their own in Canada they would be much better off, as the would be able to do their winter business through much the same channels that they use in summer. Instead of their freight having to follow them long distances over American railways and American territory to an expensive port, t could be carried over Canadian railway at a lesser rate, and more quickly. Then as the permanent headquarters of the line became known whatever trade there was would naturally be diverted thither knowing that it would here find an outlet. The company y would be able also to do their business more cheaply, and would in consequence be in a position to make better terms for their patrons. With a permanent port of their own the would be encouraged to develop that port and attracted trade towards it, knowing that they were building up business for themselves and not for some other company to step in and enjoy a year or two after.
            If they chose SA, and that they are seriously considering its selection there is no doubt, they could, owing to the short railway haul, make of it almost an outpour of Montreal. The office machinery used in the carrying on of the summer business of the line, might for this reason be largely used in the winter.  And in other respect, a great saving might be made. As to the natural advantage of the port, the Company are so well acquainted the with now, that it is needless to refer to them.

Beacon
January 12, 1893
The first phosphate schooner of the season, the “Lady Ellen,” Capt. Britt, arrived in the harbor on Sunday. She was taken to her discharging berth at the railway wharf on Monday, but the storm compelled her to seek anchorage in the harbor again. She began discharging yesterday.

The Beaver Line
Capt. Howard Campbell, commodore of the Beaver Line fleet, sends the editor of the Beacon a letter by last English mail, in which he says that the steamer of the line are laid up for the winter, owing to the dullness of the trade. In the concluding portion of his letter he says: “I shall do everything in my power to promote the interest of St. Andrews. I firmly believe that it will yet become the leading winter port of the Dominion, in spite of the opposition from which it is now suffering.” Capt. Campbell wishes all his fellow townsmen “all the compliments of the season and a very man of them.” The General Manger of the Line, Mr. Murray, had not reached Liverpool when the letter was penned Dec 27.

Beacon
Jan 19/1893
The Winter Port
On Friday last, our esteemed contemporary, the St. John Telegraph, suddenly awoke to the fact that there was an active agitation on foot to make St. Andrews the winter port of the Beaver Line, and, if possible, the winter port of Canada. Our contemporary is evidently seriously alarmed at the advances that the champions of St. Andrews have made in that direction, and fears have been awakened in its venerable breast that even with the tremendous influence the city of Saint John (with its thirty thousand or more inhabitants, its numerous and powerful daily and weekly papers, its influential board of trade and city council, its Conservative representatives ad its commercial prestige) can bring to bear upon the matter, the little town of SA, with less than twelve hundred people, but one weekly paper and with only the advantages which nature has provided it with, is about to snatch from its grasp the plum it has for so many years been striving in vain to get into its mouth. The Telegraph ought to be honest enough to admit that the advantages of St. Andrews as a port over Saint John must be very great when it can accomplish even what it has done in the direction of a winter port. That these advantages have been well known to our Saint John contemporary in the past we have not the slightest doubt, but it has chosen to ignore them, and has laughed us to scorn when we declared that some day St. Andrews would awake fro is lethargy and take its proper place among the leading ports of the Atlantic. We can assure our contemporary that the race is not always to the swift, nor is the battle to the strong.
            The Telegraph calls upon the board of trade and city council to “ward off he danger while there is yet time.” This summons to arms sounds well from a journal which for weeks past has been fighting tooth and nail to bring about the transfer of the Intercolonial railway and thus give to Halifax trade which Saint John should enjoy. Not content with its efforts to destroy the trade Saint John it now shows the “cloven hoof” towards St. Andrews. Under threes circumstances we do not think that the Telegraph’s call to arms will produce any serious results. At all events, we are not greatly concerned over its.
            The Telegraph remarks in an affrighted tone that “if St. Andrews is to be the winter port of Canada, Saint John cannot be, even though it is entitled to the place.” Will our contemporary please inform us where Saint John ’s prior to title to the “winter port” comes from or comes in? Or will it inform us why the port of St. Andrews is not as much entitled to the “winter port” as the port of Saint John is? It is true that the people of Saint John have spent a great deal of money to make their port available for ocean traffic, while the people of St. Andrews have spent very little. Ye this fact does not vie them any better title to the ”winter port” than St. Andrews. In spending so much money, the people of Saint John have simply been trying to supply by art that which Nature has failed to supply them with, and which Nature has endowed St. Andrews abundantly with. We do not desire to say anything disparaging of the port of Saint John , for several reasons. One of these is because of the love and veneration we entertain for that city. Another reason is that we are anxious to see Saint John built up as an ocean port, feeling satisfied in our own mind that if Saint John with its numerous disabilities, can attract ocean commerce, SA, with its vastly superior natural advantage, must also in a very short time rise to prominence. This however does not appear to be the feeling of the Saint John newspaper we have referred to. It does not want to see St. Andrews prosper, because it fears that such prosperity might be at the expense of Saint John. This does not exhibit a very magnanimous or patriot sprit.
            Thee would seem to be a hidden sneer in the Telegraph’s remark “that though we have not grown or moved very rapidly in Saint John , this port has managed to keep the lead of St. Andrews.” They laugh best who laugh last. Saint John has managed to keep the lead of St. Andrews principally because its situation on the mouth of a great river gave it special advantages as a shipbuilding center and a port of shipment for NB deals and lumber. While those two industries grew and prospered Saint John made rapid strides as a sport and as an industrial and commercial centre. But it does not require a great deal of shrewdness to see that the conditions for carrying on a large ocean steamship service and for doing the winter as well as summer shipping business of Canada are more favourable at St. Andrews than at Saint John. The ocean competition of the present day requires that not an hour be lost unnecessarily on an ocean voyage. This fact was recently voiced by President Van Horne in his Toronto speech. The port that will permit of deep draft ocean steamships promptly entering or departing at all times of tide will be the port that will be patronized, and not the port where vessels may have to lie at anchor five or six hours before they can reach their berth or leave it. The port easiest reached by sea, and the port nearest by rail to the commercial centre of the Dominion, is bound to be the favourite port with Canadian steamship companies, other things being about equal. Again, cheapness is a great desideratum in an ocean port. The port, where charges are high, and where labor is expensive, must always be at a disadvantage when brought into competition with a port capable of being maintained cheaply.
            It is a consideration of such facts as these that leads us to believe that St. Andrews is a better port for ocean traffic than Saint John , and that has prompted us to champion its cause so actively.
            Notwithstanding the enterprise that the people of Saint John have shown in improving their harbor and fitting it for doing an ocean steamship business, we cannot see anything to justify the hope that it will ever be able to do the winter shipping business of Canada, except what may be required to be done in light draft vessels. In this view we are sustained by the opinions of others who ought to be ain a position to know what the requirements of a winter port for large vessels should be. Again, the fact that the CPR are spending very little, if any, money of their own in developing Saint John seems to us very strong proof that the heads of that railway do not regard Saint John ’s chances very hopefully.
            We do not blame any Saint John paper for doing for that port what the Beacon has been trying to do for St. Andrews. Yet if Saint John possesses disabilities that debar it from successfully competing for the winter port, we submit that it would be more patriotic, and more beneficial, from a business point of view (because the merchants of Saint John will be greatly benefited by business prosperity in SA) if the newspapers of Saint John would turn their attention towards fighting the battles and urging the claims of this port. It would be infinitely more beneficial to them and to Canada generally to have the winter port of Canada at St. Andrews than at Portland or Boston. And would it not be better for Saint John that St. Andrews should be the winter port of Canada than that it should go to Halifax?

