HomeMy WebLinkAboutThe Huron Signal, 1881-01-14, Page 6TSE SYNDICA 1'E.
The tSemet tt arltiodssd by Mr.
M. C. Cameron.
The Member tar seat!" Nurea as.w. ap
Its -Meter's.
Mr. (h*erou stud he had listened
with care to the speeches on this question
and had narked particularly the utter-
ances of the Hon. Minister of Railways,
both inside and outside of the House.
U one considered the hon. Mu/idler's
speeches carefully he would find that his
arguments in favor of this contract re-
solve themselves into these: (1) that the
present proposition is the beet ever sub-
mitted to Parliament, and better than
either the Allan contract or the contract
of the member for Lsmbton fur 1874,sed
(2) that it is the best bargain the t loveru-
ment ouuld make. This was um a fa r
line of argument, for what was in the in-
terests of the country in 1873 or 1874
was not necessarily in the interests of
the country to -day. Besides that, the
Allan contract failed, and the proposi-
tion of 1874 was never gone on with, and
therefore should be left out of the t.wes
tion; but he denied, as a matter of het,
that this scheme was better than that of
the member fur Lsmbtun in 1874. The
member for Richmond and Wolfe iMr.
Ives) took the sane line of argument as
the Minister of Railways, and in compar-
ing this with the Allan contract he said
he would touch upon the details but
lightly. He (Mr. Cameron) commended
the prudence of the hon. member in the
line he bad taken, for when the compari-
son wits made it appeared that the terms
of the present contract were far worse
than those with Sir Hugh Allan. He
had taken the trouble to analyze the
terms of the Allan contract, and the re-
sult was as he . had stated. The tinct
point touched upon by each contract was
as to the character of the road. The
Allan terms provided that the road was
to be built and e;luipped according to
the specifications to be hereafter agreed
upon between the Government and the
Company, and that the materials use.' in
the construction and working of the
railway, the capacity of the engines, and
the character of the rolling stock should
be regulated between the Governor in
Council and the Company. There was
not a word in the present contract as
there was in 1874—that the work should
be proceeded with upon the specifications
of the Government. And so with regard
to all the other provisinus. Another
very serious discrepancy ea. seen in the
provision as to the atandsr;l of the road.
The Allan terms were that in order to
establish a permanent standard the
Union Pacific of the United States "is
hereby selected and fixed" as the stand-
ard in a general way only, and not with
respeot to any minor details in its con-
struction, when it may be found to be
objectionable, and not with respect to
any alignment or to grades, thus atipu
lating that the grades and curves were
not necessarily to be of the standard of
the Union Pacific, hnt could be regulat-
ed by the Governor in Council. As to
the security for the completion of the
work, it was required by the Allan con-
tract that the shareholders could nut
transfer their shares, and thus escape
their liability, until six years from the
date of the charter. He contrasted
these ternis with those brought down in
the present propositions, by which the
moment this Syndicate became incorpor-
ated all personal responsibility ceased.
Further, the former contract provided
that the capital of the Conipany should
he ten millions, and that ten per cent.
should be paid up, and as a personal ob-
ligation on the part of the stockholders
the retraining nine millions should re-
main as security for the final completion
and equipment of the road; so that not
only had they the personal obligation of
the stockholders for six years and fur
the payment of ten per cent. of the capi-
tal, but the balance of thfe nine millions
was to remain as security for the ultimate
completion of the work. Under clause
10 of the Allan charter the Conipany, up•
on completion of each 20 miles of the
road was bound to work the same for the
coaveyance of freight and passengers, ef-
fectually, in the interest of the public.
He (Mr. Cameron) very much doubted
if the present Company was bound to
work the road at all until the road was
completed. Then, under the old con-
tract every provision was made for the
equitable selection and allotment of land
which the Company was to receive as a
subsidy, while under t•.e present regula-
tions tete Government had left the mat-
ter entirely in the handset' the Company
in this respect, and if the lot contained a
few acres of muskeg or other objection-
able land it could be rejected by them.
in the Allan contract there was no pro-
vision that all the materials should be
brought into the country free of duty.
There was no monopoly of branch lines
or exemption of lands from taxation.
