CIHM Microfiche Series (IMonographs) ICIMH Collection de microfiches (monographies) Canadian Instituta for Hiatorical Microraproductiont / Institut Canadian da microraproductiont hittoriquas This ttem it f Ct document Technical and Bibliographic Notes / Notes techniques et bibliographii itKute has attempted to obtain the best original mailable for filming. 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Las diagrammes suivants illustrant la mathode. 1 2 3 1 2 3 4 8 ««c»oconr leotunoN mt chait (ANSI and ISO TEST CHART No 21 A /APPLIED IN/MGE Inc 1653 East Mair Strf^t Roch««t«r, N«* York 1*609 US* — {'t6) 482 - 0300 - Phone (T16) 288- 5989 -Fo« DEPARTMENT OF MARINE AND FISHERIES REPORT OR VANCOUVER HARBOUR, B.C. TO THE HON. C. C. BALLANTYNE Minuter of Marine and FiiherieB 1919 OTTAWA J. DE LABROQUEBIB TAOHi PBIN'TER TO THE KINO's MOST ■XCELLEMT MAJESIT 1919 66432—1 XWDEX il Mr. Bwan'* Kit r*p«rt — Imthihh I'Ti.!;* t Pr«nnl coiifllllon* ( Tonrmc* | i'uaioma rtlurna ( Inland Itavpnuv iviurna ( ikrain handlln* rarllltira ( Wtdriilng (ntranca at Kimt Narrowa r.nd iiddltlonal wtiarfaav I Kalac I'raak t v. t'. H. hnditr ai-ri»a I-NiIm i'r»fk 7 (It'unvlllc laluml nnil lu i'ff«»'i mi Kalm Otrk chaiinrl T C. N. U wharfiiai? al Kal>« lYft-k i) PredRinR at North Arm of Fraa)^ river S Memo, from Vam-ouvvr foard of Trade rfludnK to Dry Dock Itallway Urminal and |>ort •'iutpfii*nt , . s North Vancouvrr 10 Oaneral rrmarka on proliabl^ fiitiir*' truflli- at ttip imrt 10 Ueromm«*ii(1iitloi)H ; — - Hoomlnit Krounil j3 Thnber i-xporl wharf l| Tort Momlle sitr IS A har4>our tcrminul railway J7 Klri- tUK in Meohanli-nl ct|uli»iii«*tit 1(1 Second Narrow** t>rUlRf . . 20 E<|Ulpm<>nt for non-lnfluiirmat)Ie oil aloraitr 21 New deep water bertha 21 Bite for deep water herlhn 2J " at Burrard Inlet 2J Desirable depth of water 24 Kltallaiio. . . . 35 I'rovlalon of doikaiie finllltlen for iia»Kfti(ier and oth.r traltlr In •onneillon with Canaillati National rallwaya 2S Dry dock 2H >Ve« port 27 Druwiniri, HUrw) r> and ItoriiiKK •» Approxiinute cobi of flrat unit j.roiMiKml worka ami lanil« nece*w-p«« of construction .' 30 Permanency of new works S( Approximate costs 37 Srpectal note ; control of harbour 37 Rsport, Chlsf Englnsar, Marine Oepartmsnt, 1916 3g Connmlaaloners' application to Issue bonds 3S Commissioner McClay's memo. supportlnR CommlsslnniTs' proposal for development of harbour, February. 1916 4.0 -Approximate coat 41 I'>tlmate of revenue and cxpenclllure to 'nc derived 42 66432—2 MEMORANDUM. IIAUmHU I.MIMIOVKMFSTS. VAN«'orVKH. P.O. Tho ili'vi'loimifiit i>l' ii iom|>r<)u'ii»iv Iiimu- for ml«'i'i>iirtm(iit. The xubjwt lin» rweivt d u BMiit (loiil of atli'iilion l-y tin- Harliour ( oiiiiiiin-ioiKr* of Vaiioouvtr, iiy tlu< Miiiirter mill orticer* of thix IVimrtiiifiit. hikI tiy tin- Mini«ti-r uml oW«w* of th.- DenHrtmeiit of 1'ul.lio Work*. Ill Ilic yt'nr IIU.'. .Mr. A. I). «*wiin. CK., of Montrcnl. wiii. .•ommiwionwl by the luttir l).|>iirtiiuiit U> ri'|H)rt on tin- nxiniri •UJ'-iit'* in the wiiy of mrmiiial fai-iUtie* nt the jiort of Viunouvpr. By dirwtioti of th.. Miiii-t.'r of Marine 111..I Ki*h.'ri.*, and und«r the authority „f Ordor in Coun.-il of tho l.'.th O.loU^r, IIUS (P.C 2.M.-.). Mr. Swan was inrtructed to iiiv.*tiKato furtii.'r and r.>i».rt on tlu' iiniii.diat.. and urgiiil ri'.|uireinent« in thi> way of faoilitii-H at the iM>rt .if Vaiiconvor. Mr. SwanV r.|«.rU on IhiiIi oc<-a«ioiw art hirewitli Mibniitted. Theri- is aUo «ub- initttd an outliiir of tho -<-li.-nii' oi hart.oiir im|.r..v.-mont.. proimrwl by tho llaAour (■oiiinii*.i..ner^ ami a iii.nior.mduiu in roforiii.T tlii-ri-to by Lieut.-l'ol. W. P. Anderson, ('.F.., ('.M.- 28. U>19. T»iK Hon. C. »'. H*i.MNt»\i, MiniiU-r nf Miiriiii! uml Finhfrira, Domiiiiuii »/ (.'anaila. MuvniKM,. Jmiuanr 31, Utl'.t. llAIlUorR OF VANCOUVKU, H.C. 1. Iatro4a$tor7. Hm,— llnviiig bc«ii boriourvtl with iiutructionn from yuu to procetnl to Vaiu-ouvir. B.C., to exiimine into Biid re|iort on the KPiioral the port and to the Duminion, I heg respoit fully to lubriiit the followinir. I left Moiitroal on l«th X.ivcinbor. litis, and after vi«itiiig Vancouvir uml Vic- toria, U.C, rcturiird on ■Jjni\ I )<>(ar<>■) months 7,l..S,'.'il9 4. Customt Returns. Customs returns for the year 19(1- V, ere *HJH,2 nn «« f •• ■• 1911 " .... fi..;30,aJ3 WO 1917 " ] ] ][ 7,333,411 00 and for the eh've:i months from January lo Noveinher, IHIS, were 7,9o»,!M2 00 5. Inland Sevenne. Inland Revenue for the year l:i07 was » ?2^'!?i "*' laii " r>2i>,in »» while for 1917 It had Inoreased to ^^I'l^"? '** and for the eleven months, January lo November, lUlS .. .. .p..i,'JL.i on 6. Grain Handling Facilities. In 1912, tlien- wiifi pitiftinill.v no tiiui|inuiit «.r fufilltii's of :iii,v scription. connected by a single track with 'bo main line of the Canadian Pa.'iHc Railway. Tlie railway siding accommodation is entirely out of |)ro|««rtioii to the elevator. 1^ 7. Widening Entrance at First Narrows and Additional Wharfage. SI .MM.MIV OK rollMKIi IIKC'iM MKNOVTIONS. The work of wideninsi the First N^irrows has been proceeded with and the Narrows dnd-Ml to a widtii of ab.,ut 1.000 f.-et with :i-.' fe«'t depth at low water. This work is cHMcU'i-ed to be :i great improvement. It has not yet been completed to the extent „f n.v former rcomnu'n.lations. but there does not api«'ar to be any immediate neces- sity 'f.,r veconun.Mi? tiie !firt there was only from two to eight feet of water at low tide available in False ereek, but about twenty feet at low water has now been provided fur a restricted width, which should be exteinl»!e at a much lM>tter angle for shipping passing through than at present and this without iliiiniiging the railwa.v approach: moreover, the foundations of the bridge when reconstructed should lie carried down to such a depth that the outer end of Fals<> ereek lielow this bridge ee dredged to .10 feet at low water, if desired.'' My reconunendations in connet-tion herewith have not bei":i given effect to, although continuous renewals are constantly l>eing made. lu addition tfl this, in order to permit the new vessels constructed at Messrs. (^)ughlin's shipyards, to gi't to sea, a span of the bridge has to be completely removed on each occasion. [ under- stand the Ifarlwur Commissioners have disputed the right of the C.P.R. having erected this bridge, and T had some discussion with the chiefs of the C.P.H. ottieinls regarding same and no doubt some amicable arrangement can hp arrived at. as ever>-one con- cerned admits that the bridge in its present condition mid position is a serious olistruction to traffi<', and I re<'onnnend that, if it is considered necessary to have a bridge for railway traffic in this vi<'inity, it might, with advantage, be niovinl up in much closer proximity to the (iranviilc Street bridge, and that it should cross over the Harbour Coninii.ssioiiers new 'iranville Islanil. soniewhiit as sketi-lu^l on the plan. 10. Granville Island and its Effect on False Creek Channel. Since my former re|)ort. an industrial nn-a known a^ Ci;nivillc island, lias been constructed by the ITarlionr ("'ommissidiicrs. for the puri«>s<' of providing industrial land at a rea.sonably cheap rate nno\it one- third has Ix^en aln^ady leased. This work was approvtnl of by the Privy f\>uncil on March 28, 1016. The t.ital cost of the work .so far is $200,718. but the (piay walls have not hecii com)ilcted. In ordiT to jiiiy for this work, the Ilarlxinr Cnmmis!artie3 the work was suspended, and .consequently it is still incomplete. I therefore nvommend that it should be further considered before the work is recommenced. 11a. Dredging of North Arm of Fraser River. North Arm of tin' Frager river recommended to he dredged to permit of Utiht draught craft.— T\\\^ recommendation has been given effect to by the Public Works JJepartracnt, but not completed. lib, Memo from Vancouver Board of Trade relating to Dry Dock Railway Teraunal and Port Equipment. When T was in Vauoouver, a large deputation of the Hoard of Trade met mo and presented the following report, dated November 27, WIS:— The Vancouver Board of Trade desires to take advantage of the oppor- tunity presented by your proft>8sional viait to this city to point out for your consideration some of the pn-^ent and future requirements of this port. The natural advantages, both geographical and physical, and the inunensely rich resources whicii, when marketed, must have their outlet through our port, will create, in time, a city whose population will rank 'with the world's largest seai>ort. The growth of Vancouver during the thirty-two years of its existence has been without parallel in the history of any Inrg* ci^. This growth should be fo.-0fl. The population on the north shore is estimatc.") jwr tank car to transport crwsote oil from Yan- >uver across the inlet to Xorth Vancouver: one tirni averaging about $4,000 per imum for this item alone. When times become normal this company anticipate obtaining much larger supplies of creosote, so that the matter of cheaper transporta- tion is of considerable importance to them. The shipyards complain very much of the disadvantage under which they are operating owing to the absence of railway connections with Vancouver. The only rail- road connections for heav.v goods being by transfer barges operated by the following railroads from their resiicctive terminal point-: Canadian Paeitie railroad from Van- couver, Canadian Northern railroa cent per hundred pcunuls on wli-it i- known as lix'al shipments. I was also informwl that terniiniil rates on \vi>stb.,nnd transcuntinental freight, are the same to Victoria as to Vnncouver, and tin industries :it North Vancouver feel very -trougl.v th;tt their frei^rhl -Imnld hi' tiandled at t!ie -:ini< rate .i- Vii-toria wliich is nearly 'jO miles farther distant. 13. General Remarks on Probable Future Traffic at the Port. Prom its geographical position, Vancouver i< the Pucitie terniinns of the great Camulian transcontinental railway sy.-teins. all of which have terniiinils in Vancouver, in addition to which there is cnnsJiKrable business from the I'uited States over the 11 Great Northe.-n, NortluTii Pucific, niid tlie Cliicntr.., Milvvmikpe and St. Piiul ruilwayo, all of which have coniuKtion.* with the [xirt. From its iicnrneas to the inasniitioent forests, fisheries, niinei^, uiid fruit-Krowinjr and wlient hinds, from the rapid trrowth of its manufactures and indu!ratewn.v to the East, one cannot ho otiierwisc than optimistic as to the future trade of the jmrt if modern facilities and proper of|uipment fur haiidlin); (•ar(;o«>s are provided at the earliest possible date, so that if may imt he hiiiidicapprd by allowing rival Ameri<'iin port« to get so far ahead that it would he dittii-ult fcir Vancouver to regain what she has lost through lack of foresight and preparation, .lodging fruni the great jiorts of Europe, those that ari' doing the higgcst Imsim ss and doing it most efficiently, arc the ports that have kept their facilities ahead of actual re(|uirenieiits, and great develop- ment has invariably been fiilli>wet\veen vessel and shore. In considering the probable future tralfic at the i)ort. it is somewhat difficult to arrive at sound con<'lusion- a- to what inunect during war time, were very uncertain. These goods were lield in Hong Kong sometimes for upwards of sixty days before connection was made with steamers going to their ultimate destination. Thcr-e shiiancnts, in normal times, would, without question. I |)rcsume, have gone dirtH't from New York. At my r(Hiuest. the Canadian Pacific Railway kindly ))repareil statements for me as to their total imjHjrt, export, and I'oastwise traffic at the jHirt from l!tl:( to lOlS, which was as follows : — 1914 over 1913 •>!