Nova Scotia abolished the charges altogether when she took over control; and New Brunswick took the same measure with the restriction that the newspapers to which the free conveyance would apply should not exceed two ounces in weight.
In Canada the same end was reached but with more deliberation. The rate charged at the close of the old regime--one-halfpenny per sheet--was continued until 1854. In that year this rate was reduced on general newspapers, and was abolished altogether on periodicals devoted exclusively to the furtherance of the special objects of agriculture, education, science and temperance. The postmaster general calculated that this measure would reduce the revenue by $32,000. In the year following, the final step was taken, and the charges on provincial newspapers circulating within the British North American colonies were removed altogether.
The money order system was established in Canada in 1855, on the plan of that in operation in the United Kingdom. The amount which might be sent by a single order was limited to $40, and there was a uniform charge of twenty-five cents for each order. In 1857, the amount transmissible by single order was raised to $400, but after a short experience, it was reduced to $100, and the charges were fixed at one-half of one per cent. for the smaller amounts, and at three-quarters of one per cent.
for amounts above $30.
On the 1st of June, 1857, a money order exchange was established between Canada and the United Kingdom, the limit of a single order being fixed at $20. This was an accommodation which had been called for for a number of years.
The colonial secretary, as early as 1852, wrote to the postmaster general of England, pointing out the large increasing emigration to the colonies, and the desire of persons prospering there to assist their relatives to follow them. He estimated that over 1,000,000 was sent yearly through the agency of private firms for this purpose. This the colonial secretary declared to be worthy of encouragement, and he asked the postmaster general to consider the question of extending to the colonies the system of money orders which had proved so successful in Great Britain. This appeal produced no immediate result.
In 1855, a registration system was introduced. Long previous to this time, there had been a practice of entering money letters on letter bills accompanying the mails, but as receipts were not given to those posting such letters, nor taken from those to whom they were delivered, the practice was defective as a measure of safety. Under the regulation of 1855 receipts were given and taken, the charge being two cents.
The greatest advantage the post office was enabled to extend to the public during this period was due to the opening of railway lines. For some years progress in this respect was tardy. The first line built ran from Laprairie, opposite Montreal to St. John's. It was constructed in 1836, and its purpose was to improve the communications between the Canadian metropolis and the cities of New England and of the state of New York.
No further steps were taken in this direction until 1847, when another link was laid in the connections between Montreal and the eastern states by the building of a line between Montreal and Lachine. These two short lines, with one opened the same year between Montreal and St. Hyacinthe, were all the railway lines in operation in Canada until 1851.
During this and the following year, additional lines were laid, but their object was still the same, to improve the facilities for transportation between Montreal and the cities of the United States. The line from Montreal to St. Johns was extended to Rouse's Point, New York, on lake Champlain, and that to St. Hyacinthe was carried on to Sherbrooke and the international boundary, where it joined with the Atlantic and St. Lawrence railway (an American line), and opened a connection by railway between Montreal and the Atlantic seaboard at Portland. This city became the winter port of the Canadian steamship line, the operations of which began in the winter of 1853.
Until 1853, no part of what could be described as the Canadian railway system had been built. The lines then under operation were all for the purpose of bringing Montreal within the benefits of the American system.
But this year--1853--three extensive schemes of communication were begun: the Grand Trunk Company started building the line running from Quebec to the western limits of the province at Sarnia; the Great Western Company built a line across the Niagara peninsula from the Niagara river to Detroit river; and the Northern Company, a line from Toronto northward to Georgian Bay at Collingwood. These lines brought the advantages of railway communication to every rising settlement in Upper and Lower Canada.
As construction progressed the new lines were utilized by the post office department until the completion, in October 1856, of the Grand Trunk from Brockville and Toronto brought Quebec into direct communication by means of the Great Western railway with Windsor at the western end of the province.
The reduction in time, which the railways had made it possible to effect in the delivery of the mails between Quebec and the leading points in the western part of the province was great. In 1853 the ordinary time for the winter mails to travel from Quebec to Kingston was four days; in 1857, they were carried between the two places in thirty-one hours; to Toronto the saving in time was the difference between seven days and forty hours. Before the era of railways ten and a half days were occupied in the journey from Quebec to Windsor. The railway carried the mails regularly in forty-nine hours.
The use of travelling post offices, with mail clerks assorting and distributing the mails from the railways in the course of their trips, was an early feature of the postal service in Canada. This mode of utilizing the railways had been in operation in England since 1838, and before the leading railways in Canada were completed, an officer of the post office department was sent to England to study the system. Thus, by 1857, this system, which is the leading feature of mail conveyance and distribution, was in full course in this country seven years earlier than in the United States.
