Item

Beacon
Sept 23/1897
Sir William Van Horne
The Rising Tide Cuts an Interview Very Short
Time and timed will wait for on man—not even for a newspaper man. Evidence of this fact was furnished the Beacon representative when he cantered over to minister’s Island on Tuesday afternoon to obtain an interview with Sir William Van Horne. Sir William was engaged when the newspaper man called, and though only fifteen minutes slipped by before he was free in that time the tide of the bay had nearly covered the bar by which Sir William’s island home is reached, so that the interview consisted of little more than a greeting and a good bye.
            Sir William looked the picture of good health and contentment, with his favorite cigar between his lips and his knock-about hat pulled out over his eyes to prevent the wind from blowing it out into the Bay.
            To the Beacon he said that he saw no immediate prospect of the CPR summer hotel being erected at Sa, though he declared the railway was enjoying a season of rare prosperity. Asked with regard to winter port matters he did not express himself very freely, further than to say that Canada possessed more ports than she had business for, and that it would cost a tremendous sum of money to fit St. Andrews with wharves and terminal facilities.
            With regard to the North West he said the present was the most successful year the farmers of that section have very enjoyed. “they had made enough money,” said Sir William, “to pay for their farms and all the improvements they have put upon them.”
            Sir William’s opinion was asked concerning the Klondike. “There is not much known about that territory, yet. It is 1400 miles from the nearest point on our road—at Edmonton—and there are two mountain ranges between. There is undoubtedly an abundance of gold there, but I fear that this winter there will be an abundance of suffering as well. there are too many people to winter in there.”
            Sir William displayed an eagerness to talk, but the sullen voices of the breakers beating upon the beach warned his interviewer that the talk must be cut short. And so good-byes were said, and the scribe galloped homeward.
            Sir William went to Saint John on Wednesday morning. he does not expect to visit St. Andrews again next season, though his family remain for probably ten days longer.

Beacon
Oct 14/1897
The first car ever placed upon DeWolfe’s wharf was run down there on Thursday morning last. It’s number was 9800. The car was loaded with pickled herring which the Arbutus brought from Lubec the day before.

Beacon
Nov 11/1897
The settling of the winter port question has not been unattended by difficulties. One of the greatest difficulties that the government seems to have experienced is the rivalry between the port of Saint John and Halifax. By reason of its inland position, Saint John is undoubtedly the better freight port of the two, while Halifax’s situation gives it especial advantages for mails and passengers the government recognizing this fact has endeavoured to meet the wished of both ports by insisting upon the mail steamers calling at both, going and coming. This arrangement does not appear to give satisfaction to the CPR, who would prefer that on the outward voyage the steamer would sail direct from Saint John. They claim that the Halifax call would delay the freight at least a day. This does not seem to have been a very serious objection when the mails steamers from Portland called at Halifax, but with the slow boats of the Beaver Line there may, perhaps, be something in it. This difficulty, it seems to us, might be obviated by having a mail and passenger tender meet the steamer off Halifax both coming an gong. But perhaps this would not suit Halifax.

Sir William Van Horne in town. He comes down in inspect his property on Minister’s island. details.
It was announced in the Montreal Star last week that Sir William Van Horne, accompanied by General Russell A. Alger, United States Secretary of War, and General Proctor of New York, was coming to St. Andrews. At once speculation began to be indulged in as to the object of the visit of such a distinguished company. Of course Sir William’s coming could be explained, but what were the Yankee generals coming for?
            One individual feared that they were coming to make an inspection of our forts and he suggested that the proper thing to do was to cover up the fortresses with a tarpaulin until the military visitors had departed. Another man , with an eye to business, was positive that there was some scheme on foot for the utilization of St. Andrews harbor for the shipping of pulp. He was strengthened in his belief by the report that the President’s car had been switched off to grand Falls and that the visitor shad made an inspection of the Falls with a view to establishing a gigantic pup mill there.
            Another had a different idea, and a great many more ventured no opinion whatever, feeling sure that the Beacon would be able to solve the problem for them when the car arrived.
            On Friday afternoon, President Van Horne’s car arrived at SA, but without the big Yankee guns. “Col.” French, the President’s culinary advisor, and Supt. Timmerman were Sir William’s only companions. the other had taken the western train at McAdam for their homes.
            Sir William and Supt. Timmerman got off at the bar Road and we at once driven to Minister’s Island, where the former made an inspection of work that was being done on his summer property. At 4:30 they returned to their carat ht eh station, when the Beacon had a brief chat with Sir William.
            He said his visit had no particular significance—he simply wished to look after his property on Minister’s Island. he went on to say that he had just returned from an inspection of the western end of the road and had found everything booming here. The North-West, he said he found in a particular prosperous state, the farmers having done splendidly this year. they had made, he said, this season alone enough money to pay for their farms and all the improvements that they had made upon them. he knew of no class in such independent circumstances as the North-west farmer. he though it would be good thing if half of the farmers of Charlotte County would go the North-West,. The balance, with larger farms, might then make considerable money out of stock raising. Hew as sure that there was money in that class of farm product, and he was equally sure that ht eland here was well adapted for the raising of stock. He intended to make some experiments himself along this line.
            Sir William talked quite freely with regard to port affairs at Saint John and Halifax, but he did not wish his views thereon to be put in print. With regard to the visit of the New York generals, eh said they had been attending a meeting of the directors of the Laurentide Pulp Company, of Grand Here, Quebec, in which he was also interested, and he had invited them to accompany him in this direction. It was sure, he said, that they had looked at the Grand Falls. the grain stopped half an hour there, and they had spent the time in looking a the Falls. They had no intention however of establishing pulp works there. Sir William felt that there were enough pulp mills in Canada now, and that capitalists would not b disposed to put their money into any more until a wider market had been opened up for them. When the spruce of Sweden and Norway had been reduced, then Canada would have a chance of supply the European market, but that day, he felt, was some distance. off. Sir William had nothing encouraging to say with regard to the local outlook. At 5 o’clock the railway party left won by special train for McAdam.

Beacon
Nov 18, 1897
St. John will have the Beaver Line, the Furness line, Allan Line and Head Line steamers this winter. Yet it is not happy.

Over thirty year ago (as we observe by The Standard of 1866) the people of St. Andrews were agitating for the erection of a deep water wharf. The men of that day seemed as hard to harmonize as the men of the present day. Some favored Joe’s Point with a branch railway connecting it with the existing line. Others thought Katy’s cove, the O’Neill farm, or Indian Point offered the best advantages. The Standard in the same year was agitating for a summer hotel here, having been awakened to action by the report that parties had bought up lands on Campobello for that purpose. A reading of these old papers proves the truth of the adage that history repeats itself.

Mail and Freight Subsidies
The contract for carrying the British mails was signed Thursday afternoon by the Beaver steamship Company, and the matter which has been discussed \in so many different ways in the press, is closed in about the same way as it passed the cabinet, says an Ottawa dispatch. An alteration was made to meet the views of the Saint John delegation. It is to the effect that the company will not carry any deals when other produce can be obtained as freight. There will be 24 sailings from Saint John for the winter months by this company, and over 50 sailings altogether. The contract is for a weekly service from Saint John , calling at Halifax. The Saint John delegation was satisfied after looking into the whole matter and seeing the terms of contract, that the government did the very best they could in the matter, having he interest of both parties before them.

Beacon
Dec 2/1897
SJ has every reason to be gratified at the port outlook for the coming winter, notwithstanding the pessimistic opinions which the Sun and kindred journals have been advancing. It is now in very deed what its people have been hoping and praying for many years—The winter port of Canada. While this is the case it is a fact that should be constantly remembered by all who have the handling of the large steamers—whether they be pilots or stevedores, or ship laborers—that the business has not yet got beyond the experiment stage, and that it is essential to the credit and success of the port that the vessels be piloted safely in and out, that they be given prompt despatch while they are in the harbor, and that the expense be cut down to the lowest possible extent. The wisdom of this course is so apparent, and it has been so strongly impressed by the local journals, that it is hardly necessary for an outside paper to call attention to it. Still, we are interested in the success of Saint John , not only because its prosperity is linked with the prosperity of this section, but because we have a very warm spot in our heart for the old place, and because we admire the pluck and enterprise of its citizen in providing out of their own pockets very largely the facilities for the large steamers which are now travelling thitherward.

