^>. IMAGE EVALUATION TEST TARGET (MT-3) V A ^ ;/^ A f/. & ^ 1.0 I.I IA4|Z8 |2.5 Hi Ui 12.2 2.0 im 11.25 i 1.4 1.6 7i 4j^ 7 / ^"^ CIHM/ICMH Microfiche Series. CIHIVI/ICMH Collection de microfiches. Canadian Institute for Historical Microreproductions Institut Canadian de microreproductions historiques 1980 c Technical Notes / Notes techniques T P The Institute has attempted to obtain the best L'Institut a microfilm^ le meilleur exemplaire o fi original copy available for filming. Physical qu'il lui a 6t6 possible de se procurer. 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The original copy was borrowed from, and filmed with, the kind consent of the following institution: National Library of Canada L'exemplaire film6 fut reproduit grdce d la g6n6rosit6 de r^tabiissement prdteur suivant : Bibiiothique nationale du Canada Maps or plates 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 ou les planches trop grandes pour dtre reproduites en un seul ciichd sont filmdes d partir de I'angle sup6rieure gauche, de gauche d droite et de haut en bas, en prenant le nombre d'images n^cessaire. Le diagramme suivant illustre la m^thode : 1 2 3 1 2 S : 4 ■ 5 6 S/jti •<^0 ^ ] y * « OCEAN ROUTES 9\ AND ( C 9\ I Modern Transportation. ^^v. ^ m — CANADA'S SPLENDID OPPOBTUNITT. 9\ PRICE, 23 CENTS. '■^With the devdoiimenl of the Marine Engine^ the sea unites, rather than divides widely sejjarated lands." 9y HERALD PBINTIN»J HOUSE, HALIFAX, N. S. 1898. 9\ J3^ f' *■; :a I«"!f5!!!il25!.'f ".> mmMw^mwmfiiiiimfmmif^ Ocean Routes AND Modern Transportation. CANADA'S SPLENDID OPPORTUNITY. " With the development of the Marine Engine, the sea unites, rather than divides, widely separated lands." '> < Canadian Atlantic Steamsliip Service. } ^ S If Canada would make good the promise of her past record for future greatness, she must see to it that her forest, agricultural and mineral resources are rapidly developed. If her almost unlimited virgin lands shall be filled up with industrious farmers, the working of her mines and forests will follow as a consequence. The secret of C'anada's success is in the cultivation of her soil. By large expenditures the way has heen opened for the development of this vital industry. The vast reaches of rich lands have been, by railroads, put within easy access of the immigrant. Had there not been at the South a competing neighbor, Canada's extensive prairies would now be dotted with farmhouses, having thriving cities and towns for their centres. Immigration, however, goes largely to the United States. The greater part of the overflow from the Old World is contributed for the enlargement of that councry. So far as making adequate efforts to secure large immigration we have remained comparatively inactive for nearly half a century. It is now time that active, heroic measures were adopted to retrieve our lost fortunes and to secure success in the future. Among the influences long at work and still working to pro- duce this result, are the speed and conveniences of ocean travel. This can be made apparent by a statistical review of the past. By a succession of leaps and bounds the population of the United States has gone up to 70,000,000. Canada stands to-day be- tween 5 and 6 millions. How much of her increase in population does the Republic owe to her extra provisions for travel by sea from the Old to the New World? There may be at least, a partial solution of this question in a comparative statement of the statis- tics of the ocean travel of the two countries in the last sixty years. Both the character and extent of the accommodation and the speed must be taken into the account. When the timber ships of England and Q- -"bee stood first in their quick voyages and conveniences for passe^ ^ers. Old Canada was far ahead of the United States in attracting emigrants. In 4 1896, Quebec claimed 39,000, the United States 22,000. About this time the United States awoke to the importance of increasing her inducements to immigrants. Kegular lines of packets from New York and other principal ports in the United States to foreign countries were established. The larger part of the business was done with Liverpool. Twenty packet ships, divided into four lines, in 1836, did business with that port. A dozen made London their centre of trade; and fifteen sailed between New York and Havre. All these ships were American i)roj)t'rty and built under the stimu- lus of American enterprise. They were finely modelled and of the best workmanship, and fitted up in the most expensive style. They offered tHe best conveniences and accommodation to travel- lers. They varied in size from 460 to 880 tons, and had the reputa- tion of being the finest ships in the world. They performed the voyages with regularity and expedition — 34 days westward and 20 days eastward, being the average length of time iii crossing the Atlantic. Among them were ships of great speed. The "Inde- pendence" and "Toronto" made trips from New York to Liverpool and Portsmouth in 14 days. But in 1838 steam power came into operation and eclipsed the old-fashioned mode of travel. This was the beginning of the new era. Extra efforts were then made by the Kepublic to increase immigration to its shores. From this date until the present day there has been a regular advance made in the rate of speed in cross- ing the Atlantic. In 1838, the "Great Western'' crossed in. 15 days In 1846, the Cunard "Europa" in 11 days 3 hrs. In 1856, the Cunard "Persia" in 9 days 1 hr. 45 min. In 1807, the Cunard "Russia" in 8 days 28 mi a. In 1877, the White Star Line "Britannic". 