The Company had not the power to
select lands as they had under this con-
tract, and yet it was said that this was
the best contract ever submitted to Par-
liament, though every ono must see that
the Allan contract, bad as it was, was
better than this. Then it was smerted
that this contract wns better than the
term. submitted by the member for
i szobtnn. i'nder the Act of 1874 the
proposition. submitted by the mend -per
for LtnMon were not so binding as
t hese, which were to be accepted se they
stood, without modi8estion. The stand
std of the railway was a matter of great
importance, because between 1809 and
1874 the Union Pacific had spent ten
millions to make their mad safe for pea
THE HURON SIGNAL, FRIDAY JANUARY 14. 1881.
secretly decided on this contract, and
then asked the House to accept his word
that this was the best contract that could
be ramie. They refused to give infura-
tion }lid signed the secret bargainm
and
submitted it to Parliament to agree to
the terms suggested, and agreed to se-
cretly. This was a different proposal
from that of the member for Lambtu ,
who had made everything subject to the
approval of Parliament, and 10 vertmed
publicly to the moneyed me._ of the
world for competiti The member fur
L ubtuu proposed laud regulations
which would induce immigration, while
not absolutely handing over the lands to
the Cuuipany; muck less did they hold
out indu. ' .ents to the Company to hold
lands till settlers made them valuable.
The member for Lamborn proposed that
when the lamb were not suitable the
Governor in Council should select other
lands, the flowerpot in Council being the
sole judge where the land should be se-
lected. Under the present coutiaet it
was proposed that the Company ah.•uld
tis the sole judge, and the Governor in
Council had no voice in their selection.
Still the hon. geutlemau said this was
the best contract ever laid before Parlia-
ment. In another and meat impurt:unt
element this proposal was far worse than
that d Mr. McKenzie. Under tlat a
rangement supervision of the rates of
carriage was left with the Governor-Gen-
eral in Council, whereas under the pre-
sent contract nos interference was 'Ohm --
ed until the rued paid the Company ten
per cent. en the amount invested. Fur-
ther, the right was reserved to the Gov-
eminent by the contract of 1874 to pur-
chase the fwd, or any part of it, with
ten per cent. on the investment, less the
the m.,ney subsidy and the amount re-
alize 1 for the sale of public lands. If
those lands were as valtuble as they now
believcd'theui to be -
000 would be required to pet that road
uito proper order. Hon. gentlemen now
said the rad in 1873 was to be the sten-'
dard; but even then it was iia • bad eoa-
ditiun, as shown by the report of another
Colutuittaiuu issued by the United States
Government in 1874, consequently the
standard proposed was eutirul7 unfitted
to the tragic of the country. there was
no prevision in CUR of a dispute between
the Government and this gigantic Com-
pany they were forming in the North-
West fordeciding • dispute in the Courts,
but there waa to be au arbitration. The
Government was to appoint nae arbitra-
tor, the Company another, and the twos
were to appoint a third. It was altogeth-
er likely that tau of the three arbttra-
turs would be Americans, and most of
the witnesses must be Americans; and
how was itN,saible for the Govenuaent,
handicapped at the outset, to get fair
play under such conditions. He referr-
ed to a case in the United States, in
which the New York Central Railway
and the United Stater Government had
a dispute as to the rates fur transportat-
ion
tat -
ion during the American war. The New
York Central took the case to a local
C.,urt in New York State. and ,employed
Senat•'i- Conkling as counsel, before a
jud•.te whom he had appointed only two
mouths previously,the result being that
the New York Central recovered about
half a million from the Government.
He raked if it was not prolable that this
I.owerful,Syndicate would resort to sim-
ilar tactics to Hoose adopted by the New
York Central Itailway. We night not
have Senator Conkling here, but there
might le other utelt of power, ,nen who
had the ear of the Minister of R.nlways
and the Ilevernmeut, pressing the claims
of the Counpa•iy; and experience slowed
that when men 'wed double allegiance,
one to themselves and the other to the
country, to which side they would lean.
Why did not the Government leave
these disputes to be derided by the re-
gularly constituted Courts of the c.•untry
instead of placing the matter in the
hands of arbitrators, who might be sub-
ject to outside in>'uence' As lie under-
stood the contract, the Company had a
practical monopoly of the road -building
south of the Canadian Pacific Railway
except those running south-west .,r west-
ward of ttouth-west, and even then none
were to run within fifteen miles of the
international boundary. The Minister
of Railways undertook to tie the hands
of our suc;eseors of this Parliament by
preventing railway legialatiea for the
next twenty years; but the next Parlia-
ment might repeal this measure, and the
result, would be the presentation of claitus
fur damages. All knew how theae claims
could be preaentod by companies having
such an interest in their power, and
the means they took to secure their ends.