In asking the Government to haul goods to Halifax at the same rate as to Saint John , the Haligonians only furnish another proof of their sublime modesty.

Beacon
Dec 9, 1897
The CPR says they have had to refuse thousands of tons of freight for Saint John this winter, because of insufficient tonnage at that port. The freight thus refused doubtless finds its way to the sea through foreign ports. With a port like St. Andrews in touch with the CPR such things should not be.

Beacon
April 21, 1898
Fourteen carloads of sleepers were landed in St. Andrews on Tuesday. This is the largest amount of inward freight at one time for along period.

Loading Sleepers at SA
The first cargo of railway sleepers to be loaded at St. Andrews for many years in now being placed on board the three-masted American schooner, Edna, at DeWolfe’s pier. Between 11,000 and 12,000 will be shipped by Mr. William Oak of Presque Isles  Their destination is Boston.

Beacon
July 14/1898
Mr. Tarte has been urged to visit St. Andrews in order that he might see for himself its necessities and its great natural advantages, as an ocean port. This is the sole object of his visit. There is no intention to boom the interests of any political party or individual. As the future prosperity of the place is bound up in its success as a port, it behoves the people of St. Andrews to strive to make as good an impression on the Minister’s mind as possible. We want to infuse him with the belief that another ocean port is needed by Canada and that that port is St. Andrews. If we succeed in doing this, wee stand a good chance of securing government assistance. If we do not we might as well abandon all hope of every becoming an ocean port, for without federal aid it can never be accomplished. We are glad to see that broad-minded Conservatives are willing to join hands with their Liberal fellow citizen sin this matter. It will be time enough to resume party affiliations when the interest of the town have been secured.

Beacon
July 14/1898
Mr. Tarte Coming to SA
Since the adjournment of Parliament, the Minister of Public Works has been reminded of the promise which he made some months ago to visit St. Andrews and inspect for himself its advantages as an ocean port. To this last communication Mr. Tarte has replied as follows:--
            Ottawa, July 7, 1898
            R. E Armstrong, Esq.,  “The Beacon,”
            Mr. Dear Mr. Armstrong: I will start for the Maritime Provinces in a few days with the acting chief engineer of my Department, Mr. Lafleur. I shall certain call at SA, and will give you notice of the day of my arrival, so as to have the pleasure to meet you and discuss matters concerning St. Andrews with you and any other friends who would like to meet me. I think a trip of that kind is in the best way to understand thoroughly the situation.
            Truly Yours,
            J. Israel Tarte

Beacon
Sept 1/1898
It is a matter or regret that Mr. Tarte was not able to complete his tour of the Maritime provinces. We shall look for him to carry out his promise next month.

The Coal Business
Coal barge No. 2 with 700 tons of Springhill local on board, was towed into the harbor on Saturday by the tug Springhill and moored alongside DeWolfe’s pier, where the work of discharging the coal began on Tuesday. The coals is dumped on the vacant ground near Anderson’s wharf. About 5000 tons of it will be placed there. The coal business swill furnish employment for a number of men.

Beacon
Oct 20, 1898
The Beaver Line steamers have been crowded out of Saint John by he Dominion and Allan Line boats. Had the late Government done its duty these boats might now be utilizing St. Andrews as a harbor.

Beacon
Jan 5/1899
The Winter Port Trade
“The winter port traffic over the road this season,” said Station Agent Gilliland of McAdam Junction to the Beacon, “is really enormous, nearly double what it was last year. On an average, one hundred and eighty cars of freight pass through McAdam yard every day bound for Saint John. There are nearly one thousand cars of freight at Saint John and vicinity awaiting shipment. This congestion is due to the unforeseen delays in the Manchester Line steamers.”

Beacon
March 16/1899
The opinion is expressed at Ottawa that the difficulty attending the steamship Gaspesia means the death blow to the direct Milford Haven, and Paspebiac line. If Sir William Van Horne would only whisper to the promoters of this scheme that they can find a port to suit them in Sa, NB, he would e doing both them and St. Andrews a good turn.

Beacon
March 16, 1899
The CPR people are talking of erecting a big coal wharf at Saint John.

Beacon
June 1/1899
This summer St. Andrews will have as residents the heads of two of the greatest transportation companies in Canada—Sir William Van Horne, president of the CPR, and Mr. Hugh Allan, of the Allan Steamship company. Both gentlemen will come here for pleasure, but we trust that the advantages of the place for ocean trade will impress themselves so strongly upon their minds, that they may be driven to consider St. Andrews from a business point of view as well.

Beacon
June 15/1899
If Minister’s Island should lead to the utilization of St. Andrews as a port for ocean-steamers it would indeed by a ministering angel.

Beacon
July 6/1899
Campobello summer hotels and boarding houses open.

When the CPR talks of abandoning Saint John as a winter port and sending its freight to US ports, it closes its eyes to the fact that in St. Andrews it has a port equal to any foreign port, on its own line of road, and that is all that is needed to make it available for traffic is the expenditures of a few thousand dollars in building wharves and elevators. By running its lines from Mattawamkeag towards Calais, the port of St. Andrews which is now the nearest Canadian port to Montreal, would be brought almost within speaking distance of the commercial centre of the Dominion. Added to this advantage is tits nearness to the Atlantic.  These advantages ought surely to count for something if the CPR really desires a safe and handy port.

Beacon
July 20/1899
St. Andrews as a Lumber Port
Scheme Now Being Considered by the Traffic Dept. of the CPR
To Make St. Andrews the Port of Exit for Tobique Lumber
Though St. Andrews people are inclined to find fault with the CPR for not doing more to aid in the development of St. Andrews as a port, the officials of that road have not been idle with respect to the place, nor have they blotted it out of their book of remembrance.
            For some time, the traffic department of the CPR has been trying to divert lumber cargoes from the northern division of the road in NB to this port, but the officials have not yet succeeded in their aim, though the lumbermen have made them vary fair promises.
            The latest move in this direction has arisen in connection with the mammoth lumber mill to be erected at the Tobique by an English syndicate, represented in NB by Messrs. Fred H. Hale, MP, and George Murchie. The question of disposing of the output of this mill has been discussed lately between the mill owners and the representative of the railway. On Wed. last, Mr. G. M Bosworth, traffic superintendent of the railway, and Mr. J. N. Sutherland, superintendent of freight in this division, , and Mr. John Stewart, had a conference at St. Stephen with Messrs. Hale and Murchie. The question of giving a low rate for St. Andrews was discussed, but no determination was reached.  The railway men went to Campobello on Wednesday afternoon, and spent that night at the Tyn-y-Coed. On Thursday afternoon they came to St. Andrews in the Rose Standish. Unfortunately a dense fog—a very unusual incident in this locality—covered the surface of the river on the trip up, so that the gentlemen did not get fair opportunity of appreciating the merits and advantages of the port.
            When The Beacon representative caught the ear of Mr. Bosworth for a moment or two before his stepped on board the evening train he seemed to be unfavourably impressed with this port. At Campobello he was told that fogs were very frequent here, while on board the Rose Standish he learned that the channel entrance to this port was very tortuous. The absence of suitable docks at which large steamers could lie float was emphasized by Mr. Sutherland, who was present during the brief interview. The newspaper man, endeavoured to dissipate these ideas by pointing out that fog was not a frequent visitor at SA, that the port was easy of access, and that if suitable docks did not exist here, there were excellent opportunities for loading steamers from lighters in the stream, as had been done in Saint John for many years.
            Asked where the lumber would likely find an exit if not at SA, Mr. Bosworth stated that west Saint John would probably be used. That port, he said, had good docks, an abundance of labor, and besides, the shipping agents had their homes there. The railway haul was against Saint John, as the distance from the rills to St. Andrews was only 170 miles, while to Saint John it was 211 miles. He intimated before departure, that a favorable rate would likely be given from St. Andrews. He expected to have another conference with Mr. Hale before returning to Montreal.
            Mr. Bosworth is a very agreeable gentleman and seemed eager to learn of the capabilities of this port. Unfortunately, the time at his disposal here was too brief to admit of the acquirement of much information. He told The Beacon that he was greatly pleased with the summer hotel at Campobello, and also the Algonquin here. The few glimpses he had obtained of this harbor, through the rain and the mist had also been pleasing.
            Before leaving St. Andrews the party regaled themselves with a feast of St. Andrews clams.