7 days 10 hrs. 52 niin. In 1887, the Cunard "Umbria" in 6 days 4 hrs. 42 min. In 1894, the Cunard "Lucania" in 5 days 7 hrs. 28 min. The new North German liner, "Kaiser Wilhelm der Grosse," made the run in November last from New York to Southampton, in 5 days, 17 hours and 8 minutes. Compare this time with the best previously made, that of the "Lucania," 5 days, 7 hours, 23 minutes, and add 18 hours, the time consumed from Queenstown to EUston Station, and it makes the time between New York and i ■• i 5 London (I clays and 4 hours. But by the "Kaiser" it has been reduced to 5 days and 20 hours. The White Star Liner "Oceanic," soon to be launched, will be the largest ocean mail boat by several thousand tons. The pro- phecies in regard to her, lead the public to believe that she will make the passage across the Atlantic in still less time, possibly under 5 days. By these statistics, it will be seen that since 1838 there has been a reduction of time in crossing the Atlantic at the rate of over one day for each decade. This advantage has been enjoyed by the United States. But since the Allan contract for conveyance of Canadian mails in 1856, tliere has been but little improvement in speed on the St. Lawrence route. The following show the quickest passages made by the Allan lines between Liverpool and Quebec. The 1897 figures are made from the Posf Otfice Department reeords, Ottawa: — In 18.57— Allans —"Anglo Saxon" 9 days, 13 hours. Tn 1867— Allans —"Austrian" 8 days, 17 hours. In 1877— Allans — "Sarmatian" 7 days, SO hours. In 1887— Allans —"Parisian" 7 days, 18 hours. In 1897 — Dominion — "Labrador" 8 days, 3 hours. The average time occupied from Liverpool to Rimouski with the English mails was 330 hours, 35 minutes. Add 13 hours for the run from Rimouski to Quebec and it will make the average time between Liverpool and Quebec, in 1897, 9 days, 16 hours and 35 minutes. What has been the result to immigration ? In 1850 Canada received 33,298 immigrants; but the United States received 310,000. In 1880 Canada received 37,544, and the United States received 633,353. In 1891 Canada received 24,409, the United States received 665,000, To turn this tide of immigration the convenience and speed for ocean travel and transportation must be improved. Canada does not now even carry her own mails and passengers. They largely go by New York. There is one way and only one way to put an end to this state of things, and to attract immigrants in large numbers to fill up the new lands and develop the resources of the Dominion. Thi3 will b^ made to appear in another article. SPEED AND SUBSIDIES. In my previous article I touched upon the rapid development of the United States by means of her increased facilities for ocean travel, and also upon the results of a slow service for Canada. The mere knowledge of these facts will serve the purpose of begetting a feeling of weakness and shame; but the knowledge of them, which will lead to prompt and wise action, will be of incal- culable service. Our danger now is not in ignorance, but in in- action. We sit by and see the rapid enlargement of the nation south of us as if this were the highest gratification of our national ambition. When carefully examined, the phenomenal increase in the population of the Republic is a proof that all things having been equal in the facilities for travel and other possible indiice- ments to emigrants, Canada too would have enlarged in population as fast as her neighbor. But tlio iiieaus hitherto enijjloyt'd have been altogether inadequate. A thorough and impartial examination of the whole question of building up the country by means of immigation requires a careful comparison of the means used by the two countries lying side by side. The tide will always flow in the open channels. The United States have the best of facilities for conveying people from the old to the new world. ITow was this secured? That is the question for the Dominion to-day. Without state aid in subsidies the present success in ocean travel could never have been secured. But changes in this respect must be made if Canada would compete with her neighbor. When such measures have been adopted as are easily within reach of the Dominion, and such ocean routes chosen as are open to us, ihen it will be seen that the vacant lands of Canada, as well as those of the United States, will be filled up with an industrious and pros- perous po])ulation. Thcso two ])oints I will undorlakf to discuss in an impartial manner and largely by the use of facts. In establishing lines of fast ocean steamers, state subsidies have been essential to success. In 1840 the Cunard line was established on the strength of a liberal subsidy from the English government, sup])lemented by provincial and l'nitel. efly made ago that land and the next 19 knots. 