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Maps, plates, charts, etc., may be filmed at different reduction ratios. Those too large to be entirely included in one exposure are filmed beginning in the upper left hand corner, left to right and top to bottom, as many frames as required. The following diagrams illustrate the method: Les cartes, planches, tableaux, etc., peuvent fttre filmte d des taux de rMuction diffirents. Lorsque le document est trop grand pour Atre reproduit en un seul cliche, il est filmi A partir de Tangle sup6rieur gauche, de gauche k droite, et de haut en bas, en prenant le nombre d'images nicessaire. Les diagrammes suivants illustrent la mAthode. 1 2 3 1 2 3 4 5 6 85, 85,71 PWIVATB. MEMORANDUM. The Trans-Pacific Connections OF THB CANHDISN PACIFIC RSILWM. . February, 1886. mmm P38 5-7 C I lo /ynSi ji f * . , ' , *' •*• -f '■■ y MEMORANDUM. The Trans-Pacific Connections OP THB CJNHDISN PaCIFIC RBILl'HY. '-1 tci t « • 1 » . • 1 » 1 C • 4 • % 1 1 o .r ,- ^ -,••/,« , .J i, •. t i • » * * fc * 1. >■ • .i V ( i ^ . * i - 51767-i ^y • ">i i.'ft ■ * \ • -'•* < I • * >. • t ' I ' . . . . , > I « I I • • I PWIVATl, For the information of the bimctors. ^J^/^d^k'M l^{(^ THE TRANS-PACIFIC CONNECTIONS OF rHB CANADIAN PACIFIC RAILWAY. Australasian Service. Alternative to the various routes via the Suez Canal and the Cape of Good Hope to New Zealand and Australia, there is, at the present moment, a trans-Pacific service from San Francisco in connection with Atlantic steamers and the overland lines of railway. This service is performed by the Union Steamship Company of New Zealand, under a contract with the New Zea- land Government, dating from November Ist, 1885, and expir- ing, it is understood, November, 1888. The Union Steamship Company, anxious to secure the sub- sidy, but unable i^y provide sufficient suitable steamers, entered into an arrangement — the terms of which have not been made public — with the Oceanic Steamship Co. of San Francisco, whereby the latter Company agreed to perform the Honolulu- San Francisco service, all mails, passengers, and freight being transferred at the former port. This arrangement proved, how- ever, to be so unsatisfactory that the New Zealand Govern- ment expressed strong dissatisfaction, and the Government of New South Wales, which had promised to join New Zealand in providing a subsidy ,~tlireatened to entirely withdraw its sup- port. At the present moment, therefore, the *' Mararoa," be- longing to the U. S. S. Co., and the " Mariposa" and " Alameda" of the Oceanic S. S. Co., are making through voyages between Sydney, Auckland, and San Francisco. Buuuiug in opposi- tion to them are the " Zealandia" and " Australia," belonging to John Elder & Co., two boats which have been in the service ^/ under the old contracj^ for some seven years, and whose owners are now endeavoring to establish a direct service to 8ydney under contract^wit^New^outk. Wales. The Oceanic Com- pany's boats are unsuitable I'or the trade, consuming a very large quantity of fuel, being expensively but poorly " engined," and having inferior accommodation for passengers. It is, there- fore, probable that the present service will prove inefficient, and that the New Zealand and New South Wales gostal officials realizing this, will seek other means to provide for a trans-Pacific line, first-class in every respect.^ It is thought that such a service can be established in connection with the Canadian Pacific Railway, i To obtain such a line a consider- able subsidy will be neiessary. Accompanying tables, comparing time and distance and a glance at the Statistics of Trade between the United States and Australasia show that the benefit derived by New Zea- land and New South Wales will be a considerable saving of time over any other existing route''; that to Canada, there will be opened up a splendid field for the export of her manufac- tures, placing within her reach a trade now monopolized by the United States, amounting in value to some twelve million dollars per annum, and bringing through the territory of the Dominion, a constant stream of pas^eijgers and capital. To the Imperial Grovernment such Tservice means the establish- ment of a new highway to the East and an addition to the merchant marine of the utmost importance, as it would place upon the Pacific four vessels of the highest class, suitable for service of any nature. To build up close commercial relations between the Domi- nion of Canada and the younger colonies in the Antipodes is certainly an undertaking worthy of every effort, and so desirable an end can only be accomplished by the establishment of a trans-Pacific steamship line of the highest class. A subsidy of .£100,000 will be necessary to place the line upon a firm footing and this, if contributed jointly by .1 COMI'AKISON OF TIME. Via P. ^- Qj amt Suez VimcU. Vui. Oibmltttr. * To Adelaide.... 47 days. To Melbourne.. 48 days. To Sydney 49 days. To Hobart Town 50 days. To Auckland. . . 54 days. Via. Brindui, 38 davs. 3y days. 40 days. 41 days. 45 days. Vui AUnnlic and Pacific. Via. t Via. Sun Fmiicitco. Canadian fitcific. 35 days. 34 days. f 35 days Via Auckland. \ 33 days Direct. 36 days. 37 days. 31 days. / ^ J ' \: f> Great Britain, Canada, Now ^outh Wales and New Zealand, * 1 will require but a small annual subsidy from each. It is now time to take the matter up, and even if arrange- ments cannot be made to,auuul the preseut contract, an effort should be made pending its expiration to secure the subsidy, build the steamers, and start the ilow of trade into the new channel. The most recent advices received by the Australian steamer arriving at San Francisco January 2isj>f conclusively show that steps are now being taken to arrange for a service very different to the one at present in existence. The question of " Mail Subsidies " is now receiving rx>nsid- eration in the United States, and will, doubtless, be brought up before the next Congress. Canada should not be behind her neighbour, and an immediate and earnest effort should be made to prevent the consummation by the Australasian colo- nies of an arrangement for the continuation of the San Francisco service. It is scarcely necessary to add that the mail steamers control the trade, for, without the mail subsidy, a line cannot exist. A steamship line between Vancouver and China, with fort- nightly sailings, will soon, it is hoped, be an accomplished fact ; four-weekly departures would be sufficient for the Aus- tralian service ; arrangements could be made to despatch both steamers upon the same date ; therefore, one Atlantic steamer and the connecting transcontinental train would transport mails and passengers for both China and Australia, Vancou- ver being the diverging point. 45 days. 44 days. 42 days. 46 days. VXi/i ^ t * Rail between Adelaide, Melbourne and Sydney. t Atlantic, seven days ; Rail, five days ; Pacific, fifteen knots per hour. il COMPAKIBON OF FaRBH Via GUiraltar. n. ToA.loUiido X70 To MoU>ourne 70 To Sydney 70 (> To Ilobart Town 72 ToAuckland 7fi Via lirindm. b. £7(5 14 3 70 14 3 7ing cars (i 10 Pacific 28 Comparison ok Distances. V To Adelaide • . . Melbourne. Sydney .... Auckland . ^Prom London r. aud 0. Co. i 11,150 11,035 12,105 13,295 I'hinciKco. CunadUm Pucijic. 14,882 14,444 14,397 13,959 13,837 , 13,399 12,687 12,899 a * Railway distances in statute miles. THE MAILS. HUBSIDIER. The Penin mlar and Oriental Company are now in receipt of a Mail Subsidy of i;360,000 per annum from the Imperial Government for the conveyance of mails to India and China, in addition to which they receive the sum of i;85,000 per annum from the Government of Vit;toria for the carriage of mails between Melbourne and Colombo. A fortnightly service is also performed by the " Orient Line," and by the French " Messageries Maritiraes," tiio latter Com- pany being heavily subsidized by the French Gov^ivnment. The '* New Zealand Shipping Company " ^ave a contract with the New Zealand Government for u m jiithly ser^'ice in which they ,i assisted by the " Shaw Savill Lino." A contract was entered into November Ist, 1bis5, by the Gov- ernment of New Zealand with the " Union Steamship Com- pany " and the Oceanic Steamship Company for a four- weekly servi('e between San Francis(^o, Auckland and Sydney ; — New South Wales is not yet a party to this contract, but the matter will shortly come before the Colonial Parliament which is now sitting. ^^' The Imperial Government has (February 4th) called for tenders for a fortnightly mail service between Loudon and Adelaide via Brindisi ; time Brindisi to Adelaide 628 hours. With an 18_knot Atlantic and a 15 k not Pacific service the Canadian route could compete with this time to Sydney. Q , -'I 'a-x I Mail Service Between Great Britain and the Austra- lian Colonies. Advices from Sydney of August 1st, 1885, state that since 1883, when the question was first mvoted by the Government of Victoria, correspondence has been carried