#Beacon
Jan 26/1893
F'ton Globe takes sides with St. Andrews over winter port debate. Halifax to be considered.

Beacon
Feb 2, 1893
Some of the CPR Plans
Mr. Shaughnessy, of the CPR, was here in connection with the works of his company, who intended shortly to construct the first elevator in Quebec on the Louise embankment, and if they obtain control of the Intercolonial railway, will also establish a railway ferry between Quebec and levis. Mr Shaughnessy says it entirely depends upon the amount of the federal subsidy whether his company will undertake a fast transatlantic steamship service.

Beacon
Feb 16, 1893
The Need of Winter Port
There can be no two opinions respecting the need of a winter port for Canada on Canadian soil. The want of a properly equipped and suitable port has deprived Canada of a great deal of business during the past few years, to say nothing of the injury to her prestige. It has been the means of compelling the Allan and Dominion lines of steamers, both of which are heavily subsidized by the Canadian government, to do their winter shipping business through Portland, Maine, thereby developing that port at the expense of Canada. It has been the means of compelling the only representative Canadian line of steamers that we have—the Beaver line—to lay up their boats during the whole of this winter, entailing great loss to the owners, besides curtailing to a great extent our winter shipments.  And in many other respects it has been a great loss to Canada. yet there was no need of it. Had the government of the day done its duty, Canada would not now be resting under the stigma that she is without a suitable winter port. Two years ago the Dominion government were memorialized to aid in the development of St. Andrews as a winter port. Strong reasons were advanced why from a national standpoint, the work should be done. But the government refused to grant a single dollar, and as the people of the port were not in a position to provide the necessary works themselves, nothing was done. Meanwhile, Canadian steamers have been going hither and thither in the winter season looking for a chance to do business. The Beaver Lien steamers experimented at Portland, Maine, but they found that port unsatisfactory. Then they determined upon testing Boston, but after the first trip his winter they were convinced that it was even worse than Portland, Maine, and very reluctantly they were compelled to lay up. Had the government listened to the memorial from SA, and placed this port in order, the Beaver Line steamers, instead of lying idle at their wharves in Liverpool, would now be making their usual trips to Canada, and the country would not have suffered the loss that it has.
            It is not too late yet for the government to remedy the mistake they made two years ago. The harbor of St. Andrews is still here. It still possesses all the magnificent advantages for ocean traffic that it did two years ago. Despite the fact that the present winter has not been excelled in the annals of the country for severity, the port is still open and free to be entered by the largest steamer afloat, while Portland, Boston, New York and all the other Atlantic harbors have either been sealed with, or greatly handicapped by ice. The Beaver Line company are still eager to utilize this port, and if the necessary steps are taken this session of parliament, the port can be put in order for business next winter.
            We hope the representative of Charlotte will not forget to urge the matter upon the House this session. it s not a local matter, entirely. It affects the honor and welfare of all Canada, and should not be cast lightly aside.
            Members of Parliament who read this article—and we hope most of them will read it—may ask what special advantages St. Andrews possesses as a winter port. The story is an old one to most of the Beacon readers, but some may see it this week who have never seen it before. for their benefit, and as briefly as possible, we will reiterate its chief advantages.
            First, the port of St. Andrews is the nearest Canadian port of the Atlantic to Montreal and the North-West, being forty miles nearer Montreal than the port of Saint John , and nearly three hundred miles nearer than Halifax. It is fifty miles nearer the ocean than Saint John and sixty miles nearer Great Britain than Portland, Maine. This nearness to the business heart of Canada will tend greatly to reduce the cost of freight, by making the railway haul shorter. It also obviates the tolls at the cantilever bridge, Saint John.
            Second, it is a commodious port, with an abundant depth of water for the largest vessel afloat; well sheltered, and with excellent opportunities for erecting deep water wharves at little cost. Admiral Owen, who made a survey of the port for the Imperial government, has said of it that “there is no port 3ithin my knowledge better adapted by nature than St. Andrews for being made a mercantile port with extensive advantages and facilities, and in short, what Liverpool has been made as a mercantile port at an incredible expense, this point of our colonies has every advantage to adapt it for, and which might be made fully available at trifling cost.” Commander Campbell, commodore of the Beaver Line fleet, thus places himself on record: “There can be no doubt that Sa, both from its geographical position, and from the natural advantage of a fine, commodious, land-locked harbor, is certainly equal, if not superior to any port in the Dominion, as the natural winter port.”
            Third, it is open the whole year round, [unlike Portland and Halifax, which froze over in 1893] and can be entered at all times of tide, by vessels of the deepest draft, the channel in the shallowest part being over . . .

How times change! A few years ago if a man misbehaved on Sunday, in SA, he suffered for his misconduct in the pillory next day. Now, men can race horses, fight dogs, and get as full of rum as they like, and its all right.

(Letters of acknowledgement from Board of Trade for Toronto, Montreal and Quebec from Mr. Armstrong respecting the argument for St. Andrews as the CPR’s winter port.)

Beacon
Feb 23/1893
The Summer Outlook
There is little doubt that St. Andrews as a summer resort has 'come to stay,' and though its development as such has not been as rapid as we would like, yet all the indications point to a more rapid development in the future. The opinion is confirmed by the fact that several prominent people in Canada and the United States are making enquiries with a view to permanently locating themselves here in the summer season. With St. Andrews as the chief 'summer port' of Canada, all that is necessary to make the place boom is in selection as a winter port. And who knows what the womb of the future may have in store for us?

There are rumors indicating a “cottage” boom here. Hope they will materialize. St. Andrews can stand it.

Beacon
March 2, 1893
Talking of Canadian Ports
The Member for Charlotte Champions SA
Ottawa
The Member for Charlotte Champions SA
Feb 24—On Friday last, in the House of Commons, Mr. Kenny, of Halifax, introduced the subject of a fast Atlantic steamship service for Canada. r. Hazen, of Saint John , put in a good word for his city as a proper port on this side of the Atlantic. Louisburg, NS, found an advocate in Mr. Forbes, while Mr. Flint thought Shelburne, NS, surpassed all of the above mentioned places. Mr. Gillmor, the member for Charlotte, did not fail to set before the House the claims of St. Andrews. He spoke as follows:
            There is another port in the Maritime provinces on the Atlantic seaboard, besides Saint John and Halifax. My young friend from Saint John (Mr. Hazen) urges as an argument in favor of that city, that it is nearer to Montreal and the west that Halifax, and, therefore, the most desirable port. Well, now, St. Andrews is forty miles nearer the west than Saint John , and some 300 miles nearer than Halifax, and it is one of the best port on the Atlantic coast.  Further than that, the enterprising inhabitants of St. Andrews started a railroad before Saint John or Halifax ever thought of one. I may say here that neither Saint John nor Halifax ever did much for railways out of their own pocket; they always depended upon the public chest for their railways, and for almost everything else. More than forty years ago the enterprising citizens of St. Andrews started a railway from that town to Quebec, and they now have a railway that was entirely built though their own private enterprise, without ever costing the Dominion of Canada anything. That is the nearest winter port of Montreal and Ottawa and the west, and it is the best winter port, there is no doubt about it. These who have been in St. Andrews know its advantages. Of course it is not so big a place as Halifax or Saint John , but they are both on the decline, they are going down, and St. Andrews is growing. Now I will read a few words with reference to the port of SA: [words here from Campbell, with respect to Beaver Lines]
            Now Mr. Speaker, neither my hon. friend from Saint John , nor my hon. friend from Halifax, can point ot any authorities like these in favor of their port. It is mere local preference on their part. I have the report of admirals and other skillful men, in favor of the port of St. Andrews. I believe both the Minister of Finance and the Prime Minister have been at SA, and know something about that port. They have spent their summers there, enjoying themselves, and I shave no doubt when the were there they promised the people to give this matter favorable consideration. I have heard those gentlemen very highly spoken of by the people of St. Andrews. The prime Minister was rusticating there, and I believe he employed for boatmen some good Liberals in that town, and I am glad to say he paid them liberally. I have no doubt that he enjoyed the beautiful bay, which is equal, if not superior, to the Bay of Naples, as it is surrounded by lofty mountains and sheltered from the winds in every quarter. On the whole, there is no port on the Atlantic coast like St. Andrews for a winter port Its natural advantage cannot be ignored and I am sure we shall have it.