It might be that they would have their
claims submitted to an arbitration, and
they knew very well how Dominion
rights were protected in such cases. If
they appealed to the Court. .of law. and
such appeals had been made before, the
Dominion might be called upon to pay
exemplary damages fur having violated
the absurd terms of this absurd bargain.
There was a means of escape in not pu-
ling thin Bill till it waa shute ..f some of
these most obnuxi..us features. Not the
least injurious provision in this contract
was that giving the Company tke practi-
eel monopoly of the carrying.trade of the
North -W est. They were creating a huge
monopoly, and giving thein powers which
no private corporation should have. and
which might be used to the detriment of
that country. With nne voice we were
asking the people of Europe to ge and
settle in the North -%'eat, and public
money c ,nld not he expended f•,r a bet-
ter purpose: but what did they tell these
1 men? They told them that practically
1 they could not have a railway except by
the grace of the Syndicate, for the
Government had tied its own hands for
twenty years They compelled these
people to pay every farthing of Provin-
cial and municipal taxating for the Corn-
y. and all its belongings were free
from taxation. Each year the tax collect-
or would visit the settler and peas
by the Syndicate. There were many
things in which we should profit by
the experience of the Americans, and
in none more than in respect of fet-
tling up large tracts of new country.
The American settlers had groaned
under the great oppression brought up-
on them, and the Government ultimate-
ly appointed a Commission of Inquiry
into the carrying trade in the far eat,
with the view of relieving the people
from those great railway monopolies.
By the present contract the Govern-
ment was pursuing a similar course, in
handing over lands to the Company
without check or hindrance, to de with
them as they pleased. He read frons a
report presented to Congress by Mr.
Hepburn, of the State of New York, on
the subject, in which he said that the
mistake was in not providing proper
safeguards to protect the public interests,
and holding railroads to a strict account-
ability for their transactions He 1e-
lieved that if the present contract were
V:Zd the people of Canada and the
View World wood be subjected to hard-
ships and grinding exactions at the
hands of this powerful Syndicate far
more severe than the whole Linited
States ever suffered from under the
monopolies which obtained in that
oountry. American authorities' had re-
commended a mileage rate as a means of
preventing the gigantic railway corer,'
teens from imposing undue berdens upon
the country Other methods had been
suggested in reports to Congress on the
subject, ascii as the provision that no
railway company should be allowed to
make any secret bargain with shippers,
or to give any preference rate or rebate.
On the question of exemption frost taxa-
tion on tie road, the Minister of Rail-
ways W stead that the raided /hates
Government had made the same exemp-
tions with rsspet to all great Asnerieen
lines of railway. He (1[r. Cameron)
denied the statement, and doubted if
the hon. gentlemen could point hint to a
angle charter so drawn. fie heliev.d
that the hen. Kai ter had drawn os hie
imagination is making the &twee seat,
and he week! Meet° heat M s single fs
Mentos is moppet of seek a statement.
flit eves if it veers tee, the United
Stades Oev.rtmeet never Writ mesh
ertorisr ghls and privileges se Irate
poink siren to this (bmfpany fie real
from reports showing tie amount of
tales pad 'Se meds Ivy s numb." elf
Amaertsan lines The Southern Pacific,
111111 mile. lona paint in 1871 $34.900
Sir Leaner.' Tilley—Hear. hear.
klr. Cameron was glad to hear the
Yen. gentleman say "hear, hear•,•' for it
showed that he considered these lands
valuable. If they were a, valuable as
they were now believed to be, the
Government in taking over the road
might not only not be called upon to pay
anything. but they might actually receive
a surplus besides the right to the root'.
Further, Government were empowered
to stop the work when they pleased, thus
making it possible to defer the coustruc-
tion of any pxortien of the road which it
was deems'( .r Ivisable not to proceed
with at a:,i time. There were a large
number of privileges granted by this
contract withheld by that of 1874. The
cost of the surveys. instead of being
thrown 10, was paid >`i part •.f the sub-
sidy. The ntaterinia for construction
did nut come in free of duty. The
Company did not have the monopoly of
the right to build branch lines, nor the
practical monopoly .of the carrying trade
of North -%'eat given to '.lie present Syn-
dicate, nor were the}•iveli unlimited
land for the road -bed station grounds,
&c. There was nn proposition that the
road and its capital aad rolling stock
should be free from taxation. They
were not allowed to selext fur their grant
the. beat lands in the N,,irtli-West Terri-
tories. By this bargain everything was
handed over to the Company. Nothing
was reserved fur the country at all.