Beacon
Sept 14/1899
Sir William Van Horne recently told a Halifax reporter that he could die in peace if he saw the fast Atlantic line inaugurated. If the inauguration of the fast line is going to bring about he death of such a valued citizen as Sir William Van Horne we don’t want to see any fast line. We don’t want Sir William to die. We want him to live until he has made St. Andrews what she ought to be—the winter freight port of Canada. When he has accomplished this task them may be lied own in peace and take his rest.

Beacon
Dec 7, 1899
SA for Freight, Sir William?
Sir William Van Horne, who has been spending a few days in Toronto, is as strongly convinced as ever that Canada needs more than anything else a better system of passenger and freight carriage on the Atlantic. To an interviewer he said the country should have an adequate ferry service connecting it directly wit the worlds’ markets, and if the people of Canada could be induced to give this mater the necessary attention to enable them to realize how much they are losing each year for the want of such a service we should have it in a hurry.—Toronto Globe

Beacon
Dec 14/1899
A History of SA
Growth of Canada
Sir William Van Horne on its Progress. Fast Line Wanted
[Blames CPR’s use of American ports, and also other companies, on lack of available Canadian ports for foreign shipment—perhaps a sideswipe at Laurier government as well]
Sir William Van Horne, who has just returned from a trip to the West, stopped over in Toronto for a couple of days where he was interviewed. Asked for the reason why the CPR had made larger gains in the percentage of earnings than another road on the continent, Sir William replied:--
            “That requires a general answer. It means that the commerce of the country has developed along almost every line, and that prosperity prevails from one ocean to the other. I may point to the fact that the CPR will have increased its gross earnings from a little over $8,000,000 in 1895 to nearly $30,000,000 in 1899, and I may say that this increase is wholly from home traffic. We have had little occasion for the past year or two to go abroad to find employment for our rolling stock at any season.”
            Are the good times likely to continue? asked the interviewer.
            “Have we not always had pretty good times?” asked Sir William in reply. “In 94 and 95 the low prices for agricultural products together with the reflex effect of the depression then prevailing in the United States, dampened the trade of Canada somewhat, but really we were not bad off. Indeed we were in clover compared with our neighbors. We never reached the same heights of inflation nor suffered from the same depths of depression. Our advance was more healthy and uniform and this largely due to our freedom from currency troubles—of our always having unquestioningly good money. Our areas under cultivation are now so wide and so diverse that such a thing as a general crop failure is not to be feared. Time was when if Ontario crops failed and Manitoba ‘s were poor at the same time, it made us unhappy, but our sources if wealth are now so numerous that the failure of any one of them has little more than a local effect.
            On the subject of British Columbia’s wealth Sir William is enthusiastic. he thinks that two thousand million of dollars is a low estimate for the production of the mines of southern British Columbia, and he expressed the hope that Canada would guard the interests of that country with the most zealous care, for if its products are not permitted to be diverted southwards, she will soon get from them more than she now gets from her agricultural harvests and her fisheries combined. Said he, for the seven years ending with 1899, the town of Butte in Montana and its vicinity produced $52,000,000 and we may have a dozen Buttes.”
            “The most important transportation question by far the most important,” continued Sir William, “is the Atlantic ferriage. Canada has spent a vast number of millions on internal communications—canal and railway--. She has added enormously to her capacity for handling traffic at home. but she had one nothing to enlarge the outlet for it. The result is that a vast amount of traffic overflows and goes out through the New York and other seaports of the United States.
            “A good many people perhaps the majority of people, dismiss the subject with the thought that it is a question of more or less earnings for the Canadian railways, and that it does not concern the people.” They forget that 70 percent of the earnings of the railway are paid out here at home within a month. As between carrying a certain amount of freight by Canadian lines and letting it go to the seaboard over American lines there results a very heavy loss, which can be pretty accurately measured The direct loss to Canada as I have said, 70 percent of the earnings of the Canadian carriers from such business. It really amounts to more than that, for the other 30 percent would go towards interest on money borrowed chiefly abroad, for the building and improvement of railways in Canada, and since as much more money is brought into the country for new railways as is sent out in dividends and interest, practically all that the Canadian railways . . . to the diversion of traffic lost to the country. [The Canadian railways feel the immediate effect, but the people and the country are the losers in the end]
            “Take as an instance the pulp mills at Sault St. Marie, Ontario, the largest pulp mills in the world. It is nearly two years since the mills shipped any of their product by Canadian lines. It has been taken from the mills directly by American lake craft and carried to Lake Erie ports; thence going out by Philadelphia, Baltimore, Newport News, etc., and this notwithstanding the fact that the shippers have repeatedly expressed their sense of the liberality of the rates offered by the Canadian Pacific Railway. The trouble was with ocean carriage beyond, both as regards rates and space. On this particular traffic the CPR would have earned perhaps $800,000 within the two years mentioned. This money has gone entirely by American ports, and every dollar of it has been lost to the people of Canada. There are numberless cases of this kind.”      
            The remedy? Well, I see but one, and that is the one I have been preaching for the lat 15 years—on adequate ferry service connecting directly with the world markets and if the people of Canada could be induced to give this matter the necessary attention to enable them to realize how much they are losing each year, for the want of such service, we should have it in a hurry.”

Another Outports Wanted
Summary of Beaver Line of Steamships affair.
There is no man in Canada who knows the transportation needs of this country any better than Sir William Van Horne. When he says that a better ocean freight service is wanted than we now possess it can be taken for granted that such a service is a necessity. And when he deplores the fact that so much Canadian freight is finding exit through United States ports he is doubtless sincere in what he says. Yet Sir William—or the Canadian Pacific Railway Company—is in some extent responsible for the present unsatisfactory conditions which prevail. Eight year ago (1892), the managers of the Beaver line of steamers expressed a preference for St. Andrews as an ocean port. The commodore of their fleet, the late Capt. Howard Campbell, in a letter written at that time, said:

There can be no doubt that SA, both from its geographical position and from the natural advantages of a fine, commodious and land-locked harbor, is certainly 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 sufficiently for the largest steamers afloat. It would, if properly conducted, be a cheaper port, and when wharves and accommodations for discharging and loading vessels are made, ought to compare favorably with any other port in the Dominion. I have often wondered that, possessing as many natural and geographical advantages as it does, it has not long ago become the most important winter port of the Dominion.

Having impressed the above views upon the steamship company, the manger, Mr. Murray, opened up a correspondence with a citizen’s committee here, and an agitation was begun, looking to the development of the port. The Provincial government in 1891 was asked to make a grant, and the then leader, Mr. Blair, made an appropriation of $1000 a year for 20 years. The Dominion government was likewise appealed to, and, through Mr. Foster, stated that the policy of the government would not permit to aid ports not touched by the government lines of railway.  The subject was strongly impressed up Sir William Van Horne, eliciting the reply that the CPR could not provide terminal facilities but would care for any freight that might be attracted there if such facilities were provided. The discouraging responses from the Dominion government and the CPR led to the subsidence of the agitation here. In November, 1892, correspondence was re opened with Sir William Van Horne. To the letter addressed to him at that time he sent a very courteous reply as follows:--

30 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 sat St. Andrews. I can only say just now that we will be delighted if we can be in any way instrument in giving St. Andrews a new start, and you may be assured that no opportunity to do this will be lost.