<, ,i,.orei«i' 1915 " 1913 ■■ ■;,, 191« •• 1913 1, 2'; incio.ise. 191" " 19i;t im.; imS " 1913 1115. ; From the rapidly ini-reasing busin.ss with tlie Fast. I think it most probabi it there will be a very considerabli' future increase in trattic' over the year lUi;!. I therefore interviewed personally each anil all of the large shippers now expoiting from or importing into Vancouver, ami obtained a statc'iuent as to what additional wharfage they were jirepared to make use of if it was provided and properly en-.|'relie!!sivp plan of the whole general scheme is now aiPi)roved. the future accommodation can he iiuTcased from time to time as trade and connncrce expands and the ueces.-.ity for such increase in wharfage arises. 56432—3 IS Owing to the lack of wharf accommodatinn and fncilitipa at Vancouver, the total charges for wharf handling and storage amounts to prncticuU.v $4.^ per ton for thirty (30) days as compared with $1.60 at New York and $2.30 at Seattle. The reason given me for the charges at Vancouver being so high was on account of the limited accom- modation and lack of wharf facilities. At New Orleans the insurance on cotton is 0-30 cent per $100; at the O.P.R. wharfage at Vancouver the iiisurniice is $1..'50 to $2.35 per $100. One firm wrote me that it costs importers O.l.'i cent per 1(X) pounds more for charges into the port of Vancouver than into Seattle, as it takes steamers so long to unload at Vancouver. The same tirni stntes that there Ih uu xpace available on the wharves at Vancouver for storing import or export cargo. They are allowed ten dfl.y8' time on the wharves for which they pay O.HO cent j)er ton wharfage charge; if they wish to leave a shipment there for thirty CK)) days it costs $4.9.5 per ton. as the storage rate advances each week, and even at this very heavy rate the wluirf companies do not wish goods stored on their wharves, as space is so limited. I'nder those conditions an importer, therefore, has to cart his goods from the wliarf to his warehouse, then when he wishes to resliip them he has to cart them hac-k again. They wrote: "You can readily see it is almost impossible for iiiipnrt bouses to handle shipments through the port of Vancouver with conditions at they are tu-day. in competition with importers in Seattle and other Pacific Coast ports.'' In addition to the present tratiic liaiidltHl at the liarbour, there appears every reason to suppose that business which is now bein»r handled through American porta and of which a considerable ciuantity is ultimately f»)r Canada, can be attracted to Vancouver if prc)|)er facilities and plant are provided. I refer more particularly to oil storage tanks for iion-intlammalile oil, for the handli:ig of which traffic there are no facilities at present, although there have been a<'tual ratuests for same. The import of vegetable oils in 1!>17 from the Orient, through Pacific Coast pints tliroucb American [Mirts, Canadian manufac- turers of foodstuffs. soai>s, paints, etc., reriniring such oils, w>ll have to depend on some other means of supply — dire<'t shipment to Canada or otherwise. 1 was informed Seattle Port ("(munissioii tanked three million cases of oil in liMT. and estimates that in 1918 the amount will be five million cases. The commission's plant at Seattle consists of concrete tanks, beating roonis. and dumpin^r tables. The charge for storage on these tanks is one dollar ))er day. twenfy-fiv;^ thousand urallons. Tn March, 1918, I was told there were fifteen million palli>ns of oil at Seattle. .\t that time Seattle's tanking capacity was four a.id one-half million gallons, and it was e\pcete handling of which there are no facilities at present, and which is the most prominent natural industry of the distrii't, is the exportation of lumber. T received a de])utation from the large lumlHT iiiteres.j and discussed this matter. The obje<'t of a luml)er-s to take full cargoes of lumber which has bct-n assembled from many interior mills. Apparently, the wBTit of ecoiiomiea! facilities for assembling shipments and the -t of handling lumber and shingles from the smaller nn'Us, has made it impossible, 111 the jtast, for any e.seeiit the larjier mill- to participate in export business. It I understand that, with the facilitiefi provided by the Seattle FIarl>our liuinl, lumber can be unloaded from cam and scowo and placed in poRition for Inadintt unto a ve««el at very small co«t, while without these faeilitie*. the cost of trungferring uml hnndliiiff the lumber ftimply doliar^f the smaller mills from the eximrt bu^int^w. The lumber interests informed me that the estahliRhinfr of nii iissomblinK yard with facilities for handling the products of the mills, would be the greatest boom thnt ronld be offered to the luml)er industry, as it would enable them to operate at time* when tlio interior market was buying lightb'. and that if there were facilities for storing their lumber at h wharf they would be in a position to raise money on this lumlM'r when required, if it was stored on the harbour property. The following is a petition signed h.T some seventy of the principal lumber mill representatives: — "We, the undersigned lumber and shingle nuuiufarturers and dealers respectfully petition your port to establish at some nceessihle point, a whnrf for the assembling of lumber and shingles, with suitable facilities to ensure cheap hanible ti) ocean-going vessels. We would suggest something along th»! lines of facilities affordcsolute confidence, thnt a comprehensive scheme for wharf areas, railway tcnninals, roads, shctls, warehouses, and freight-handling facilities in general, should be designed on a broad basis and constructed by degrees as rc<|uired, and that the following should be commenced ns soon OS possible as the.v are required now. (1) A booming ground for lumber should be provided in English buy. (2) A timber exi>ort wharf provided in one or other of the alternative jxi: referred to liereafter. (3) A harbour terminal railway. (4) Provision for six new deei)-\vatcr berths or wharves at once. (.5) Mechanical wiiiipnicnt providinl at tlio new Ciovcrnnicnt wharf. ;ind wharves when constructed. (6) Equipment for non-inflamniablc oil storage in some suitable site. (7) Provision of a fire tug. tittetl with powerful crane, which tug shall be used as :in auxiliary car ferry to ser\'c immediate ne<»ds to Xorth Vancouver. (5) Provision of dockage facilities for passengers and other traffic in conncctifKi with Canadian National railways. (9) Renjoval of present C.P.R. bridge across Fals«' crwk. and, construct new bridge in suitable location. (10) Provision of suitable landing facilities at Xr.rth Vanco\iver car ferry with railway connections. (11) Second Xarrows bridge slionld bo <>onst.ructi^l as part of selieme if not ininiedintely, at an early date. (1'2) Dry dock to be constrncU^l by Oovertmiont. if not arraMgcd witli me the necessity for jirnvicion of a K-vvmiiig ffronihl for \fi4;t2 :!* if n«-<»ssavy, for auxiliary comiileto y iirivat-e th. 14 Urtwi-ou liidh and low wator, so that a-t the tido rerpdos, tho himhrr i« I'xpoited tn tho 8UII and air. whicli diwtro.v lhi> wurin. As lumber is one < f tlw nuist iiirixirtuiit lixml iiidiHtritw, niid tin- HccoiiinuHlation rciuosttHl stH'ined to iw rciiMoiialilc, and the provision of Kaini- wo\dd only iMitnil vcr.v ino jirovidi'd. The sitp for the iNioniintr (iround whi<-h I flyrgoxt i« on thf wmth xidt' of RnvU^i lt:i.v, on fill' fori'-!thori' opiicisitc a tfolf cimrsi', wliicii liiml !■. owned by the Admiralty. In onler to protect the iumlier l>iH>m-i, 1 siiffKCHt that a nhort bnwkwater or rnbbl.> nionnd >hould lie con^trueted runnilut out from the nhorc for a di^tanop of ))roliably fifteen hundred feot, or a little farther, if necessary. Tiii» imall breakwater would form a protection from any seas whieli niiKht otherwise di^'turh the liimi)er. and at the heail of the breakwater should be ccin«trueted a laiKlihfr phicc (,r snnill wharf where the tu;f atteiiiliiiL' ill.' tinilier iNmni. I'oiild he inooriii. In jiddition to the rubble mound, a few small clusters of pile- to link up the UHim, will Ik- ntiuired. Surveys will have to In- niaile of the site lx>forc the work is jiroeeeded with as the information whii'h I have at pri'sent is ra"ther meiiprre. 16. Timber Export Wharf. As already meiitinued, a tiinlier exiK)rt wharf sin-ins to nie to Ik- not only advisable, but ulinust o-sentiai, as tlwre is practically no provision at present at Vancouver for handling this bu8ini>.s, and it i.s tirnily In'lieved that an inunense volunu- of trmb' by the smaller class if vessels, a larjte nunilKr, and the second year, jirobably fifty million ftvt. This i|uaiitity would only mean about l.'i per cent of the i)n*s»'iit anH>unt iH-intJ shippj^l from Washinprton, Ori-jron, and British Columbia, and they tlioti^hl it only reasonable to a.ssiime that in the next five yeai>, the total amount shipped from the Pacific cfiast. w..uld reach a billion feet. In that case Vancouver would still only be ^bippin^r ID jht iH'nt of the entire am"unt. If it is decidcxl to establish a wharf for this purpose, there liiust be in dose pnixiniity, a considerable area of land for tiniln'r storajre. The following table jrives the wat«'r-borne exj)ort of lumber from British Columbia for the years 1915 to 1917:— l><-^l illation. lill.i. 1916. I9I7. .Xustrali.a New Zealand We>t Coast uf Se iirovido*) with (kmmI niilwn.v fiu-ilitie* and ci ) u i| >(><>< i with 11 Inrnu (iaiitry itiiih' of u lifting i-ii|»ui'it,v of |iriil)altl.v iilxmt five tons, (It'T^iiiiiiil nut iril.v to liiindli' liiinlHT liiit- to fncilitiiti- llu« triiii«lii|iMii'iit of Htriictunil *lvv\, iniK'liiiKT.v or tu tnivi-l over thi- entire himber storaKo ntoa* so flint lunibor rwoivcd I'ither liy rail or Uirgo, may h" tonnt oti thi? wharf. On |Mirt of tlic wJMirf, a i'r shtnl, «iy npproxiiiinti'ly five hundred foet lonj^ and aliout i^ijrhty fo't widi- or tliiTt-ubout, of coiniKiraiiv.ly inexpensive constructi iihmi at the siden and with a riMif only and fittwl with an overhead travelliiiK crunt' of a span ahout eighty fwt, to trav<^l from ono end of the "lii-d to the other. There should, in addition, he u locouiolive ••raiw of w.v tra- or tifteeu-ton eaimeity for rapid handling of the lumher, ami other general pnriKi-e!<. This erane when not in use on the timber wharf, eould, of eourse, be run in a fi'w minuteo, to any other part of the harbour, when ris|uirod. In regard to a suitable -ite for this wharf, I have eon*idere«l several alterniilivci. I'iixl.