But gratifying as were the results from the use of railways in the conveyance of mails, through the sparsely-settled districts over the immense stretches of our territory, the substitution of steam for horse conveyance introduced a perplexing financial problem. The postmaster general noted the peculiar fact that while passengers and merchandise reaped the benefit of improved speed with an accompanying reduction in the expense, the change threatened to burden the public with a vastly augmented charge for the mail service.
Comparing the service by railway with that by stage, it was noted that, while the stage driver waited at each office he visited, until the mail he brought was assorted, and arranged for his farther conveyance, it was impossible owing to the brevity of the stops at the stations, to do this in the case of the mails carried by railway.
The post office consequently was compelled to train and employ a distinct class of clerks to travel on the trains, and perform that duty while the train was in movement. A portion of a car--generally about one-third--was partitioned off and fitted up exclusively for postal service. The salaries of these clerks constituted what the postmaster general regarded as the enormous expenditure of $32,000 a year; and the necessity created by the nature of the railway service for the provision of an office on the trains, formed the principal ground on which a comparatively high rate of compensation was claimed by the companies.
But that was not all. The railways not being able, like the stage coach, to exchange the mails directly with the post offices of the towns along the line, side services of an expensive character were required to maintain the connection between the post offices and the stations. The expenditure for this class of service, coupled with that for the employment of the clerks who travel on the railway, exceeded, in most cases, the whole of the previous expenditure for the superseded service by stage; and then there were the demands of the railways to be satisfied.
The rate of compensation for the conveyance of the mails was a subject of dispute between the postmaster general and the railway companies. The claims of the latter, however legitimate, were considered by the postmaster general as out of the power of the department to meet from its revenues. Several tentative settlements were made, but the final adjustments were not reached until the appointment of a royal commission in 1865, which, after hearing the statements of both sides, decided the terms on a basis which lasted practically unchanged for nearly half a century.
Nova Scotia entered on the administration of the postal service of the province with much energy.[294] There were one hundred and forty-three offices in the province in 1851. These were rapidly augmented and on the more important routes, that is, those radiating from Halifax to the eastern and western ends of the province, and to New Brunswick, were given a frequency, conformable to the importance of the communications.
The number of post offices was in Nova Scotia doubled in four years; trebled in ten years; more than quadrupled in fifteen years; and had reached a total of six hundred and thirty when the provincial office was absorbed into the postal service of the dominion.
Communication with Canada was confined to the land route, seven hundred miles in length, over which it took ten days travel to reach the nearest point of importance. By 1854, two other modes of communication had presented themselves. The Cunard steamers, which called at Halifax on their way to Boston and New York, were laid under contribution to carry mails between Halifax and Canada; and the completion of the railway between Montreal and Portland, Maine, afforded an opportunity of a connection which was made by a steamer running between Portland and St.
John, New Brunswick.
The value of this service was not as great as it afterwards became when there was a complete railway connection between Halifax and St. John, but it nevertheless effected a considerable reduction in time. Thus, in November 1855, mails were carried between Quebec and Halifax by way of St. John and Portland in four days, though the average, through the winter, was about a day more. The steamer carried the mails between St.
John and Portland three times a week in summer, and twice a week during the balance of the year.
The postage on letters circulating throughout the North American provinces was threepence a half ounce, and newspapers were transmitted free of all postage. The registration of letters was introduced in 1852, the fee being sixpence; and a money order system established in 1859.
The limit on the amount of a single order was fixed at the low sum of $20 and the charge on each order was the rather high one of tenpence an order.
By 1860 a fully equipped postal system was in operation in Nova Scotia.
The revenue of the department responded with fair readiness to the accommodation afforded to the public. For the last year under the old system, when rates were excessively high, and the accommodation limited, the revenue was $28,260. The immediate consequence of the great reduction was a shrinkage in the revenue by $4856 in the following year.
Five years after the low rates were established, the revenue for the year 1851 was surpassed, and in thirteen years it was practically doubled. In 1866, the last complete year under the provincial regime the revenue had reached the respectable sum of $69,000.
The steady expansion of the service entailed an outlay which considerably surpassed the revenue. In 1852, the first complete year under the provincial administration, the deficit was $10,500. This deficiency steadily mounted until for the years 1859 to 1861, it averaged $29,000. Thereafter it descended as steadily as it had risen, and during the last three years before the provincial system was absorbed by the post office department at Ottawa the shortage was $17,500 a year.