on between the Colonies of New South Wales, Victoria and South Australia, and the British Government, relative to the establishment of a joint or federal mail service between the Colonies and Great w I hi 8 Britain via the Suez Can-al. The main idea has been to secure a weekly delivery of the mails. United action on the part of the Colonies above mentioned has been virtually secured, and an agreement drawn up which forms the basis of negotiations. Tenders for one weekly or two fortnightly services, alternat- ing so as to form a weekly delivery, will shortly be invited by the British Government on behalf of England and the Austra- lian Colonies. Although there is at present a splendid line of French steamers, the " Melbourne," " Yarra," &c., heavily sub- sidized by the French Government, and will shortly be a Ger- man Mail Line also largely subsidized by its Government, it has been considered advisable to limit the competition to British vessels. k The most important condition is a further limitation of the maximum time to be occupied in the transit of mails. It is at present proposed to call for alternate tenders of 29, 31 and 33 days service between London and Adelaide. The Intercolonial Railway system (Australian) will further facilitate quick delivery to New South Wales, Queensland, New Zealand and Tasmania by at least one day, each colony being required under the agreement to provide special mail train service. It is proposed, instead of a fixed subsidy, to pay each Com- pany a given rate per pound for letters, and so much per pound for other mail matter, the amounts to be stated by those making the tenders. To-day the Colony of Victoria pays to the Peninsular and Oriental Company, the annual sum of iJ85,000 (as before stated), and receives from the other Australian Colonies, payments according to the weight of mail matter sent by them in the ships subsidized by Victoria. It is estimated that the Colony of Victoria incurred a loss of ^£30,000 last year under this arrange- ment. For each mail delivered a day ahead of contract time, the S.S. Company has received <£50, for each day late, a penalty of dClOO has been inflicted. The net gain to the S.S. Co. for time saved in 1884 amounted to i)l,600. to secure e part of ired, and )tiations. alternat- vited by ! Austra- i line of rily sub- >e a G-er- iment, it lition to n of the s. It is , 31 and further ad, New ly being il train h Com- r pound making iar and stated), tyments in the >lony of rrange- 3t time, penalty Co. for Under the new agreement, and for the purpose of securing an efficient and rapid delivery, it is proposed to offer a bonus of ,£4 for each hour saved on contract time, enforcing a like pen- alty for each hour's delay. In order to perform a 29, 31 and 33 days service, via the Suez Canal, it will be necessary for the vessels engaged in the trade to average to Adelaide 15^, 14 and 13 1: knots per hour, allowance being made of 3 days to Brindisi, and for the follow- ing detentions : Suez, 12 hours ; Aden, 6 hours ; Colombo, 24 hours ; and King George's Sound, 12 hours. The distance from Adelaide to Melbourne by rail is 485 milpis, from Melbourne to Sydney, 560 miles. Adelaide would be the goal of the canal route, Sydney that of the Canadian Pacific route. The Canadian Pacific must therefore be in a position to offer bids for a delivery of mail in Sydney in 33 days. From London to Montreal via Moville, time will be say 1 days ; Montreal to Vancouver, 5 days ; total 12 days, leaving 21 days for the passage across the Pacifi<' of 7,434 miles. An average speed of 15 knots an hour, will accomplish the passage in twenty days six hours. This is a direct passage from Vancouver to Sydney, not touching at Auckland, New Zealand. Two days additional time would be required to touch at Auckland. The distances by the respective mail routes are about as follows : — Milos. London to Brindisi 1,380 Brindisi to A(Ae.Uii(U'. H, days, in 31 days, in 88 days. Seventh — The mail matter of any colony desiring it, to be landed at the Semaplior*', Adelaide, and forward«'d by rail to Melbourne, Sydney, Brisbane, etc., at 10 pence per lb. for letters, and Id. per 11). for other mail matter, to be paid to each forwarding colony ; each forwarding colony to provide specual trains, if necessary, at its own cost, so that there shall be no uiine<"essary delay. Out-going mail matter to be forwarded in a similar manner and on similar terms. Eighth — The mail steamers to continue on to Melbourne and Sydney. Ninth — The tenders to in«lude the Local Transit rates across Egypt , but the Tenderers may carry mails by what route they think best, if they carry them in the specilied time. Tenth — All mail matter to be tendered for at per lb. of letters, per lb. of other matter — Amount to be given l)y tenderers. Eleventh — Penal- ties of £A per hour for non-arrival in time, and bonuses of same amount for arrival before time (})etw(^en port of depar- ture in Europe, and the Semaphore, Adelaide). Twelfth — Grreat Britain and th(» contracting colonies to send by the con- tracting steam«n's all mail matter not specially directed to !)e sent by particular rout«'. ThirtiM'iith — (Ireat Britain to retain all her own postages, and pay cost of transit through to desti- nation of all matter, including premium on voyagers from Grreat Britain. The contributing colonies to do the same in connec- tion with the trips from the colonies to Great Britain. F g; >• > >• > e8 fc t: »H C ffi (h >i M M ^ 3 ©?:: a= a c4 wi"§ ^ S c 5 tto -^ § 13 S yj O ci ct M eg »H C C © Ih (U (i* ^ .a a A dec o o o ® ? ? B © ^! »5 00 00 00 "■ ri? CO 00 00 00 c^ n cs a «s 00 «0 H ^ ^ W> ^ « O « O O 00000 o s OQ © © w ? © ? < © g)-S !««'§ .a a* 00 fl iiP ®^_«>a -s '«© -^ fl s ® _, o S,£q e^ C8-*- O 6cPh _ n .1 QD QQ OQ m»' nsnang .3 CO ^ ^ CO EC o cj ^ I o s I ^ fl ii» ?s 'T? w o CO 3 O 1 2^ ^ © £^ CO CO 00 s >» >•» >> ^ ^ cj fl3 503 "^-^ > (M poo ^ ^ CO ^'S* 4) lis « a> o >v iim V '2 « o*S fe s 2 p i o ess STATISTrCS OF THE AUSTRALASIAN TRADE. Summary op Shipmbnts by Steam Bbtwebn San Francisco and Australasia DriUNd 12 Months Ending. May 30th, 1886. (I. From San Franeiaeo to New Zealand and Auttralio. Oass of Goods. Agricultural Iniplomonts. Broom Corn Canned Goods Casings Cigars and Tobacco Coffee Doors Drugs Fish— Pickled Frames ■ Fruit Hardware Honey liCather ^Merchandise No. of Packages. 1,103 1,775 78,601 1,405 50 1,817 36,655 798 12,388 86 28,386 203 654 108 6,59(5 Cases of Goods. Musical Instruments. . Oils Onions Paints Printed Matter Provisions Quicksilver Rubber Goods Sugar fSundries Syrup Wmes Windmills ■ No. of Packages. 13 2,075 5,607 269 277 12,879 130 116 410 6,326 824 63 126 105 * Merchandise, including. t Sundries, including. Axes Asbestos Axle Grease Buggies Cartridges Copper Rivets Carriages and Springs Dental Instruments Fancy & Dry Goods Insulators Furniture Lumber Guns Oil Cake Hose Safes Lanterns & Lamps Seeds Nails Sewing Machines Show Cases Plated Ware Spool Silk Wire Stationery y Stoves • • » • • Watches & Clocks h. From New Zealand and Auttralia to San Francisco. Class of Goods. Dried Apples . • • Gum Guano Hides and Skins Molasses Merchandise . • . ■ Opium Paints No. of Packages. 227 264 4 4,813 291 637 572 515 Class of Goods. Seeds Soap Stock . Specie . . . . Tin Mineral Waters. Whalebone Wool No. of Packages. 920 62 £13,001 <& 18 pkgs. 15,156 139 150 1.438 a. Number of Passenobrs. Cabin, 566 ; Steerage, 1128 a I Cabin, 790 ; Steerage, 800 rr It SciillABY OF MANirHSTS OF SS. " ZbALANDIA.'* t Outward from San Francisco, Hardware, locki, &c Salmon canned Fruit Vegetables Meats canned Syrup, honey Boots and shoes Clothing Leather Paints, drugs Machinery Locomotive Agricultural iiiiplements Doors Hops Sundries June eth, 1885. 326 cases and packages. do do do do do &. brls. i*c kegs. 7,122 2,191 202 120 356 10 bales. 1 bale. 11 rolls. 158 cases and barrels 215 do 6 pkgs. 248 do 4,440 do 291 cases and bales. 92 packages, Val ue of cargo : $78,703.48. DESTINED TO. Ports in Australw. Sydney Melbourne Adelaide Brisbane Hobart Town Ports in New Zealand. Auckland Dunedin Napier Christchurch Nelson Surva. Wellington. >^ Number of passengers : Cabin, 42 ; steerage, 39. Homeward to San Francisco from Sydney, July 16th, Ingots of tin Skins Dry Hides Plated ware Fruit Seeds Gum Of this inward cargo the tin ingots form the large and valuable portion. The tin is used in salmon canneries on the Columbia, Sacramento and Eraser Rivers. ^ . . PASSBNOBRs. Cahn. Steerage. From Sydney 39 31 From Auckland 16 30 From Honolulu 10 10 1678 56 bdles. &c. 856 5 cases. 267 do 28 do 13 do Total. 65 71 19 Summary op Shipments by Sail From Nbw York akd Boston to Australasia From Auouht 'JSrd to Octomhk 15tli, 1885 : kages. brls. kegs, ■els. cc. le portion, ind Eraser CfoM of Ooodt. Agricultural implements and machinery Axes and hatchets Axle grease Beer Blacking Canned goods Carriages and wagous.. Chairs Clocks Com flour Drugs and spirits Dry goods Furniture Glassware and crockery Handles and brooms.. • . Hardware and castings. Hoe8^orks,rakes,8hovel8' Laths Leather Lumber Marble * Merchandise. Mowers, lawn. . No. of Packages. 