— Thi' \orth Vani'ouvir sito niarkfd "X" on the K'noral plan sitnatrd on laud in front of the Indian reserve, lielonging to the Vancouver Harbour Coinmis- sioners, and immediately adjoining the Wm. Lyall Shipbuilding yard. There is ,i large area of tide Hat land of an average width of about tift(^>n hHnet in breadth, whieh would only require a few fe«>t deep of rillinfr lu order to raise it to -nitabic (|Uay level and an export wharf eould 1k' I'oiistrui'ted projeeting intti Hurrard inlet, or alternatively a c|uay wall could be constTucte arranged hereafter if it is decided to develop this site. The particular attraction of this location is that the land actually belongs to the Vancouver IIarlH)ur Commissioners, and whether it should be nltimntely deeided to build this cx|iort wharf in this li>oatioii or not, I have no iicfitation in recommending that this area should be tilled up by dredging immwiiately in from and using tlie material for tilling, as the site is so excellent a location I as a tiu>l)cr wharf is the lack of railway onncction with the main lines entering Vancouver except by <-ar ferry across the inlet, at all events until such time as the Seecnid Narrows bridge is eonsfrui-tc^, if it i< dii-iiled to proceed at a reasonably early date with that work. Second. — At N'orth Vancouver, near Moodyville, the site marked " H " on the general plan, there is considerable arwi of land which will, no doubt, beeonie much more valuable as time goes on and whieh might probably be aeiiuirwl now at a reasonable price. The principal attraction for esttiblishing this wharf at North Vancouver >eeni> to me to Im' llie i)rohability of being able to sei are the site at reasonable cost. The principal objection is that all IuuiImt is coming by rail to the new export wharf, and f was infomu^ about M (M'r cent would eonw by rail and would all have to he transfern^l across Butraid inlet by the auxiliary or other ear ferry. Lumber delivere«l by scow or bargei. would, of course, be in as good a ixisition there as anywhere else, and if it should be dei-ided t4i proceed at an early date with the Second Narrows bridge, then the rnilwa.v disadvantage would be overoomo probably in two years' time or thereabouts. 17. Port Moodie Site. Another alternative site for this exiwrt wharf which 1 examined, was at Port Moodie, marked " C " on plan, where a site has lieen offered to the Harbour Commis- sioners. It is eight.v-eight acres in extent, and there are a numWr of saw-mills now ojierating and in working order on the site. The total price asked from the Harbour Commissioners is $.'),50,000 payable in bonds. The rental of the saw-mills on this projierty at present tHjuals flS.OOO i)er annum, which would approximatclv meet 16 iiit<-r»'r er wharf mid the exiiiting milU. if mifed for other iiidiiitrim, would make the proi>ert.v revenue producing. I havi- Kivi'n this alternative Rite at Port Moodie fieriouii conoiderutinii, more twrticularly »* an order in I'ouneil wax ihihmhI on Maroh 31, 1910, authoriziiiK the property to bo buiiHrht fur thi« pur|iom>. Port Moodie wuR the original terminux of the C.P.K. The |M>pnliitioii of the town to-diiy i* iipproxiniately about i.lHNi. The Haw-inill» on the pr»p<>rty referred to are the principal induHtry in the diwtriet. There in a umall itteel- rolliiiK mill nt the heiid of tide water turning out about fifto'ii tons a day. The C.P.K. have II railway liraii<-hiii|i off here and running down from the head of Rurrard inlet hIoiik the north Hhore to loco, the »ite of the Tni|>erial Oil Company's plant, a distance of iipproxiiiiiitely three iiiiles, or HUnit four milex from the jiinetioii of the main line of tile C.P.H. It i* upiiroxiiiiiitely alwiiit t'iglit miles from North Vancouver to loco, where the Jmtierial Oil (' a very reasonable price and that it Wiw ivnsidcred a further advantage to have a lumlx'r ex|Mirtiiig wharf, which Hdiiiittedly is iiiflammahle, some distaii<-e away from the other part of the harbour. .My ohjectionB to Port Moodie are first, that it is serve«l only by the ('.P.R. Con- siMi'.ieiitly, all lumber cominx in by rail over the (Canadian Xatioiial or other railwa.v systems. Would have to l»e transferred to the C.P.K. and hauled over their main line to Port Aloodie. Stionit. 1 sif iiii reiimin why tiie liarlsiur ('oinini>sii>iicrs -lioiild buy out and become the owners of large Haw-mills now occupied and in working condition. It seems to mc they are an existing industry that there ia no good reason for disturbing. 'J'liird, I see considerable disadvantage iu having to tow sawn lumber arriving by bafRc i.r scow past Vancouver Harbour proper away up Biirrard inlet about ten miles to Port Moodie, bearing in mind that it would all have to l)e brought back again eitlior • m scow for shipment at V^aiu-ouver or the larger vessel wfiuld have to go up to Port Moodie to get either its whole or part cargo. If. however, there is some rcafwn with which 1 uin unacquainted, that it is advantageous to establish this wharf at Port Mu'ulic. then I would recommend that the saw mills be undisturlxHl and the wharf con- structed somewhere in the vicinity of the present lung timber pier. A .'"^iirlk alternative site which I considered, was on the main frunt at Burrard inlet. Int having in view the large area of land required for storage puriioses, in coiituvtion with a timlwr export wharf, I consider that the main front at Burrard inlet for this purixwe, would be too expensive. fifth. — 1 have considered a site at Kitsilaiiu which has eunsiderable attractions, mainly, from the fact that the land at Kitstlano Indian reserve has been expropriated by the Harbour Commissioners. Part of this area would he available for lumber .-turagc and is not necessary for other purposes meantime. A second advantage Would be that it would have gcMid railwa.v service by the new harbour terminul railway recommended hereafter, which would l>o connected with all the railway entering Vancouver. .V third advantage is that lumber arriving by acow of which, I understand, a considerable amount would come down the Fraser river, would have shorter tow. and would avoid having to go through the First Narrows. This latter, however. I do not consider serious and if a vessel was loading in Burrard inlet and taking on part cargo of lumber, she would either have to be transferred to Kitsilano or the lumber taken either by rail or scow from Kitsilano to Burrard inlet. On conipiiring the various sites, therefore, I conclude that the advantages seem to rest with the site at Kitsilano. or the first site marked "A" at North Vancouver. Before definitely deciding on same, however, the question of future development of deep water berthage at Kitsilano must be decided in the harbour, hand ovur thoir cur*, properly nuirHhulJpd. to tin- Harbour Comniiitaioncra. who place thoin where desired iif tlie freiffht xtiedn, ttrain elevatun and other plucM fur loading and unloading, and tlie cont of reniovinK frei»rht to and from the earn ha* lieen reducean port* i» conaidered an absolute necessity, and the terminal churKi's of the railroads involve tho entire development of the port. Such a railway connet'ts the piers and wharves of the |M>rt in sueh a manner that a i-ar loaded at any pier may travel to any other pier or to any railroad liinv The important freight movement is not from one pier to another, hut from |)ier to railroad main line. Montn>al is one of the most eunspi<-uous examples «f u publicly owned and operated harbour terminal line. It has been most su<-ee«isful. Previous to the harlxiur terminal railway l>cing constructed at Montreal, the switching charges amounted to sometniu}; approximating twelve cr car with very often a delay of several days in some eases. Now that the terminal railway is provided, the same service is |H'rfornicd cxjMKlitiously at a rate of IS for through traffic and $2..50 to any point in the central harlmur. Xo fact is l)etter established, then, that the improvement ot a means of conducting traitic by making it most convenient, most rapid, or cheaper, is certain to increase the amount of thet ♦fie and to an extent which frequently surpasses the most sanguine estimates of ih. Over and alxivo this, there is the important factrr of cimip<-tition with other 'ts and the attractive force of outstripping rivals in the natuie- and convenience of the accommodation afforded, which will not only draw traffic from other routes, but establish new traffic which, but for the convenience and advantages offered, might have passed in other directions or never have had any existence at all. The following quotation from a pamphlet published by a late Dock Commissi, er at New York shows what importance is attached there to the Railway access to the wharves being under independent riiiui> ilrlu.VH in liiiiiillinv tniftir thrri', it imthw to me u hnrbour tcriiiinnl railwny would ov<'ry llii> I'rivy »'ound font of thi' riKht of way iind cun-tnu'tion tlirotiiih >undry proiwrtiiit, from thi- KitHihtno Indian r.ii< rvc to tlw limp-. Mill propiTty on Rurnird inli-t, Immiw i'«ti- uiiitiMl fhi'rcin at ♦l..'.:.-.».H«tl, Imt il liii> •iinf Ix i ii i»tiniiifily rfliiri'd and -"lill 1m- qnitr wnftlMiint mnl that much of tlio pro- IHTty could ho cxchanvi'd IdivinK only ♦t'.irtP.iMHt to Im- providol in ca^-h. The ai-iinini- tion and nftroliatioiio in <-ioini'c|ion with ihr purrhii!»- of tlir niH-4'Kfiary pro|«'rfy for till' fonxtrtiction of thi* ti-rniinal railwny. if approviil. will rctiiiirt' very fonxidorahlo •tiidy and "ii'jrotialion", more imrticMiLirly, n, in nil iirolmhility, a i-on^idcrahh' amount ol till' property miirlit ixifsihly 1h' iii'i|iiiriil thioiinh rxi'lmntft' of propiTty alrrndy lH>lonK- inif to the llarlMiur ( 'ounni-txioniT*. 'I'lii-i i|iH'*tioi; Iuih iMi'n prfliminary invrsti- iratcd in an cxhauMtivc ninnniT. hy Mr. < nrtwriirht. Civil KiiBim-cr, Viincouvi-r. on In-half of fh«> VaininiVfr llnrlioiir < 'oiniiiis«ii'nir» Init the •uhjr'-t in otio which would rctpiirc further study, and I Iwlicvc that much of the ncciiHary ni'KotintionK in connci'- tioii therewith i-ould 1m- carrici out mid •*ettli'd ninirahly a< niaiiy of the rarioui« pro- prietors Mcem auxiou* to Im' nhle to (ii-t iiHTrii-ed railway facilities. The approximate *u»rKe>tcd route of the 'renninal Uiiiluiiy i« -liowii on the plan*. It will Im sMi-n from the trencinl plaii-> that, the present hriilm- nt the lower end of I''al.-(e ere«'k. known a* the C.I'.K. l.ridjte. i« shown V< Im- <|oue away with, and i« referred to umh-r item No. !'. .\ m-w liriibfe in sulialitulion tla-refor. i* shown to hn i-oimtrucfed wimewhere in the vicinity of the present Oranville .Stre«'t liiBli-h'vel liridne. Ft will ho ^ech from tr -neral plan that the C.P.R. now have a railway line runnintr from their main line at Burrard inlet, rinht through tin- centre of the town, parainfr throuirh some of the hnsiest street* 4>y level cros-intfs, to their yards Hituatod on F'also creek. It s«>i'ni« to me that this part of the ClMt. system connt-itinit nurranl inlet with False creek, iihould 1m> eoiisiosed nefrotiations in rctrard f" the harlxmr terminnl railway, as. apparently, this part of the f'.l'.Il. line i- a serious daiufcr to tin- community. XeverthelesM, I think it is a matter more directly coneerninjr the city authorities of Vani:ver. ami it Would np|>enr fea«il^l^ to ii.nne< I up 11 railway system on the ea termimil railway arc shown at (Jranville islaiul, which have cprfjiin advantafres and disadvantages, and tin- ultinuite (k-cisiiui a.