3ts. To- eeds that eding 23 IS 11 knots. The present maximum for the fastest boats is dangerously near 22 knots. Tliis is not a finality. Each now boat built for highest speed exceeds the previous one. The past two or three decades show an increase of nearly three knots for every decade. Let this increase go on for the next decade, and before the end of that time boats of 2G or 27 knots speed may be constructed, which means that Canada will be as far behind New York at the expiration of the next 10 or 12 years as she is now. The American lines in that case, will have the same proportion of travel as they have averaged during the past decade, about 500,000 to our 25,000. In 1887, the Canadian government decided to subsidize a line of fast Atlantic steamships to carry mails in competition with New York, and advertised for tenders, insisting on an average s])eed of 20 knots an hour. At that time such a guaranteed speed would have placed Canada abreast of New York; but considering the advance made on the American routes since, it would be a mistake to build new boats of 20 knots at a very large outlay for the next 10 to 15 years. They would be too far behind New York in speed before half the time ex])iies to be of any benefit a.s a fast service to tile country. It would also he a mistake to tie up the postal subven- tion fund of the Dominion in the form of such a large subsidy on a 2()-kn()t i-ervico, for the next 10 or 12 years. Uy the recent amendment to the contract even that speed is not guaranteed. Germany, by means of state assistance, is now leading England in trans-Atlantic speed. The new contract with the French govern- ment calls for boats which will take less time between Havre and New York than that attained by Germany. But neither of these nations, with their large populations and strong navies, is nearly as much in need of a fast service as Canada; nor will they benefit by such a service as much as the Dominion. Ten years have passed in fruitless efforts to establish a Cana- dian fast line. The uncertainty of who would get tlie contract pre- vented the Allans from improving their service, and in the mean- time the cream of trans-Atlantic traffic has gone to the United States. The failure in securing a Canadian fast service during the past decade will l)e dealt upon in another article. . j mI '■ i ^ j ikM^ 1^1 m ROUTES AND SPEED. In the discussion of ocean speed, it is necessary to emphasize the ini])ortance of selecting tracks absolutely clear of every obstacle, hindrance and possible danger to fast steaming from port of recep- tion of mails to port of delivery. An eminent authority on rapid transit, Austin Corbin, says on this subject: "The introduction of some means cf rapid transit between the two English speaking nations, wholly free from in- conveniences, delays and hazards duo to tides, fogs and storms, encountered in narrow and crowded water ways and along dangerous coasts, is of the utmost importance to all trans-Atlantic travellers, who look upon the voyage as a necesasry means to an end. The universal demand is for the sliortest [)ossil)le sea passage for travellers and the quickest delivery of mails. The question in projecting the best trans-Atlhntrc steamship line is how to secure a route which combines the merits of shortness and directness with safety and comfort to the traveller. In solving the question, ports having PARTICTTLARI.Y ADANTAdEOUS (}EOURAPUI(!AL LOCATION FOR EMBARKATIONT AND DEBARKATION, and from which vessels can AT ONC^l^: OBTAIN FIHjL speed, nnist be selected and shi])s must lie run which have A MAXIMUM! OV SPEI<:D, coupled with all tlie modern conven- iences of security and comfort." In establishing a Canadian fast line, it is necessary to use ocean tracks, affording equal speed to that obtained on the New York' routes; and in order to ascertain what is required, it is neces- sary to compare the merits of the respective American and Cana- dian routes; but it is not an easy task to compare them. So long as we are content to say one route is shorter than anotlier, it is easy enough; but to express the comparative merits of the several routes by the maximum of speed, it is necessary to take as a basis of com- parison, the speed attained on the respective routes, the regularity of ocean passages under all circumstances, and the hazards and accidents incurred. To make this comparison of value, data are necessary, and it is essential that th^ data should l)e accurate. Notwithstanding tliQ to emphasize very obstacle, )ort of recep- rbin, says on rapid transit reo from in- and storms, ig dangerous ic travellers, n end. The passage for Tc steamship of shortness In solving [TAG ROUS rrON AND ■i: OBTAIN" L which have !ern convcn- ;sary to use >n the NcAv , it is neees- 1 and Cana- . So long as ir, it is easy vera! routes isis of com- e regularity lazards and ?ary, and it landing the I \ o tfi a ^ ^ a w >i cc ^ -»^ h O Z 3 en 09 Ui « H a U) 1-3 O PS a; w a '/:< Fj and 22 are not climatic jawrence le of the ce route, In the menting history s a very