Beacon
March 9, 1893
Mr. Gillmor Happy
“The Ministers,” writes the Ottawa correspondent of the Saint John Globe, “did not disclose their minds on the fast Atlantic service question when it was brought up in the commons last week by Mr. Kenny, of Halifax. A half dozen of their supporters urge the great importance of establishing the service. That distinguished Tory and warm supporter of the government, Mr. S am Hughes, declared that it was important that the service should be brought into being as soon as possible, and one reason he gave was that it was necessary to build up our own ports. Portland, Maine, he said, was almost entirely built with Canadian money, expended in the handling of Canadian freight. He did not add that this had been done under the Tory regime, which proclaims “Canada for Canadians,” and at the same time makes Portland the winter port of the Dominion. Two of the opposition speakers—Messrs. Mills and Campbell—failed to see any reason why the country should spend $750,000 a year in providing a fast line just to provide speedy transit fro Liverpool to New York. There was a certain amount of talk over the termini of the fast service when established. Halifax, Saint John , SA, Shelburne, Louisburg and Quebec were advocated. Mr Gillmore, who has been seldom heard from in the house this session, was particularly happy in his remarks on the advantages and beauties of St. Andrews. The bay of Naples was the only comparison he could make with the broad expanse of water on which Charlotte’s old Shiretown is situated, and he called the attention of the Premier to the matter as understanding the rare advantages of SA, because of his residence there for some last year. The ministers had nothing to say on the fast Atlantic service or the probable termini of Canada.”

Beacon
March 16/1893
Purchase of the Osburn property by CPR about completed. Coal business
Mr. H. P. Timmerman, Superintendent of the Atlantic Division of the CPR, and the Beacon had a very pleasant chat for a few moments in the former’s office last week.
            When asked if the negotiations for the purchase of the Osburn place at St. Andrews had been closed, Mr Timmerman remarked that they were about completed. There had been some point s of difference between Mr. Osburn and the road, but these had been adjusted, and the sale would soon be consummated. “What are your plans regarding the property?” asked the Beacon. “we have no particular plans,” replied Mr. Timmerman. “the property, as you know, adjoins the railway, and as we might have some difficulty in future should the property fall into other hands, in carrying out any improvement or extensions that might be necessary we concluded that it would be advisable in the interests of the road, to get possession of it. That is our sole object.”
            “Then, the prevailing idea that your object in purchasing was to procure a summer residence for some of the officials of the road is not correct,?” interjected the Beacon.
            “No,” was the reply, “the property was bought for the railway. It was the land we wanted; not the house. We have not made up our minds yet as to what disposition shall be made of the latter.”
            “Do you expect to continue coal shipments to SA, this Spring?” asked the scribe.
            “Yes,” said the Superintendent, “as soon as the river at Parrsboro opens it is probably that shipment will be at once resumed. We expect to land a good deal of coat the your port, if the charge keep moderate. The cheaper the charges the more coal will be landed. A difference of one cent a ton in landing charges means three miles carriage on the railway. We have been taking this coal as far west as Megantic, and if the charges are kept down, we hope to be able to take it still farther. This means a lager supply of coal to be landed and all the consequent advantages. It is the intention of the manager of the mines to utilize barges in taking coal to St. Andrews as well as to Carleton. The tug will leave one or more barges at Carleton and will take the rest of her two to St. Andrews. She will then pick up the empty barges on her way back. It is hoped by this means to lessen the cost of freight.”
            Mr. Timmerman said it was not the present intention of the road to build a coal wharf for themselves at St. Andrews.

Beacon
April 13/1893
From the remarks dropped by President Van Horne, during his brief stay here, last week, it is evident that he managers of the Beaver Line have not yet reached decision regarding their winter port.  St. Andrews still stands a chance of being selected. There is no gainsaying the fact that there is no port in lower Canada better adapted to the wants of a progressive company like the Beaver Line than the port of St. Andrews. Freight can be hauled to and from it cheaper and quicker than from any other Maritime Province ort, for the simple reason that it is the nearest port on the Atlantic to Montreal and the West. And there is no port in All Canada where the port charges can be brought to low as at this port. These advantages with other we have frequently indicated, make St. Andrews the best winter port that Canada now has.

Beacon
April 20/1893
The Beaver Line of Steamships are now running to Halifax and New York. If the port of St. Andrews were supplied with the necessary facilities, it would not be necessary for them to go to two ports on this side of the Atlantic.

St. Andrews prospects look brighter this spring than they have done for some years. The first lumber vessel, to be loaded here for many years, has just been sent out; the phosphate trade has increased nearly two-fold, and there are indications of even a greater increase in the coal business. Then we have the 1. promise of a large coal wharf, 2. another summer hotel, and a 3. large warehouse for the storage of phosphate. In addition to all these, we can point with considerable satisfaction to the 4. three large summer residences now in course of construction, to the lively 5. interest that the chief of the great railway system of Canada is showing in the place, and also, the desire that has been manifested by the 6. leading steamship company of the Dominion to utilize the port of St. Andrews as their winter port. These benefits, present and prospective—the bulk of which are coming from without—ought to awaken a little more enterprise and enthusiasm among the townspeople.