« to location Would depend on the nature of the nefiotiiitioiis with the proprietors as to whether the liiiil.va.v should he carried .iver the llnrlour Coinnii-«ioiiiTs' (iranvillc Island i>roiM'rty, or round the main land. 19. Fire Tng. Tie i|uestis-tioii of the harbour projM-rty and other |>roiM'rty ahuttiuK thereon was laid U-fore me hy the Vancouver Hoard of Trade, who urRcd very strongly the advisability of providinir protection for tfw euormouii amount of merehandis** odlecfeil oe, the wharvpa and warehouses of the water front. On first consideration I was inclined to think this was a matter which s^hould bo dealt with by the city authorities and the necessary fire protection provided by them It JiMt a* thtqr would nupplya iiuw fire niKiiic for ttrrct icnrioe, but on further contiden- tion, •• the pr(>|M>rl.v of th<> lUrbitur ('■•iiimiiMionen and the Oovertiment hM now renvhed con«id<>rnlii<> valuo, nmi hnving in view the ranitruotion of nnw wharve* and ntlirr fai'ilitii-M bi*rein rfN-onuiiPiitliti, tlu-n. a* a matter of innuranro it *e<>mii to me advisable that a fire tiiK nboulii Ih> pruviilci' li'uvinK over tht> quontion a* to what pro- portion of tb« coot and up-kc«ii of xiinH* Nbokild In> piiid l>,v tbi' city of VaiK-ourer or the railway (!otn|Nini(>i« or otbcr itilrn-'t* who oci'upy it vant amount of the harbour frontage. It ia feaxiblo to dt"*iK>i ihkI proviiii- ii tuK tM>ut tittt-tl with tir« fiitbtiiiK iipplianoo* which coubl Im- uwhI in i-onjtinctioii witli ii liirKi- mmiw t4i form uu uuxiliiiry car ferry ■ervicc h<>twc-lii' conid iniinctliutel.v lie di«<-onn<>eted from the »ii>w forniinu' the I'nr ueifinini.Mlulion uml prociisl with nil Imsfe to the fire. Ill addition I would >ui;i{ctt tliiit thi> tire tiitr !>h(>iihl Im' proviibnl with a fiiirly ixiv.erful mine which would Ih> nvuilnhlc for lil'tlnv lieiiv.v kooiU, or aucIi o|N>riition!* im mi)(ht lie ret|uiri>d within (he precimt' <>!' (lie hurlHiiir: in iidditimi the tUK nhouhl have lowinff faeiliticK lui that "he could Ix' iiircd when ntherwi-i' fre«> for kuiiiII toux within the harlxiur limits; «u<'h a vc->»cl from it* mnilnHalion of u^'i*. would, in my o|>inion, provu an ntvet to the port. 20. Mechanical Equipment. There i» little or no ini'chanical ei|uipinciit for liuiidlinK curiroci* at any of the wharves owned either hy the (lovernmetit, the milwuyi* or privntu interwts. Tho ques- tion of whether it i* an advantauc or a dinadvantaiie to e<|uip a |xirt with modern appliances ho ■< - cilitatc the most rapid loadini; and dii for niiiny yciiis that tircatcr ni|ii(lity in den with cary:oes niiist !»■ the essence of snci'css jn conuncri i;il opcnilioiis. and more recently Sir .Tohn F'urscr statcil:-- Our port :uitlio;iti(s Imvc been slow in rcaliy.iiijr tiir iniporhii ijf dispatch -.64.12—4 if rapid lailin^; ami clcaiiiiu- sl.ip^ frcMUcntiiif,' their purt>. They have 90 frequeutly ehc-k..! tl.o extcsi,,,, of port oquipn.a.t l.v oxoos^ivo olmreos for TulTu ! V: "°* X- "'"f' ""•''"* -^ P'°«* ""» "* -'chTpla^ which should iH, souKht n. niakiMK the ,H,rt uh a wlu.l,. ,„.,r.. ,.ffi..i,,„ Zl c-onom al Shore cu.jnnout i. es.,.„tial for tho handling ..f ..u.t.Tial. . u sh " and for l.a.teM.,.K tM- do^riuK of wharv,^ „„d .ho,U. This i. n o, e ntia a^ t e d.»ch.,rgn.K ot th,. vW. for if the l„„,h..l .-ur,.., aro not nfpidly '"l." -"d o Hchar^e o, t >.. vessel is delayed for want of .„n,v «,.„.,, „ . . U 7 to 1.1 t u. carKoes. The eonK.>stion of our p«.rts fron, whieh .he nation ha' suffe d attrae^^.ve to hoth sln„ owners and traders. Incidentallv sueh e.,ui m e , sZuld not bo called '■lahonr-sav.n, appliances." hut "labour-aidin.^ appl a nvs" If the ^ s not suftcentb- provnh. with well d..i,M.ed sheds an.l an pie „uav slJas wd z:nzz wm'l;;; ::;:!!;;:;[ "■'" -''-^ " ■— ""- "^ ^'' "-Hpt?::.i :::; .Jf!Lz rToir, pi:- „;;:-,: ;::-;;: :ii::rr-,:;t:"ot:hi; Kn.;;.d::i;;;l.^^^^^^^^ . co„,pared w„h the l.:.H. ^ ., Xew Orh.ns. The -hips' detention^ will 1. n third o.- „ne^f,,urth the tune, and for the same l,..rthin,' linear fronta.^e four t n.s a.s nmn.v sh.p. .-an he hertlu.! in a ,MVen period. The rental cost per ton 7'"''' '"V ■""■"'• ""<" "" " """"■'^^- I'"--;- ='M the ,.v,.,l,ead ehar^-es wouhl bo also o!ie-fonrth. Official test. w.-r,. n,a,le at .Uontevi.h.,.. Sonth AnuTi-a. of t^ntv travcliinK jib eranes wh.ch wvre so safs.a.torv that thirteen ad,lirio„al cranes were order«l veyo!^"lu l?at.T:-'" "^ "'" "^''"'"^"'^ "^ ^''"^''^'"^ i-'i-i ■•levators 'or eon- StcM.I'hioT'' "' ""■ -";"'-\''f;'-^'-'' ••>• "''^ I'i'"-- "( nppnratns the Metropolitan Stiam^inp ( onM-an.v. whos.. do.'.;s are equipped with these n.achin.... advise that tnere is a :., iH-r cent savinjf in time <.f dis,.har>;in>r steamers hv the use of ...chnod elevators. The Mer..hant and Miners C.mpan.v of Baltimore re,^rts„ avm,. of .-! p,.r cent to ,o .x-r cent in haiidlin.^ cost. Th. Xew York Sral Ua.lwav Company re.K.rt an increase cupa.-ity in their Marine e.,uipme, to s^ms i!:T'':;;o,*" r ■■'■"*• 'T''"'t: "" •■"-"*'"- '^•"^ "'^ Domi:;io. ,,1: "",*. """"'•• ";'"."'■ ""■■•■■* "f *'^^'«- ^'"-k >""! N'orf.'lk are equipp.xl with these nnchmes, also claim eonsiderabk? i^aviiip ill' S;;ir»T;;;,:'.':':;",:;'iT' '•■'"■ >"■' • •'■'■""Xtn™ r.;;: Zii; t"£ ;-';,;;;-';:;;;w=--c;:'-;;;;;;;i:vi-;;r;i:;;^^ Ih^ ma.le f.r their pn.p.T mechanical .>,pnpmenf. "roM.s.on should 21. Second Narrows Bridge When I prepared n.y former re,H.rt on Vancouver Ifarlmur. datH SOth March 1012 ^. arrow,,, wl,,ch scOu.me was bcnp; promoted by a priva.e comoanv. Tb- ..l,;...t .. ,s " ! ^nc access f.. ,■.„,«.„. vehi.-alar. and passenjrer tratii,. I.,tw-een' Van.-oux^r city and 2] ^io^th Vancouver. ('oiiipU'tf pluiis were prepared liy one of tin- best known Engineer- ing firms ill London, KukIhiiiI. Tenders were invited, but for one reason or nnother the worlt was not proceeded witii. The bridge in qiu'stion, as ilesigned, wus nboiit sixty-four feet in width, giving one single railway track, two tran' y tr.ieks, two roadways, and a footpath, and the lowest tender for complete bridge was $2,44.1,097. Having in view tlie innnediate eonttruetion of that brid^re when I made my report. I reeoniniendtNl that one jiier should be built at Xorth Vajieouver, as good rail- way facilities would l»e |irovi«h'd liy means of tlie ni'W liridjfc. \» already statoil. the bridge has not been constructed, and niitil arrangements are made for its construi'tion 1 do not see that very extensive wharf aeconmiodation should be provided at N'ortli Vam-ouver, as owing In the i)reseMt iniidequate railway facilities, any wharf acconiniodalion given woidd hi' very expensive to work. In view of the fact tlial tlcre are nio-l excellent sites for viharf accommodation at North Vancouver which lan be aci|ulri'd at rcasomiblc riiles. ami owing to the very large tratlic now existiM;; between North Vancmivcr ami Vancnuver city. 1 an, strongly of opinion that the Si-coml Narrows bridge shonld l)c procndcd with and tlie railway line extended from the -.ifc of the bridge down to N'ortli Vancouver city, and coii- iiiH'ted on to the (iresent terminal of the Pacific (ireat Ka^tern railway. The width of Burrard iiibt at the Second ,>' -.n-i \vs at low water level is only about '.i.'O feet, and I venture to think I could (lesii;ii a very niui-li less elaborate bridge than that i)reviously proposed, giving .iiiite snltirient ai-coniinodatio;i for ;l\e traffic whiidi i? likely to use the bridge for many ye.irs to coine. 1 suggest that a bridijc about fifty-three feet wide thaf -inli a bridge as I suggest would be )>erfcctly adei|Uate for the puipo>e intended, and could be eoustriicted com- plete for the sum of about if 1.il."i(t.00(). or th"real»outs. If this bridge is proci edcd with if would form i\ ino-t ii..portaiit link in the niilwiiy service and would eoiinect up all the existing industries on the north shore, and no doubt, many more industries would immiHliately locate there if the.v were providp-s the bridge would, no doubt, eoiinn.ind a con-idcrable rental from the tramway company. The bridge T -UL^gcst would have a very large opening span ■^o as not to interfere with shipping iias-inir to and from Port Mood.v. I consider this bridgi' to be a matter of public i-onv.'Mieiiee ami nivessity. It nfft^'ts the whole i-oninuinit,\ . both business irid residential, at North Vancouver more partieularl.v, and that accordingly, only a reasionable pro|>ortion of the ("ost shoidd bi> eharg(»d against Vam-ouver harlxmr. If, however, this view is not approve' t) construct this bridge, if not immediately, at all events at an early date In the former scheme I understand the neej'ssary capital wa;* to be subscribed by Vancouver City, North Vancouver District, North Vanc face of strong probability of increasing our trade with the I'niteil States a* well as witli Canada in the near future, our customers, partii-uhirly in Canada, an> pre-i^inn us to ship their requirements through Vanrouver, duo to present oxiwrt rtstrictions in the ITnitoit States. We are, therefore, desirous of ascertaining if some satisfactorj- arrangement cannot be made ti "ur mutual advantage." Another firm wrote on Maii ii 1. liUS, that. '•If facilitiw were provided at Vancouver for the purpose of handling Oriental cargoes of soya bean, peanut, cocoa- nut and fish oils, we would be able to send to your iwrt very large quantities of the abd convenient and imnii'diatel.v available. 23. New Deep Water Berths T'niler paragraph No. 13, heroin, which deals with the probable future traffic at the ix)rt, I give my reasons for recommending the immediate necessity of providing addi- tional deep water berthage, part of which is based on actual requests from some of the largest shipping companies at Vancouver, and only to a small extent on problem- atical business, and bearing in mind some reasonable accommodation which will no doubt be required for the new Canadian Government steamship business. One new company which has recently been established at Vancouver, and already owns and operates three steamers for their Vancouver business, wrote me that they proposed increasing their fleet 1 ,y four additional vessels, and that at the present time they had no permanent berth to handle their transpacific business, and that if they could get a permanent wharf \'here th?y could handle their business with up-to-date facilities they would require same exclusively in order to conduct their business in an economical way, and that at the present time the accommodation which they could secure at the harbour is entirely inadecpiate to the freight they are handling. This company reckoned they could use two new berths exclusively. Another very prominent exporting company, largely engaged in South American trade, stated that they required at least one additional berth for their exclusive use. After allowing for the provision of the necessary accommodatioi. for the government steamshiiMi, and bearing in mind tlint another steamship company who huvc recently opened offices in Vancouver infornK'l mc that jii*t ns soon as they could secure additional steamers they intended commencing a regular trade at the port of Van- couver, but that their fleet had been alnio.st entirely lost duriiiR the wnr. In view of all this it npinnirs to me reasonable to innncdiatcly commence tlic provi^iioii of some five or -ix berths for deep water shipping. 