Well, to make a long story short, the experiment was trued at Saint John, and it has proved eminently successful. Yet, notwithstanding the large an increasing trade at that port, we have Sir William as authority that there are still large quantities of Canadian freight being carried to US ports. Is not this sufficient proof that the present ports of Canada are proving inadequate to the calls being made upon them? And does this condition not demand that if Canada has other qualified ports they should be got in readiness with out delay? This is the point that we would like to urge upon Sir William. We feel sure that the time has come when he might reasonably be called up to apply his powerful influence to bringing to St. Andrews some of the ocean trade that belongs to Canada and which is now finding an exit on foreign soil, and thus secure for it the “new start” that he was so willing to give it seven years ago.

Beacon
Feb 1, 1900
It is stated that owing to the congested sate of the CPR at the ocean terminus in Saint John, the railway people are considering the advisability of shipping an African hay cargo from St. Andrews. This would be a good idea. [The hay would be for horses in the Boer war, all in the news for the last few months] [Letter from trooper Mallory in Halifax in this or previous issue; photo of him in January issue]

Beacon
May 17, 1900
The time is at hand when the government of Canada should be casting around for another Canadian Atlantic winter port. The port of Saint John is already being taxed almost to its utmost limit, though the Intercolonial terminal facilities are yet incomplete and the shipper of the west have only begun to find out hat here is such a port as Saint John. Judging by the rapid growth of trade at that port, three years will not elapse before Saint John will be running at its full capacity and another handy port on Canadian soil will be needed. Such a port may be found at St. Andrews. It possesses all the needed natural advantages; all that it lacks are the facilities, and these the government should assist in providing. It is the duty of our people to press this matter upon the government, regardless of their political affiliations. Buy an earnest and united effort something for the benefit of the place might be accomplished.

The Montreal Star gives the CPR a lot of credit for the development of the port of Saint John. It is undoubtedly entitled to a share, but if it had not been for the faith and works of the people of Saint John , who spent over a quarter of a million dollars before they could persuade the railway people to invest a single dollar, and the assistance in the way of ocean subsides received from the Dominion government, it would not be much of a winter port even yet. The CPR have it in their power to make St. Andrews one of the most prosperous ports on the Atlantic coast, yet they will not spend a dollar in its developing. If the people of the place could provide the facilities for business, or prevail upon the government or somebody else [Sir William?] to provide them, we have not the slightest doubt that the railway would pocket the profits and the credit just a s they are doing in Saint John.

Beacon
May 31/1900
A coal barge, in tow of the tug Springhill, with coat for the CPR, arrived on Thursday night and is now being discharge at DeWolfe’s wharf.

Beacon
June 21/1900
SA is fast becoming the summer port of Montreal. Why not the winter port too?

NB--It is a pleasure for us to greet the CPR as a summer friend. We are glad that the Company is manifesting an increased interest [Shaughnessy’s influence via loan of money to Algonquin?] and we appreciate the efforts that it is putting forth to advertise the place.  But when it says, through its summer circular, that the people of St. Andrews are content to live out a dreamy existence as summer resort keepers it says what is far from the truth. We are not content with begin hewers of wood and drawers of water, and furnisher of pleasure, for the summer visitor. We want to be something more than this. We want to be a growing, not a declining, [census] community; we want the splendid natural advantages of the place to be recognized not only in summer but in winter. We have a harbor here second to none on the Atlantic coast, with railway connections equal to any in Canada. We want this harbor utilized; we want our advantages employed; we want to be in line with the march of progress around us, and we want the CPR to aid us in realizing our ambition. It is in the power of that company to render us this assistance, and in the rendering of it quite as great pecuniary benefit will accrue to them as to the people of the place. As we have stated, we are glad to greet the CPR as a summer friend. We will be doubly glad to greet them as an all-the-year-round friend. [Put this in as an insert]

Beacon
July 26, 1900
The CPR is going to establish a big coal dump at Saint John.

The DeWolfe wharf is the busiest corner in town, the coal shipments keeping a large number of men employed.

Beacon
Aug 16/1890
Hon. R. R. Dobell
Pays a short visit to SA
He did business here 45 years ago, and is no stranger to the place
Among the visitors to St. Andrews last week was Hon. Richard R. Dobell, a member of the Dominion cabinet. He arrived here on Friday night and spent the greater part of his time while in St. Andrews in an interview with Sir William Van Horne.
            Just before taking his departure on Saturday evening, with Sir William, Mr. Dobell accorded a brief interview to the Beacon. He said his visit had no political significance whatever. He had been in Saint John endeavoring to convert the shipping men to his ideas respecting an inspection of vessels, in order to overcome the present unjust discrimination of English Lloyds against Canadian ports. While no decision had been reached, he felt that there was a better understanding on the part of Saint John men on the subject, and he hope that in time the objections would be overcome. After leaving Saint John he had come here to meet Sir William Van Horne.
            The newspaper man sought instruct Mr. Dobell into the advantages of St. Andrews as an ocean port but was considerably surprised to find that the minister was no stranger to the place.
            “Forty-five years ago,” said Mr Dobell, “I carried on lumbering operations in this section, and once a month for a period it was my practice to drive from St. Andrews to Saint John in connection with my business. I have stood oftimes on the heights at Eastport and viewed with admiration the splendid scenery about the island and about the entrance to your harbor. So that you see I am no stranger to St. Andrews and its waters.”
            In order to refresh his memory he asked the privilege of reading the memorial of the St. Andrews Board of Trade, as publsihed in last week’s Beacon. Asked as to the political outlook, Mr Dobell said his colleague were feeling very cheerful. “They have not succeeded in all their undertakings as they would like,” said he, “but they have made a good average, and they are satisfied that the people of Canada recognize that fact.” Dr. Dobell expects to leave for England shortly.

Beacon
Sept 27/1900
80,000 tons of coal to be delivered from Springhill mines to Saint John.

Beacon
Feb 7, 1901
The Winter Business of Canada
Says the Montreal Star—
The determination of the Grand Trunk Railway Company to make Portland summer port is a serious matter for Montreal. For many years the winter business of the company has gone to Portland at the expense of the Canadians winter ports of Saint John and Halifax, but the businessmen of Montreal were indifferent because they did not see that it mattered much to them wither the business went to a Canadian or an American port in winter. But it is a matter of importance to all Canada to keep trade in Canadian channels in both winter and summer. The grand Trunk has spent millions of dollars in providing terminal facilities at Portland; it is not making similar expenditures at Montreal; and it is evidently the intention of the company to make the American port the rival of Montreal. The announcement that the company has arranged with the Dominion steamship line for summer service to Portland has caused sensations in Montreal business circles, but it will not surprise those who knew what large amounts the GTR has been expending at Portland. What are we doing to do about it?
            The proper thing for the Montreal people to do is to interest themselves in the development of lower province winter ports, so that no part of Canada’s trade shall go toward the development of foreign ports. It is not easy to recall business when once it begins to travel in the wrong direction. So long as Montreal got the summer trade of Canada, the Montrealers did not care where the winter business went to. IT might go to Saint John, or to St. Andrews or to Portland or to Boston. IT was all the same to them. But they are beginning to reap the consequences of their folly, for the development which followed at Portland, Maine, as a result of the winter business of Canada being allowed to drift to that port will now be used against them in the summer season.

Beacon
March 7, 1901
Fast Atlantic Service
Montreal next week will see the reopening of the negotiations for the fast Atlantic mail service. Several conferences have already been held and the project is likely to be carried through. The only steamship company mentioned in the present negotiations is the Allan Line, member of which have discussed the matter with the ministry. The present intention is not to endeavour to equal the speed of the Cunarders, as was intended four year ago, but that ships of twenty knot capacity will b sufficient for the St. Lawrence traffic. It is also suggested that the type of ship to be selected will probably be the Empress line of the CPR.

