A remission of one-half of the tolls on grain has, therefore, since 1884 been allowed on the Welland Canal, so that the present rate is only 10 cents, or 5_d._ per ton. Other concessions have been made in the interval, until now the rate is only 2 cents per ton on grain passing eastwards to Canadian ports. This has had the effect of greatly stimulating the canal traffic. The quantity of grain carried into Montreal by railway was, in 1885, about 3½ million bushels more than that carried by canal. In 1886, however, the canal carried nearly five millions of bushels more than the railway.[121] The Canadian port, however, notwithstanding its advantages in point of nearer proximity to Liverpool, and its equally good if not superior navigation from Buffalo, is very far behind that _viâ_ New York. The receipts of grain at New York in some recent years have amounted to as much as 175 millions of bushels, or fully nine times as much as the quantity received at Montreal in 1886. It is manifest, therefore, that Montreal, whatever its geographical advantages, has not secured that share of this immense trade to which it has considered itself to be entitled. This fact is probably due to a variety of causes, one of which, the impediments in the way of the navigation of the St. Lawrence, the Canadian Government have recently been attempting to overcome. But the most serious drawback to Montreal is, no doubt, the climate, which closes up the navigation entirely for a great part of the year, while that of New York is always open. _The Cornwall Canal._—This canal, which is now being enlarged, between Moulinette and Milleroches, where several breaches have occurred in its banks, was originally constructed with a width of 100 feet at the bottom and 10 feet depth. The embankment was raised to 14 feet above the canal bottom, and was made 12 feet wide at the top with slopes on either side of two to one.