24. Site for Deep Water Berths. The question of the most suitable site for deep water bcrthape is a matter requir- ing much serious study and consideration as there arc several alternative sites, each of which have many advant««ts. I will restrict myself in this rci>ort. however to two : first, the Burrard Inlet site; and second, the Kitsilano site at the month of False creek. 25. Site at Burrard Inlet. Burrard inlet affords a niapnificciit natural deep water hnrbour, very well pro- tected, and ai)proached from Englisli buy and the Pacif can \iy the First l^arrows, the water way of which is now al)ont one thousanj feet wide by thivtv-two feet deep at low water. In the past the First Narrows had a smiiewhat objci \ionahle current, but this has been reduced by the dreerntions carried on during the last few years; there is, however, considerable prevalence of fog nt the narrows which setms to hang there rather longer than at other places in the vicinity. The main water frontage of the city of Vancouver on Burrard inlet has iK'cn acquired or is being occupied by the Canadian Pacific Railway for a lentrth of S.'.'-.',") feet. Tiie rijrlits ..f the Canadian Pacifie liailway to occupy part of this frontage is disputed by the Vancouver Harbour Commissioners, but 1 do not propose entering into the merits of the matter, as appar- ently they involve legal (luestions. I have not, therefore, considered the developmait of this part of the harbour occupied by the C.P.R.; of course, if it is decided that the railway company are illegally occupying this frontage then its future development can be provided for. There »till remain very good sites for hnrbour development on the main water front east of the C.P.R. frontage extending from the British Columbia Mills Timber and Trading Company's property to the E. II. Heaps property east of the new govem,- ment dock of a total frontage of about* 7,000 feet, 1,200 feet of which is ownfd and occupied by a pier belonging to the (ireat Northern Railway Company. This site if developed r«^ardle!*» of cost, could provide tw^enity-four berths l)etween the British Oolumbia Mills and the new Government wharf and three berths to the east of the new government wharf. In order to develop this site a considerable length of water-front property would have to be acquired, although it might only be decided to prm^eed with one or more piers meantime, a» land area for railway sidings must be provided even althotigh only one pier were built. In order to have the necessary space for traffic the shore wharf from the Canadian Pacific R.ailway should l>«> not less th.in a\mut from 400 to 500 feet in width, and the piers jutting into the inlet for a length of about 1.250 feet of thereby, and a width of about :l0O feet giving accommodation for f iir berths to eaeli r.-plmvd with M.lid tilling „rfl,..t>in,.l,..: ,""".•'""' «"' "'u.-ls of ^.r..at..r dopth tl ,V '"; ':■"■' "• li... .•„>,s„,,..ti„„ „f „..,, „.o,-ks for v,.- V... of .,,., ..,:..r .;f,/:i;i;/t ;i::St:;':::i;::,:::;' ""-^^ -^ -"-'• ...vhh:;r : th :i:: "::; z"".;;;;^ ;:;^'" •■ ""• rrr -■■-'- ^''ip'-idi... a„,i ....1 ^•'"-.t l..If th.. ..„.t i,- .r ,rl ";":"«;■" ' •' '"" '•'"•'•i-l at Prohnhly - -.whore increase i„ the draUt o( Z^y^] "l,!:.''''""":"' ^" "^ '" ""-'"• " very e,„ . ..,,,..1e the inf„r..,a,i.„:':;rS! I ^, r' ,,, 1 'i^ 'r;r -"^ ^^tt' *? '^ '■""' p'"- ^- l'.rf..re,„.e for at I..ast »", , t tia "'";"-;-". .nal -J^.rd Pirrie e.xpr«s«l u -ti.fae,„ry n,ini,.,„„. wo-kin^ " , ^ „' , , f T r """"""' '" 'r '"'"^'' '"" " Si. .loin, nil... als. '..;', 1 V Vl .;''■'■ ."v" ""^ '''I'"' '-""I'' '-" '"-I'i-v.Hl. ^-•our .,f i,a.r. ■.! ., , t , IT' '" ^^'V -^'"''"'^^'^ " '"'•' ^ '- •"■-■i.le a,al ,„ake pn v „ ■ t , f; ' •""'"■';• -""^ "'■"■■'■ '^ ""■^- ■"■"'-''•^- »'• <:. the o,.t..r e,.,ls . f „ .. i '.. , , ■ 1, 1 , '' "'"''' T'T- '""' ^''"* " ^'^"- '"''•'''« to say. 4.-. fc.t. a,.d tl t. I .r, ' ,t ' " "-'tnral y d,...p..r should he pr..vi,le.l Thesitein.pn.ti../ I J ,:V'l "T T"^ T^'^ '"' ' ^''''■'•"'''>- '''"'"""■<'■•• ti...n at pres,.nt of the First V.r , ■ Z " '^ '""f '" "/"'■'■ "'""'' '''■•■•"'■•• '»"!'tl' "i-e,I..,.p-,lrau,.ht v..-. , ^'..mT. , 7 '''"■.':7'"''-;' ■^","1•V -'-^ f'-t --"t low water. Other- ■^•in.eo.siderahlelaJ;;;«^ ; 'i"i;;U'r,^;:7''l''^^^^^ ""■ '>tl.er is P. [inros and 'o, „„„'" , '" 1 "f"' '^"""""■' <"">"l'nny. and ""•■" "-"-• >"■ -.1.. wi,;; 1 .:r^.n :^: ;;'■•;:; '";''j'^ t" "■"'""'•''• '"•'•""•^"'- I ■■"Vision of wharfage a,...o,„„,odat,, i, f ' "^. """''' I"-"P"<-f>r« »Mhe -"lrs the amount t,. he ..if,* ,? ^ ''.'''; ""/' "'^''^i"(-' "H.-wanee for hnild- vieinity ,.f .$9,000,00.;. Tl li • ... /,Tt"" "'T T'' Tr" '"' ^"""•"■''"' "' ""• .-V .ov..rnn,ent wharf at In r , I' s Z^^u. *""' f"'""'^'^- ''*-- ^^ '^^ "- Iier aere, and the eost of the ava L lo JV % l' ",!"" *" "l'l'>"xunately !|U1.,S09 .''-.."t *1..i.V! ,H.r lineal" „ Z i le ,£' r'" '"'■''"''"" •''"'^- -'-'--t. -te.. i, hen^affer d.^.Tii,,.! i^ I L Ll ;"^'' '''/•"'"I">nso„ with tl„. Mtsila,., s.-h-me inlet, the are/'irLd pr^L^ ^^ w' t^'Uii "^ "''" r'f"'^^ "^ """""• about C7 acres. iae,i. ,n.lu,l,ng the surfnee area of the piers, would be 27. Kitiilano. There ia iiii cxwlk-iit site lor tlie .•onstructioii of deep-water wliurluKc at KiUfilaiio nt the mouth of False creek, wliieh 1 luive ,. The arbitrators appointed to tix the priee for liiis land «le<-ided that tlihould pa.v i|Mlr.(i,L'(M> for same. Thi- price \v;i- ap|iciilcd ajfaiuit on behalf of the (tovernment, wlui\-on the Harbour Conimissii rs, to avoid further expense, of- ferre-unu'd. In.w.'vcr, fm- the pnr|i.i-.s of tlii- report, that the pric- will be agreed upcpu at i|!T.")(I,er acre for 7<).;! acres. There is u Y centre at the Kitsihmo Indian reserve belonRinn to the Cainidian Facitic Railway, approximately about seven acres in extent, whh'h it would l.robabl.v lie advisalde to acipiire, and if the same rate per aere was paid for this land the amount would Ix- in the vicinity of $7<»,imh). ] have not. however, included this amount at the moment, as the matter would U' one of adjustment or probidile excjianjre with the ("amidian l'aeiti<- |{ailway for other propiTty. The scheme showip for the development at K'itsilano wlien ciimpleteil would proviih: herthase accommodation for twenty-one steamers. Thi" entrance to the various basins is excellent. The railway aceonnnodation is also very frood and in i)roportion to lierthaKe a<-com- modation, ami a hirsie area of land is availabh- on tiie Kit-ilano Indian reserve for warehouses or other industrial developments. Jn order to protect this site, as pari of the scheme a sea wall or breakwater would be .•onstructed, but as shown on the plans the iusif berth. The total cost of the complete robable rock excavation, and inchulinjr enKineeriiijy, would be $ls,7,';().flO() for the whoh' scheme complete. For the purpose of compariinr the cost of this scheme with the Burrard iid.t development tin st of the whancs and land all complete, but without sheds or equipment, etc., would be approximately $10.7r)(),t of available (luay space. Assuming that the same amount of sheds and ixpnpment was provided at either of the altermitive sites, the cost of the wharfajfe and lain! at Kitsilano would be over m per pac.. on the shore wharf and new piers of an add.t.ona «8 acn.,. together making 1:!.S acres of laml, or practically ]0() per .'ent more land availaWc to .h'vclopmcnt at Kitsilano then there w,,nl(t be at Burrard inh't If the price tcn.ler..l by the H..rbour Connnission.Ms of .*7.-.o.(M>o for the Indian reserve is hn.dly ai.provcd, thi.. would ei, but I do not suggt-st tor a moment that all this accomuKMlation sli ,uld !«• pn.vidoil now, as th.< general scheme permits of the construction m units, and if this site is finally approved 1 sugge-t that the sl,or.. quay which is 2,700 f«-ct lontf niui the hrst hhihU pit-r 500 feet long, or a total of 3,200 feet would probably be ample to eonimeuco with. Taking the proportionate rate for the whole scheme thiii would provide six berths at an approximate eo! ci'e(>k is. without doubt, much the cheapest site where deep water a'-ommodatioti can be provided, with tiie lea^'t iKissible delay. Briefly, in comparing the two siti-s, the Hurranl inlet scheme is a little nearer the com- mercial centre of the city than Kitsilano. The depth of water available at Burrard inlet is governed by the amount of dredging t" be dime in the future at the First Nar- rows, which is to-day ■i-2 feet at low water. If ndilitional wharf.igo is provided at Bur- i-ur^l inlet it should lie in us dose proximity as pi^siblc to the new government wharf, bo iw to be able to make further use of tile new gniin elevator, which has Iteen constructed tin re, inid wliiili. trmn it- locution, iiiily i)ri'\ iilc^ nt pri'seiit blading fiieilitii'» iit two U-rths, wbei. ;w, if tlie cunveyor system is extended it could load grain at any uuinlH-r of bertlis within rensoiiaMe ilitfnnce. Oliierwisc the one site dues not seem to iiave many more advantages than the other with the all-important exception that the Kit»ilani> could be con-t than Iturrurd inlet, iiml nt the -iUiic time jirnvidc aluMit 1 per cent more hind for iiuliistrial (levclupnieMt. 28. Provision of Dockage Facilities for Faiseng:ei and Other Traffic in Connection with Canadian National Railways. 1 havir consulten that a dry dock should be provided at the Port of Vancouver at the earliest possible uinnient. Sm-h a dock would not only make the port much more attractive to ship owners but should prove a sound commercial success. There is no dry dock at present at Vancouver, whilst at Seattle there are six dry docks, and a seventh is under construction. San Francisco has five dry docks, Portland two, Vic- toria one, Prince Rupert one. During the past few years two or three ilitferent i>rivate interests proiMise.1 constructing a dry dock at Vancouver, but owing to the war were unable to complete their financial arrangements. When T was nt Vancouver I had numerous interviews with various parties, aiid iiscn-sini tills iniestion. and advised tiiat privad- interests -liouUi avail lln ni-e!ves of tlu< jirovisions of tlie Dry Dock Subsidy .Act and proceed with the construction of a dr.v tr dock, and at the date of reportiiiir, two or three different interests have iiitiin8te supervision of iKii and o^msitruction. was provided by the Dock Authoriti s of Bristol, KiiKland, some years ugo, and has lieen most successfully operated on this principle. I have prcpartNl coMiplctc dctiiil('<>dests without further delay that the Government should then construi-t and operate same in the manner indicatinl hi-rein. 30. Free Port. 1 do not consider it comes witliin the province i,f my commission to advise whether a free port should Ix! cstablislicd at Vamoiiver or not. It appears to nie this (iiiistion is a National one whii'li may (lossibly affect, to a small dojrree at least, the fiscal policy of the Dominion. 