1,026 4,730 1,293 3,2.51 650 7,860 1,929 4,954 961 5,093 2,029 165 338 1,429 2,519 2,333 364 I 1,412 M. 305 f 939 M. feet [ 2,421 pieces. , 1,067 ! 3,529 I 207 I CloM of Oood$. Musical instruments..' Nails Oils, gasoline, kerosine... Paints and varnish .... Plated ware Plaister, rosin Provisions Pumps Safes Scales ' Sewing machines Shade rollers '^lates Stoves and ranges . . • • * Sundries Tobacco Tools Trunks Turpentine, spirits of. . Wire Windmills Woodenware Tram cars Car wheels No. of Packaget, 212 1,328 174,590 662 322 6,716 1,814 236 6 294 909 200 1,131 M. 893 12,749 3,006 245 244 5,068 3,801 111 13,962 121 130 * Merclvandise Including. Books Cutlery Glue Gims and rifles Harness Hops Ink, printing Paper Rubber goods Toys * Sundres Including, Asbestos Brushes Doors and sashes, 6,129 Grenades Hair Fruit jars Mattrasses, wire Oakum Oars Perambulators Velocepedes Wringers A Copy of Manifest of Ship " Coldinguamb," 1,059 tons, New York to Sydney, SEPrsMBER 23rd, 1885. 9 cases forks, 3 cases picks, 27 cases lawn mowers, 62 cases agricultural imple- ments, 14 cases shovels, 262 cases axes, 29 cases scales, 24 cases nails, 74 cases machinery, 114 packages stoves and ranges, 224 packages hardware, 14 packages pumps, 1 wheel, 39 axles, 12 rims, 75 shafts and poles and 127 packages carriage material, 206 cases sewing machines, 200 oars, 45 packages blacking, 325 pack> ages woodenware, 27 packages tubs and pails, 104 packages handles, 53 cases chairs, 21 cases dry goods, 66 cases duck, 15 packages leather, 34 cases organs, 88 cases clocks, 181 cases lamps and glassware, 965 cases canned goods, 121 cases 20 m I paint and varniHli, 200 coses lobstore, 100 caaoH oynterH, 1^ ctuaes 8tri|i8, 71 hogn- heads tobacco, 20 cjiaes druKN, 26i) cases dniifs, (150 cawes spirit* turpentine, n,125 cases IcoroHono, 49 cases lubricating oil,20H barrels rosin, ?{> barrels plaster, 10:{ parcels of 1000 slates, 14iu feet shelving, 247 pieces hard w(Njd, 120 coses furniture, 12 cohch sawH, n7 teases bolts, 5 cuhos riiblwr, 44 cast« tools, 5 coses brushes, 130 cases gasseline, 1 12 coses sliatle roliei-s. Hi coses guns, 8 cases books, (Uises lasts, 10 coses cutlery, 1!>0 vanes fruit jars, 9 cases toys, 11 (^ases soap, 14 uasoH (Confectionery, 17 cases pa|H>r, 14 coses tinware, 400 coses corn flour, 500 coses beer, 000 barrels IxMjr, 5 borrt^ls skewers, 17 costw wringers, 177 packages axle grease, 54 pockoges plaited wore, 21 [Mickoges tills, 11 packages photograph moteriol, 12 pockoges coges, 44 crotes dairy niateriol,10 boxes tooth picks, 114 door» and sashes. Among the items of the cargo of ship " BeoconsUeld," 1,430 tons, New York to Melbourne, October Hth, 1855, ore found : . •2521 cases axes, 125 pockoges carriages, 481 cases chairs, 89 packages wag- gons, 402 coscH drugs, 47:> cases glassware, 299 cases hordware, 54 cases plated ware, 103 cn.ses sewing inachines, 385 casus tobacco, 1,108 packages wooden wore, 1,230 packages suiidiii's, including 27 cases |»erambulator8, 7 cose hose, 139 i>ackoges roofing moteriol, 23 jnickoges most hoops, 819 pocka s box shooks, hoir, si^nges, cork, poi)er, ond 92 reels barbed wire. In connection with this trade between the United States and Australasia, some of the consuhir reports are of interest. The United States Consul in Melbourne, in his report for 1884, says that " in the colony of Victoria American manufac- tures are deservedly appreciated for their beauty of design, lightness of construction, and general adaptability to the work for which they are intended. In such tools as axes, forks, and rakes, these advantages have brought them into general use, but American ploughs are not considered strong enough for the stiflf clayey soil of the country. Although American har- vesting machinery is found on trial to be fairly durable, there exists a decided prejudice in favor of apparently stronger though more clumsy-looking machinery. Thus while farmers who have used American reapers and binders, prefer them to any others, many have sought newly invented English machines, on account of their appearance of greater strength." This is evidently a matter that is easily remedied, and might be looked into by Canadian manufacturers. Of Tasmania, the Consul says, " Of all tools and small ware, two-thirds are of American make. In the large class of imple- trii»8, 71 hogs- t« turpentine, )arrel8 plnster, Kxl, 120 cases tools, 5 caaes mwH, 8 cases toys, 1 1 (tases 00 cases corn "wriiijrors, 177 11 parkagos boxes tooth 18, Now York ickages wag- teases plated ages wooden 7 cas( liose, ackji s box States and terest. report for manufac- 5f design, the work forks, and leral use, lough for ican har- ble, there stronger e farmers them to English fcrength." d might J.11 ware, ►f imple- 21 ments and matthines American manufaotures are considered hardly so strong as the English and Colonial, but American self-binding reapers have hitherto commanded the nreference.'* The United States Consul at Auckland makes a lengthy re- port for the year 1884, leading one to the conclusion that in New Zealand there is at present a larger Held for American en- terprise than ill the more remote colonies of Australia. The value of imports during the year from th(^ United States amounted to £848,5.57, of which amount the "West or Pacjilic coast contributed =£48,872. Exports to the West coast of the United States amounted to =£30,430 and to the East coast =£183,939. Ac- cording to the Consul, American threshing machines, especially those of smaller size, are rapidly superseding the English ones American machines for making butter and cheese are also pre- ferred. The manuff jture of New Zealand flax, the strongest vegetable material in the world has, since the establishment of the Auckland Fibre Company, become a very important indus- try. Although the annual value of agricultural implements into New Zealand from the United States has steadily increased within the last few years it may be expected to attain still greater proportions. These imports have increased at a far greater rate than those from England. In 1874, the value imported was only #3,090, while in 1883 it was $68,710. American spades, shovels, rakes, axes, barley and hay forks, hoes, scarifiers, lawn mowers, scales, dis(; and spring-toothed harrows, and winnowing machines have distanced all (com- petitors. From January 10th to February 15th, 1885, inclusive, no less than fifteen vessels, or nearly one every other day, were despatched from New York and Boston to Australia. Four vessels were despatched Feb'-uary Ist to ports in New South Wales, New Zealand, Queensland, and Western Aus- tralia. All the information obtainable tends to show that the already large export trade from the United States is rapidly and steadily increasing, and further, that the trade is of such a nature as to warrant the attention of all those who are inter- m\ iiJ! i I. It ! hi ; !li^ I) ! 22 ested in Canada's welfare. There appears to be no reason why Canada should not successfully enter this field, since almost every item of American manufacture is made as well and as cheaply as in Canada,. The advent of a steamship line will, at an early date, lead to the establishment of manufac- tories at the terminal city of the railway in British Columbia which will compete with those in California now manufactur- ing articles for Australasian export. Valub op Trade Bbttwebn the Unitbid States and Australasia. 1874. Imnorts $1,750,177 Exports 3,785,908 Total $5,536,085 1884. Imports free of duty $1,659,533 " Subject to duty 2,713,932 " Gold and specie 3,666,344 Total ... $8,039,809 Total imports $8,039,809 Total exports 9,226,459 Grand total $17,265,268 IMPORTS AND EXPORTS OP HAWAIIAN ISLANDS VIA HONO For 12 Months Ending June 30, 1885. ImiKirts Total value $4,695,918 6!) Exports. Do. 7,977,908 82 Total value for year $12,673,827 51 Summary of Imports. Class of Ooods. Value. Building Materials $126,893 15 Clothing, Hats, Boots 309,219 63 Dry Goods. 331,449 01 FancyGoods 101,213 39 Flour......... 170280 91 Grain and Fc :jd 184,598 43 Groceries a.^J Provisions 470929 42 Hardware and Agricultural Implements 285991 33 Lumber 283|902 01 Machinery 317,881 61 Spirits........ 