The First Winter Port of Canada
It was hoped by many that the Dominion Parliament would not have risen until it had taken some decided action towards providing Canada with a suitable winter port. As has been pointed out time and time again, not only by this journal but by many other newspapers in eastern Canada, the want of such a port has seriously handicapped and retarded the progress of the Dominion. The business which, during he summer season, finds an outlet at the St.; Lawrence, and which, during the winter months, should still be retained in Canada for its enrichment and development, is allowed to drift whither it will. The most of it—and the fact is well known—obtains an exit through ports in the US, thereby enriching them at the expense of Canada. Now, we would not utter a word of complaint against American ports doing the winter business of Canada, if there were no open and suitable ports on Canadian territory, but Canada has the best of ports for this purpose. We can say, without fear of successful contradiction, that there is not another port on the Canadian Atlantic better adapted by nature for the transaction of the winter business of Canada than the port of St. Andrews.
            The government has had that fact impressed upon them; the railway people have been compelled to acknowledge the truth of the statement, and it is satisfactory to know that some of the leading steamship companies are also alive to the fact. Yet, what has been done by either the government, the railway company, or the steamship people towards utilizing this port? Practically nothing. One leading steamship line was compelled to slay up all winter because here was no suitable port for them to do their business in on Canadian soil; others are using subsidies they obtain from the Dominion towards developing the port of Portland, Maine. Some of the se lines have tried the experiment of using Halifax as a port, but it has been a costly experiment for them. By the way, it was only last week that the attention of the deputy minister of railways and canals [Tupper minister] was called to the complaints of Ontario grain shippers respecting the excessive freight charges to Halifax. And, unless grain is hauled at losing prices it will be impossible to carry it to Halifax and successfully complete with American ports. It can’t be done, because the land haul is too long. St. John has objections which, in the opinion of leading steamship people, seriously interfere with its usefulness as a winter port for large steamers. The only other port, with railway connection, that is available, is the port of St. Andrews.
            The Beaver Steamship Company, impressed with the force of the facts we have here alluded to, have expressed a willingness to utilize this port, but for some reason or another, they are not able to carry their desires into effect. Van Horne says the steamship people do not know what they want, and the steamship people, on the other hand, declare that they have signified their wants to the railway and they will not supply them. In proof of this latter statement we quote an extract or two from a letter received by the editor of the Beacon from a leading official of the Beaver Line, since the visit of Mr. Van Horne. This gentleman writes:
“. . . The company would be only too glad to utilize it (the port of SA) if the CPR could be induced to provide the necessary wharves and other facilities for the discharging and loading of steamers using that port.”
“. . . It is indeed surprising that Sa, with all its manifold advantages as a thoroughly good and reliable winter port should have been so entirely overlooked and neglected when the whole Dominion has been suffering from and lamenting the absence of one, so long.”
“. . . I have no doubt that as soon as the business public generally have become acquainted with the merits of St. Andrews as a port they will insist on its adoption.”
There is a well defined suspicion in our mind that the CPR will do nothing towards developing St. Andrews as a winter port for ocean steamers until it has been demonstrated beyond the shadow of a doubt that the winter business of the Dominion cannot be successfully transacted through the larger ports of Halifax and Saint John. In the mean time the commercial interests of the country are suffering and will suffer. Surely this not right.

The Beaver Line steamships are now running to Halifax and New York. If the port of St. Andrews were supplied with the necessary facilities, it would not be necessary for them to go to two ports on this side of the Atlantic.

Alarmed by the agitation in favor of the utilization of St. Andrews as the winter port of the Dominion, some of the merchants of Saint John have taken to writing letters in praise of their port. One letter-writer, Mr. W. F. Hatheway, we observe chooses to ignore the existence of such splendid harbours as St. Andrews and L’Etang, in this county. In matters of business with Charlotte County people, Mr. Hatheway is not usually so forgetful.

Beacon
July 6, 1893
The CPR have contracted for about 70,000 tons of coal from Springhill and Joggins, of which 47,000 tons are to be delivered at Carleton, and the balance at St. Andrews. About 500 tons will be delivered each week.--Telegraph

Beacon
Aug 3/1893
Coal barge No. 4, the first of the Cumberland Coal Company’s barges to touch SA, reached here on Thursday morning last, in town of the tug “Storm King.” She had 909 tons of coal on board. The barge was successfully berthed in the new berth alongside the railway wharf, and is now being discharged as rapidly as steam will permit. 

Beacon
Aug 31/1893
If Mr. Van Horne, in his capacity as a tax-payer and resident of SA, would use his powerful influence with President Van Horne, of the Canadian Pacific Railway, we think he might be able to accomplish a good deal in the way of an improvement of our port facilities.

Beacon
Sept 21, 1893
In a few weeks more the hand of winter will be laid upon the water of the St. Lawrence and they will be closed to navigation. Shipments from that port must then cease for the season. At what other port on the Atlantic will the grain of the West find an outlet during the coming winter? Certainly not a SA, because we have not the facilities here for handling it. Will it be Saint John or Halifax? Both ports are supplied with elevators, and both ports are open during he winter months, yet it is evident from the tenor President Van Horne’s remarks to the Beacon a few weeks ago that he does not look for any great amount of grain to be shipped from maritime Province ports, this winter. The fact that none of the large Atlantic steamship companies is applying for port space at the orts mentioned is another indication that the winter shipments from these point will not be large. The only conclusion to be drawn from the present situation is that the ports of the US are to continue to do the winter business of Canada. It is an outrage upon the Maritime Provinces that the Dominion government should become a party to this arrangement. If the Atlantic steamship companies who are now drawing subsides from Canada, and who are using those subsidies to compete with other steamship lines, were compelled to do their winter business in Canadian port the ground of complaint that Dominion money is being utilized to build up foreign ports would soon cease to exist. We have had ample evidence of the desire of the chief steamship company of Canada (the Beaver Line) to utilize the port of St. Andrews if facilities were provided for them here. The fact that they gave their preference to St. Andrews over the other Canadian ports proves conclusively that it is the only Canadian port that can hope to successfully compete with the ports of Portland or Boston. The government ought to recognize this fact and act upon it without further delay.

Beacon
Sept 28, 1893
A Miserable Service
There are those who think that whatever of good or evil “the gods send us” should be accepted without murmuring. But we are not far enough advanced in grace yet to subscribe to that millennial doctrine. If something is sent us or imposed on us which we feel is going to be disadvantageous to the public or ourselves, we propose “kicking” at it. And if ever there was occasion for “kicking” it is now, when the CPR have inflicted on us such a miserable train service. Never, since the Beacon has been published, has St. Andrews been so badly served by the railway people as it is now. According to the new time-table, the train leave at 7 o’clock in the morning, and is booked to arrive at 5 pm standard time! And as the St. Andrews engine is expected to run to McAdam, then toss, back to Watt junction and down to St. Andrews in the interim, we fear that it will more frequently be 7 o’clock when she arrives.
            If the CPR authorities are desirous of advancing the interests of SA, they take a very queer way of showing it. If their object is economy, and we presume it is, we think it will be found a false economy. We are assured that last year there was an appreciable increasing the freight business in and out of St. Andrews. Surely this ought to be an argument in favor of a better service, instead of worse one. By the new arrangement, the business people of the town do not get their letter of paper until after six o’clock, and perhaps not until after 8 o’clock, when the telegraph office has closed.  This will inconvenience them very much, and may be the means of doing them injury. During he day, there will be no engine to shunt the coal cars, and thus time will be lost, and possibly the credit of the port affected by not being able to handle coal promptly. The passenger business must also be affected, as people will not care to spend from one to six hours at McAdam or some other point where the accommodations are equally primitive. Nor would it be surprising if the railway should find a falling off in their freight receipts, as parties having goods hipped to them, say from Saint John , would have them forwarded by boat instead of by rail, thus getting them quicker ran cheaper.
            We hope that the railway people will see the necessity of giving a better train service than what they are now giving us. It is hard enough work to keep business afloat here when the railway is assisting, but when the put obstacles in the way it become doubly hard.

Beacon
Oct 12/1893
The people of St. Andrews are justly indignant at the wretched train service that the CPR is furnishing them. The last summer visitor had scarcely left the town, when the worst timetable since the memorable days of the New Brunswick and Canada regime, was sprung upon the unsuspecting inhabitants of Charlotte’s Shiretown. On Saturday night, the train, due at 5:35, did not reach St. Andrews until nine o’clock. And it was ten o’clock before the mails were assorted. The passengers who had to wait so many weary hours at the junctions were worn out in body and in spirit, but bad as their case was it was not half to bad as the business men of the place, who were unable to get their mails until it was time to go to bed. In consequence of the late hour, the people of the region outside the town, who receive their mails through the St. Andrews office, did not get their letters until Monday morning. Freight and express matter were, of course, delayed along with the mails, thereby causing much hardship. The Beacon has always had a warm spot in its heart for superintendent Timmerman. We would appeal to him now to use his powerful influence to secure better treatment for St. Andrews. We can assure him that the existing arrangement will cause a greater loss to the road than any saving it will produce, as already our merchants are arranging to have their goods shipped from Saint John by boat, as they can get them several hours earlier. Passengers will also use the steamers in preference to such a tiresome railway journey. Such a state of affairs, from a railway point of view, must result disadvantageously to the town.