experi- defects besides i^as very 1§ heavy and distressing. Disaster after disaster occurred, apparently withcut end. It is difficult to account for these disasters, even now. Something was probably due to the heavy penalties imposed by the government for delaying the mails. The Straits of Belle Isle were often blocked with ice, and the currents changed with the winds, while the soundings were not to be trusted." It is no wonder that the Allans, who had suffered such severe losses, when speed was insisted on, demanded the insertion of the following clause in negotiating for a 20-knot service, if 1896: "It is understood, however, that speed may be reduced during fogs, snow-storms, or tempests, or to avert danger in the vicinity of land, and dangers arising therefrom, shall not involve the con- tractors in penalty, nor be deemed a breach of contract." Willi such a clause in the Fast Line contract by the Belle Isle, with the experience of shipping and the mail service on the route during the past three or four decades, it seems mere nonsense to talk of Canada having a 20-knot service. The clause protects the company and captains of the Fast Line boats in lying at anchor, as in the past, or in proceeding at any speed, from one knot upwards. The Allans have had long experience on the St.Lawrence route, and have always maintained that a twenty knot speed was imprac- ticable and dangerous, owing to ice, land-bound waters, and fog. In their correspondence in the London Times on the Iluddart Fast Line contract, 1894, they expressed their views very clearly. The difficulties and hazards of the St. Lawrence for high speed are well-known to English capitalists, and this accounts for the failure of every attempt to raise the necessary funds to float a 20 knot, guaranteed speed. Samuel H. Fry, of London, ten- dering, in 1894, for a Canadian 20-knot service "Atlantic Steampship Line," (See Canadian Blue Book.) says: "I think the ports in Canada should be left for me to decide; if only to acceler- ate the despatch of the mails. In the summer, very often, dense fogs prevail in the Gulf of St. Lawrence, when it would be abso- lutely unsafe to run a steamer at 20 knots per hour. I have known the steamers of the Allan Line detained in the Straits of Belle Isle for two days by fogs and ice. What I would propose is, to load the steamers at Montreal and Quebec, and then sail or steam 20 very slowly down the Gulf of St. Lawrence, unless the weather was very clear, and call at Halifax for the mails." Mr. Fry here, not only points out the difficulties of the St. Lawrence, but makes an Atlantic port of call a condition of his tender for a guaranteed speed. It would be a waste of public funds to pay a large sub- sidy for a line of fast boats on a route that will only pennit of an average speed of freight boats on New York tracks. The^avourite form of opposition to the route south of the ice, is that between Quebec and Liverpool, the Belle Isle route is geographically shorter. . (See Admiral Hopkins on this point.) The northern route is about 150 miles shorter than the southern; but the time spent in the water carriage of the mails, via Belle Isle is several hundred miles in favor of the southern route. The long run of one thousand miles through ice and coasting waters would be avoided, and the extra distance between Quebec and Liverpool by the southern route is more than compensated by the quick and regular passages by the free ice route. The average passage from Moville, or Tory Island, Irehmd, to the Arctic ice is good; but on the thousand miles from the Arctic current to Quebec is where the detention occurs. If there is any doubt in the public mind with regard to these delays, the actual detention can be obtained from tlie captains' sworn statements of eaclx voy- age at the Post Office Department, Ottawa, as required by the mail contracts. It was suggested that fast tenders might be used to pilot the mail boats in fogs to facilitate despatch. On in- terviewing captains of the St. Lawrence mail boats at Halifax this winter, as to the prospect of despatch by the use of such boats, one replied, 'filot boat nonsense; — what good would they be in fogs, or in the ice area, wlien at times it is impos6il)Ie to see the length of the ship ahead?" An ex-St. Lawrence mail boat captain speaking on the fast pilot boat question said, "I've seen icebergs only about a third of a mile apart, apparently in every direction. At times I have had to go dead slow in clear weather; at other times, stop my ship, and again, when winding through them and approaching bergs with considerable under water surface, I have had to back my ship and seek another opening. Under such circumstances pilot boat would bo useless." Continuing, he said, that at times, in e weather ' here, not makes an uaranteed arge sub- mit of an th of the J route is is point.) southern; via Belle itc. The ig waters ebee and !d by the ! average Lrctic ice irrent to doubt in etention iclx voy- the mail gilt be On in- fax this boats, they joseible ne fast lird of ve had ship, bergs ck my pilot les, in 21 the Straits of Belle Isle, he found it very difficult to locate the fog whistle. Very frequently his officers and look-out all differed as to the direction of the whistle, which effect he thought was caused by the rising ground in the rear. On March 30th, I interviewed Captain Evans, of the Royal Mail boat "Lake Winnipeg.'