Apart from this, the argument of the
Minister was not fair, nor was it indeed
strictly honest. He compared the con-
tracta on the sante basis, closing his eves
to the vast improvements that had been
made since 1873 or 1874 in that North-
West country. By a largo expenditure
we had increased the value of the public
lands in that country, and the people
should have the benefit of that increase.
(Cheers.) He desired to refer to a few
of the most objectionable features in this
contract. The first of these was that of
the standard. He assumed that the
Minister of Justice had something to do
with this contract, thought he r:.ust say
it ere on its face email evidence of hav-
ing been supervised by a professions]
man in the interests of the Government.
If it had been se, supervised, or even if
the Minister of Railway., had been care-
ful to preserve accuracy of language in
its provisions, doubt c.•r_cerning the stan-
dard would never have arisen.,The
Minister of Railways. in his seech,
'Aimed that the standard was the same
as that of the Allan contract; and it was
not until he was brought to book by the
leader of the Opposition that he found
his mistake. if it was intended to have
the standard that of the Union Pacific
in 1874, two or three English words
would have settled that. This was
another evidence of the csrelessuess with
which this contract had been drawn.
Were it not for 'one word it might, with
some show of success, be claimed that
the standard was that of the Union Pac-
ific of 1874, but it was here expressly
stated that the standard should he the
Union Pacific at first constructed. He
then referred to the contract male by
the United States Government for the
construction of the Pacific Railway and
read from the report of the Commission-
ers of the 23rd November, 18613, and
890 miles west of Omaha had been con-
structed. He read from a judgment in
the Supreme Court of the i nited States
Government; in which it was solemnly
declared, beyond & doubt, that the Union
Pacific wit finally constructed on the
10th May,1B80, and yet they were told
b e hon. gentlemen opposite that they
al thread the ohms* to meas the con-
dition of the road on the lst of October,
1874. If so, why was the clams* worded
so loosely, so as to permit of se ,such
doubt and contreveray nn such an import-
ant point? It was being hinted about
that the °overtimeot had induced •
member of the Syndicate to give them
*ewen, and if this rind was to be & good ' write to the effect that tke condition
S73 would be
r. it must be en nr 10 tk. gqwlity "f , 'at ed as the tandard- nion Pacific in 1 He intend -
the Union Pacific Railroad in 18fM. Hy ! ed that any bargain of this kind made
the Act of 1874 the quality of the road with one ,mambo ,of oke (•pp&.aa), was
was to be determined by the Governor worthless natal it reosived tke.ti8eation
in Council, and the Company had not a
word to say in the matter. The were
not, es now ped, made the sole
ttat of the star i. That was left
o the Government —that is to Porlia-
mlasmt---anti to the people. Now, how-
ever, the Ooveninr in Council was act to
be remittal in the nutter. Their hands
were tied, tad the dociment was loft a n-
tirely in the bands of the i.
Phan the Minister of Rolwtye tis,
oarsa th. hest bargain whier ameba be
trade. How did he know its PIMP fhld
the Hewse er oke p'eidit know its He
-- f. J UWE to tender fon it,
hue m asci them the material to
torn an open The Government
of all and that even then the contract
woodd have to be altered an as to permit
of its right fnierpretatinn by the courts.
The Government had seen their mistake,
and they were now trying to rectify it
bMytopes* this document Was the
Union Poodle of 1800 • good rued to
take as a Mamdard t IIs shsseit tiros 41
was not, and read from the reports of
the Chief Engineer of that road the
O m miesioas Issued by the I'm
,meat to prove his a
K this was the mad the (lo
adopted as a standard f.w the
Papine Railroad One Gemenindon6 re
ported that an ••vp.ndttnr. 'of $6.41M
the Atlantic) and Great Western in the
same year paid $138,836; the Union
Pacific --which had excited the admira-
tion of the hon. gentleman to the ezleot
of wakuig it a standard for the ext tic -
Is: the Canadian Pacific•
, in
1 t 4, on 1,042 miles of road ,660,
in 1879, $297,168; the Central Pa-
cific, 270 miler lung, paid in 1874
$462,ti , and in 1879 very nearly half a
tuaniut' %ullars; the Michigan Central,
284 miles long, in 1877 paid $266,921,
and in 1879 $201,681; the Chicago, Bur-
lington, and Quincy, 1,857 miles long,
in 1878 laid $603,000 on the road alone;
the New Yurk Central laid in 1879
4871,797; the Philadelphia Railway in
1879, $36$,260; the Lake Shore and
Michigan Southern in 1879, $437,116
for 1,137 miles of road; and the Chicago
and Rock Island, for 1,125 miles, paid
in the same year $218,000. 1f there
was one or two exemptions he was not
aware of them, and they did not justify
the Minister of Railways in his state-
ment to the House that the American
Government had exempted all the lead-
ing linea Taking a fair average of the
suing paid by thew lines it would not to
difficult to compute the &mount lost to
the country by this perpetual exemption
to the Canadian Pacific on their 2,700
utiles of railway. Beginning with 1591
it would amount to considerably es er
half a million dollars annually, alsich
capitalized would represent nearly liftcin
mtlliona.