It’s all right. “Jim” French says there need be more “kicking” about the rail way service. He’ll see that Mr. Van Horne “fixes it up” when he comes back from England. thanks, Jim.

Van Horne and Atlantic Steamer Service
The visit of President Van Horne to England has revived interest in the fast Atlantic steamship service. A belief is entertained that his visit is directly in the interest of this scheme, but whether there is any foundation for this belief only time can tell. We shall see what we shall see. In connection with the stories afloat, the statement has been made the Milford Haven will be the English port and Halifax the Canadian Port. No mention is made of Saint John , which has just provided itself with costly wharves and an elevator, nor of SA, whose natural location is far superior to either of the ports we have named. [a bit of a stretch] It hardly seems reasonable that the CPR would be willing to haul freight hundreds of miles to Halifax, when with a little expenditure, such a handy port as St. Andrews could be made available. But there seems to be little present hope of the CPR doing anything towards advancing the interests of St. Andrews in this regard. A years ago, there seemed to be a possibility that St. Andrews would be utilized as a winter port by the Beaver Line of steamers, but the railway people were not disposed to accept the slightest risk, and so the negotiations ended in naught. We are hopeful that at some future day the merits of this port will receive the recognition they deserve. When that day comes, Canada will then have a winter port of which she may be proud, and a port by which she may successfully compete with her business rivals across the border.

The new warehouse on the coal wharf is rapidly approaching completion. A tower for the hoisting engine has been erected at the eastern end of the building, and from it the work of hoisting the coal into the cars is now being carried on.

Beacon
Nov 23/1893
There is no place in the Maritime provinces which offers a better field for a manufacturing enterprise than the town of St. Andrews. Unlike many interior towns, which have to depend entirely on the railways for the transhipment of their goods, raw or manufactured, St. Andrews has splendid facilities for shipping both by and water. The CPR places the town in touch with all of Western Canada as well as the United States, while all the seashore ports of any importance are easily accessible from it. Coal can be landed here as easily as at any other seaport in Canada, and an abundance of fresh water can be obtained by boring or from lakes adjacent to the down. Add to these advantages the additional fact that land is cheap, that taxes are low, that the necessities of life are easily and cheaply obtained that the locality is healthy, and it can be readily seen that it possesses many and important advantages for manufacturing purposes.

If reports be true, it will not be many weeks before trains will be running on the Bangor and Aroostook railroad. Unless the CPR are prepared to carry Aroostook freight at much lower rates than are charged by the B and A. railway, there is no doubt that the great bulk of the business from that prosperous section of country will be done over the new road. It seems to us, and we have pointed it out on more than one occasion, that the port of St. Andrews offers a splendid opportunity for the CPR to steal a march on their formidable rival. By putting a line of freight steamers on the route between St. Andrews and Boston , or by making sharp connection between this port and the steamers of the International line at Eastport, much lower rates could be quoted by the CPR than could be quoted by the B and A railway. The arrangement we suggest would have the double effect of retaining the Aroostook business for the CPR, and of building up the port of St. Andrews. For years past this port has been used in the transhipment of phosphate and coal to Aroostook; and why not for return cargoes of potatoes, starch, lumber and the many other products which are marketed from that section? We invite President Van Horne to give this suggestion his attention.

Beacon
Nov 30, 1893
There is a rumour which is given currency in a Halifax paper, that although the CPR runs from Saint John to Halifax over the ICR, all is not pleasant between these roads, and there is a possibility of the CPR making their terminus at Saint John after May 1st, and will arrange to have steamer from the other side land passengers and freight there. [so terminus presently at Halifax?]

Beacon
Dec 7/1893
The Coal Trade of Canada
A Bangor paper gives publicity to the report that he managers of the Grand Trunk railway have under consideration the project of making Portland its winter port for the coal trade which goes to Montreal in the summer for distribution to all points of Canada. IT is proposed to carry coal in steamers from the Nova Scotia mines to Portland, and thence wheel it over the Grand Trunk to Montreal. This will be a much shorter route than the from Halifax to Montreal, and as the GTR would have all the transportation over their own line, they would doubtless be able to make it pay them very well.
            If the CPR should desire to compete with the GTR for this coal trade, there is no better point for them to operate from than from the pot of St. Andrews. By the present barge system, coal from Parrsboro can be carried here for 50 cents per ton, which is considerably less than the Grand Trunk railway would have to pay for steamers to carry coal to Portland. This difference in freight, coupled with the additional facts that the port charge here are very much lower than at Portland, and that the railway company would have the carrying over their own tracks, ought to enable the CPR people to place coal in Montreal as cheap as, if not cheaper than the GTR.
            The CPR managers have not up to the present manifested much interest in St. Andrews as a sport, for the reason, perhaps, that the people of the own have not the necessary means to aid them in their schemes, but it would seem to us that the time is fast coming when the cannot afford any longer to ignore the advantages and capabilities of this port.

Beacon
Dec 7, 1893
The timetable of the railway changed on Sunday last. Trains now leave St. Andrews at 7 o’clock, local time, and arrive at 2 o’clock. This arrangement gives the townspeople their mails at a reasonable hour, and also obviates the wearisome waits at the junctions. [Beacon influence?]

The CPR are to make shipments of wheat and hay from Saint John to Great Britain this winter. The first shipment will be made by steamer from the wharves of Carleton about the 12th of this month. Arrangements have been made whereby the steamer will take from Saint John to London 16,000 bushels of Ontario wheat and about 1,000 tons of hay from Quebec. [CPR forging ahead without SA]

Beacon
Dec 14, 1893
It is probably that the steamers of the Beaver Line will be laid up this winter. This is the steamship company that was so desirous of utilizing the port of St. Andrews. The fact that they can find on other suitable winter port for them, is a very strong reason why the Government should lose no delay in developing St. Andrews as a winter port.

Beacon
Dec 21/1893
Winter Port Matter.
While Minister’s Thompson and Tupper were in Halifax, a few weeks ago, a delegation from the Board of Trade waited upon them, and presented them with an address, urging upon them the importance of Canada having a winter port of her own, and pointing out the advantages which Halifax possessed for such a purpose. It was pointed out that the inauguration of the National Policy was accepted as a recognition that the trade of Canada was to be conducted for the benefit of Canada, that the high tariff was submitted to as a means of diverting the trade of the different provinces to our own seaports, that the Maritimes Provinces readily contributed their share of the large subsidies granted to the CPR, which was looked upon as an iron bond to bind the scattered parts of the dominion more firmly together, but that instead of the hopes of the Maritime Province people being realized they had witnessed the winter trade of the Dominion being diverted to foreign ports. The memorialists regarded these circumstances “as a national and commercial misfortune nearly akin to humiliation.” We agree with all the Halifax men have said with respect to the needs of a winter port for Canada, but we think they were justified in using much stronger language with reference to the utilization of foreign ports for the transaction of Canadian business. It is not only humiliating but it is the rankest injustice to the people of the Maritime Provinces to have their ports ignored as they have been. There are ports and harbours in the Maritime Provinces just as well adapted for doing the winter business of Canada as the port of Boston and Portland. It is true that the land haul from the commercial centre of the Dominion to the ports above-named is not so great as to ports in the Maritime Provinces, but there are other compensating advantages in our home ports. The Port of St. Andrews—which is the nearest Canadian port on the Atlantic to Montreal, and which, for this reason, can best enter into competition with the US ports referred to,--possesses all the natural advantages necessary for a winter port. It is open the whole year round, can be easily entered, and at very little cost could be supplied with all the needed shipping facilities. Its geographical position gives it a great advantage, and one which ought to weight very heavily with the power that be when they are selecting a Canadian winter port.