* In speaking of fast pilot boats as a uiaons of rapid transit on the St. Lawrence, lie replied, "That pilot boat story is a fairy tale. No thinking person would sug- gest such a thing." And as to the question of differences in averages and speed between the New York and St. Lawrence routes he said: "It was remarkable the high speed and regular averages made on the New York route." As to the St. Lawrence and Belle Isle, the trouble in regard to speed was the ice until after mid-summer, and again the long tract of coasting water on the route. Good speed could be made in fine, clear weather to a certain point, but he considered the St. Lawrence route very uncertain for high speed boats. He said further that in thick and foggy weather they would have to feel their way by soundings, or jeopardize life and property." The experience of the Allans in accidents and loss of life when heavy penalties were imposed by the Canadian Government for delaying the mails; the refusal of English capitalists and com- panies to undertake the running of a guaranteed high speed line on the St. Lawrence, from 1887 to 1894; the failure of the Hud- darts from 1894 to "1896; the refusal of the Allans in 1896 to close such a contract; and now the failure of the Petersens to raise a company for a guaranteed speed of 20 knots, 1896 to 1898, should open tlie eyes of Canadians to tlie difficulties of the roiitc and lead to a thorough consideration of the matter. If Canada is to have a 30-knot service, not a 20-knot s])ecd, ice, land-bound waters and fogs permitting, a route must be adopted, avoiding ice, coupled with an Atlantic port of call to obviate the necessity of trying to steam up the St. Lawrence at high speed in f oga. In the past the whole trouble which has caused such a loss to Canada in travel, commerce, and national development, has re- sulted from the use of an ocean ice track and an inland port of call :{ III 22 Canada is the only country in the world that uses an inland port for the delivery of mails, the only country which ignores the advantages of open ocean ports of call. The universal custom with fast liners is to use the first lieadland, or port, for tho lelivery of mails, etc., to railways and fast steam connections on the coast. The Candian mail boats for Liverpool, use Moville as a port of call; and the New York boats for Liverpool use Queenstown. Both these ports are first on their respective open ocean routes. Between these ports of call ajid Liverpool there is no ice and few fogs, no narrow channels to prevent the boats from proceed- ing direct to Liverpool bar. The mails landed at Moville and Queenstown are subject to water-carriage of 57 knots from Kings- town to Holyhead. There is very little time saved in the despatch of mails to London by using these ports of call. In fact, the fast Cunarders might deliver them via Liverpool as quick, by running a little risk in speed. Still, for the safety of the ships and the possible time of the delay of mails, these ports are used. In con- sidering what is required for Canada, Plymouth is the best port of call for us. Some twenty-eight lines arrive and call there for the landing of mails. Boats from almost every ocean and every continent for European destination land tlicir mails at Plymouth. Tlie same system prevails witli the far Ea.st. The P. and O. boats land their mails for Bombay, Calcutta and the Pacific at Colombo. But in Canada the first port of call for the landing of mails is Rimouski — hundreds of miles inland, through a waterway sub- ject to more obstacles and hazards than are found on any other ocean mail route. A glance at the North Atlantic Chart will show that a Canadian expedient route for a Fast Line between Quebec and Mil- ford or Liverpool, can be adopted by using North Sydney or Louis- burg as ports of call. This will avoid the delays to mails fau.s- <] by the ice, etc., by Belle Isle, and the dangers of fast steaming in fogs on the St. Lawrence. Tho distance from Nortb Sydney t^ Milford Haven is 2,183 knots; to Queenstown, 2,067 knots. From Moville to Rimouski, 2,480 knots by Cape Race, but from Queenstown to New York it is 2,815 knots. The proposed Canadian route would meet the universal dg- ?^ n inland ores the 5m with ivery of oast, i ii port nstown. routes. CO and roceed- lle and Kings- Jspatch he fast imnin^ id the n con- it port !re for every louth. boats >mbo. mails ' sub- other lat a Mil- ouis- iiL-i': « ^ ^ ,5:; -^ ^2 'I I T— [ft J2 t, § ""^^ O ?3 _ o 5- a ^ £ +2 o ^ c-i ^ =« ^. >^^<, o >^ 02 02 5? '^ ^•^^ 5^:3 a:-|:^- JJ. c K -3 C - i= •? „„t„a Distance. Time. "°"**'*'' Knots. Hrs. New York to Southampton 3,128 142.11 New York to Queenstown 2,815 127.37 North Sydney to Queenstown 2,0G7 93.57 The despatch of mails and passengers from North Sydney westward is simply a question of railway speed. Vast transit can be much cheaper and safer over-land tlian througli fogs on tlie ocean. The short ocean voyage of less tlian four days would make the Canadian route and line ])opular, and would attract l)oth American and European travel. The gain in time in the transit of mails between Ottawa and London, G. B., by North Sydney over New York will show to advantage the favourable geographical position of the Dominion. We will base the comparison on the actual time occupied by the "Lucania" on her fast trip of five days, seven hours and 22 minutes. 