At six o'clock the Speaker left the
chair.
o
After recess.
Jtr. Cameron, resuming, cited the
previous dcclaratien ..f the Minister of
Railways that railways in the United
States were exempt from taxation. The
hon. gentlenwn had stated that certain
reeds in Minnesota and Wisconsin were
free from taxation, but he found that
these railways were not exenipt, at all
events in regard to their remdway. The
Minister had alema justified the exemp-
tion of the land from taxation for 20
years. en the ground that the United
States !awls were exempted from State
taxation, . r from local taxation for
muni,;ipal pure. ses. He pointed out
that under the present contract the lands
were exempt until the grant from the
Crown, and not simply till occupation.
The exemption in the territories of the
United States was only to last while they
remained territories, but no longer, and
he doubted if this Parliament had power
to exempt lands after they ceased to be
within the territories of the Dominion.
The Government had to I ay an equival-
ant to these companies for land on which
exemption ceased, but the roads had to
pay 5 per cent. interest in that amount.
Besides, these r•oeds were bound to carry
arms and munitions of war at half cost.
There was nothing of that kind in this
charter. ' The Union Pacific had paid
large sums for taxes, and other roads
which had been exempted from taxation
for a time had been so exempted by pri-
vate arrangement. There was no reason
why there should be any such exemption
in this case. This wan no small matter.
The taxes on land in Manitoba, nearly
one hundred miles from the line of rail-
way, was 818.20 on one lot of 640 acres,
assessed at $1.50 an acre, and $21.50 on
another lot." The exemptions on the
38,063 sections given to the Company
would, at this rate, reach at leant $644,-
000 a year. But nearer the line of rail-
way the itaaessed value of land would be
mucic greater, Taking it, however, at
only $2 per acre there would. be an ex-
emption of $913,000„a year for the 36,-
063 sections held by the Coinpany,which
capitaliz td, would give a total in ten
years of about ten million dollars.
,Cheers. , If the lands were assessed at
the prices which it was stated the Gov--
' eminent had been receiving fur them,
namely, from -four to five dollars an acre,
' the sunt capitalized at ten years would
reach twenty-two million dollars, which
this company- would save by leaving
!these lands- exempt from taxation.
(Hear, hear.) But in any case no Par-
lisnrent should exempt this gigantic cor-
poration from taxation, which was
necessary- to the construction of roads
and bridges. He objected that there
was no provision for xo
trans rting troops
or munitions of war over this road, and
no arrangement for the rate at which
Her Majesty's mails were to be carried
over the railway. There was another
aspect than the Dominion view in which
the matter might he viewed. The Pro-
vince of Ontario was by this contract
deprived .f the privileges it should ex-
pect. The Minister of Railways had
been presented in Toronto with a
petition pointing out the manner in
which Ontario would 1* injured, and he
had been compelled to reply that the
rights of Ontario would be protectd. He
(Mr. Cameron)was convinced that On-
tario, which contributed the largest por-
tion of the subsidy, had not had its in-
terests propgrly protected, and that the
effect of the contract was practically to
cut nut that Province from the carrying
trade. What were the concessions to be
made to the Company? The Company
first of all got all the country had already
expended .on the mad, amounting t i
about thirty-five millions, besides
twenty -fife millions to be given
to the Syndicate, amounting to about
sixty millions altogether. There
was aiao twenty-five million acres of land
to lie granted to this Company. Hon.
gentlemen opposite put the value of these
lands on the penis of 1873-4, whereas
they had since acquired an additional
value by reason of the money expended
by the Government on the road up to
the present, and also of the immigration
which had flawed into the country. The
Government had sold lands for more
that, $4 an acre, and it was known that
lands which in 1873-4 amid he purchas-
ed for Me. to el an acre were now worth
$4 to $6 an acre. The whole condition
of the country had ohargfed since 1873.