Beacon
August 15/1901
Deep Water Wharf Wanted
From time to time for a dozen years past The Beacon has been urging the importance of providing a deep water terminus at ST. In 1891 the question came prominently to the front when the Beaver Line Steamship Company of Montreal expressed a preference for St. Andrews as a port. At that time the Local Government was asked to aid the scheme, and an appropriation of $1000 for twenty years was granted towards the project. The Dominion government was likewise approached on the subject, but declined to make any grant. The CPR was appealed to, but ntoi9ng was accomplished, except that a promise was made by Sir William Van Horne that if the experiment of making a winter port out of Saint John proved a success, St. Andrews would receive consideration.
            As a matter of fact, the experiment at Saint John has proved such a signal success that already railroad and steamboat traffic at that port is in such a congested state that the port can scarcely take care of all the business that is offered. Furthermore, within a few weeks, the railway freight department has been asked by a large shipping concern in Maine if deep water facilities could not be provided at St. Andrews for the loading of lemon and orange box shooks and other lumber for the European market.
            With such a condition of affairs as described prevailing at Saint John, and with such a tangible project as that submitted by the Maine concern, the time would seem opportune for putting our deep water scheme into operation.
            As the Dominion government has assisted in the development of the port of Saint John in many ways, we are satisfied that if proper representations were made similar aid could be secured for St. Andrews. With the local government grant (and, we presume, that it is till at the disposal of the town), with financial assistance from the CPR, and with the town assisting there should be no trouble in starting the ball rolling. Once started, we feel confident that it would lead to a successful finish.

Beacon
August 15, 1901
CPR coal contract completed. Between 8000 and 9000 tons unloaded here.

Beacon
Aug 29, 1901
There can be no mistaking the views of the business people of St. Andrews with respect to the deep water wharf project. The feeling is shared in by all that the time is at hand when the effort to provide this port with better terminal facilities should be renewed. The present scheme is a modest one. It does not involve any lavish expenditure for elevators and such like. It simply calls for the erection of a wharf where vessels of moderate size can lie afloat. We have the assurances of the railway people that business for such a wharf is even now knocking at our doors. This is not business that Saint John or any other Canadian port will be robbed of. It is new business—business that at the present time is being for the most pat transacted through Maine and other US ports. Of course, we expect to get some of the traffic which now goes to Saint John. But this traffic willingly come here when Saint John is unable to care for it, so that Saint John will not feel its loss. There is a feeling that in view of the trade benefits to be conferred upon the CPR by such a wharf, the company ought to lend financial aid to its construction. Perhaps they will. Perhaps when it has been demonstrated to them that trade will come to this port in paying quantities they will undertake to provide for it, as they are now doing in Saint John. The Company was a little slow in responding there. The people of that enterprising port had to dig down deep into their pockets several times before the CPR would undertake to make any expenditure, but now that the success of the experiment in Saint John has been demonstrated beyond a peradventure, the railway is showing a more generous disposition. No doubt they would do the same here. Our present duty seems to lie in the direction of invoking government assistance. In 1891, the Local Government made a grant of $20,000 running over a period of 20 years, toward a deep water wharf at St. Andrews. A like sum was appropriated for St. Stephen. The people of the latter place have had their public wharf erected out of that grant and they have also had the lower wharf repaired out of the same source. But St. Andrews has never spent a cent of its appropriation, so that it ought still be available. If the Dominion government will make a like appropriation, there ought to be no trouble in getting a suitable wharf constructed.

Deep Water Wharf
Views of Mr. Sutherland, CPR Freight Agent
Could Provide an Abundance of Business for a Wharf at St. Andrews.
In connection with the deep water wharf project at SA, to which allusion was made in this paper a few weeks ago, a Beacon representative had an interview with Mr. Sutherland, the CPR Freight agent at Saint John last Thursday.
            Mr. Sutherland said that the necessity for a deep water wharf at St. Andrews had been apparent for some time. The matter however had been brought more directly to the CPR attention a few weeks ago by a request from a large lumber concern in Maine for a shipping privilege at this port.
            Mr. Sutherland is very strongly of the opinion that a deep water wharf is needed at SA, “Not,” said he, “for winter port business, because the winter port business has come to stay in Saint John, but for the overflow of freight.”
            He admitted that there was a danger of congestion of freight at Saint John, and for this reason the CPR would like to see wharf privileges provided at some other handy port. “If there was a deep water wharf at SA,” continued Mr. Sutherland, “we could send it lots of business. We could ship all the up country lumber through SA, we could get the bulk of the fertilizer trade, we could ge the Houlton coal traffic, which now goes through Bangor almost altogether; we could send potato shipments and a great deal of other business.
            Asked if the CPR would lend financial assistance to the construction of a wharf at St. Andrews he replied that he did not think the company would. He said that the railway would undertake to provide business for the wharf; they would make rail connection with it, if placed at a handy point, for example, to the westward of Katy’s Cove, and they would send their engineer here to assist in preparing plans and estimates.
            Mr. Sutherland was of the opinion that a good beginning could be made for $50,000 or $60,000. A wharf with a berth on either side and at the end for vessels drawing eighteen or twenty feet would be ample to start with. If trade developed the wharf could be added to. He thought the people of St. Andrews should come together, and endeavor to secure this boon for their port.

Beacon
Nov 7/1901
Some weeks ago a committee of citizens was appointed to make enquiries relative to a deep water wharf. Correspondence was opened up with the CPR, members of the local government and members of the Dominion government. The railway people, in reply to a request to send their engineer to assist in locating a site and arriving at a determination as to the cost of a s suitable structure upon that site, (as they has promised to do), stated that their engineering staff was so busily engaged in Saint John at the present time that they could not spare any of them to com here. The members of the local government who were interviewed, gave it as their opinion that the grant which was made for a deep water wharf in 1891 was still binding upon the province, but it would be necessary for those who were promoting the scheme to make formal application. The replies from the Dominion cabinet, while not so satisfactory, were not discouraging. Hon. Mr Blair said he sympathized with the scheme. As Mr Blair was Premier of the province when the local grant was given, there is little doubt that his sympathy would take an active form if the matter was being pushed to a conclusion. Hon. Mr. Tarte, minister of public works, was non-committal. He was inclined to dispute the proposition that there was a danger of winter business at the port of Saint John being congested for some time to come, though he followed this contention up by saying that the did not mean to convey that St. Andrews harbor should not be improved. Further than this he would not say anything, as the whole matter, he remarked, had to be placed before his colleagues. Thus the subject stands.
            If the CPR was in a position to send the engineer here, fix upon a site and determine the cost, the matter might be pressed forward without delay, but the inaction of the railway authorities, who have quite as much to gain as the people of SA, and whose active cooperation is absolutely necessary to the success of the project, has brought matters to a standstill. The question arises, should the townspeople proceed to carry out the work independently of the railway? No doubt, it would, please the CPR if they were presented with a wharf privilege here without any cost or trouble to them, but would it be good business to go to such an expense without receiving positive assurances from the railway that the wharf, when completed would be used by them to fullest possible extent? The CPR authorities have made promises before to wharf owners in SA, and some of these promises are still unfulfilled. If we go the trouble of securing governmental assistance to build a costly wharf, we want to have it employed; otherwise, it will be of little benefit. Again, there is a difference of opinion among the townspeople with regard to the proper site. Some favor a deep water wharf to the westward of Katy’s Cove; others think that it should be constructed along the channel to the southward of St. Andrews light. If the former site was chose, whatever assistance was required from the Dominion government would have to be in cash; if the latter, the assistance would have to be in the shape of a dredge. There can be little doubt that if a sufficiently large channel could dredged at the entrance of the inner harbor, that is the place for the wharf. It seems to us imperative that the matters of site, and of the probable cost of the wharf, must be determined before we can apply to the federal government for assistance. We might approach the local government and secure the provincial appropriation and to be effective this appropriation, which is now spread over twenty years, should be capitalized), but before going to the Dominion government, we should know definitely whether it is money, or a dredge, or both, that we need. We would like to hear the views of the townspeople on the question f that have been raised. It might perhaps be a good idea for the councillors to call a public meeting and ascertain what the views of the people are; at all events, no harm could be done by giving he matter the fullest ventilation.

Beacon
November 28/1901
Hon. Mr Tarte of Public Works, upon whose attention the question of improving the harbor of St. Andrews has been strongly urged, has promised to “look more carefully than ever into the question and chances of St. Andrews becoming an export harbor” and swill consult with Sir Thomas Shaughnessy on the matter. At the present time the department has no dredges available for work here. The building of a powerful dredge for the Maritime Provinces has just been started, but it will not be ready until next season.