1 will therefore, restrict myself to statintr what a free port really is. The name free |Mirt does not mean frintlom from harbour or |H>rt cbargi's, such as tolls or wluirfaije dues on carircH's, dockage of ships, towage, l>iliita)n> ilucs, etc. : briefly, it means freetlom from Customs control. A rcasonabl,v larjje part of a \xnt is segre- gated for the prinn\ry purpose of foreign conmicrce, ami such part of tlie port is enclosed by substantial barriers so as to enfon-e the laws and regulations. Tbi- constituti's the free zone and from it all Custom-house activities, witii the exception of pre<'autiona ^gainst smuggling, are cxcl\iderts are: Hamburg, hitherto said to be the greatest free port in the world: Trieste, Ostend, Copenhagcri, Marseilles, Dunkirk, Bremen, Cuxhaven, Emden, Stettin, Messina, (ienoa, Brilia, Calatz, Kustengi and Sulina in Roumania; Archangel and Kola in Russia; a number of the French and English West Indies; Malaca, Penang, ami Singaixire. Ilong Kong, Aden, (iibraltar. and manv others all have their free port areas. The question of establishing a free port arci does not ipi ., apply to Vancouver, but presumably if the principle were found to be advantageous it would also appl; !o one or more pi the principal ports on the Atlantic seaboard of Canada. I respectfully sijggpct, therefore, that the subject should W- iiivestijjatod by a >mall coiimiission appointed for this purpose and the future establishment of free ports in Canada decided either for or against, as may be fou;id most advantageous. If this should be rtxwmmended, tlien the Kitsilano site is almost ideal for a free port. 31. Dnwinfi, Snnrejv and Boriaft. The (IrawiiiRH Hcconip«ii,yiiiK thin rcpurt ure intcndcHl only to iilustratv the broad general principled of the lohenio of harliour di-vi>lo|nnent. and muRt not (>«• conxidered as workiiir<'parfd, extensive 8urve.V!( and many additional horiiiKM will have to be taken. 32. Approximate preliminary estimate of cost of Fint Unit of proposed works, and lands necessary to be acquired. 1. Hooininv yriniiid for lumber Mhniiltl hf pro\ifl4.d in Knir- lixh bay. say $ 50.000 0(1 2, Ttmbfr ixport whiirf provldcil In oin- or other of thf , altirtiMtlvi- positions referred to hereafter, lay.. ..* 250,000 00 .1. .\ harliour tennlllal railway ATKOilll 00 4. rrovisinn for bIx new deep-water berlhii or wharven at "noe 4. SCO. 000 00 n. Mei-hanical eciutpntent proxlded at the new Kovernment wliarf. and other wharven when ronptrufted .. .. Itin.iioo 00 R. Ki|Ui|iiiip|it for non-lntlamimible oil KtoraKe In wime ^ult- ahle site 25,000 00 7. rrovlHioii of a fire tUK fitted with i>owerful crane which tuir shall he used aa an auxiliary ers of the Corporation of North Vancouver, the Boards of Trade, the Public Works Enginet-r. the City Engineer, and many others with wh'im T cnmc in contact throughout the course of my investigation. Trustiiif: the nx-ommpiidations re.'^pcctfiilly submitted herein may be fou, 1 to be of value and their merits proved by the future success of the port of Vancouver. I hfcve the honour to be, sir, Your iiVivdiciil servant. A. D. SWAN, M. Inst. C.E. 2fl 34. Lltt of Plant Aeeompftnyiag Report. No. 1. (iriK-ral plflii tihowiiift npprnximutcl.v the rt'lrtitiHl ownmhip or iKMMiputioii of landn uml fore*>'iorc. No. 'J. (ieiK-ral pluii hhuwiiig whole harl><>ur with rchitive ponition of pro|io!it>J work* tiixl altfrimtivi' sites for new wharvw. No. n. Plan of the Biirrard inlet developnipiit «<'li<'iiie. No. 4. Phm of Kiti»iUiii(i ih'Vi'Uipmoiit nchi'inc NuTK. — Plans are on tile at Ih'partinent of Mariiit-. FoMowiiiK is tirst report of )lr. Swuii, on Vancouver lliirlHUir, ilateil Mareh l".*th, 1912, made on instructions from tlie Hon. Mr. .Monk, thou Minister of Public Work-*, and npiKMidcd here for piir|x)<(N of coni|>i)ri.eut fiU'ilities and propoM-d selieniex, and make «uch recommendations for the futi.ii dcveiciiinent of the harimur of Vancouver »■* siH'm to me most suitable to promote its jrinvth and otherwise best serve the interest of the port and of the country. I beif respe<.'t fully i i .submit the followiu^r: — I comnienctHl the study of this work on I)et'end)er 12, I'.tll, started for Vancouver December 22, lt>ll, returned to Montreal .lanuary 10, 1912, and since then I liave visiteil New York harbour and several of the jfreat European shipping ports, including Lou- <^on, Liverpool, Bristol. Glasgow, etc., and have had the privilege of discussing vrith the chief engineers of several other harbours and dm-ke, the broad general principle on which Vancouver Imrbou'- should be developed, so that as lier commerce and trade increase, !iti harlniurs and wharves shall expand in the proper directions, each work makint; use of the natural facilities, and eventually forming part of a complete scheme for the development of one of the grandmt natural harltours in the world. . Wliiic in Vancouver I met the following gentlemen: Aldermen Stevens, M.P., the aldermen and memlier?. of the corporation of the city of Vancouver; the mayor, alder- men and reeve of North Vancouver; Board of Trade; the Richmond and Point Grey Rourd of Trade; a representative from Port Moody; Mr. Keefer, resident engineer, Puolic Works Department; Mr. Worsfold, his chief assistant; Mr. Bayfield, marine -ui>erintendent, P\ri)lic Works Doi)artment; the oxin-utive and engineers of the Cana- dian Pacitie liailway, the consulting and assistant city engineers; the deputy harbour master, and many promoters of projiose*; -rlvate dock and wharf schemes. I heard their opinions and had their views on the subject, and am indebted to them and others for much valuable information, assistance, and many courtjesies thrciughout the course of my investigations. PRESENT CONDITIONS. Tlie present facilities at the port of Vancouver consist of about one ami a half miles of timlier wharf :!iri> silonsr the main front of the eity at Burrnrd inlet, all of which is owne« of Falw i-roek at many timw iti whi.'h there i>« only -' ..r .T fivt of water «t low fi.lc. There i« practically no Dthcr wliarfiiirc of e<>ii8 |.ri>«>nt boiin.lar.v of the Ilarhour extendi from an jmoKii.ar.v line from iH,i„t Ony due north to point Atlt of Tujrs and Barges. TInlihut fleet of ."> steamers, plying between Van>-ouver and the fishinR grounds. (!ra:„ llaudU,,,, Ffl^7i7».s.— There is practically n.. equipment or facilities of any sort for handling grain, except ..no ver> small sacking granary belonging to the C. P. ]}. 31 PANAMA (ANAL. Practically ovcry iMjrt on tlu' Pnrific iimsf i< im-pHriiiK fur tlic nm'iitl.v iiicroHii«>on(lin){ $f»,00O.fH1O. Oiil«lnn.| $l.*i.(X)0,nOO. and Portland $17.n00,0«K). Soattlo i!« now iilannintr Kreut liarlHuir rxfcnsioii*. iinil Iuih iilriMidy Iwcri voted $.»,f»0fl,00O. In iiddition vitrt siinn luivo Immmi cnimmhIiiI liy tlir Urand Trniik Uailwny at Priniv Ru|HTt and otliir ports, and it lini ixin (•■■tiniiitiMl that, ultomthor, over $100.0(tO.O(K) JH liriiijf i>|H>nt on hiirlMiur!* of the I'milii' loii.t in pri imnilion for the opciiinir of tlic Paiuiniii i-iinnl. HK( population of Viuu'oiimt. the Krowtli of it- iniinii- faftiiros and indiijitrii''*, the dovclopiiu'iit of its rirh rcsoiirfes, its iiiatrnitici'iit forests, flsheriis, mines and fniit tfrowiiiK. beeaiisc of its ueoKniphical |tosition as Pacific terniiniis of the (ireiit niiiway systems nnd its neiiriie«s to the wheat land^. it cannot Ih; otlierwifie tlian that the trade of the port -liall lie in proportion to tlie faeilitic>i which may be provided. •fudKiiiK from tia" ifrent ports of Kurope, tiio-e that iire doinj; tia^ liiwuest i»\isines,* and doiiiK it most etfectively. are tile iMirts that hine kept their fa<'ilities ahead of actual rc iiivarialilv lieeii ftcst, and I wish it under- stood that the drawings accompanyint; this report, and sliowiii^r tlii-se works, must Ik" looked uiwn as illustnitiiin the broad (fcneral principles only of the scheme of harbour development, and must not be considered in iiny way »< workinjf drawinns. 1. The work of widening; the Fir7.t \arro«-.. wliich has been coinmi'ni'cd is most nece.-sar.v and shoubl be carried on continuously. -. The Burrard inlet is the natural deep water liailMnir for ocean shipping;. •'!. Additional wliarfaffi' should be provided alonir the luirlMitir front from the C'.l'.R. pier. 4. Alilitional wliarfii^i' >lionld be provided eiist and west of the British Columbia siijfar re, iiery. .">. Wharfam' slmuld bi' provided at North Vancouver. ti. False creek should be dredp'd and used as tlu- centre for i'oast\vi>e tratti<-. 7. The U])|M'r end of Fal.se creek, east of Westminster Avenue bridfre. should Ik? entirely filled in and u.-ed as a }freat central railway terminal for all the railways that may enter Vancouver. f?. The North Arm of the Frn-er river >lionld l>c drcdtiid to permit of liffht draft craft using same. r4;-'H!i'Ti"N ■■■¥ •I'l-.y-nv whik^. WiJcniiiij Eiiliiiiiif III First Xnrroirs. — The work of improviiiff the entraiu-e to B'.irrard inlet by drcdf-'iiitr the First Narrows so a^ to liive a width of 1,2n i-<>nuiM>nre«l. mimI I VKiitur* tn think •liould b* lihM (Hidmi with coiitiiMKHinly iIm.v Htid niirht. a« c»oii l.y «> ili)iri|r it will talie orer two y(%n ti ramplotp, an th.-w i* fully 2,i)00.000 oiilii. y«rle quantity of ik'tritua whiili ten iin to i|i»c'harKi- in a Miulliwi'xt dircrtion. Burmrd lnM.~Thi> nurriinl inli-t, in my opinion i* tbi- niiturul deep water hnrlMinr of V«n«>iiVfr, which i-ini b«' -walpr wharve« xhuuld Iw im near to the wntrc of fht> .ity .i». ••irrrait. Tho foro«hori> riuhu alonti thi* part of tlio ImrlMnir. for •■ Kproxiinntp lenffth- of about H.OW) f«>t, have hwn uc.|uir«l by the (!unadiaii Pa »• Hailway under • •hnrtent. and timber whnrv.H purallel t.. tla< shoro have Imm-u .•on»tru<-twl practirally alouK iU entire Icntrth, a* w.ll a» one pier, marked "A" on plan Xo. -J. Th.- nhcda on name are alao of timber, and there \* praeti.ally no nioii.rn <'.|iiipniiiI 11 niii.t. the frontage i- not «o suitable tor wharfage as it ix niiit-h mori' ex|Mi<.ei| to tidal riirri'ntn. S,;,.,is at North \aneouver. there is Ijkewis,. no railway, th.' only means of communication iK'ing by a ferry boat system ..wne.l and o,H.Mfed by the city of Vancouver. Vet. from the returns provi.lcd nie hy the Roar.l of Tra.le. they had a tonnage of over iOOOOO tons durine 1011. The industries at present .-onsist of lnnil>ering. of whi.h there are four large companies, ^.bip building yards, machine shop«, sash and door factories, etc. The returns from the city ferric- in 1010 were $sfi,000. in 1011. fl.'U.OOO. The jiopulation is In^tween eight :nid niup thousand. Yhnrfnne for Xorth Vanrnurer.~1 am of opinion that wharfage should lie pro- vided without delay, and mo,t excellent sites for same are available at almost nnv- w^iere along the f„resliore from about the east side of lot 2fifi. a ixiint approximately about ? of n mile «-est of the Indian r.