Looking at the experience of the States
1on this question. he fntwtd bras Minns
that the Central Pacific in 1870 &vented
$1,41 ger sore frost riles of bade; from
1870 On 1874 they averaged 3/93; ht
13$0.41; in 18`74, $7. and in 1877,
asee was averaged from their
Wee. , hoar i Up to June, 18 11,
Ibil Sl send Manitoba Railway, b
tthi4h tis oma Minimae was willinrsg to
lard Most the anstr•ot of the Cariadi.n
PeielStt' Seaway,hodenM 1134x000ur
acres
at an average odill per sores, sad the
total combined serfage sold by Ameriesn
raflwtys was 11,891,563 acres, realis-
ing $77.798,640. nr en average cif $6.54
an acre And yet they who gave this
Company *beano/ lands were bound W
give it W them at $1 an acre. Further,
the Minister of Railways said in 1875
that he would value the lands at $5 an
acre if he h&d the *aliening of them. (Hear,
hear.) In 1877 the hon. gentleman re-
peated his statement in the House, and
surely if they were worth $6 art acre
then they should be worth $10 now, to
which should be added the enormous ad-
vantages of lands without limit for the
road -bed, station grounds, and yards, the
whole of which would exceed two hun-
dred millions of dollars. He war oppos-
ed to the contract for the reason he had
adduced, and fur none stronger than the
exemption clause. He looked upon the
scheme as largely
an American enter-
prise. In the om y were many men
who were interested in the St. Paul and
Manitoba Railway, and thus the public
would lose all the benefits ..f healthy
competition. The country had suffere.l
a good deal in the hist three-quarters of
a century through valuable rights having
been thoughtlessly given away between
1840 and 1850 by the stupidity of Eng-
lish statesmen who did not understand
the country. large tracta .of the finest
portions of the Dominion, extending to
the Pacific Ocean, and exceeding ut area
several European kingdoms, had passed
from the control of Canada iuto that of
the United States. At a later period, in
1872, with a generosity and prodigality
whick Ieggared description, they had
surrendered the right of navigation of
the St. Lnwrenee and canals in exchange
for similar rights in Alaska, which they
possessed fifty years before. Now they
were called upon to complete what the
L, n. Di ouster had said would be the
cro:ntiug of his political career. In his
Mr. ('apneron'a) judgment it would „be
the crowning (p.11y^ ei the hn. teentle-
iutu'a p..Ltical career. He hope.l there
was :::,. i el • ,t uuult er 1,1 independent
I llenibe:`.. . :iamlent who w.,ultl ntie
their voices ;.t ' live their votes, at all
events, 4 rot • reject,•the scheme en-
tirely, to have materially !testified by
the elimination of the nu,at objectioaable
classes (Cheers.)
fuMe 1eTtal.■.
LARNES.s SHO ' REMOVEP
Salesmen
very little sit
fu
C. F. STMIMEL, keep. a "tan
• f oderlch an
ding uai.7 fi
the 1. n liberal
thasilaa the nhsbkants o,tipttrrotta"' pr.hoWN bum tar the
pastseve wars ' tnt.,rte theta that
past seven years wiares `,.w. prewlssa.
be hu HktluVLD to
Opposite the Colborne
Hotel Stables,
Wbere he ld elemIIt.Kg& very Site eaeorenente,
l hht and heavy Harare& Waddles. Inuits.
Villain. Whips, Havre Clothing Cons.
Breahea, lien and every other reticle saeallr
found In a first -.lar Harney. 'hop. All wort
warranted. w 1 tow wily the very beet sisterlsl
and employ none but rm.,,. 1 vim' workmen.
Itepalrttig dune on short nutit,• ei.,l its mode,
ate rates.
Itememlber the place. -
Nearly
In a few mouths new we shall have in
our hands the revised version of the New
Testament, the fruit of the labra of se
many years of the English company of
revisers and their cu -laborers on this side,
of the water. Just what is this work of
Bible revision!
Since the time of the version made in
the reign of King James, there have
been a good many changes in the mean-
ing and usage of English words. In a
few cases words mean now exactly op-
posite what they did then. In other
caaes they have quite a different meaning
at present from the old one. When one
reals, for example. of "the oxen that
ear the ground, ' unless specially inform-
ed, he will not understand that "to ear"
meant in King James' day "to plough."
•Moreover, since that version was made,
there has been not only great progress
among scholars in their knowledge of
the original languages of the Bible the
Hebrew and the Greek—bet also great
progress in eatabliahing the true text of
the Holy Seriptures. -
The study of everything that relates
to Bible times has rade equal prngrees,
and we aro in a condition now t.o better
understand what the Bible was meant to
teach than were the men who gave us
our present version. .