141,476 39 Tobacco and Cigars 140 455 iq U, 3 no reason field, since ide as well imship line f manufac- I Columbia lanufactur- Summary of Exports. Clast of Goods. Sugar 142,654,922 lbs. Molasses 110,530 galls. ' Paddy 46,2241bB. Rice 9,493,000V Coffee *.231« Fungus 2,247 " Bananas 58,146 bunches. Hides and Skins 49,306 Wool 407,623 lbs. Betel Leaves 416 boxes. Tallow 2,8641b8. Pulu 465" ■ Origin of Imports. Value. United States - $3,367,585 76 GreatBritain 769,004 62 Germany 225,543 59 Australia and New Zealand 72,026 81 China 179,161 75 France •••• 21,720 59 Other Countries 2,471 10 U. Extorts of Sugak and Rice for Twelve Months. Honolulu to San Francisco. Date. ■«««. ^"ff"^- Julv 1884 686,900 lbs. 15,057,975 lbs. August, " 1,163,460 " 14,611,393 " September, " B70,700 " 10,915,705 " October, " 847,900 " 6,232,200 " November, " 738,000 " 4,028,597 " DecemW, " 575,500 " 6,274,127 " January, 1885 499,100 " 8,385,019 " February, " 911,300 " 16,578,909 " March, " 693>200 " 18,697,243 " April " 823,200" 17,516,935" May' " 407,500" 24,470,190" June', " 223,600 " 26,822,738 " Totals 8,240,360 lbs. 169,591,031 lbs. u u China and Japan Service. In October, 1885, the Postmaster-General of Grreat Britain issued tenders for a fortnightly mail service between Coal Harbor, the Pacific terminus of the Canadian Pacific Railway, and Hong Kong, touching at Yokohama. Her Majesty's Go- vernment has therefore shown in a decisive manner its appre- ciation of the completion of the railway, alid has taken the initiatory steps to complete the new and important highway from Great Britain to her possessions in the Far East. The immense importance of the new route from a military point of view cannot be oA'^er estimated and is doubtless tho- roughly recognized by all the Imperial authorities. As a first class transportation system the railway cannot be excelled. It remains to complete, by equally good ocean service on the Atlantic and the Pacific, the chain which will bind together England and her possessions in the East. National requirements demand a thoroughly effective steam- ship service from Vancouver, performed by vessels of large tonnage and high speed, capable of being converted at short notice into armed cruisers or fast troop-ships, and acting as powerful allies to the naval squadron of the North Pacific. From additional memoranda herewith it it will be observed that such a service must develop large commercial interests, creating a new and speedy route for tea, silk and merchandise, placing Hong Kong, Shanghai and Yokohama in closer connec- tion with Great Britain than by any existing service, and diverting a large share of the passenger business from the Suez Canal route, avoiding tedious detentions and delays and the more than tropical heat of the Indian Ocean and the Red Sea. The tenders issued by the Imperial Post Office call for a fort- nightly service at an average speed of 11 knots per hour, with the option of an additional bid for an average speed of 12 knots. This rate of speed is inadequate and is not consis- tent with a first-class service. It will be to the interest of the Peninsular and Oriental Company to place obstructions in the way of the Canadian Pacific route, and the tender referred to bi( fasl rui m€ diA ha| tra tr£ Lol dii 25 •eat Britaiu ween Coal ic Railway, jesty's Go- r its appre- takeu the t highway t. a military btless tho- es. As a )e excelled, 'ice on the d together five steam- Is of large d at short acting as th Pacific. i observed interests, rchandise, er connec- fvice, and 1 the Suez 3 and the Red Sea. for a fort- per hour, 5 speed of )t consis- Bst of the ns in the referred to affords them the opportunity of making an extremely low bid, and placing upon the line some of their old steamers fast enough to fulfil the conditions of the contract and to be run upon a sufficiently economical basis to enable them to meet expenses. Such an arrangement would prevent any diversion of traffic from their Suez line, and would seriously hamper the effbrts of the Canadian Pacific to build up such a trade as may be rightly looked forward to. The existing con- tract with the P. and O. Company provides for a service from London and Brindisi to Hong Kong and Shanghai. The Cana- dian Pacific should certainly be afforded the opportunity of making a bid for the conveyance of the mailsfrom London (or Liverpool) and Moville to the same ports. Such a line could not, of course, exist without a reasonable subsidy, both for its Atlantic and Pacific sections, and in such a subsidy both the Imperial and Dominion Governments might fairly be expected to join. It is probable that the amount at present applied to the China line from the joint India and China subsidy is €100,000. With such a subsidy an 18-knot service could probably be arrangt'd for on the Atlantic, also carrying the Canadian mails, and upon the Pacific could be placed four steamers, built to meet the require- ments of the Admiralty and of the trans-Pacific trade, capable of averaging 15 knots per hour on regular voyages, and 11^ to 18 if called upon for any emergency which might arise. To properly compete with the P. and O. Company, sailing once a fortnight, via Suez, and the Pacific Mail and Occidental and Oriental Companies, sailing every ten days from San Francisco, fortnightly departures should be made from Van- I'ouver. An annexed table will show that four steamers will be sufficient for this p""pose, (see page 31.) The San Francisco- China line is operated uy the two companies above referred to. The O. and O. fleet is composed of four vessels, three of which, the " Belgic," "Gsielic," and " Oceanic," are under charter from the White Star Company. The " Oceanic,'' the pioneer v^essel of that Company's Atlantic service, was placed upon the route some nine years ago, ;and the "Belgic" and "Gaelic," built ,MI r \ '20 expressly for this trade, coramenoed their three years' charter iu November, 1885. The model of these ships is more fully described on page 41. The charter party provides for a monthly payment to the White Star Company of $12,000 for each vessel, the charterers paying all expenses, including the salaries of the officers and crews, with the exception of repairs to hull and machinery. The fourth vessel, the " San Pablo," is under charter from the Pacifi<; Improvement Company of San Francisco (operating the coal mines atTacoma and Seattle) and is a poor class of vessel, having no accommodation for cabin passengei?. She was built at Cramp's yard in Phila- delphia. The four vessels of the Pacific Mail Company, the " City of Peking," the " City of Rio de Janeiro," the " City of New York," and the " City o( Sydney," are American vessels built at Roach's yard at Chester. They are poorly fitted, and have all the cabin accommodation aft. The " Peking"' like her sister ship the " Tokio," lost near Yokohama in July last, is a very large four-masted vessel of 5,000 tons. The " New York" and the " Sydney" have been recently withdrawn from the Australian line and altered slightly for the China trade. These two vessels have the strongest steaming power of the fleet, and are scheduled to leave Yokohama about May 16, and June 1, with the first season's teas at five cents per pound, the most important shipments of the year. Their engines are of an old type, necessitating a large consumption of coal. These vessels are built up flush to the spar deck, and are conse- quently ill-adapted for Coolie traffic, placing the Coolies in direct contact with the cabin passengers. The entire fleet is supplied with fuel from the Tacoma mines of the Pacific Impt. Co., at this end, and from the Takasima mines, near Nagasaki, at the other end of the route. The latter is an inferior, the former a very poor class of coal. It is almost needless to say that the 0. and O. Company's boats are the favorites of the public. 21 ears' charter 5 more fully ►vides for a r $12,000 for eluding the on of repairs San Pablo," Company of and Seattle) lodation for d in Phila- >mpany, the he " City of ican vessels y fitted, and ng' like her ily last, is a New York" n from the 'hina trade. )wer of the May 16, and ' pound, the ^■ines are of ;oal. These [ are conse- » Coolies in ire fleet is *acific Impt. r Nagasaki, iferior, the less to say rites of the TIME. Comparison of Time brtween the Suez and Trans-Pacific Route.s P. 3f 0. and Suez Canal — Via Oibraltar. Via Brindisi. Via C. P.R* N.E. Monnoon. Othi'f SefinotiH. N. K. Monsoon. Other Seamnt, All SeatouM. To Hong Kong. .46 days. 43 days. 37 days. 34 days. 29i days. " Shanghai.... 