Neither Nova Scotia nor New Brunswick had the advantage of an extended railway mail service until some years after Canada had been in enjoyment of it. The service by railway began at the commencement of 1857, the mails being carried between Halifax and Grand Lake, a distance of twenty-two miles. In the following year it was extended to Truro and Windsor, which was the total extent of the railway mail service at the time of confederation.
It was resolved at the time New Brunswick assumed the administration of its postal system, to make the postmaster general a member of the provincial cabinet. But the legislature did not act on its resolution until 1855, the postmaster general in the interim being, as in Nova Scotia, merely an officer of the government. In 1851, the post office in New Brunswick had, in regular post offices and way offices, exactly one hundred offices.[295] These were increased with much rapidity. After five years, the number had increased to two hundred and forty-six offices; and at the period of confederation, there were four hundred and thirty-eight post offices in New Brunswick.
The conditions under which letters and newspapers were carried in New Brunswick were the same as those which prevailed in the other provinces.
The postage was threepence per half ounce for letters, and newspapers were carried without charge. The effect on the revenue was the same as in the other provinces.
In the first year after the low charges were introduced, the reduction in the revenue was considerable. On comparing the revenue for the first six months under the reduced rates with the revenue for the corresponding period of the preceding year, there was found to be a diminution of $3959. But the rebound was as rapid as it was in Canada.
In 1853, the revenue had nearly attained the figures of 1850-1851.
Thereafter the progress of the revenue was steady, reaching the sum of $50,769 in 1866.
As in Nova Scotia, the cost of maintaining the service at its existing efficiency outran considerably the revenue produced. The deficiency of revenue to meet expenses amounted in 1854 to $15,316. This shortage increased to nearly $24,000 in the years 1856 and 1857. There were variations during the years that followed, but in the last three years the average annual deficit was rather more than $20,000.
The department at Fredericton took a philosophical view of these deficits which the government were called upon annually to make good.
The large expenditure, it was maintained, might be fairly viewed in the same light as the amounts annually granted by the legislature for roads and bridges and for the support of common schools. "The mail carriage to all parts of the province secures to the travelling public conveyances which would not otherwise exist, and the very large amount of newspapers, etc., which passes through the post office affords strong evidence that the department may be considered a branch of our educational system."
Some friction existed between the three provinces, arising from their geographical relations to one another. The British government made an arrangement in 1845 for the conveyance of the Canadian mails through the United States to and from the port of Boston, paying the United States on the basis of the weight of mails carried. The letters were carried under this arrangement. But, as the newspapers were not regarded as so important, the government decided that they should not be carried on to Boston, but landed them at Halifax, leaving them to be carried by the couriers who conveyed the mails overland from that city to Quebec.
It was an arrangement which gave no satisfaction to any of the provinces. Nova Scotia complained that it had to bear the expense of conveying this mail matter for Canada and New Brunswick across its territory without any sort of compensation. New Brunswick declared its case was no better than Nova Scotia's, as it had to forward the Canadian matter through that province, while Canada protested that the matter complained of was due to no action or desire on its part, as the arrangements delayed the delivery of the newspapers until they were useless. A combined representation to the British government removed the grievance, by the newspapers as well as the letters being thereafter sent by way of Boston.
The relations between Canada and the United States were, as was to have been expected, cordial. A convention was made in 1848 between Great Britain and the United States, providing for the conveyance of the mails exchanged between Canada and Great Britain, and in this convention it was stipulated that the letters and newspapers exchanged between Canada and the United States should be subject to the combined postage of the two countries.
Thus the postage on any letter weighing not more than half an ounce, and sent from Canada to any part of the United States was ten cents. An exception was made in the case of letters passing between Canada and California and Oregon. The charge in these cases was fifteen cents.
The construction of the Great Western railway between Niagara Falls and Windsor afforded an opportunity to the United States to improve its postal communications between the eastern and the western States, while, on the other hand before the Grand Trunk railway was built, Canada took advantage of the lines in the United States running along the south shore of lake Ontario to accelerate the mails exchanged between Toronto and Montreal.
FOOTNOTES:
[293] The facts respecting the growth of the post office in Canada are to be found in the reports of the postmaster general, which began in 1852.
[294] The facts respecting the post office in Nova Scotia are to be found in the reports of the department, in the appendices to the _Journals of the Assembly_ from 1852 onwards.
[295] The facts respecting the post office in New Brunswick are to be found in the reports of the department, in the appendices to the _Journals of the Assembly_ from 1852 onwards.
CHAPTER XVII
Canadian ocean mail service--Want of sympathy of British government therewith.