Beacon
Dec 28, 1893
The railway wharf is crowded with phosphate vessels, the cargoes of which are for Aroostook county. There were five vessels here at one time. They are getting prompt despatch. The most of the phosphate is being stored in the new warehouse.

Beacon
Jan 4, 1894
Concerning SA
Saint Andrews is the Shiretown of Charlotte County, in the Province of New Brunswick, delightfully situated on a peninsula in Passamaquoddy Bay. It is s a terminal point for the CPR, and is utilized by them largely as a coal port, and as a shipping point for Aroostook and Northern Maine. It has a splendid harbour—the finest con the Atlantic coast—almost completely land-locked, and affording shelter for the whole British navy. Can be entered by two channels from the Bay of Fundy—via Head Harbor and St. Croix river, or via Latete Passage. Nearest Canadian port to Montreal; open all the year round. Has prompt connection with Boston and New York steamers at Eastport, twelve miles distant, and whit the island of Deer, Campobello and Grand Manan; daily rail connection, with all points East and West. Lies contiguous to the finest fishing grounds on the Atlantic—cod, haddock, Pollock, mackerel and herring being he principal sea fish. Landlocked salmon and trout abound in the lakes and steams adjacent to the town,. Such game as deer, partridges, black duck and snipe may be shop in proper season. There is a fine agricultural district surrounding. The town is laid out in squares, with broad, tree-bordered avenues, charming driveways, romantic beaches, etc. Has first class schools, five churches, (Anglican, Presbyterian, Methodist, Baptist and roman Catholic); also, Mason, Knights of Pythias, Forester, A. O. U. W. and temperance societies. Fast developing as a Summer resort, largely on account of its absolute immunity from Hay Fever, its picturesque location, and healthy, salt-laden atmosphere. It is a Paradise for artists. The famous Algonquin Hotel is located At St. Andrews. It is also the summer home of W. C. Van Horne, President of the CPR; Sir Leonard Tilley, ex-Lt. Governor, George, Innes, Jr., the famous artists of Montclair, NJ; Robert S. Gardiner, of Boston; J. Emory Hoar, of Brookline, Mass, and many others. Sir Donald Smith, General Manager Shaughnessy of the CPR, and a number of other capitalists of Canada and the US, have purchased land with the intention of building summer cottages thereon in the near future. Nearest NB town: SS, 20 miles distant, and enterprising town of 5000 inhabitants, reached by land or water; SG, 22 miles distant, a red granite manufacturing own, located alongside the romantic Magaguadavic Falls, delightful scenery intervening.

Beacon
Feb 15, 1894
Another Wharf to be Erected
B. F. DeWolfe, managing owner of the steamer “Arbutus,” has secured from Mr. Charles M. Gove, his wharf privilege to the north of the present steamboat wharf, and proposes to begin as soon as the weather will permit, the erection of a wharf there, for the use of the “Arbutus” and any other vessel that may require it. This is one of the best wharf sites in the inner harbor. The purchase price was $500.
            The new wharf will be about 300 feet long, and will have a face of about 60 feet. There will be a landing stage at the end for the steamer. As the local government have shown a disposition to aid public works of this nature, they will doubtless be willing to some to the aid of Mr. DeWolfe, whose energy and enterprise certainly entitle him to practical sympathy at their hands.

Beacon
March 8/1894
The fast Atlantic steamship service,--Mr. Van Horne intimated to the Beacon,--is a dead letter so far as the CPR is concerned. The government could not see its way clear to accepting the CPR’s proposition, and the people were opposed to handing over the ICR, and so the matter fell through. Mr. Van Horne remarked that Mr. Huddart, the Australian, who has taken hold of the scheme, is an enterprising man, but he thinks he will find it an almost impossible task to raise the necessary capital to float the scheme.

The CPR will get their supply of coal from the Joggins mines this year. Just how it will be brought over, has not yet been decided.

Beacon
March 22, 1894
DeWolfe’s wharf scheme will not be carried out this year.
Enormous amount of business being done on B and A railway transporting freight.
Quarrying to begin at Gibson, Stuart and Hanson’s black granite quarry at Bocabec.

The Coal Business
There is good reason to believe that the coal business which the CPR does at this port will increase rather than diminish this summer.
            Divisional Superintendent Stewart, who came to St. Andrews on Friday last to make arrangements for the opening of the coal season, told the Beacon that about 30,000 tons of Joggins coal would be landed through the port of St. Andrews this year. This, he says, is a much larger amount than they had at first figured upon. Mr. Stewart says the railway people are fairly well pleased with the landing arrangements here, and that they find this much cheaper port than Saint John. The only complaint he makes concerning St. Andrews is with respect to loading the coal from the dump. This has proved more expensive than was expected, partly owing to the fact that he coal has become frozen and is hard to get out.

St. Andrews as a Port
There was a time in the history of SA, and most people here can recollect it, when a large and remunerative business was done in the shipping of sleepers of the United States market. With the opening up of the railway between this province and the republic, the sleeper trade was gradually diverted into another channel, and now nearly all the sleepers sent from this province to the US are forwarded by rail. Potatoes from Aroostook county, Maine, were also shipped through this port at one time in large qualities, but not one finds it sway here now, all shipments being made by car. For several years past, this port has been utilized as a landing place for phosphate for the upper counties in Maine, but there is grave reason to fear that, unless more prompt facilities are provided here for handling the cargoes as they offer, the railways will also take this business away from us. Already the B and A road, we understand, are bidding for it, and unless a determined effort is made here, they will very likely get the lion’s share of it. There is another reason that should impel the people of St. Andrews to make a move to secure better port facilities. If the free lumber clauses of the Wilson bill should carry in the US there is no doubt that many small mills will be set in operation along the line of the CPR in York, Carleton, Victoria and Madawaska counties, and an outlet will be needed on the coast for the product of these mills. St. Andrews is the sport best fitted by nature to handle this lumber, but in order to do so successfully, we must have suitable wharves. One wharf with rail connection is not enough, for vessels will not charter to come here if they have to run the risk of waiting several days for a berth. We have been told of one mill owner in Carlton county, who says that he will utilize the port of St. Andrews if he can get the proper facilities, and no doubt there are many others.
            And what holds true of lumber will also apply with equal force to agricultural produce going from this province to the United States. Besides this possible business, we have the surety of a large portion of the CPR coal traffic. The consumption of coal is gradually increasing on the railway, and wit the advantageous position of SA,--other things being equal—the business to be done at this port in coal should also increase in the same ratio. It seems to us that the time is opportune for our people to make a further effort to improve the port. The provincial government grant, which was made some time ago, no doubt still holds good, and as the Dominion government are making appropriations for wharves at places that do not need them one-half so badly as we do here (at Gardner’s Creek, St. John, for example) they might be induced to reconsider their former decision and do something for us. The effort is worth making anyway.