-.erve where there is a vast area of flat land suitable for terminals, t,. a point about * a mile east of the f.^rrv wharf, and n«rnin, III the buy belH|...n .Xfoodyville mid T.ynn creek. Probably one good wharf pr.perly eliiiia llii>ri> Hri> iilr«treet. 4. Vuiicouver, WeMtmiiuitcr and Yukon Railway briil»ri>. .1. Ilijjbwu.v brldire Ht We«tiiiiii»t('r avciiiio. I propnae tbeM> bridges ahould tm doalt with an follow*: — No. 1. ('. I', li. Urulgr. — The <'. P. It. britbi)' near the iiiouth in a tinilier tre:«el<' ■trueture, tho pileii of which miuirf n-iiowiiiir very i>ft<>ii owiiiir to the attaokti of ter(>do, and when next being renewed thi^ |>ofiitioii rould bo chaiiired a little aa shown on the drawing no that the opening oiwii would be at a much liettur uiikU^ for Khippiiig piiHHing through than at prenont. and thin without damaging the railway approneh; moreover, the foundations of the bridge, when reeonittru'-tcd, nhoiild be carrie*! down to ««ch a depth that the outer end of FaW orrek below tbijt bridge could be drinlged to ."M) fuet at low water, if deaired. No. 2. Oraiiiillf Street Hridfj : .—Tho highway bridge at ( Granville utrett would remain just as it in without being interfered with in any way. I hare inquired into the levels the bridge piers are fouiub-d at, and find tlmt dredging could be carried down with safety at 22 feet below low water. I propose, however, only dredging to 20 feet below low water. No. 3. Cambie Street Bridne. — The highway bridge at (^umbie street would not be interfered with, and dredging could be safely carried down to 22 feet nt low water. T propone, however, only dnnlgiiiK to 20 fp«>t Ix-low low wnter. No. 4. r«/(.o,i,v •. Wiximinxtvi ■■„<■ Yukon ttailwaii BnJiie.—T\w Vancouver, Westminater and Yukon Railway bridge is n timber trestle construction, and if my sug- gestions regarding the np|>«>r eii<'lainicd, and from this point eastward.^, I suggest the creek should Ik- entirely :illed up. Propotid Imiirorfmenix In Fahe Creek. — I suggest that False creek should l)e dredged to 20 feet iit low water and ustnl for coastwise traffic. The outer end Im-Iow the Krst ('. P. R. bridge coubl Ih' dredged to ;10 feet, when required, an I used for ocean shipping, as there is ample first-class accommoilation for same fronting the Indian res«'rve. this need not. however, lie develop<>d to commence with The full extent of the present wafer area at higli water need not l>e dredged, so long as the width is not restricted to say less than M)0 to 1,000 feet. With this waterway and the main line of the wharves constructed somewhat as 'liowii on plan No. 4, and the areas liotwe«'n same and the p'...<"nt shore filled in and reclaimed with the material dredged, very valuable would be t) -tes provided for new industries, jiie existing industries would lie vastly iinpn. ' and large areas Would be providtd for railway terminals, and other trans|Mirtatioii facilities right in the centre of the (uty. 84 K.tfunJiii- the iiri'ii oxteiidiiw to iiLoiit :i(MI ,i,ris iiiinu"<«at.'lv to tlu- .ii-t i.f the UesHmn-tiT Avenue bridKo. wlii.-l. i- ut present .Iry ,it low tide uiid covered with .. few feet nt WHt.T at hifrli tide. This area was (tri.nted to the eit.v of Vaiieouver by Royal charter and I reeoniniend that it sliould ho entirely filled up with material dredjred from Fal-o ereok and the land so reclaimed used as a (jreat central railway terniitml, to whi.i. all the rnilwiiys entering V'ancouver should have access and from wUch ample railway lacdities alonjr both sidtw of False .r.vk and Burrard inlet should be provided The .North Arm of the Fraser river leaves the main river at New Westminster an.l tlows westerly and north-westerly to the pulf of (ieorjtia-it is alwut 17 miles louK, measuring to low water mark in the jnilf. and about (iOO feel wide. The land on the north si.le alonjf practically its whole Icujrth, the greater part ot winch fonns tlu- municipality of Point Bray and South Vancouver, which have n population ot about 'HLOOO. would be mr^t valuable for the developn.ent of new mdustries. .,f whuO. there ar.. already a numl>er established, if there xvns sufficient uepth of water for even lijfht draft ves,sels. 1 rec..,mmcnd. ther..forc, that the North Ann of the Fra8.-r river should be dred^'cd so as to ^\vo 10 U-ct of water at low tid... For about half of its length verv little drf w..uld be r.-.iuired. but toward its outlet aloiiKside Sea i.sland, there IS only about 5 f.-et of water, and beyond this over Sturpeons bank, there is onlv a toot or two at low water. To be effective, however, there would have to be .-onstrm-t.tl at the mouth of the river, two training' walls, in the )M,sitioM .-.onK-what as shown on plan No 1 which is practically ,n a^'rr,^„„l |,„,|,ouis and wharves were put before me bv .nv.te ......iv-.s. ,,.. .ites of „11 of which I e.a.nin.Kl on the ground and ..arcfullv .n.|uiie.| into, but I will only refer herein briefly to a few of the principal. >■„h1 ,K>Rition that can be |„„nd 1,.r miles, there is no Hat land adjoining for th. nstriiction of railway ternnnals. as the shore imm.iliat.-ly .•oiitigii.,us rises abruptly up to the headland on wlucl, IS th,. ,ite of the pro|,ose,l T'niversity of British Cliimbia. I'ractically everv foot of wharfage « tluTeforc hav,- to b.. reclaii.K.I. In addition it is the furthest •'""" ^' '' ">• '""• i" " 'li^trict already U-ing riipi.lly d..vcb,p,.d for residential purposes. >>/,.,,„ /„,. horUur and ,rl,i'i;>;- >■ Mrcly unsuitaWc. The miles of deep water, quay walls, which they u-w ,,:i ilicif pliiii ilonjr each side of the mouth of the North Arm of the Frnser rive -vo id ui.d.mbtf 'y he of (treat benefit to the upper reaches of the river, and would feru' tin- ci>;f of ■ mitrui'tinpr the trainini; walls which T proposed in con- nection with the c (|U'tc I'lciir. however, tliat T do not c(in>i. and known as the " Pretty Scheme," was also put before nic. anil I have given it every ••oiisideration. This scheme is intended for the dcvelnpnieiil niur(> partii'ularly of new industries on I,n T.u island and certain other lands m-ar there. ^ly opinion already given on the " Korison Scheme" a|)|)lics exactly to this scheme as well. The site of the proposed works is on the same kind of .shifting sand and in my opinion the cunstructioii of harbour works would be very expensive. Of course the miles of new dwp-watcr wharv.'s shown on their plans would .-ertaiidy benefit the upper roaches and tlie mouth of the n)ain arm of the Fra.ser river, and here again the question of the juri.sdicfi) f the wlioN' Imrbonr s|,i,uld be decided before the scheme is finally dealt with. • Scheme at Xnrth i'niiroiir.r -l.oitstM,- Sihriiti\—\ private scheme for the construc- tion of wharves in front of lot i.■ suitable, and there is » large area of flat land available for railway terminals. I was infonned that a contract had already be<'n placed for dredging and that immediate construction of wharves there was contemplated. The question of jurisdiction of the harbour should receive immediate attention. (.KNKIiAl,. Frontage Owned h/i C. I'. II. and \'. W. and 1'. liailwaiin.—\» shown on the plans a very large proiwrtion of tlie water front nearest to the city of Vancouver has been acquired by the C. P. II. under charters granted. The frontage around the upper end of False creek, which I proiK)se shall be filled in as for a considerable length facing Burrard inlet near the sugar refinery, has been acquired by the Vancouver Westminster and Yukon llailway. Grain Elerators.—As already mentioned, there is practically no grain storing or handling ed States grain. Alberta grain will have to go westward and get the long haul by water. The Grand Trunk Pacific Railway intends building grain elevators at Prince Kupert. and recently publicly announced that by the time the Panama canal was opened, they expected to ship practically all their Alberta grain and about one-half of their Saskatchewan grain via Prince Rupert instead of east'vard. Admittedly the grades to Prince Rupert are not as bad as those to Vancouver, but Vancouver cannot afford to let this stand in her way. Owing to the rather delicate question of the ownership of the foreshore, I refrain i- tlie moment from suggesting herein a particu- liii- site for a grain elevator; suffice it to say that there are numerous most excellent sites for the purixise and it is most imi>ortniit that no further valuable time should lie lost before the construction of a grain elevator is commenced. Types of Construction.— When the initial development of transiwrtation facilities first commence in a new countrj", cheapness and rapidity of construction are usually the principal elements considered, and so far the harbour works at Vancouver have bee.'i carried out on these lines, almost all of the structures being of timber which owing to the presence of tin; teredo, wiiich eata into the timber, has to be renewed, in some iiiftances in a few months, but on the average in about three years. Xew Works Shouhl ho of a More Permanent Sature. — The time has now arrived when works of a more permanent nature should be constructed, and I would strongly advi>cate that concrete and reinforced cone of probable construction for concrete piers and .iheds , . shown on plan ^'o. ;.. but is merely a suggctlon and must not he looked upon as a desitrii for working drawings. Jiorin,/s.—lu <(insiderinK the various proiHjsals I have made use of all the borings previously taken of which I couhl get puti.uli.rs from the Public Works Department, and where no infonnation was availal.l.-. I have lin.l several bores sunk to test the nature of the ground. 37 APPROXIMATE lOSTS. EsHmated Cost of Proposed Worls. — Until the (iUf!«tion of administration of the p<> • is decided, 1 do not j-ousidpr it is praotioable to give the total cost of proposed works, but sufficient indication of same can he iirrived nt from the undemoted approxi- mate figures: — 1. Approximate cost of a reinforced ooiiprete pier SOI) ft. loiiK by 200 ft. wide t 48O,0iiO 2. Approximate cost of a two-story reinforceil comrete »heil 7.10 ft. lonR, complete 29.",i>on 3. Approximate cost of dredging False creek (no whaif work Included) I,3."i0,0fln 4. Approximate cost of a reinforced concrete uraii. eli valor. Capacity 2.00(1.000 buslieln. equipped cor^ipiete l.OOO.nno 5. Approximate cost of dredging at North Arm of Fraser river. 200.000 SPECIAL NOTK. Tt should be particularly borne in mind, tin-* in connection with the jiroposed dredging of False creek large areas of hnd will be reclaimed practically right in the heart of the city which will prove a very valiiaWe .nsset to put ugain.