25 VIA NEV/ YORK. DcHcrlption of route. Hm. M*n*"« Ottawa to Now York 13 OO Detention at Now York 4 00 Time occupied l)y "Liicania" on lier quick trip in do- livery of mails, from New York to London 15G 43 173 43 Time. Hrs. MiiiH, 25 15 2 00 93 30 2 30 17 00 140 15 P'quals— 7 days, 5 hours, 42 min. VTA NORTH SYDNEY. DeH(;ri|jtion of route. Distauee. Ottawa to North Sydney 1,015 Detention at North Sydney Nortli Sydney to Q'ueenstown 2,0G7 Detention at Queenstown Queenstown to London P]quals— 5 days, 20 hours, 15 mins. This shows how the Ottawa mails can be delivered in Lon- don 33 hours, 27 min. less time than hy New York. This gain is based on the assumption that steamers can run at full speed the whole distance to their respective ports. It can be safely assumed that the boats on the New York route can not maintain as high averages as can be obtained on the shorter route to Nortli Sydney. In stormy and foggy weather, the extra distance from the meridian of North Sydney to Now York, 8G1 miles, the average speed must bo materially reduced, particularly in approaching Sandy Hook Bar and up to the New York piers. The Hydro- graphic Office Statistics show that the average time of ocean liners from the meridian of Montauk to the New York piers is only about 8 knots per hour, while the run from the summer lane tracks of the New York liners to North Sydney the reduction in speed would mean a very little loss of time, if any, as tho course is straight, with entire exemption from sunken rocks or dangerous fcara, 26 Tho "Lucania" has made a day's run of 502 milos, o-(!-7, was Wi liours and l'{ minutes. Tho now route, therefore, would show tiio following ;^ain over tho fastest New York avoraj^es: OTTAWA TO LONDON VfA NEW YOKK. Ottawa to on hoard ship, Now York 17 hours, 00 min. Now York to London 102 hours, 43 min. 171) hours, 43 min. Equals — 7 days, 11 hours, 43 minutes. OTTAWA TO LONDON VIA NORTH SYDNEY. Ottawa to on hoard ship. North Sydney .... 27 hours, l^t min. North Sydney to London 113 hours, 02 min. 140 hours, 17 min. Equals — 5 days, 20 hours, 17 minutes. A total gain of 39 hours, 20 minutes. I*'quals 1 day, 15 hours, 20 minutes, whereas the gain to the maritime provinces, the militar}' and navy at Halifax and the West Indies woiild he douhle this time. With improved railw.ay time, the gain would he greater. H: would he still greater if tho ocean speed was hased on a twenty- knot or slower service. In no way can a saving of time ho acoom))iislied without in- creasing the speed of ships ahovo tho present rate, which woidd he an expensive experiment, or hy shortening tho length of the ocean voyage and suhstituting as much railway travel as possihle. The saving of time hy shortening the ocean voyage calls for tho selection of an Atlantic port of call, which with a 22-knot service and fast train connection, will enahle Canada to compete with the United States for the Atlantic travel, immigration and commerce. w !/) o , h- - -tt o 2 S o (J^ y, ^ ::-^ rj a o '^. — ?^ ^> r^ ' -^ rtl n^f .12 H p, §i- rt n S- ^- u y< > " 3 -1 -J W t ^ - o ^ y^ ^^ /' * o r— •!— I ^ .^. : f^ ^ 'w !rfC *i^ ' r/i tf. T^ t: 't* rt ^ 2.C cove S2 1 ^1 £ ^;:^ 7> j-i . Ph J= '0 = "^^ ard R CORD S .. — * i^- 3 '/■'' = /J ~ rt c w 3 « -^ ?-' ..o ;2 U It '-: : A ; =<1 = OJ -^ S >— ' ? Ji: 1— 1 "^ ri H L^ *^ h— ' ^ h-: o 1! I 97 TKANSPOItTATION AND SPKKI). Ihit in addition to t'l'; irnfjortarico to Cftimda of parti(;i[)ation iti tlic trariH-Atlantic i)aHH('HL'irinf,' in tin- luisl, which arc likdy lo involve the (lointiuTOc; of ('iiina, an; of ^rcat Hiiinilicnnci' lo the Dominion. This vast f'nii)iro, endowed with trreatcr natnrai resoureoH than India or Africa, and [msHcjssin;^ ^(realer |)o|)idation than either, prese?it8 n tempting,' (ield for Canada ani|uiremenls of fir8t-(dass aux- iliary cruisers. In the t'vent of a ^'eneral l*'nropean war, refpiiring England's fleet abroad, Canada's large foreign commerce on two oceans without means of keeping open communication across the sea, wcmld bo seriously hampered. The speed (piostion in this connection is one of first importance. The nuiritime j)owers in the ConslriTt'tion of modern fleets are nudving this a special feature. 28 In 1885 the natural draught speed of the fastest British cruisers waa 16 to 16 1-2 knots. But of the cruisers and ships since de- signed, 14 have a natural draught speed ranging from 30 1-2 to 22 1-2 knots, and 69 from 18 1-2 to 19 1-2 knots, and highc^r speed can be attained for short periods. There is no standstill in naval steam propulsion. The nations are seemingly trying to out- do each other. In the present Spanish- American w.ar it is the fast boats that are in demand as auxiliary cruisers. A 22 or 23 knot liner would soon run down a 20 knot boat, and in view of Canada's largo interests in maritime matters, and the importance of tbc safe delivery of mails, this feature of tlie question should be carefully considered in the establishment of ocean mail services. 