Let it be underst'•,sI that what the
Revisers are to give us is not a new
translation. Their aim has been to re-
tain, as far as possible, the ptesent
English version. But where they find
it necessary, they take the suitable cor-
rections or modifications. We expect
that the new version will road very much
like the old, so that the sound of the
dear old Bible too which we have been so.
lout accustomed will still be in our ears.
*hat, then, is the use of the new ver-
sion at all? Will it change any of the
old . truths? N. it will not change
therm. But its use will be that it will
make clearer to us just what God's Word
is. Our English version is not inspired,
as a version. God inspired the ,nen who
wrote the original Hebrew and Greek.
What we want is to know exactly as
possible the meaning "f what they wrote.
As will be seen from what has been
said, we are in a better condition to do
this than were King James' translators.
This new version will come nearer being
an exact transcript of what God inspired
"holy men of old" to write than our
present version, good as it is. It will
not change a single truth of the , Divine
Word, but it will make some of those
truths clearer to our understanding.
Tyndale published his version of the
Bible about 1525. It was an improve-
ment on Wickliffe's Bible,which was is-
sued in 1380. Our present version, issued
in 1611, wasenirnprovententonTyndale's.
And now we expect that the revised
version will be an Improvement on the
Bible we hold so dear. There by been
continual progress thus, under God's
guiding hand, we mot believe, in help-
ing Trtglish-speaking peopb to under-
stand the exact Word of God. We hope
that the new version will receive a
hearty welcome, will prove itself useful,
and will speedily endear itself to those
who love the Bible. {American Messen-
ger.
MARKHAM, Jan. 5.—On Monday even -
ing last, about half -past six, as Mr.
James Knott, who rade en kit 21, 7th
concession of Markham, was sitting by
the stove in kis hone, some one shot at
him through the window. He received
a heavy charge of shot in his hand and
taw, and a large leaded hall and a quan-
tity d shot was found driven in the wall
behind kiss. Steps were at once taken
to find the would-be murderer, and
iesterday oke constables arrest Thos.
Heath, brother-in-law of the wounded
must, and se.*Med ns old military musket
mad a ballet seradd. The m et fitted
an impression fa the now near Knox's
house, whore the pert had evidently
'fit, laid mid the t *ahem out of
trail *toll the aMuld. liieatit was
committed to stand his trial at the pres-
eit tastier,, and was taken to Toronto
jail
„Titin ALL Do tr. - '1'o beautif the
teeth and give frsgrabee to the
w'T the now
6 omit sample toilet tea !
17$11
Hamilton Street, Goderieh1
JOHN KNOX,
tlarllluw rlreel. 4 .der!ca.
vis.., rt 11 er.1 ..,r
Cutters, Sleighs, Buggies,
t•arittae. ♦r.
REPAIRING AND OVERHACLIN(%
carefully done at r% aaonable prises.
,r• -('ALL AND SEE +TUCK.
Oo dericb. Dec. 10, IS*. -1761.
Ot the War or pelt. i..
UAion Soldiers t-altedt?ftetew
respectfully informed that ac) have
our Detn,lt office and will give • 4
tention to the rlainis of those res ding in Caw
ada. Hems address us, stating what you Ivy
bevy to be due you, and we a ill *cud you„ for
proper euestionlu` blank.
MILO B. STEVENS .4 Co.,
U. S. 14,1rt.111 Alto
Abstract Building, Darxolr, cis.
1764.
THE "ONLY"
LUNG PAD!
Cart's ABSORPTION(Matur•awa '
AijLUNG DISEASES,
THROAT DISEASES,
I BREATHING TROUBLES,
It drive. late the system curative agentaaad
healing medicines.
It draws Pram the diseased parts the peewee.
that cause death.
T's.asaads Testity le Its 5 triae..
Sold by Druggists. or sent by mail on nre.ei
of fMet. arose, by
H. HASWELL & CO.,
Wholesale Druggists„
148 and 150 McGill Stmt, Montreal, 1'. Q.
General Agents for the Dominion.
We are now prepared to fill and Alp cede.
for Trees, M.•., for Fall Planting. Descrtpls..•
Price Catalogues nazi to applicants.
(lstp. LtvtjE & Sol.
3JCHOR LIN
rrEI, STATES MAIL STEAM=
sort RE -TO OLsr.
.Fav TORE LA80o1r
` . $60 to Rae. STEERAGE. old
. w not carry cattle, sheep or $g.
A rid a rosy, listnraa
I:K To L0NDOWbIRkeT.