51 " 48 " 42 " 39 " 29 " " Yokohama ..55 " 52 " 46 " 43 " 24 " " Hiogo 53 " 50 " 44 " 41 " 26 " * Liverpool to Vancouver 12 days. Pacific 15 knots per hour. Average time to Yokohama via San Francisco 37 days. Time by the canal route is taken from the printed schedules of the P. and O. Co., governed by the Government Mail Con- tract. This time is occasionally improved upon and could be considerably lessened, if necessary to do so, in order to secure a subsidy. It would, however, be impossible for the " Canal " lines to perform a better service than the Canadian Pacific Route is capable of. It should also be remembered that during the months of Sep- tember 21-30, October, November, December, January and February, on the outward bound voyages, the P. and O. steam- ers encounter the N. E. monsoon almost the entire passage from Colombo to Shanghai, the heaviest weather experienced being usually found after passing Singapore. During the above mentioned months, under the terms of the mail contract, the steamers of the P. and O. Company are enti- tled to three days additional for delivery of the mails. On the homeward bound voyages, during the months of April, May, June, July, August and to September 21st, the S. W. Monsoon is encountered, and through this period the Company's boats receive an extra allowance of four days. On the other hand, except perhaps on the outward voyages in the depth of winter, whon nor'westerly gales may be expe- rienced, the ocean passages of the Canadian Pacific route may always be performed within the stipulated time. The SS. Arabic," of the San Francisco line, has made the homeward passage from Yokohama in 13 days 21 hours. Her steaming 11 \ capacity is 12^ knots. It is, therefore, reasonable to assume that the Canadian Pacific boats, t ith a speed of 15 knots, can perforin the service in 12 days, which, with 4| days for the trans-continental journey and t J for the trans- Atlantic voyage, would show delivery of Yokohama mails in Liverpool in 24 days. The fastest mail time at the present day between London and Yokohama, viPi Brindisi, during the period of the favor- able southwest monsoon is 43 days, and via New York and San Francisco the average time is 37 days, a difference of 19 and 18 days respectively in favor of the Canadian Pacific route. The fastest passage on record between Yokohama and San Francisco, was made by the S. S. " Arabic," under charter to the Occidental and Oriental Company on her third voyage, when she ran the distance on the G-reat Circle- Course of 4,528 miles in 13 days, 21 hours and 43 minutes, an average of 13.57 knots pel hour. The White Star boats are, however, noted for their sailing powers, and the voyage of the " Arabic " was attended by strong, favorable winds. The average passages of the San Francisco steamers are 15 to 16 days home, and 20 to 21 days out, the outward voyag-e being made upon a direct course, covering a distance of some 4,880 miies. On the voyage to Hong Kong, there will be a detention of 24 hours in Yokohama to discharge cargo for that port, and embark passengers and mails for China, while, on the voyage home a delay of 48 hours will perhaps be necessary to receive cargo. The homeward run from Yokohama, owing to the pre- valence of strong favorable breezes, will usually be made in twenty-four hours less time than the run out. le to assume L5 knots, can days for the antic voyage, erpool in 24 veen London of the favor- w York and (Brence of 19 Pacific route, ama and San 3r charter to tiird voyage, irse of 4,528 4ge of 13.57 ^r, noted for Lrabic " was ige passages ne, and 20 to )on a direct letention of at port, and the voyage Y to receive I to the pre- be made in LOG OF THE S.S. "ARABIC". Voyage 3.— The Fastest on Rhx^oRo, Yokohama to San Franmco. Winds. Sea. Lat. N. 35.05 37.51 40.34 43.03 45.02 46.24 47.31 47.56 48.08 47. '13 46.33 44.45 43.00 40..26 To Long. E. 140.29 145.23 150.56 157.30 164.54 172.00 179.35 W. 172.15 163 50 155.56 147.50 140.51 134.03 127.55 Port. DiST. Date. Direction. N.E. (( E. S.-S.S.W. \V.-N.N.W. w.s.w.-w. (( S.-S.E. 3.W. W (( Variable. N. Nly Force. 1882. October 8. 9.. " 10. " 11. " 12. " 13. " 14. " 14. " 15. " 16. «' 17. " 18. " 19. " 20. " 21. 3.4 6.7 4.6 7.8 6.5 4.5 4.5 5 5.6 7.8 8 8.4 3.2 2.5 4 Mod. 11 Rough. (1 (( (1 (1 Mod. High. Heavy. High. H. Swell. Mod. (1 From Port. 75 288 305 329 341 308 318 329 338 320 338 313 311 315 300 4528 Left Y«>kohama Oct. 8, 6.15 a.m. Arr. San Francisco Oct. 21, 10.30 a.m. Apparent Time : 14 days, 4 hrs. 15 min. Mean Time : 13 days, 21 hrs. 43 min. Average per diem : 325.64 knts. Average per hour : 13.57 . so i'i LOG OF THE S.S. "OCEANIC". Voyage 39. — An Avemaqb Passaob. Yokohama to San Francisco. Winds. Date. Sea. Lat. Long. DiST. Direction. Force. N. E. From Port. July 11. Sly. 3 Smooth. 35.16 139.47 17 « 12. « 4.5 « 37.14 144.11 276 " 13. (1 5 Mod. 39.51 149.20 288 " 14. S.AVly. 5.4 « 42.05 155.09 296 " 15. Var. 4.1 Smooth. 44.00 161.02 283 " 16. N.W. 5.4 (1 46.05 166.46 273 " 17. W.N.W. 5 i( 47.10 172.52 261 " 18. Wly. 4.5 Mod. 47.38 179.42 W. 277 " 18. <( 5 « 47.54 173.35 271 " 19. S.Wly. 5.6 « 48.03 166.33 283 " 20. Sly. 5.4 i( 47.59 159.28 284 " 21. >* n c» \^ tf ivf P tJ H o « n S g W s (=) >^ o H ^ »o O ^ g H e § a. m (14 C5 O ^ t-l > ^ < o W C/J » t H W § O U o o O oo l-H •»t" >— ' t-9 05 t-8 cS E I O c4 S u «o 03 S 00 c3 s s 11 ire I-H <1 05 <1 O 93 I CO O u u c3 CO 1-1 s s <«1 ^ s «3 1-5 CO 03 ^ 93 OS O CO fl 83 so PQ g CO i OS - % CO l-H c3 5*. ^ 05 o O •«3 g o C5 a CD (M 1-1 >> >. ^ ^ cS 03 s 3 11 11 XI ,o (U « tH til CO 83 '^ g o In 83 a 03 t-5 00 X5 (M X! CO IH (M 04 w l-i 83 X3 IH 03 00 • ft o* > u CD 14 •-9 = -SI cS OS o CO 02 l-H x5 OP 02 CO 1-1 A cS = IS OJ (M c8 CO ^ at Pi's C/2 _|_||||» \m 32 WM ;tjii ■ ; TONNAfJE. While tea aud silk from both China and Japan form a large and important feature of the trade, especially to the railway, shipments of these products are not sufficiently large to sup- port a line of steamships. Except during the months of June and July, when heavy tea shipments are made, the cargoes consist chiefly of merchandise and provisions from the port of Hong Kong destined to the various ports on the Pacific Coast. Rice in large quantities, gunny sacks and bags in trajisit from Calcutta, coffee, pepper, nutmeg and spices and a large assort- ment of provisions for the Chinese, form perhaps the chief items of a steamers' cargo, while on the return voyage very large quantities of flour are carried from San Francisco to sup- ply the entire demand of the markets of i he Far East. From the statistics following it will be seen that in 12 months ending June, 1885, nearly 66,000,000 pounds of flour were shipped from San Francisco by steam alone. In addition to the present volume of trade, it is in the power of the Canadian Pacific line to develop lumber and coal shipments from British Columbia ; (the excellent Nauaimo steam coal will command a ready sale in Hong Kong, and will form part of the outward cargoes) ; to encourage the import of Hong Kong sugar, to further the com- mercial interests of Hiogo (Kobi) by making that place a direct port of call and by generally working up business hitherto unsought. The chief tea markets of China are Hankow, at the head of navigation on the Yangtze, and 800 miles from its mouth ; Shanghai, Foochow, Amoy — the port of shipment of Formosa teas — and Canton ; while silk comes principally from Shang- hai, Canton and Cheefoo, and the provinces of Chinkiang and Kwantung. In Japan, Yokohama and Kobi are the only ports of importance. The tea districts range between the 23rd and 35th degrees of latitude, and are not found in the northern parts of Japan and China. Comparatively speaking, but little tea comes, at the present time, from China to the North Ameri- can continent by the Pacific route, Japanese tea being the iliii 33 form a large he railway, Yge to sup- ths of June the cargoes I the port of icific Coast, transit from arge ass or t- s the chief oyage very isco to sup- last. From iths ending lipped from he present Pacific line Columbia ; ready sale irgoes) ; to r the com- ce a direct s hitherto e head of s mouth; f Formosa m Shang- uang and mly ports 23rd and northern but little ;h Ameri- •eing the more favorite beverage. When picked the tea is brought down to the port of shipment, where it goes through the "firing" process in the "go-downs" or warehouses of the European buyers. The quality and class of the tea depends largely upon the treatment it thus receives. It is then packed, leaded, and boxed, and eventually loaded in junks and wharf- boats to be conveyed alongside the steamers for shipment to all parts of the world. The first shipments usually leave Hankow in the *' Genogle," and are " raced " home. To place the new season's crop in the London market, shippers pay very high rates of freight — from £5 10 to ^£6 per ton. About the same time the first Japan teas leave Yokohama by the Pacific at a through rate of 5 cents per pound. The " Overland " steamer is closely followed by a " Glen " boat to New York via Suez. TONNAGE STATISTICS. Summary of Shipments by Steam From San Francisco to the Far East for 12 Months, Ending June 30th 1885. Specie Dollars Iiour Pounds •Merchandise Packages Provisions " Fish Canned (jk>ods " To the follomng ports : $16,515,338 66,554,500 83,711 39,326 15,462 10,411 Ja^an — Yokohama, Kobi, Nagasaki. China— Hong-kong, Shanghai, Amoy, Foochow, Hankow. Cheefoo, Canton. India — Calcuttai, Bombay. Phillippines — M.anilla. Siam— Bangkok. Cochin China — Saigon. Straits Settlements — Penang, Singapore. Java^-Batavia, Sourabaya. Pabsbnobrs. Cabin, 530 Steerage. 