2. Cboap transportation is tbe great requirement of Canada. The country which reduces to the lowest figure the cost of trans- ferring tonnage from point to point, whotbcr sea-borne or in- land, all other things being equal, will bave the greatest industrial and commercial developuKnt. This is seen by the wonderful growth of England's commrce, and the rapid increase of German and American domestic and foreign trade since the introduction of modern steam propulsion. The wonderful competition that our great staple export crops are now obliged to meet in England and the markets of the world is well known. The competition from the immense increase of output, at low cost of food supplies and other products of indus- try, — an increase which has more than kept pace with th-J growth of population, — and from wheat areas baving ocean navigation, and from the ever-increasing economies in transportation, has readied a stage that production is almost unprofitable to farmers in our western provinces. The farmers in the Western States have the advantage of com- peting railway lines and water transit to the seaboard. In the over-sea carriage, the competition between the gi'cat ocean lines with their modem freight carriers has reduced the cost of transit to a minimum. The principal fast line companies on the New York route are building huge cargo boats for handling the heavy freight of their passenger traffic, and for general cargo ])urposes. The North German Lloyds and the H.amburg-American Companies in addition to their fine fleets of modern boats are building half a 29 dozen each of the most improved cargo boats. The new White Star "Cymric," one of the most improved cargo vessels afloat, is over 12,000 tons gross and 23,000 tons displacement. Besides her cargo and dead-meat capacity, she is fitted to carry 830 head of cattle, as well as a large number of horses. The same company will soon launch the "Oceanic," 17,000 tons gross. Nor is the end of economies in ocean transportation in sight. Boats of 20,000 tons gross, exceeding 30,000 tons displacement, are in the order of events. These huge ships, owned by the fast line companies, steam from 11 to 16 knots on a small coal consumption and com- paratively light running expenses. This competition between the fast steamship lines, with their modem freight carriers on the New York route, gives American industries a decided advantage over Canadian, which are yet with- out competing fast liners and the larger improved freight boats on unobstructed ocean routes. A recent writer on modern econ- omies of transportation says: "This has resulted in developing a system of sea carriage al- most as perfect as that of land carriage. The sailing vessel of lim- ited tonnage and high risk has grown into the steam vessel of ever-increasing size and freight capacity, sailing from port to port on schedule time, and well nigh irrespective of wind and tide. Such a development has called into existence a number of auxil- iaries — harbors, docks, warehouses, and an immense and compli- cated machinery for prompt and safe handling and forwarding of gjods. IT HAS ALSO SELECTED OCEAN PATHS FROM CONTINENT TO CONTINENT, WHICH OFFER, IF NOT THE SHORTEST ROUTE, THAT WHICH EXPERIENCE SHEWS TO BE LEAST FRAUGHT WITH DANGER OR DE- LAY." And as the cost of transportation determines the margin our farmers and producers have on their products, and in a sense the value and settlement of our great ])rairies, is it not a question that should be considered in the establishment of fast ocean services ? Should not the subsidies be sufficiently liberal to induce Cana- dian capitalists who are in sympathy and in touch with Cana- dian interests, to join with British capitalists in giving Canada a well-equipped service, a line with speed to draw ocean travel, which 30 means traffic, and large modern freight carriers for facilitating economic transportation. The marvellous growth in population and wealth of the neighboring Eepublic has been assured from im- proved facilities of transportation, without which its 70,000,000 of population could not exist. Canada's position and requirements being similar, the conclusion must be irresistible that along the lines of cheap transportation and speed lies the highway of her industrial development. 