Beacon
Jan 9/1902
The Wharf Project
A requisition has been circulated among the business people, requesting the town councillors to have an act prepared authorizing the issue of 4 percent bonds to the extent of $10,000 for the purpose of dredging the inner harbor of St. Andrews and its entrance such act to become effective when a majority of the voters of the town give their assent thereto. The councillors are also requested to initiate steps, by memorial or otherwise, to secure the bonus which was appropriated by the Local Legislature for 1891 for the establishment of a deep water wharf here. The promoter of the scheme are of the opinion that if the local government t will capitalize the appropriation, a good and sufficient deep water wharf, by dredging, can be erected to meet the present requirements. The situation of this proposed wharf is along the channel below the lighthouse,
            (It may not be generally known that in 1891, the same year that the government bonus was granted a statute was enacted authorizing the Municipality to issue 5 percent debenture upon the credit of the town to the extent of $20,000 for the purpose of providing deep water wharves and harbor improvement, including dredging. This Act, which may be put in fore upon petition signed by a majority of ratepayers, and which could be amended to bring the parish within its scope, would seem to do away with the necessity of the special act which is now requested. The second section of the requisition, with regard to memorialising the government relative to the bonus is very essential. The government may be asked to capitalize the bonus, which at the present time covers period of 20 years.

Beacon
March 6/1902
Deep Water Wharf
The Dominion Government has been asked to make an appropriation towards the construction of a deep water wharf at St. Andrews. Recognizing that such an expenditure would be practically useless unless the C. P. R. was impressed with the need of a wharf of that characteristic here, Mr. Tarte, the Minister of Public Works, has promised to confer with Sir Thomas Shaughnessy and ascertain his views thereon. We presume that if Sir Thomas says that there is sufficient business in prospect for a deep water wharf—and nobody can answer that question better than Sir Thomas—Mr. Tarte will be prepared to recommend that a grant be made to the object, otherwise he won’t. The prudence of this move must commend itself to reasonable people. Everybody in St. Andrews wants a deep water wharf, provided there is business for it to do. They do not want a structure that is to lie useless and rot away, or else put the town to a large expense to maintain it in idleness. It is business that we want and not idle wharves, although no doubt the disbursement of $20,000 or $30,000 in the construction of a wharf would be a good thing. IT is not good policy, we think, for ht town to incur expense, either in the way of wharves or dredging, until we can get some more encouragement fro the CPR than we have up to the present time. Some months ago some of the Saint John officials of the road declared that business was being lost to the railway and to Canada by the absence of a wharf at St. Andrews where vessels of large draft could lie. They do not seem to have impressed the need of such a wharf very strongly upon the higher authorities of the railway, nor have they been in any hurry to carry out their promises to send their engineer down here to look over the situation with eh St. Andrews people. The fact that these same officials held out the self-same business prospect to Mr. DeWolfe when he began the construction of his wharf and made many promises of sending trade, which are yet unfulfilled, leads us to the conclusion that it is not wise to incur any expenditure on wharf account until we have had a more definite pronouncement from the railway. It is well enough to secure needed legislation, but that legislation should not be enforced until the necessity for it is more plain than it is now.

Beacon
April 24, 1902
It has been difficult to get a Saint John newspaper to admit that the harbor of Saint John has reached its limit with regard to caring for the winter trade of Canada, but the Saint John correspondent of the Montreal Herald is willing to admit that fact. In a letter to the Saturday herald he says:--“the business of this winter represents about he limit of winter trade that is possible through the port of Saint John with the present facilities. Increased wharf accommodation is necessary and the burning question is, Who shall provide it? The people of Saint John, after an expenditure of nearly a million dollars, on which they are paying the taxes and not charging wharfage, think they have done enough. There is a feeling that as the transhipment of through business is a matter of national important the Federal Government should lend a hand an spend a million or two in extending the work begun by the city. Plans prepared by City Engineer peters will give eleven more berths of over 500 feet each in close proximity to the present wharves, for an outlay of about $2,000,000. Some people think that as the CPR derives the chief benefit from the through business it should build the facilities, but the company’s’ answer is that its is now making a great sacrifice by hauling to Saint John at the same rate that competing roads haul to Portland, Boston, and others Atlantic ports, and that the Dominion Government is the one to bear the burden. Thus the matter stands at present.” Saint John having got all it can care for –and more—should now be willing to stand aside and allow other ports to get a share of the winter trade of the country. Taking into consideration the conditions which prevail at Saint John, the people of that place have good reason to be satisfied with the success they have experience in port development. There is grave danger if they seek to crowd any more business into the port that they will imperil that which they have already secured. One half of the money the Saint John people ask for, if spent in other convenient ports, would speedily remove the congestion which is now facing the port of Saint John.

Beacon
June 19/1902
The St. Andrews Wharf Company’s wharf and warehouse was sold by the Sheriff on Tuesday afternoon and bid on by B. F. DeWolfe for $517. Station agent Dow, acting presumably for the CPR, bids to the extent of $500. The only other bidder was F. H. Grimmer, who started the sale at $400 and dropped out at $516.

Beacon
July 31/1902
CPR and the Fast Line
Montreal, July 24.
Sir Thomas Shaughnessy announced yesterday that the CPR has tendered for a fast Atlantic steamship service between Great Britain and Canada, ant he company’s tender is engaging the consideration of the imperial and Canadian governments, and forms part of business conferences between the secretary of state for the colonies and the colonial statesmen, now in progress in London.
            The president of the company, in making the announcement, said that if successful, the company would establish a satisfactory passenger and freight service. The line which the CPR have in view, it is said, consists of new steamers, which, as regard equipment and speed, would be an advance of any now afloat. It is realized that in them would lie the hope of successful competition for the Atlantic passenger service, which would be a very important element in the production of revenue.

Beacon
Jan 8/1903
Supt. Osborne Talks Diplomatically of CPR Plans towards St. Andrews
Supt. Osborne, of the CPR, was in St. Andrews in his private car on Friday afternoon. Approached by a reporter of the Beacon he said he was not in a position to disclose the plans of the CPR Company either towards the Land Company’s properties, the Algonquin hotel or the Shore Line
            With regard to the rumor that a fast service was to be inaugurated between Saint Andrews and Saint John over the Shore Line he said there was nothing in it. He did say, however, that the CPR was deeply interested in SA; that the road bed to St. Andrews had been place din thorough order; that the company had given the place a good train service and had tried to attract people here. They hoped to do more. They had in view the turning of the Osburn place into a hotel or boarding house, with small cottages nearby, for those people who did not care to go to the Algonquin hotel.  The present unsightly coal pole would be removed. He had made an inspection of the Osburn property and plans had been prepared for a hotel.
            When told that the people of St. Andrews would gladly welcome the CPR into closer relations and that they had always a hope that someday their port would be used for ocean traffic, Mr. Osborne enquired as to deep water wharf sites, the depth of water, the approaches to harbor, etc. he also intimated that there were many lines along which the people of St. Andrews might help themselves, for example, in planting shade trees along the streets, in painting their houses and beautifying their properties, in furnishing a watering cart in the summer, in providing entertainment of some kind for visitors, etc.
            Mr. Osborne mentioned the fact that it was proposed to pension off two of the St. Andrews employees of the road, Mr. Thomas Richardson and Conductor Donahue. Mr. Richardson had ceased duty altogether and will soon be in the enjoyment of a pension of between $5 and $7 a month. Conductor Donahue had leave of absence of the winter, and being a popular and capable conductor, would be allowed to run the summer trains. The pension in his case would amount to about $15 per month. Mr. Osborne thought Sir Thomas Shaughnessy was entitled to much praise for having inaugurated this pension system—and most people will agree with him. During his brief stay in St. Andrews Mr. Osborne—who was accompanied by his son—inspected the Algonquin hotel and had a consultation with Supt. of Hotel Construction O’Leary and Mr. F. H. Grimmer, the representative of the Land and Hotel Companies. Mr. O’Leary went away with him.