^t the cost of the work. Owing to the e.visting conilitions at Vancouver where, as alread.v mentioned, the greater part of the foreshore rights close to the city have been acquired by the large railway companies— it seems to me to be a matter of great importance and for consider- able negotiation that sonic agreement should be arrived at with the various interests and settle the mode of procedure without clashing which would govern the future administration for the systematic development of the iiort. It does not come within the province of my coininissidii to suggest whether: — 1. The harbour should be considered as a national port an' ken over by the Oov- ernnient, and a commission appointed to manage .same as at H. ..treal, or. — i. The harbour s^hould be acquired by the city of Vancouver and managed by a committee of the city council as at Bristol, England, and at Antwerp, or.— 3. The harbour should be controlled as a Port Trust uc-'er the management of a board of representatives apjwinted by the various inrerosl;, such as the city of Van- couver. The railway companies, the shii>ping companies. 15 ard of Trade, private own- ers of wharfs, (as at Liverpool and Glasgow, or otherwise) but in the future interests, not only of Greater Vancouver, but of the whdle province of British Columbia and Western Canada, and I would most strongly urge, that the harbour of Vancouver shotdd be controlled by one board of administration under whoso management I have no hesitation in predicting it would rapidly develop into ita natural position as one of the greatest shipping ports of the world. I have the honour to be. sir. Your obedient servant, A. I). SWAX, M. Iiisf.. C.E.. M. Inxt.. }f.E.. M. Con. Ser., C.E. Note. — Reference plans fur this report ari' mi tile at Department of Public Works. 38 REPORT OF TSE CHIEF ENGINEER. DEPARTMENT OF iRINE AND FISHERIES. ON THE VANCOUVER HARBOUR COMMI ^NERS' PLAN FOR THE PROPOSED DEVELOPMENT OF VANCOUVER HARBOUR. VAXOOFVER llAJtHorn COMMISSIOXKH.S- APPT.ICATIOV FOR I'KRMrsSlOX TO ISSI'K BONDS. Tiio iiii|)liciitiim lit' till' VniicHiufi- Hiiilciir (■..iiinii-.>ii.iiir> lor the iipiimviil by the r).)iiiiMi.iM (i.iviTiiniciit III' Ihfir |ir(i|)"-ilinii t.> i"iic 1m. ml- to lli.- iiinount of *.-i,0(>l 1,000 for the ivr. s,.|„.| ,f t.Tiiiiiuil l;i.'iliti.s. If purchased bv the Harbour .mimissionei-, (.,r a reasonable pri.-,.. it .-onbl be -ievelop,.! into mannfaetnri-ig sites eomb.ned w,th a railway terminal or yard t.. vry great advantage and there is no other i.n.perty ,n the eity so w,.ll a.iapled for utilization in this wav. The scheme IS not .ady a good one on tin- faee „f it. but would in.-vitablv. with the return of prusporons .-onditions to the .ity. i:,-ure .■, large ultin.nte proHt to tlu- Harbour ( onnnisswin. C') With regard to th.. properly al l',.rt M ly I know that this i., now u.vupied l>.v two go.ng >awmdls. K.-ntal from tia-e will ,.,,rry the pi-oportv. Tlu -awndlls oeeupy otdy one-tifti, of the frontage and the remaining four-fifths' are availabK. for |u-otif:ilili' development. The large shoal flat in front of th.^ pi rty is adniirablv adapte.l to,- wharfage boom storage, doek or elevator >ite. Mr. MeClay submits to m.. a statement ( Enelosuro innj-Tin "", 'T "',''''~ '"■"'"■'■'■■' •■'"' ' 1''^'" "^ ""■ '"•"•"■'•'>• (K'H-losure 4.MH..-4-I5). and a photogr.ii.h sbowinu the pres.Mit e litioii of the tidal tlat in front I r.nelosnre oIltlMI-T-C). C!) Tb,. Heap property i- o,.,npi,d by :, -awmiil now diMi-e.l. It i- ehietlv valuable ." "V'l'"'"'-" -f It- location and the large area of waterb.t attaebed to it'and is in .nnnedjate proximity to the (iovernment wharf. The .'hief objeet in seeuring this wonbl be the inerease.l area of waterb.t that would 1... seeured by th." Conunission in the ,n,nH, hale iront of the eity ,.f Vaneouver. .Mr. M.-Clay submits" Knelosure D aivmg the nsM.ss,.d vah f the property i-i detail to ,bow that the pri.-e asked for it IS a reasonable on-, also a idan ( Knelosure -)!MM.-.-E) of tlu> property. (4) Hid.ts of way tlie wutcrlot proposed to be grunteit in lieu of the portion of liiiiil lot required for riftlit of wiiy are submitted by the Coiiiini»( not already patented ailjoiniiif! their ripa. (6) The right of way tlirougii the Canadian Northern jn-operty at the head of False creek has been arrangwl for and the Canadian Northern Railway Company are willing to eonvey this on eerty to the GovernnaMit wharf and elevator ;iiid tlu» Ilc,i|i property will 1m> a siibjer t either for arrangement with the waterlot owners or with the Canailian Pacific Railway. Api)arently sufficient allowance lias been made at ruling prices t ver tlii- al.-olutely necessary extensi(in of the radial system. (9) The c.xtension along the front of tiie city of .North Vancouver on the north side of Burrard inlet is included in this item. Siich a road would oonncct the city water front with their tcrniiind of the (ireat Kastern Railway. Except for the fact that property lan now be procured to better amits two general i>lans showing the lay(nit of the several schemes which plans are submitted herewith as enclosure- 4'.«)47 (i. and 4i)04>s H. With regard to the estimate of cost and the estiniatr of revenue and expenditure, I do not feel <'ompetent to express a very decidtvl opinion. I understand that the approximate i(A«t represents actual v.ilues based on recent sales and also on the award in the expropriation of the (iovernment wharf property. In some cases costs are basetl on arrangements already practically concluded with the railway companies. T find by the evidence before mc that all parties— the several railways, the corporations of Vani-ouver and North Vancouver, business tirnis and private citizens — are unanimously in favour of having the scheme <'ur: ied through. The Commissioners are receiving the support of interested parties because it is seen that the completion of the system of .a terminal railway operated for the general good would he of service to each' indi- vidual concern. I am therefore led to believe that the statement of a)>proximate cost as submitted is sufficiently near actual conditions to justify the Oovernment in the belief that an issue of $.">,flO<),00<) in bonds would iiractically carry the scheme. The estimate of revenue and expenditure submitted woidd show a marginal profit available for sinking fund. Mr. Mct^lay claims that the cars shunted'under present arrangements cost $1.') a car and siil)mits enclosure I in support of this statement. If this be true his proix^ition to cut that cost in two would undoubtedly be a great boon to business men in reducing tlu ir freight ex|i«'nses. The estimate for manage- ment appears to me to be low. However, the proposition as a whole has every appear- ance of being a self-sustaining one and if the boiuls are not to be guaranteed by the Government, and I understand the Harbour Commissioners are not asking for such a guarantee, I can see no danger in authorizing the issue for the purposes detailed. As I understand the matter no more th.nn a million and a half are required at first. 40 and the reiiiuiiiiii« niiiouut wouUI covir n arndual dfvclopment covering a period of five years, and so investod iis to become immediately revenue producing. A« the I'xpeiiditiirc iiicri'Hsos the revcimo will .orrrsiMiiidln^ly incrensc, mid the Hnrbour Coni- niigsioners chiim that the loan would carry itself from its inception. Phinit to n.-ccnipany this rciiort iirc tile"! in my offi<(.. Marine Department, under Xo. 41»041-S. KcMiHJftfuUy huhmittebtain possession of the following properties:— (1) The Kihilano Imlian A'csvmc.— Arranujements for the acquiMtion of this pro- perty are now in proKre.ss with the Department of Indian Affairs. (2) The pr.iperty at Port Mmidy, marked red on the plan accompanying this letter, having a frontage of one-half mile and including a large tidal flat. (3) The property known as the Heaps property, on Burrard inlet, containing approximately sixteen and three-iiuarter acres as per plan attached. (4) The right of way through sundry properties between Cambie street and Main street, by the exchange of Crown grants and foreshori> for the areas so required for right of way. (5) A right of way from Kitsilano Indian res<>rve to ("oninuight bridge, as .shown on the accompanying plan. (6) A right of way through ('anadian Northern proi)erty to the head of False Creek, from Main street to Glen drive, as shown on plan. The Canadian Northern Railway officials have already expressed approval of, the transfer of this property. (7) The right of way and tracks of the (5reat Northern Itailway from point of intersection of Cilen drive by the (^inadian Northern Railway to Burrard inlet water front, together with : — (a) The wharf proixrty of the Great Northern Railway. (Ii) The water front proiM^rty immediately to the east of the Great Northern Railway Company's proi)erty, all as shown on plan. 41 (8) A right of way from the iM>iiit of iiitoniootiiin of tlio (irciit N'orthern Railway and Burrard inlet eastward fi> I roup'* mill proiwrty. (0) A portion of thi- riitlit of way of tln^ I'ucitii- iiiid Orciit Kastorn railway from D.L. 2fl4 t'iiKtwnrd to Iloadrj- nvonuo, nlonir tlio wjitcr front, a- iiidicatpd on plan. The estimated net cost of nciiuiriniBr the projM'rtiiw hcrptofiire nlludod to i* iM.OOO.fMH). For dotailn of eotiniati'd ron^ »n' mrmorundiini attflchod. To enable the Commissioners to acquire the aforesaid properties and to satisfac- torily develop a comprehensive scheme of terminal facilifie.s for the ixirt of Vancouver, which operations, it is cont«'mplnted, will extend over a period of five years, it is pro- ]iosod to issue honds to the amount of $j,(XM),(H)0; and the approval of the dovernor in Council »■; provided for in section Jrt, chapter i>4. of the Acts of 1913, " An Act to incorporate the Vancouver IIarl>oui Commission." is res])ectfully requested. I am attaching to tills letter a memoiandum settinjt forth the manner in which the Vancouvei Ilarltour Commission iiropo-'es to defray the interest and other charires involved in enrryinp: out this proRrnrnme. I am, sir, ynur i>hcdiPnt siivant. A. Johnston, Kh}., Deputy Minister. I)<-partnicnt of Marinc\ Ottawa, Canada. S. M(CLAY, Ilarhour ('ommiiisioni'r. AI'PIIOXIMMB COST. .Approximate rout — • No. I— KItsilano IiKllan Kesci vc i oiitaiiiliiK alip'-oxl.nale SOan.s 2— I'ort .Moody property contaiiiiiiK approxinialr ^^ a.-r.s '• 3 — Heap's Mill containing apprnxlinate IfiJ acre.s :', 4, .'i, li, 7, S — ItiKht of way fnmi Kilsilaiio reserve to Heaps .. - . ,!?i" l>™Pi4 eastwaril to Hendry ave , aloPK tt»e water front. ,ns ■■ dilated on p'.an Amount of five-year bnn ; « alread;.- i.Msued on .Mud flats wiiii'h will be ab.sorbed in J.'i.ono.tpyrt is.^ue Deduct from above amounts the fcill.iwinjr it<'ins due tlie Ifarlxiur ( C.P.R. — 6,780,451 sq. ft. at 25 cents $1 695 !!'> 7", at. N.R. Co. — 685,709 aq. ft. at 2.'. cent? 171427 •>-. C.N.P. Ry.— 269,505 sq. ft. at $1.2ri, amount to be" ex- clianged A'itii pr'vate owners, 204,330 sq. ft. at tt 00.000 00 .■.11,1)00 IrO 0,OIMI 00 J1.25. ."i92,293 ";:, l.''00,000 00 51C.2{>7 00 200,00ii 00 ♦ 5,969,128 28 ommissioners: — »2,448,S33 75 Leaving balance to be provided for »3 5'0 '<)4 "o Amount for Improvinir KItsilano Indian re...er\e i!479!705 50 Making an issue of »5.000.o"^r^ E8T.MATB or REVENUE AND EXPENWTl BR T,. BE I.KRnKD FROM THE ABOVK PROPERTV. Leaac* and Crown Rranlii t 2», Harbour due*. Nrw aoveriim<>nt wharf . . .. at. Northern Hy tiranvllle Mud Rata . , . . \\