Beacon
March 29, 1894
CPR coal business
Supt. Timmerman talks with the Beacon
Coal will be Landed here
The CPR people have given the contract to supply that road with 70,000 tons of coal this year to the Joggins Mines company. The coal is all to be landed here, but t is not generally known what means will be adopted to bring it to Saint John. The Cumberland Coal Company have been bringing the coal here in their barges. The Joggins company have none. It is said that the Joggins coal will be given to the CPR cheaper than the Springhill produce, which costs about $3,50 per ton, hauled to Saint John. It is said that after the Cumberland company barge have brought 8,000 more tons of coal here, the contract between the Cumberland company and the CPR will expire—SJ Telegraph
            In order to ascertain how much of truth there was in the above paragraph, the Beacon sought an interview with Mr. H. P. Timmerman, Superintendent of the Atlantic Division, at Saint John on Saturday. Mr. Timmerman very courteously outline the CPR plans for the approaching season, so far as the coal business is concerned. He stated that he annual consumption of coal on this division of the CPR was about 70,000 tons, or in the neighborhood of 6,000 tons per month. This year Joggins company have received the contract for supplying the road. Instead of all the coal being landed at Saint John , as the Telegraph says, one half will be forwarded to St. Andrews. Mr. Timmerman says that he finds it pays to divide the coal supply between the two places. T he coal will probably be shipped in schooners, the Joggins Company having no barges.
            While the CPR has nothing to complain about in the way Mr. McMonagle handles the coal at the wharf at SA, Mr. Timmerman says that disappointing result have followed from storing the coal here. He says that the railway people would like to give employment to the laborers here, but they don’t seem to want work, and now the road has been forced to bring in men from outside to assist in taking the coal from the dump. So unsatisfactory is this condition of affairs that no coal will be dumped here in future, but it will be carried through by cars as fast as they can furnish them.

Beacon
April 5/1894
Concerning the Port of SA
The latest rumor in Aroostook is that a fast line of steamers between St. Andrews and Boston, which the CPR is said to have in view with a view to competing with the Bangor and Aroostook freight.—Bangor news.
            This paragraph is a little ambiguous in its terms, but the meaning it evidently intends to convey is that he CPR propose putting a fast steamer between St. Andrews and Boston in order to complete with the B and A road for Aroostook freight. We have no means of knowing what the plans of the CPR hared in this respect, but of the feasibility of the reported scheme we have not the slightest doubt. The fact that these rumors are being pushed forward so persistently ought to show conclusively that the advantages of St. Andrews as a port, and particular as a port for Aroostook County, in Maine and for the western counties of the Province, are being recognized by outsiders. It ought to incite our people to work all the harder to have the port placed in shape for business. The sooner the facilities for business are provided here, the sooner business will come, and the sooner will the people of St. Andrews escape from the slough of despond into which they appear to have fallen.

The phosphate schooner Elwood Burton, from Boston, discharged 4,000 barrels here in less than 17 hours. McMonagle’s steam hoisting engine was used. It is to be doubted if in a larger port she would have received any more prompt despatch.

During the spring, 30,085 barrels and 14,599 bags of phosphate for Aroostook County have arrived at the ort of SA, and been shipped to destination by rail. A cargo of Maine granite, to be shipped to Springfield, Mass, and a boat-load of Eastport sardines for Detroit, Michigan, also arrived here. Our American cousins find the CPR very convenient at times.

Beacon
April 19/1894
It is admitted by everyone who has studied the conditions and advantages of the port that St. Andrews has great possibilities before it, but it seems to be a difficult matter to hasten the realization of these possibilities. There are several reasons for this, but the chief reason appears to be that the people of the town are not wealthy enough to provide the required facilities, and the railway authorities are afraid to do anything for fear of arousing the animosity of competing ports. With this dilemma before us, the governments were some time ago asked to lend a helping had. The local government responded by placing to our credit an appropriation of $20,000, which was distributed over a period of 20 years. The Dominion government, who were petitioned at the same time, replied that nothing could be done by them, as they could not appropriate money to erect wharves at points not touched by the government railway. Since then they have granted wharf subsidies to several ports far distant from their railway lines. In the hope that the Dominion Government may be induced to reconsider their decision with respect to this port, another memorial has been sent to Ottawa renewing the request of two year ago. The memorialists have pointed out that not only will the people of St. Andrews be benefited by the providing of port facilities, but the lumbermen and farmers and all those having interests in the western section of the province will be benefited by having a cheap and direct port provided for them, whereat they may ship the products of their mills, their mines, their farms and the forests, and receive inward freight for them. To demonstrate that this is no empty statement, supporting petitions have been sent forward from York, Carleton, and Victoria counties. The outcome of this latter request will be awaited with considerable anxiety.

A Bustling Inland Town
SA Recognized as the Seaport of Woodstock
. . . A talk with several prominent men of the Board of Trade convinced the Beacon that Woodstocker are thoroughly alive to the fact that St. Andrews in their chief seaport, and that the time is not far distant when it will be utilized by them for bringing in their coal, pig iron and other necessary articles of consumption, and taking away the products of the farms, mills, foundries gypsum quarries. . . .

The first coal vessel to arrive from Joggins this season was the W. R. Huntley, Capt. Howard. She arrived on Wednesday with 300 tons of the new contract coal.

Beacon
May 3/1894
A Hopeful View
Supt. Timmerman Hints at Increased Business for SA
Superintendent Timmerman extended the hospitalities of his private car to the Beacon on Wednesday last. The object of Mr. Timmerman’s visit to St. Andrews was to inspect the improvements that are to be made on the Van Horne property. He was well pleased with the progress that has been made on the additions to Mr. Van Horne’s summer mansion, and says it is probably that the family will move down to St. Andrews next month.
            Mr. Timmerman stated that the CPR had made arrangements for taking over the Tobique railway, and operating it. This road is twenty six miles long, and connects with the famous Tobique plaster rock. The country through which the line runs is very rich, and is fully equal in fertility to the famed Aroostook County in Maine. It’s forest wealth is also very great, so that the chances for remunerative business are really excellent. Mr. Timmerman says that there is an almost inexhaustible supply of plaster which is adapted for fertilizing as well as building purposes. As the new tariff of the US will admit the plaster freed in its rough state, it is expected that large shipments of the product will be made to that country. These shipments, says Mr. Timmerman, can be made more cheaply through the port of St. Andrews than through any other port. The companies who control the product, he says, recognize this fact. Should the free lumber and free agricultural schedules remain untouched by the US legislation, Mr. Timmerman had no doubt that in the near future large shipments of the product of the forest and the farm would also be shipped through here.
             Mr. Timmerman talked in very hopeful vein of the improved prospects of the port of SA, and expressed the hope that the government would aid the people to develop it.

Beacon
June 7/1894
The vessel arrivals the past week included schooners Keewaydin and G. H. Perry, from Joggins, the former with 275 tons of coal, and the latter with 271 tons of coal, and the Iona, from Walton, NS, with 190 tons of rock plaster for Houlton.

Beacon
Nov 1/1894
It is a matter of regret that the Canada Shipping company should find its affairs in such an unsatisfactory state.  Three years ago there seemed a possibility that this company was to be the one that would open up to the world the advantages of St. Andrews as an ocean port, but this dream, like so many other drams of a similar nature, has vanished, “leaving not a wrack behind.”