Beacon
Jan 22/1903
SA and the CPR
The authoritative announcement by Sir Thomas Shaughnessy that the CPR has acquired the property interests of the St. Andrews Land Company removes whatever doubt may have existed in the public mind with regard to the position of these negations. They have become an accomplished fact. St. Andrews and the CPR are now indissolubly linked together. This consummation is one that has been devoutly wished by the people of St. Andrews for some time and ought to give general satisfaction. It ought also to inspire them with renewed hope in the future and with renewed courage to work out their destiny. No incident that has occurred in the history of the town in the last quarter of a century is fraught with greater possibilities than this. That it means the dawning of a new era for SA, if not for the Province at large, is recognized by the outside press and must be recognized as such by the people of the place. With its splendid system of management, its world-wide connections, its powerful influence and its ultimate capital, all things within human reason are possible faith the CPR. Whatever it has put its hand to has succeeded, for the reason doubtless that it has never put its hand to anything that it did not see as a reasonable chance for success.  In taking hold of St. Andrews to develop it as a summer resort,--and mayhap a winter port—it is fair to assume that the Company recognizes its capabilities and possibilities as such, and with the past record of the Company before as it is likewise a fair assumption that it will do all in its power to make a success of it.
            But the CPR should not be expected to do it all. The Company, in its undertaking toward SA, should have not only the moral support of the people of the town, but their active personal support and sympathy as well. For years they have been waiting like Micawber for “something to turn up.” That something, without very much effort on their past, has now turned up. It is at their very doors. What are they going to do with it? Will they open their doors to it and foster and feed it; or will they keep it out and allow it to starve to death, from indifference and neglect.? There is room for but one answer to this question, and we think this answer will be given by the people whenever he CPR has taken them into its confidence and indicated in what respect their assistance can be useful to its schemes.
            The time, it seems to us, is at hand when the public spirited citizens of the place should make their influence felt. They have been playing at citizenship long enough; they should now prepare themselves to assume full duties and responsibilities. If they take hold in the right spirit, with a determination to win, we are confident that with such a powerful influence at heir back as the CPR success will eventually perch upon their banner, and that St. Andrews before many years will not only be the leading summer resort of Canada but its chief winter port. Is this result not worth striving for?

The CPR is said to be negotiating with the Beaver line of freight steamers. This is the same line that expressed a preference for the port of St. Andrews twelve years ago.

The Boston Record, noting he CPR movements with regard to SA, says:--“SA has a large natural deep water basin to the east of the peninsula that is much easier of access than Saint John and near for foreign steamers.”

Large Schemes for SA
To Be Made Canada’s Greatest Summer Resort—and Perhaps, her Chief Winter port
Montreal Star, 17th
New Winter Port on the Atlantic
SA by the Sea is Said to Have Great Future Before It
To Shorten Ocean Voyage
He believes that the CPR will take advantage of the opportunity
“There is just a possibility of St. Andrews by the Sea becoming some day the Atlantic winter port of the Canadian Pacific Railway,” remarked a gentleman today who is particularly well posted on matters in that section of the country, and who is intimate with the executive officers of the CPR. He was discussing the recent acquisition b the road of properties of the St. Andrews Land and improvement Company, and he continued:
“From St. Andrews the ocean voyage is about 140 miles shorter than from Saint John or Halifax, and with a very short addition to the line the road could secure all the benefits which nature has provided for an excellent winter port. But outside of this terminal question the CPR undoubtedly intends to make St. Andrews Canada’s ideal coast resort. On the 31st of this month the St. Andrews Hotel Company will hold a special meeting, when it is understood authority will be given the directors to proceed with the construction of the house. The CPR will also build cottages for summer occupancy, and everything will be done to make St. Andrews the summer resort of Canada, which Sir William Van Horne has predicted it is destined to become.”
           

Beacon
Jan 29/1903
[good summary of winter port agitation]
It was with more than ordinary pleasure that we reproduced the opinions of the outside press last week, with regard to the roseate future of St. Andrews. It pleased us because it was the promise of better things for SA, and it pleased us also because it was a complete justification of the Beacon’s course very since it was established. This paper early recognized the advantages of St. Andrews as summer resort and its great possibilities as a winter port of Canada as well. We have carried on an agitation along these lines for nearly fourteen years, in the face at times of almost scornful opposition, not only from without the town but from within. When the men who were behind the Land Company movement told us that it was hopeless to push the port scheme—that there was no future for St. Andrews except that of a summer resort, this paper still kept on the even tenor if its way, urging with all the power at its command that the port had advantages which sooner or later must be recognized and that it was only a question of a few years when Saint John would be so congested with traffic that another outside port would be required for the overflow. When the Beaver Line of Steamers expressed a preference for St. Andrews twelve year ago this paper and its editor took an active part in helping to bring the steamers here. But the government of the day would not assist to build the necessary wharves and the CPR people said that after the experiment had been proven a success in Saint John it was time enough then to boom St. Andrews. That time is at hand. The experiment has proved a success in Saint John and the moment has arrived when it should be attempted in St. Andrews. We repeat that the semi-official announcement of this fact gives us a great deal of pleasure. It vindicates the course of this journal in keeping alive the winter port agitation and it vindicates the course of its editor in his appears to the Provincial and Dominion Governments, the CPR company an the various boards of trade of upper Canada whose sympathies were invoked in connection with the project. We are not sufficiently in the confidence of the CPR to state exactly when the fruition of the hopes that we have awakened will arrive, but that it will come, and that before long, we have not slightest doubt. In the meantime, we would say to the people of St. Andrews to be strong and of good courage.

The coal dump is being removed to make way for CPR improvements.

Beacon
Feb 19/1903
St. Andrews
The CPR may make it a winter port
The attitude of the Company as Between it and Saint John
St. John Sun
The future of St. Andrews by the sea is a question which has for some time been of no little interest to property investors at that place, and not only are prophecies made but many claim to have inside information which indicates that it will be wise for them to hold on to the land which they now possess. As a consequence most of them are doing so.
            The origin of the matter lies in the line of action adopted by the CPR Company during the last year, the partiality it has shown to St. Andrews and its carelessness toward Saint John. It is well known that there exists between the management of the CPR and those in authority at Saint John a feeling which, while it may not amount to actual discord, is devoid of harmony. The system pursued by the CPR does not meet with the views of the Saint John people. The former, as is the case with many corporations, wish to get all they can for nothing and, following this plan, they have persistently declined to contribute anything towards the building of additional facilities at Saint John. They are willing to provide accommodations for their own work. They have built terminals, have procured land for yard room and will do whatever is necessary to promote their own interests, but when it comes to furnishing accommodation for steamers to carry away the freight brought here by the railway, the CPR shuts down.
            The city, on the other hand, derives no special direct benefit from the work done by the CPR and the building of berths, wharves and warehouses gives rise to an outlay from which but small returns are received. The officials do not see the fun in building wharves in order the CPR may increase its income, and it now looks as if the CPR had decided to remain firm in the sand it has taken.
            Although the railway has done much at Saint John , the present facilities of the west side are none too great for the work which is now being done and it is beyond a doubt true that both the export and import business of the CPR is bound to increase. For this reason it will be necessary that the CPR should have additional accommodation, and the question will shortly arise as to where this accommodation is to be provided.
            At St. Andrews there are many advantages. The railway has for some time been purchasing land from the land company all along the waterfront and now owns not only sufficient for a deep water terminus but for yard room and storage sufficient to handle almost any amount of business. The distance from St. Andrews to McAdam is about forty miles less than from McAdam to Saint John, and there is a saving as well in the water distance from St. Andrews to Liverpool. A further saving between St. Andrews and McAdam can be made by a new line, of which there is some talk. The harbor at SA, although it has never undergone practical tests, is said by some to be better adapted for deep water vessels than Saint John harbor, and the people at St. Andrews put forward many other reasons why their town should be made winter port. The accommodations at Saint John are not devoted by the city to the exclusive use of the CPR, but if other railway line should be built the wharves would be common property. At St. Andrews this would not be the case, as the CPR, owning the waterfront, would build their own wharves and maintain them for their exclusive use.
            The feeling that St. Andrews is destined to become an important shipping point is not confined to the people of that place along, but exists in quite a strong degree among the CPR officials. They will not say, however, anything definite on the subject as to the company’s plans, but do not deny that there is something foot at St. Andrews.