12,839 * Merchandise, including Castings, Cottons, Drugs, Dry Groods, Ginseng Glass (broken), Hardware, Hoofs and Horns, Leather. Lumber, Machinery Nails, Oils, Paints, Seaweed, Shrimp and Shrimp Shells, Soap, Wine, Wire' Woodenware. ' a 84 Summary ok Shipments nv Steam From China and Japan to San FraNcisoo FoK 12 MONTIIH, ENDIN(i JUNE IKh'II, 1885. Cldsn of Number of Wiitjhti* in Ooo'ii. ' PackmjiH. I'oiiiuh. BeariH 9,202 . !t2,020 (JoHoe 3,7()4 54r),«0(» Curios (i,388 5t(K),708 Gambia 1,420 71,:}0(> GunnioH 10,085 8,320,125 Hemp ;},260 (552,000 *Mercliamli8e 122,114 12,0:55,300 Nut Oil 24,200 2,21(5,«il0 Opium 002 54,1>'' PepiK>r 1,900 "" ^-.J Hire 030,880 3i,u 22,890,370 . Totiil 1.190,491 84,003,702 'i 1; il • Mirclidnilixe, viclntHuy : I'ckgs. Birds • 1,701 Cifjrars 140 Coins 40 Drugs 2,056 Dry Goods 18 Fire Crackers 1 ,032 Fruit 1,252 Hides 82 Pckgs. Indigo 14 Jute 1,114 Matting 3,754 Merchandise N. O. 8 108,831 Paper 444 Plants 53 Rattan 436 Silk Worm Eggs 249 Straw-boards 832 fDlSTRIBUTION OF ShIPMENTO OF TPA ANU SiLK. Poundt. Pacific Coast Group 5,101,488 , Chicago and Western Group 10,717,638 Now York and Eastern Group 5,305,356 Canadian Group 2,771,888 Total 22,896,370 Cabin . Passenobrs. .f 650 Steerage. 122,114 Silk, Pounds. 237,660 1,326 2,657,374 204 2,896,564 12,998 Ian FRANcrsoo Pchjs. 14 1,114 3,754 108,831 444 53 436 249 832 12,998 35 COMPARATIVE STATEMENT OF EXPORT OF J..PAN TEAS VIA SAN FRANCISCO AND VIA SUEZ MAY 16th TO DECEMBER 20ni, 1885. 1 To New York and Eastern. To Chicago and Mississippi Val'y 1 i 1 Via San Francisco VUi Slift7. f^nnftl .. .... 4,732,479 9,961,120 7,122,370 56,000 2,749,958 7,269,222 3,693,171 *18,288,978 17,286,348 From Yokohama From Hiogo (Kobi) .... 9,512,636 5,180,969 4,411,834 2,766,536 4,026,476 5,983,704 3,322,594 370,577 21,273,541 14,301,785 Total Pounds. . ■ ... 14,693,605 7,178,370 10,010,180 3,693,171 35,575,326 * Includes 2,998,717 pounds via Tacoma and Northern Pacific. COMPARATIVE TABLE TO DECEMBER 20tii 1885 WITH CORIIESPOND- ING' PERIODS OF 1884 & 1883. Yeah. Via San Fkancisco. Via Subz Canal. 17,286,348 17,209,729 16,372,692 ToTAIfi. 1885 1884 18,288,978 13,759,673 14,935,293 35,575,326 30,969,402 31,307,385 1883 Rates on Above Shipments. Via Canal. By First steamer £3 10 By Second steamer 3 00 By other steamere 2 10 to £1 10 per ton of 40 cub. ft. II (I Via Pacific. By First steamer 5 By Second and Third steamers • 4 By other steamers 3 to 2J By Sail IJ 925 pounds of tea equal one ton, 40 cub. ft. £3 per ton equals 1«38 cents per pound. cents per pound. i 00 DRTSIONS OP OVERLAND RATES ON TEA AND SILK. Throu*?!! C. P. R.R. and U. P. Ry. Council Chicago Rate Total Total Bluffs. to T)ft.(4tinMtion. per 100 lbs: Advance. Overland. to Chicago. Destina- tion. $ cts. $ Cts. $«cts. $ cts. $ cts. $ eta. 2.00 77^ 1.22^ 1.04 18 • • • • Chicago. 2.00 77. 1.22i 91 15 16 Toronto. 2.00 77* 1.02. 1.22^ 8U 14 27 New York and Montreal. 2.25 1 22^ 91 j 15 16 Hamilton. 2.25 1.02, 1.22/1 1.04, 18 t • • • Chicago. New York and Montreal. 2.25 1.02i 1.22^ 81 i 14 27 3.00 1.77i 1.771 1.22i 1.04i 18 Cliicago. 3.00 1.22-1 81 i 14 27 New York and Boston. 3.25 1.77J 1.47i 98i 17 32 New York. 3.50 2.00 1.50 1.00 17 33 do. 4.00 2.27^ 1.72^ 1.15i 19 38 do. 4.25 2.40 l-S.") 1.23 21 41 do. 4.50 2.52.1 1.97i 1.32,1 22 43 do. 4.62i 2..-)8i 2 o;r| 1.35i| 23 45 do. 5.12i 2.83? 2.28:{ 1.52? 26 50 do. 5.75 3.15 2.00 1.73 30 57 do. 0.50 3.52i 2.97i 1.98 J 34 65 Boston. 7.37^ 3.96i 3.41i 2 27i 39 75 New York. 7.50 4.02i 3.47i 2.31J 40 7(i do. 8.00 4.27i 3.72i 2.43i 43 82 do. and Patterson. 10.00 5. 27 J 4. 72 J 3.13J 55 1.04 do. Obtained as follows : — From through rate deduct 5c. per 100 lbs. for " transfer " at San Francisco. Divide balance, S.S. Co 50 per cent do. Railroads • • • • 50 per cent. From railroads' proportion deduct 25c. per 100 lbs. for steamship subsidy. 3c. jier pound therefore=per 100 lbs. through rate $3 GO Transfer at 5c. per 100 06 Balance ;;.... 2 95 S.S. Co , 50 per cent. ; railroads, 50 per cent. 1 47J Steamship subsidy, 25c. per 100 25 » Balance railroads 1 22^ Total to S.S. Co 1 77J • Rates less ihan $3.00, Railroads receive minimum of 11.22} per 100 lbs. IILK. lation. tid Montreal. 1(1 Montreal, id Boston. ' Patterson. Cisco. It. It. idy. n i ! 11>S. 37 COMPARISON OF FARE8. Via Gibraltar. Via Brindiii. Via San Franeiieo. ToHong-Kong £78 £84 14 3 £9110 f^^nghai 88 94 14 3 97 10 Yokohama 88 94 14 3 86 Hiogo 88 94 14 3 90 Note.— Via the San Francisco route, special rates are made to officers of the Army and Navy, as follows :— * ToHong-Kong £75 I To Yokohama. ...... ...£69 10 "Shanghai 81 ! "Hiogo 73 10 From these figures it will seen that the Canadian Pacific route will be able to compete upon an equal basis for passenger business to Hong-Kong and Shanghai ; rates to Yokohama and Hiogo-(Kobi) are less in proportion to the decreased distance. The saving in time to Japan passengers is however so great by the Canadian Pacifi^ Route, that they can well afford to pay the P. & 0. fares of ilSS. ? Estimated proportions as follows : — London to Liverpool £2 Atlantic 15 o q Canadian Pacific 23 Dining and Sleeping Cars (5 10 Pacific to Shanghai 36 o 0— and £7 Hong-Kong 33 arbitrary. Yokohama 33 Hiogo 35 CCMPARL^ON OF DISTANCES. FiiOM London. T6 J'.^O. *San PVancisco. *C. P R. Hong-Kong {t,799 12,879 1 ! ,«; )l Shanghai 10,669 12,481 11,503 Hiogo ; 11,255 11,623 10.(>45 Yokohaina 11,001 11,277 10,299 Distances from VANajuvER. To Yokol- ra 4,3;J4 nautical miles. Hiogo 4,680 " " Nagasaki 5,069 " " Shanghai 5,638 " " Hong-Kong 5,936 " " Singapore 7,573 " •' Calcutta 8,987 " " Colombo 9,032 " " Suez 12,433 '• « London (via Canal) , 15,735 " '• * Pailway distances in jstatute miles, ■ "' -' - 38 mt Mail Subsidies. The PeninsiTlar and Oriental Company receive from the Imperial Government, under a contract, dated Feb. tth, 1870, and expiring Jan. 31st, 1888, the sum of <£360,000 per annum, in consideration of which they perform a weekly service to India, and a fortnightly service to China. "While it is not known in what manner this contract is sub- divided, it is reasonable to suppose that at least .£150,000 is applicable to the China service. An additional fortnightly service, alternating with that of the Peninsular and Oriental, and thus forming a regular weekly mail delivery is carried on by the French Messageries Mari- times, between Marseilles, and all ports in China and Japan. This line is subsidized by the French Government and is also paid by the British Government for conveyance of the mails via Marseilles. A good service is also performed by the Austrian Lloyds and a German mail line is now being established. The Japan mails are carried by branch services of the English and French mail lines, from Hong Kong the Japanese paying the British Government a through rate of 15 francs per Kilo- gramme. . ,. . It should be noted, that according to the terms of the P. and 0. mail contract, the homeward voyage from Shanghai to Brindisi, is, during the S. W. Monsoon, 59 hours ; and during other seasons 35 hours longer than the outward voyage, a difference during six months of the year of 2J days. The homeward voyages, via the Canadian Pacific route, will be some 24 hours shorter than the outward passages. Passenger Business. The first class trans-pacific passenger trade, embraces tea mer- chants, silk buyers, and other people having business connec- tions in Canada and the States ; all merchants from Japan and some fiom China, patronise the Pacific route ; and large numbers of people travelling for pleasure go and come. ~' r^Tff.-j 39 B from the •• Vth, 1870, ?er annum, service to act is sub- -150,000 is that of the ar weekly Jries Mari- nd Japan, ^nd is also mails via Austrian shed. e English >e paying per Kilo- >f the P. tnghai to d during oyage, a present service being somewhat irregular, and performed by slow boats, has not hitherto attracted any share of the passenger business from the Suez Canal, but there is not the slighest doubt that a regular and effective mail service will control a large proportion of all passenger business between China and Europe. In addition to the saving in point of time, Ipng detentions at various ports, the heavy weather frequently experienced driving into the monsoon, and the excessive heat of the Canal route will be avoided. The chief feature of the Trans-Pacific trade previous to the ♦enforcement of the Anti-Chinese Act passed by the United n,tes Congress in 1882, was the enormous coolie traffic ; and although the Act in question affected this traffic to a certain extent, a very large number of Chinese steerage passengers still pass to and fro on the Pacific. In connection with both the coolie and freight trade from China, it must be remembered that with the exception of tea and silk a large portion of the entire business goes to San Francisco, and is largely distrib- uted from that port to Oregon and British Columbia on the one hand, and Central and South American ports on the other. With its Pacific coast line the Canadian Pacific will be able to competo viR Vancouver upon favorable terms for all this trade, inclruliii!