The Beaver Line in Difficulties
Friday’s Montreal Star
A special general meeting of the shareholders of the Canada Shipping company will be held on Monday next for the purpose of determining what course may be best in the interests of the Company IT has already been decided to slay up all the company’s’ steamers from the close of navigation to the St. Lawrence until the shipping business gets better. The will of course be all idle during he winter months, but whether or nor remains to be decided upon. The crews of all the Company’s steamers are to be dismissed. The Company owns the following steamers, Lakes Ontario, Superior, Huron, Winnipeg and Nipigon. The last named is advertised for sale by auction. The stock of the Company is all held in Montreal, and the last transaction in it was made some few weeks ago at eleven cents on the dollar. It is now offered on the Stock Exchange at five cents on the dollar. A director in the Company stated today that it had been decided to make some change in the meeting on Monday. The shipping business has never been in a worse state than during the present season and the old Beaver line is not the only one to have felt the depression.
(at the Company’s meeting, on Monday, it was decided to go into liquidation)

Beacon
April 11, 1895
The news that the CPR intends landing all its coal at Saint John for two years will not be pleasant reading to the people of St. Andrews and particularly to those who were induced to expend money in placing wharf in shape and in erecting a hoisting engine for the transaction of this business. We sincerely hope that the withdrawal of this business, small as it was, will not be permanent. We are sorry that the CPR management, in taking away the coal business from Sa, should have robbed the Courier of a large part of its political capital, at a very critical juncture, but we are \more concerned about the loss to the port than we are over the discomfiture of our contemporary.

Beacon
April 18/1895
Rhetoric, Romance, etc.
. . . The Courier accuses us of abusing the CPR, which statement, like most of the statements that paper had made is an absolute falsehood. The Beacon has not hesitated to criticize the acts of the CPR, so far as they affect the interest of our port, and we will continue to do so, when occasion demands it, but abuse them we have not. The Courier is guilty of another misstatement when it charges us with ridiculing the Passamaquoddy Steamship Company. We are further accused of minimizing the benefits of the coast and fish business. Another lie nailed. We have but stated facts, and if the Courier was honest it would admit these facts. Furthermore—and we regret to have to say it—we have no coal business. Like the dew of the morning it disappeared when the fierce light of the up-river luminary was switched on to it. Just here it is worth noting the reason alleged by the monumental mind of the Courier for the withdrawal of this business. It actually does us the honor of saying that the management of the CPR withdrew the coast business from St. Andrews because of something the Beacon is alleged to have done or said!!!  The compliment it pays to us is so overwhelming that it is almost paralyzing in its intensity. But it is not complimentary to the CPR. Talk about the Beacon abusing or ridiculing its management! What narrow-minded, childish people the managers of this great international railway must be when a humble newspaper like the Beacon, whose editorials are so deficient in rhetoric and so lacking in coherency can exercise such a powerful influence over them.  With what seeming delight the Courier twists this morsel of the loss of the coal business in its mouth. Evidently, it is unspeakably delighted over the “swift retribution” that has descended upon the unfortunate town of St. Andrews. And the, to cap the climax, after insulting the managers of the CPR, it insults the intelligence of the people here by telling them that here they have “an example in the concrete of what liberal policy can do for them.” Yes, it is “an example in the concrete,” but an example, we should way of what confounded foolishness some newspaper editors can be guilty of uttering!
           

The Beaver Line is again to run between Montreal and Liverpool as in former yeas, but unless the government takes some action to compensate the company for the unfair competition that they have to contend with from the Canadian subsidized steamers running to US ports in the winter season, there is little chance for the company to do more than meet operating expenses.

Beacon
Sept 5/1895
Portland, Maine, the winter port of Canada, has during the last eighteen years paid all of its original expenses, built al needed public building, kept every department in excellent shape and reduced its gross debt something like fifty percent. while the Dominion Government has thus been assisting the advancement of a United States port, the port in our own Provinces—Sa, Saint John and Halifax—have gradually been going behind. We hear the rumour revived that if Charlotte County will elect a Conservative representative an effort will be made to develop St. Andrews s a port and secure for it that prominence which its splendid situation and great natural advantages merit. We could forgive a great any of the sins and shortcomings of the dominant party if they made an honest effort to develop our port. But, unfortunately, their record is against them. Saint John was promised all sorts of benefits and advantages if it would elect a Conservative ticket. The people were carried away by the brilliant pictures that were painted for them to feast their eyes upon and they elected a straight government ticket. They did not stop there; they erected costly wharves and a big grain elevator, and they purchased the Carleton Branch railway at an immense cost. But nothing has come out of it all. The Conservative representative went to Ottawa. They bobbed up and voted when their leaders pulled the string, and like the jack in the box they bobbed out of sight again when they were not wanted. They did nothing for their constituency whatever; not a single promise that they made with regard to developing the trade of the port, did they carry out. and what reason have we to believe that he Conservative party would act differently if one of the rind was elected in this County? None at all. He would probably make fair promises, like the rest of them. but the time has come when the people of Charlotte demand something more tangle than promises, they want some further guarantee than the mere statement of an irresponsible government follower eager to be elected. If the Government are really anxious to capture Charlotte County they can onyx do so by showing its people that they have their interest at heart and that they will look after them regardless of the party color of their representatives. They have shown no such interest in the past and in the treatment they accord to constituencies now represented by members of their party we can see no guarantee that they would act differently in the future.

Beacon
Sept 12/1895
Sir William Van Horne made a brief visit to his summer home last week.

In view of the promises that the management of the CPR have made in the past to assist in the development of the port of SA, it does not seem unreasonable to expect them to make rail connection with the splendid pier which Mr. DeWolfe has recently erected in this harbor. The managers of the road may say that it is a private enterprise they are assisting, but while this is true, it is a private enterprise that promises to be of great public benefit, and one that must, if successful, bring a considerable amount of money into the coffers of their railway. Viewed from the point, we think the CPR manager might well be justified in assuming the trifling expense of connecting the wharf with their railway system.  The sooner they do it the sooner will they begin to reap the benefit, for Mr. DeWolfe is not a man to allow the grass to grow under his feet.

The DeWolfe Pier
A Splendid Fabric in St. Andrews Harbour. The CPR will rail it if Mr. DeWolfe foots the bills.
No one can doubt the enterprise of Mr B. F. DeWolfe, after they have seen the splendid wharf which he has jus constructed in St. Andrews harbor, to the north of the present steamboat landing. Under the supervision of John McBride, the well-known wharf builder of Lubec, work on the pier was begun on the 7th day of May. A few days work yet remain to be done, but practically four months have been consumed in its construction. The wharf is 500 feet long and 45 feet wide. It is composed of eight piers, containing 600,000 feet of lumber, with a fourteen foot bridge between each. These bridges are planked over, but the top of the pier is covered with small timber, on which stones and gravel have been placed. At the extremity of the wharf a movable slip 50 feet long and 10 feet wide has been fixed. it has drop of about 20 feet. This slip is intended more particularly for the use of Mr. DeWolfe’s steamer the Arbutus. At ordinary low tides there are about eight feet of water at the end of the pier. As soon as work is finished on the end of the wharf, the warehouse, which is now standing on the shore end, will be moved down. A coal shed may also be erected.
            While the wharf is primarily intended for the use of the Arbutus, Mr. DeWolfe has expectations for doing a large trade over it. In the hope that the CPR would assist in developing the trade of their port, Mr. DeWolfe approached the management of the road, wit a view to having rail connection with the wharf. Mr. Timmerman informed him that the railway would willingly make rail connection, if Mr. DeWolfe would defray the expenses, which, according to the estimate of their engineer, would amount to close upon $1,000. Mr. DeWolfe had a personal interview with Sir William Van Horne, the president of the road, in the hope that he would secure a more favorable arrangement. Sir William asked Mr. DeWolfe to submit an estimate of the amount of business he expected to do over the wharf and he would rather consider the matter. As the business is yet to be sought and developed Mr. DeWolfe was not able to submit the estimate asked for. If he has to shoulder the expense of making rail connection, it is probably that rails will not be laid until next summer.