From St. John Globe:
In connection with the summer tourist business that will develop at SA, the C. P. R. Company will probably build a large pier. This would be for the accommodation of passenger and tourist steamers as well as for any other trade that might offer. It is not at all likely that there will be any development of winter port business through SA, but there may be an increase of the coasting trade. The future of SA, however, is largely the big summer business that the Canadian pacific expects to develop there. [exactly right]

Beacon
Feb 26/1903
SA and the CPR
St. John Globe
The CPR steadily gets the advantage of much free advertising, but probably its management must laugh at a great deal of it. A few months ago, or less, there were well defined, clear cut, and quite full statements regarding a winter port which it was about to establish at Wiscasset, in the State of Maine. In the last few days there are reports almost as definite of its determination to create such a port at St. Andrews. In the meantime the company continues to do business at its old stand, Saint John West. As regards SA, Saint John would not regret any attempt at development which the railway company might make at that place. St. Andrews is in our own province, and if that port can be in any way benefited by the presence of the CPR it will be to the general advantage. Some leading gentlemen connected with the road have summer residences quite close at SA; the company itself, or some of its prominent men, have lately acquired an interest in a large hotel there; the construction of a wharf from which lumber and the like could be shipped or at which goods could be landed might be of considerable advantage to the adjacent territory, and assist in its development. It is to be hoped, therefore, that this last rumor has a substantial basis.

The CPR has purchased the Beaver line of steamers, paying, it is said, $7,500,000 for them. There are fourteen boats in the purchase. Sir Thomas Shaughnessy, in answer to a reporter, stated that for the present no change would be made in the sailing ports of the line. It will be recalled that it was this line of steamers that expressed a preference for St. Andrews in 1892.

Beacon
March 12, 1903
The presence of several large phosphate laden vessel at DeWolfe’s wharf, the past week or two, has made that section of the town a busy place lately. Special trains were employed to carry away the cargoes.

Beacon
April 9/1903
St. Andrews as a National Port
The extracts from the Montreal Herald, which we publish, relative to the necessity for a national winter port in the Maritime Provinces, indicate that the public mind is beginning to be aroused on this important point. The incidental allusion that is made to St. Andrews is a further indication that in the mind of shipping people there is a belief that the advantages of this port should be thoroughly enquired into before any decision is reached, either in the direction of a larger expenditure at Saint John or in the selection of Halifax as a permanent winter port of the Dominion. With this view e are in full accord, believing that the more the advantages—natural and acquired—of St. Andrews are considered the better the port will be liked and the sooner it will be developed.
            Now what are the special advantages that St. Andrews possesses which entitle it to consideration as a national winter port? Its first advantage lies in the fact that it is forty miles nearer Montreal—the commercial heart of the Dominion—that Saint John and over 300 miles nearer than the port of Halifax. The construction of a line across country from Mattawamkeag it could be brought even nearer than this to Montreal. In consequence of the shortness of the railway haul it is the ONLY MARITIME PROVINCE PORT THAT CAN HOPE TO SUCCESSFULLY COMPETE WITH PORTLAND, MAINE. The other advantages it possesses are that it is a large and safe harbor, well protected from the Bay of Fundy swells; that it is open all the winter through; that it is free from ice and dangerous current; that it can be approached and entered from the ocean with a reasonable degree of safety at all times of tide; that port charges can be reduced to a minimum and that there is abundance of land to be had a reasonable figure for the erection of wharves, or warehouses, or cattle pens or whatever else might be required. These, in brief, are the chief advantages which St. Andrews possesses. Without wishing to disparage any other port, we have no hesitation in saying that neither Halifax nor Saint John can offer equal advantages to these. The additional railway haul, the expensive tolls on the cantilever bridge, the excessive land values that have to be paid where extension is necessary, the heavy port charges, to say nothing of serious maritime difficulties, must eve handicap the ports of Halifax and Saint John as national winter ports.

National Port Urged
Montreal Shipping Men Mention St. Andrews as a Probable Port
Montreal Herald
The statement was made to The Herald a few days ago, by a vessel owner who has had considerable experience with the port of Saint John, that it was almost impracticable to make it a great national port. Among the difficulties in the way, as pointed out by this gentleman, is the extremely limited accommodation on either side of the River Saint John, which practically constitutes the harbor. On one side, the east, the city controls a few wharves, while on the other, or west side, the CPR has wholly inadequate facilities. There is at present no possibility of building new wharves or piers, as the river is not navigable higher up, and the Bay of Fundy, with its high tides and strong winds, affords no secure anchorage near the mouth of the river. Added to these obstacles is the strong tide which ebbs and flows in the river, making its navigation very difficult. Altogether, The Herald’s informant felt very pessimistic regarding the future of the port, and was included to the belief that if St. Andrews did not offer better hope for the future than Saint John does, it may be found necessary to make Halifax the chief Atlantic port of the Dominion, despite the longer rail haul involved.
            As the subject is one in which the CPR is deeply interested, Mr. D. McNicoll, general manager, was today asked by The Herald whether he coincided in the views expressed. In reply, he said that the harbor facilities at Saint John are certainly altogether insufficient for the traffic now offering, to say nothing of the future. He was not prepared, however, to argue that the solution of the difficulty lay in going to Halifax, which would imply a costly rail haut.
            It would be quite practicable, he thought, to so improve the harbor of Saint John as to make it quite ample, for all the demands likely to be made on it. This might be done by extending the present breakwater toward Partridge Island, if not to it, by dredging the water front between this and the mouth of the river, and by building piers all along the shore from the breakwater to the present CPR wharves. This roughly outlined plan, Mr. McNicoll said, would provide accommodation for sixteen or twenty ocean-going vessels.
            Its cost need not be excessive, as the dredging would be ain the soft soil. The ICR cold reach these wharves by bridging the river at Nary Island, and the port, would thus be constituted truly in a national one, as the two great railways entering Saint John would have ready access to fine, modern wharves, quite capable of taking care of all the vessels that would be seeking or discharging cargoes.
           
Montreal Herald editorial:
It is evident, from the remarks of the General Manager of the CPR, that one of the problems by which the Canadian Parliament is confronted is the improvement of the harbor of Saint John. The accommodation it provides for shipping is wholly inadequate, a fact that the rapid development of Canada’s commerce will make more and more painfully evident as the months roll round. That the Dominion must possess one or more Atlantic port fully equipped of the economical handling of its ocean-borne commerce is a proposition that is accepted without qualification by the Canadian people. Apparently, railroad men in a position to speak with authority have made up their minds that the longer rail route to and from Halifax makes it imperative that Saint John , or at least some port on the Bay of Fundy, be made equal to the demands of the transportation interest. The subject is one that could worthily occupy the attention of the new Transportation Commission, as it is evident that no time should be lost in determining, once for all, where the Canadian nation winter port is to be.

Wharves Sold
While in Saint John last week, Mr. B. F. DeWolfe sold both his wharves—the lighthouse wharf, and the one at which the Viking lands—to the CPR. The railway authorities say they have no present use for the, but business may develop later on.

Beacon
April 23/1903
A scheme to further develop he harbor of Saint John is proposed. It emanated from Supt. Osborne, of the CPR, and contemplates connection with Partridge Island and t providing of steamer berths along the beacon bar. It is claimed that thirty more steamer berths would be obtained. The cost would be in the neighborhood of $5,000,000. The Dominion government would be expected to find the money.

The Elder-Dempster steamer Lake Simcoe, with 1, 184 passengers, broke the record to Saint John last week, crossing the Atlantic in 7 days and 19 hours.

Beacon
June 18/1903
The CPR intend landing several thousand tons of coal here shortly.
Mr. B. F. DeWolfe retiring from coal business.