Canada's Eighth Industrial Centre 



According to the 1918 industrial census, 

 London had 380 manufacturing establishments. 

 At these 10,254 people found work and re- 

 ceived salaries and wages totalling $8,702,694. 

 The capital invested in these industries was 

 $34,547,811; the cost of materials used in 

 manufacture $20,505,633; and the total value 

 of production in that year $39,104,056. In 

 the year 1920 alone, three industries of the first 

 importance were added to the city's activities 

 besides several smaller ones and branch plants, 

 whilst the expansion of the city's industrial 

 works is slill going on. 



Among the city's more important branches 

 of industry are the manufactures of iron and 

 steel goods, wood, leather, brass goods, wearing 

 apparel, hosiery, gloves, furniture, engines, agri- 

 cultural implements, tinware, biscuits, candies, 

 boilers, paper, boxes, chemicals, breweries, etc. 

 The city holds out advantages of many kinds 

 for the location of new industries, particularly 

 in branches of the iron and steel trade, boots and 

 shoes, textiles, garments, etc. 



London is, in fact, an excellent point of loca- 

 tion for a wide variety of industrial enter- 

 prises. As a distributing point to the home 

 market it occupies ar unusually favorable 

 position. The western Ontario peninsula, of 

 which London is the metropolis, has a population 

 of upwards of a million people, or about one-ninth 

 of the total population of Canada. These people 

 are easily reached through the network of rail- 

 ways entering the city. In regard to the great 

 eastern and western markets, it has shipping 

 facilities easily accessible by rail and lake. The 

 city-owned electric line to Port Stanley provides 

 a water route to car ferries and lake passen- 

 ger and freight lines. Through motor stage lines 

 it has communication with a number of neighbor- 

 ing municipalities. 



The availability of power from Niagara 

 makes both for a cheap and adequate supply, 

 and, in the case of new industries, there is a 

 partial exemption from taxation and special 

 plans to reduce the initial cost of the establish- 

 ment of desirable branch factories. 



Future of Montreal Port 



The closing of the port of Montreal with the 

 termination of navigation on the St. Lawrence 

 brought to a conclusion the most remarkable 

 season in the export history of that port. Ship- 

 ments of agricultural produce, not only of Cana- 

 dian but also of United States origin, exceeded 

 by a very wide margin all previous records, taxing 

 the large capacity of the harbor to the limit and 

 creating a scene of unprecedented activity. The 

 gratifying feature of this phenomenal activity 

 is that it is not brought about by purely tem- 

 porary or transient conditions, but is occasioned 

 by circumstances which should ensure in the fu- 



ture a yet greater volume of trade. Indications 

 in other phases of activity than the export of 

 merchandise, are not wanting to forecast this 

 prospect. 



The prime cause of this unusual movement 

 rests in the passing of the Emergency Tariff 

 by the United States, virtually cutting off the 

 export of Canadian agricultural produce by 

 way of the border, and diverting the voluminous 

 products of the western prairies to the Atlantic 

 for shipment overseas. Whilst this diversion h, 

 only been effected and experienced within th 

 past few months, it is safe to say that in seaso 

 to come an ever greater volume of trade will pa 

 out of Canada by the Atlantic outlets. 



The grand total of grain by boat and rai 

 into the port of Montreal fiom May 1st to De- 

 cember 1st, 1921, reported by the secretary of the 

 Montreal Board ol Trade, reached 140,036,445 

 bushels, a volume in excess of all other Atlantic 

 ports combined from Halifax to Philadelphia 

 and Newport News including the port of New 

 York. A total of 64,559,360 bushels of grain 

 arrived by lake boats and 75,557,069 by rail. 

 Total wheat accounted for 56,652,609 bushels; 

 corn 45,593,443 bushels; and oats 22,389,667 

 bushels. Shipments of wheat to Montreal from 

 the United States rose from 11,648,250 in 1920 

 to 27,526,000 in 1921, and corn from 85,816 bush- 

 els to 25,178,581. 



Increasing Export of Grain 



The total export of grain of all kinds from 

 Montreal in the season was 119, 602, 189 bushels, 

 the significance of whirh is realized when com- 

 pared with the previous year's total of 53,143,- 

 305 and the previous lecord of the port of 

 75,361,829 in 1914. Though wheat showed a 

 substantial increase the most remarkable deve- 

 lopment was in corn which from shipments 

 of about half a million bushels in 1920 jumped 

 to more than forty-three million bushels in 

 1921. 



The shipment of cattle to the overseas mar- 

 ket did not commence aggressively until the 

 season was well advanced, and yet in the course 

 of the seven months of open navigation, 35,- 

 000 head left for Liverpool and Glasgow, whereas 

 shipments via the St. Lawrence in the previous 

 years have been negligible. 



There are other developments, assured and 

 projected, in the port of Montreal, deeply 

 significant of the general appreciation of the im- 

 portance of its future. Many shipping companies, 

 for instance, are reported to be asking for dock- 

 ing rights in the harbor, and the coming spring 

 on the St. Lawrence should see a movement of 

 unparalleled activity. According to the plans of 

 the steamship companies, nearly twenty addi- 

 tional trans-Atlantic passenger steamers will 

 be using Montreal as their western terminal in 

 Atlantic traffic. An increase in cargo vessels is 

 naturally forecasted. Already the St. Lawrence 







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