^ that local to San Francisco ; the proposed Ocean Ste .nv 13 hoing much faster than those of the Pacific Mail Co., as quii]. time can be made to and from San Francisco via Vancouvc" as is now made by the direct San Francisco boats. ute, will tea mer- connec- .Tapan d large xxj,e To (I Rates of Passage. From Hong Kong. From Yokohama. San Francisco $300.00 $250.00 Vancouver 300.00 250.00 New York 426.00 376.00 Montreal 426.00 376.00 Liverpool 475.00 425.00 i.mdou 480.00 430.00 Havic 485.00 4aT.OO Paris 49§.00 445.00 Hamburg 485.00 436.00 Bremen 500.00 — 450.00 Steerage rates $50, subject to broker's commission in Hong-kong, Cost of feeding Coolies 7 to 10 cents per head per day. 40 ill Agencies. In connection with the establishment of a Trans-Pacific ser- vice three important questions will come up for consideration : Agencies, Connecting Lines or Feeders, and Class of Ship necessary. In establishing agencies or appointing mercantile firms to act as agents, it will be advisable to ascertain what assistance such firms will be able to give in bringing connections and trafiic to the main line. It will, doubtless, be possible to obtain in this manner direct c r 'ions with Singapore and Cal- cutta ; Manilla ; Australia Torres Straits ; the coast ports of China ; and the river ports of the Yangtze, from Hankow to Shanghai. A connection between Yokohama and Shanghai, via Nagasaki and Hiogo, through the Inland Sea, is of course a necessity. At the present moment this service is performed by a Japanese Steamship line, known as " Ni;ypen Yusen Kwaisha," or Japan Mail Steamship Co., which connects at Yokohama with the Pacific Mail line. This company has been recently formed by amalgamating the interests of two companies, formerly in opposition, and has the strong support of the Japanese Govern- ment. Owning a large fleet of steamers, hulks, junks, barges, mooring facilities and wharves in every port in Japan, and Shanghai, with the monopoly of the entire coast trade, this Company would form another valuable ally. The directors are anxious to consummate an arrangement with the Canadian Pacific, and for several reasons it will be advisable for the lat- ter to arrive at an understanding with them ; two of the most important are that the present connection of the San Francisco line will be destroyed and their trafiic diverted to the new route, rendering it necessary for the Pacific Mail Company to establish a new service at heavy cost ; and that the Canadian Pacific line will obtain the strong moral support of the Japan- ese G-overnment. If an arrangement of this nature is arrived at, the Shanghai and Nagasaki agencies will be in the hands pf the Nippen Yusen Kwaisha. There remain the ports of m *acific ser- deration : of Ship firms to assistance ions and to obtain and Cal- ast ports mkow to ^ag-asaki ecessity. Japanese )r Japan ^ith the med by lerly in xovern- barges, an, and le, this irectors nadian he lat- e most mcisco e new any to ladian Tapan- rrived hands rts of Yokohama and Kobi. In Kobi it will be wise, and in Yoko- hama it will be necessary to have a regular agent. Apart from the advisability of having a direct representative of the Company to keep an eye upon affairs in general, for business reasons a separate agency is a necessity. The tea trade is a peculiar one, requires delicate and cautious manipulation, and will not permit a merchant to expose the arrangements and details of his business before the eyes of a competitor. If a business house is representing the steamship line, all its mem- bers and employees must necessarily become informed with regard to the business matters of every firm, company and individual patronizing the steamers, having in the bills of lading a record of all the shipments made, by whom, to whom, and in what quantity. Tea and silk shippers will not give their patronage under these conditions. Class of Ship. It is the opinion of practical and experienced men, who have been engaged for years in the service, that ships of the " White Star " class, such as the " Belgic " and " aaelic," now engaged in the trade, are the best models for the trans- Pacific route for the following reasons : — They are specially built to maintain speed in heavy weather, designed, as they originally were for the North Atlantic trade, and are there- fore well suited for the frequently rough passages of the North Pacific. They are heavily sparred and carry a large spread of sail, which, with their fine sailing qualities, not only enables them to make smart passages although of moderate steaming power, but is also a safe-guard in the event of machinery breaking down, a matter which is not altogether unheard of, and which demands serious consideration on so lonely and little traversed an ocean as the North Pacific. Their saloon accommodations are all forward of the engine room, while the steerage (or coolie) quarters are aft, and the hurricane deck affords special facilities for saloon passenr'ers and at the same time keeps them distinctly apart from the coolies, their opium and their *' chow-chow." The vessels 11 ! must necessarily be of large tonnage, for in addition to heavy cargoes and a large number of steerage passengers, they must be able to carry in their bunkers from 1,500 to 2,000 tons of coal, and should be so designed that they can carry guns, or be fitted at short notice for the transportation of troops. The Harbors of Vancouver, Yokohama and Hong Kong having deep soundings the matter of draft is immaterial, and depth gives stability, especially necessary for carrying guns. A fleet of steamships, such as it is proposed to build, will be an acquisition to the Imperial G-overnment of the utmost im- portance, and will certainly benefit to no small degree all of Her Majesty's subjects in Japan and China. 43 I to heavy they must )0 tons of y guns, or ops. The g" having md depth d, will be tmost im- rree all of APPENDIX. The following extract from a Memorandum issued in London in Dec .mber last shows that the Imperial aspects of the Cana- dian Pacific Route have already attracted attention : — "The tedious journeys of the olden times are already things of the past. The change made by the Railway and its extreme usefulness, even while still incomplete, were prominently illustrated by the speed with which the Canadian Grovernment was enabled last spring to reinforce the Mounted Police and suppress the Half-breed outbreak in the North West. The Maritime Provinces are in immediate railway connection with Quebec, and in the spring of 1886 the " Canadian Pacific ex- press " will run from Montreal to Vancouver on Burrard Inlet in ninety hours. So that even under existing conditions, that is, taking the average i>assage of the present Allan steamships to Rimouski or Quebec in summer, and to Halifax in winter, passengers and mails from England will be able to reach the waters of the Pacific in thirteen or fourteen days, and a regi- ment can be moved from Halifay, Nova Scotia, to the Pacific coast in five days, without touching foreign soil. What a contrast is this to the 95 days required, fifteen years ago, for moving men from Toronto to Winnipeg ! " Arrangements are being made for carrying a more direct railway system than the present from Montreal to some port in the easternmost part of Nova Scotia or even of Cape Breton. When this is accomplished, and fast steamers ply on that route, the time between England and Vancouver will certainly be reduced to eleven days or even less. For troops and warlike stores it might be a little more, as the most direct route will lie across that part of Maine which, under the Ashburton Treaty, was so unfortunately given up to the United States. There- fore, for troops, the circuitous line of the Inter-colonial Railway must be taken, but this will only involve a delay of something less than a day. " The immediate effect pf this railway development is not only J^:. i^ I f; > mi that all parts of Canada become readily accessible from each other, and that districts hitherto useless because isolated, will become the granary of G-reat Britain ; but far beyond the con- fines of Canada and purely local or commercial interests, the result will extend. Passengers will in 188*7 be able to reach Japan in twenty-six days and Honkong in thirty-one days from England by the fast steamers which will be placed on the Pacific, and a great advantage in time will be offered at once by the new route (without reckoning the still further reduc- tion which will soon be effected) in reaching those points over the existing routes via Brindisi or G-ibraltar." A well-known authority on International Law,* writing on the complications which may arise in connection with the Suez Canal, says that " England's position with regard to the " Egyptian question has been greatly altered by the opening " of the Canadian Pacific Railway. ... A free passage through *' the canal for our transports is by no means so essential to " the defence of the Empire as it was a short time ago. We " have, therefore, far greater liberty of action in dealing with " the other Powers than we had before. Now that we have '* an alternative route to India, we may be able to purchase " other advantages in the settlement of Egyptian affairs by " giving our consent to an arrangement concerning the canal " which prudence would f'^rmerly have compelled us to de- " cline," How th Canadian Pacific Railway exercises " an " immediate influence upon the Egyptian problem," Mr. Law- rence argues as follows : — " Halifax is an ' Imperial Station,' where is kept up the only garrison of British troops in the Dominion of Canada. On the receipt of a telegraphic order from the Home Grovernment, the 2,000 or 1,500 soldiers stationed there could immediately pro- ceed b^ railway across the continent. They would reach the Pacific at the new city of Vancouver, on Burrard Inlet, in five days ; and meanwhile their places at Halifax could be sup- plied by Canadian militia till a new garrison arrived from England. They could be conveyed from Vancouver by sea to Calcutta in thirty-three or thirty-four days,t stopping on the way at Hong Kong and Singapore to pick up reinforcements from the imperial garrisons stationed there. Thus a force of from three to four thousand men could be thrown into India * Essays on some Disputed Questions of modern International Law. By T. J. Lawrence, M.A., L.L.M., Deputy Whewell Professor of International Law, Cambridge. (Second Edition, 1885). t See foot note following page. 4B Tom each ated, will i the con- rests, the to reach one days ed on the i at once r reduc- ints over fiting on vith the d to the opening through ntial to ro. We ig with ve have urchase airs by- te canal to de- es "an *. Law- le only On the at, the y pro- ch the n live e sup- from ►y sea n the nents rce of India By T. I Law, in about thirty-eight or thirty-nine days.f from the time when the order to start reached the officer in command in Halifax. Now it takes just thirty-eight days to make the voyage from England to Calcutta vu) Gibraltar and the Suez Canal. Thus we see that, as regards time, the two routes are in very much the same position, whereas the route by the Canadian railways has this great advantage, that the land portion of it passes entirely through British territory. As long as we keep com- mand of the sea, it is perfectly safe from end to end. The canal may at any time be blocked by accident or design, but it is impossible to throw a barrier across the open ocean. " Let us now consider the bearing of these facts upon the defence of our empire in Asia. If at the moment when it be- came necessary to throw troops into India there were no compli- cations in Europe, we could send on at once the greater portion of our garrisons at Malta and G-ilbraltar .... But, if the aspect of affairs in Europe was so threatening that we could not withdraw any appreciable number of men from our Mediterranean garrisons, reinforcements for India would have to come direct from England, and a choice of routes would lie before the home authorities. Even if our European foes were too weak at sea to make any attempt upon our transports as they crossed the Mediteiraneau, the Suez Canal route would be dangerous because of the impossibility of obtaining com- plete security for an absolutely safe passage. The route across the Canadian Dominion would be perfectly secure ; for the chances are a thousand to one against our being embroiled with the United States while we are fighting a great European con- test. But, on the other hand, it would be longer by the eight or nine days needed to cross the Atlantic. • Yet this disadvan- tage could be obviated to a great extent by sending on the garrison of Halifax in the manner described in the preceding paragraph ; and it might be possible to send after it, within a few days, the greater part of the garrison of Bermuda. They would be the advance guard of a continuous stream of rein- forcements from England, which would reach India at short and frequent intervals, till all the troops that were needed had been sent." It may be pointed out that, of course, the Canadian Pacific Railway will be useful for naval as well as military purposes, stores and crews for the Pacific squadron being easily and ex- t The steamers of the Canadian Pacific will deliver troops in Calcutta from Vancouver in 23 to 25 days, and from Halifax in 29 to 31 days, stopping if ne- cessary at Hong Kong and Singapore. ^ poditiously dolivored from England or from the Halifax or Bermuda Dockyard on the Pacific coast. But it may be asked, how can troops be moved by train for 3,000 miles or more without any break in a continuous journey of four or five days ? In anticipation of can*ying a large num- ber of emigrants from Montreal to various points in the North- West, a distance of from 1,400 to 2,000 miles, the Canadian Pacific Railway has invented and supplied itself with a modi- fication of the Pullman car system, applied to emigrant (!ar- riages, by which clean and comfortable slat beds are available for the use of passengt^rs, who are thereby enabled to make a long continuous journey with a minimum of fatigue. These cars will each accommodate 46* passengers, and they would, it is believed, exactly meet the requirements of the Transport Department. Comparison with the route via New York and San Francisco has been omitt(^d, because the latter is for Imperial purposes not available, but it may be briefly mentioned that the route from Liverpool via the Canadian Pacific to Yokohama is esti- mated to be 1,100 miles shorter than by the former route, and this represents an advantage of 3J days in point of time. As an alternative to the present route via San Francisco to Fiji, Australia and New Zealand, the Canadian line must not be altogether dismissed from consideration. The Californian port is, no doubt, considerably nearer to Sydney than the British Columbian railway terminus ; but the greater speed at which the trans-continental journey will be made, owing to lighter grades and better construction of the Canadian line, and to the unique fact that the entire stretch from sea to sea is under the absolute control of one Company, will fully compen- sate for the extra length of the Pacific sea voyage.f The larger portion of the miscellaneous merchandise now sent from Cali- fornia to Australasia can be just as readily provided in Canada, while the staple cargo of outward-bound vessels to Australia (lumber) can be shipped at a far cheaper rate and of a better quality at Burrard Inlet than at San Francisco. For coaling purposes, the advantages for steamers of the former port can hardly be over-estimated. This memorandum, indeed, would not be complete without some reference to the question of coal. The coal of Vancouver al cl I * These cars will each accommodate 56 men. t Through distances from London to all ports in Australia are shorter by the Canadian Pacific route. 4Y or Island is admittedly the only good coal yet found on the Paci- Ko coast of North America. Even if deposits of an equally good character are not discovered on the Canadian mainland along the line of the railway — which is not improbable — the terminus at Vancouver (Coal Harbour) on Burrard Inlet will be immediatel)' opposite to the coal mines of Nanaimo, and ships sailing from thence to Australia, Japan, or India will obtain excellent coal at a very low rate. It is satisfactory to find that the Imperial authorities are alive to the extreme importance of this route, as the Postmaster- General has (October, 1885) advertised for tenders for a Fort- nightly Mail Service between Coal Harbour and Hong Kong, calling both ways at Yokohama, Japan. It remains for the Imperial Government not only to avail itself of the benefits which Canada, by the construction of this road, has conferred on the Mother Country, but to secure them permanently by recognising the necessity of protecting the Pacific terminus of the railway. The dock at Esquimalt, the coal mines at Nanaimo, the terminus at the new city of Vancouver, are places (Tarmes of the utmost strategic importance to the Empire.^ " The golden age of peace," says a writer of a recent article in a London paper, " has not yet dawned. These positions, all lying close together, should be strongly protected. When this has been done — and no time should be lost — when our Pacific squadron can with despatch and certainty draw men and supplies from Halifax or England, and when regular lines of English steamers ply between Vancouver and the East, the power and iniluence of Great Britain in the North Pacific will be enormously increased, whether it is to be exercised against aggressive Russia, to maintain her friendly ascendancy in Japan or China, or to hold her own in India." ^.f / ■■■•" ■ • •■■•-■••■■.■.»•■:•:. I rC^ " * > • < ' di I * See a paper on " The Protection of our Naval Base in the North Pacific," read at the United Service Institution, by Major-General Laurie, on April 6th, 1883, and the interesting discussion that followed the reading, which elicited an apparently unanimous concensus of opinion on the advisability of fortifying Burrard Inlet without delay.