,.,r' coamn odExcursion
tl ai ate unsurpassed
,1 1 :,taterooam ea Main Dock.
I., • booked at lowest rates to or from ally
..,ro.d Station In Europa or America.
thr.,r • at low.et suss, rude ret or caarg'„
onal.00t and Inland.
For boob or etorssMoe, plias, Oe., apply t^
Reimaaans BamTUSS, , Bowt2Ao GM>nN, 14. L
Or to NI Iti F:, trARNOC'K. Albion Block.
1751 Agent at Goefe• i l.
• ::It.
vasn:t.
1 d0N
vpmta) a.r,.c int
'sae
"r.zpn•a r a a
.•an 15 m•'4t
ash . tea ,Ole
=oardh
o
.ocelli mouxist
'torsos ono, p.■
! wens, cl ens,. fort
:.n''Tn:,:n.i.pf.nelews.atesseeses,
';..I ;A-n
Oowe ac) wo,.,rl es pnoatve'-,,
peel►Jclw .'t ■('am ass -*
a *•• RI a•n nq'winat.s.
•w,. oa a rum dob'aoets
''.m tis• T' Baan pe■ and tae'
b aayns a^•' "1 dt
w. r■N 1791annL.ar batt
an •10•+..01 iso pqI tiIN
it tMr mei.: 1'fa loin„ Las
t.l■n. a....i.;n .Q7 1■5
maga
t tsar
aryte.al.,,t
.Nen wear were en
•as ceps v.r■:.:o t s a -t♦ ...am
t+e,asau "074tu
• roar og
wRetD•vytMr,:;tis ryes RaessaOas.
.,• a nne pia. pis... ens
•W a ores sans omen a.
earwig mown pm
naps np 10 aNauM.,d sae ant
Sie~a ,aa'a IM S`aNOHOWYe "o a
'ape$ sem, **PIP,' PAH Purls./
all saw Watt
o sesame
we
e
(: •'•mac. R MM
,a, ^s ssM (►tp t l e ' best'
.eleceyd 5.0 at, me is M made t (tae
1 S/ imw w4icA mime • • Inst ft's o ..
tl ass MAerr LA -w Oa Gimes
resort ..,ejr/ rr rt...
11-441b..1.14 p oM tis... rvt!v na...-1 ..
11 is j•td y ^h rn"ptaiabk des .v' ': part.
WWeerr "'St*aletN
raa mom ?OuppO pp , Maraca, Om
newspater.
"That pr
cuuntenttnoeua,
sheriff. • yl
was irtn►ed jr
in.
On the use
w i't 4 eoIIuq
to baa,tr'
har3
work a
money. "
"$s:se hit
At the ma
er one of the
tonater:w at•
n•o, yah; aha
a tailing to 1
todenewua
Iia attnryN
day, as Ane
able difficult:
ami exclaiute
sold him ear
•'My dear,"
"don't talk I
respectable
patch of nun
town." "1 k
"and I belie
y 1y, yes,
()ugh, only e
''You should
his cousin, c
the young in
was slowly b
' •you should
sign of safer
The a nee
Spanish beg
horseback ; ,
a roan ridin
asking alms
r.tiso, beim
mounted b
you come P-
im foot, who
"Very true,
havuthu int
support my
Minister
at the kirk
at Mr. Du
don't like y
Not that I
-Dunlop, bu
Ain sheep at
tures." R.
4 it were b
Toa
11•s•re,
sitting in It;
years ago, t
and .aid
"Mr. M•
tunes are e
''Is at
sorry tothhe
are se hard
leer.'
Wulf tl
it. You n
Mus, a
thing, ban
'•Don't t
cost anythi
position to
your paper
may *elect
,:all her mi
and firing
egga or in
square
' `All" rig
fellow chu
capital but
strictly, at
he hal psi
ler. He,
and he ne
he was tie
that day.
Ar Ian
some ince
It the sit,
on Month
c1 that al
,n taking
hired s h•
!iverry, in
visiting 1
lay he pt
Kinburn,
.dfedt
fortnSeaft
, ause ata
Night got
had t0
.'ompenss
Forbes b
,:over the=
was deck
„n Mond
vdict w
come,1n
round v
neer, that
g
all risks
so long s
e n Kirin
zaps a 1
the saintll
property
.tante tl
the hon
hal load
the.cgnt
and t vl
t2net
the ver•d
tiff, and
of the h
the suit
Whet
and the
,kat Dy
vol
.nedicis
este amt
most aI
ed with
..f its ni
all don
that gr
httotse.ono