3. The events transpiring in the Pacific, the awakening of nations to its future commerce, and the opening of China for in- dustrial enterprise, indicate coming changes in the world's com- merce. The prophecy of William IL Seward is being fulfilled. In addressing the United States Senate on the political and com- nioreial activities of Kur()j)e, ho said: "They would ultimately sink in importance, while the Pacific Ocean and its shores, its islands and the vast rcgioiT beyond, would become the chief theatre of events in the world's great hereafter." Ccrmany, Fiance and Rus- sia are occupying ports in the Celestial Kingdom as bases for com- mercial purposes. To secure the full benefit of its commerce, they are improving their communication with the Orient. The Reichstag has just voted to the Nortli Cerman Lloyds an extra 1,500,000 marks' subsidy for higher speed service and for new boats (four) of improved type, for immediate use on the Chinese route. France is improving her Eastern service. The Oriental and Peninsula S. S. Co., British, are building boats with wider speed radius, to meet the new element of compe- tition in the East. Russia is pushing her trans-Siberian railway to an early completion. The line with its connection will cost the Empire 175 million dollars. Eight steamship lines will con- nect its eastern terminus with Pacific Asiatic ports. Already the Enssians are talking of trans-Pacific lines with termini at Ameri- can ports for a line of travel around the world without touching on Canadian-British soil. Canada, with her western seaboard fronting on the Pacific a near neighbor to China, is more in- terested in her trade than either France or Germany; and throuf'h England's long standing treaty and trading rights, have stronger claims there than even Russia. The possibilities of the Orient for commercial development, having an area of five million square 81 miles, rich in material resources, abounding in coal and economic minerals, and with a sea coast of 800 leagues, and an estimated population of 400 millions, affording almost unlimited markets, easily explains the struggle of the nations for possessions, trading and railway privileges. The Hon. Joseph Chamberlain, in his recent Birmingham speech, emphasized the importance of the Chinese trade. He said: "It is impossible to overrate the gravity of the issue. It is not a question of a single port in China — that is a very small matter. It is not a question of a single province; it is a question of the whole fate of the Chinese Empire, and our interests in China are so great, our proportion of the trade is so enonuous, and the potentialities of that trade are so gigantic, that I feel that no more vital question has ever been presented for the de- cision of a government and for the decision of a nation, and for my part I have tried to-night to state clearly and without exag- geration the conditions of the problem that we have before us."' It has been said that, "with the development of the marine engine, the sea unites, rather tban divides, widely separated lands." We are at the gateway of the Middle Kingdom- and with England to secure us an entrance, and commercial and political prestige, we should improve the present opportunity by following the example of other nations in establishing necessary means of transportation to take advantage of the situation, which if neglected now may be lost to us through the strivings of the nations whose political or commercial interests are antagonistic to our own. European-Asiatic travel through the Dominion has been the ambition of Canadians. Its realization would so quicken the pulse of trade as to cause a permanent commercial advancement. Our geographical position, where the Atlantic and the Pacific, respectively, furnish the shortest and easiest access from America to Europe and Asia, affords splendid opportunity for its accom- plishment; but transit facilities are wanting. The Euroj)ean nations are increasing speed on the Suez route to Chinese ports. Six fast express Atlantic lines connect New York with European ports. Three lines of railway connect the Atlantic with the Pacific; and five trans-Pacific lines ply between American, Pacific »2 and Asiatic ports. For Canada to compete with these systems, equal rail and ocean speed is required. A twenty knot service, which means about an average speed of 16 to 17 knots by Belle I&le, will leave us far behind in the race; but should a twenty knot average speed be attained, even that will not enable us to compete with 33 and 33 knots, which will soon be realized on the New York route; nor will it enable us to compete with the improved Euro- pean lines by the shorter Suez route, not to mention the great Itussian-Siberian railway and its connections. The securing for Canadian industries and enterprise the mar- kets, the potentialities for commerce with trans-Pacific communi- ties, and also the trans-continental travel, would produce industrial expansion, allied with prosperity and national growth, surpassing all that present imagination can anticipate. In view of the strug- gle for these markets, delay in carrying to an early completion a system of the most improved transportation between the United Kingdom and the Orient through Canada, would be nothing short of a national calamity. GEO. II. DOBSON. For furtlier facts and arguments on this iiuportant subject, the reader is referred to the report of tlie Committee ol" tlie House of Commons, Ottawa, 1873-3; report of the Dominion Board of Trade, 1878-9; article by Sir Sandford Fleming in the Queen's Quarterly, Kingston, 1897; and an article by Capt. Wm. Smith, R. N. K., in the Halifax Chronicle, May 13th, 1897. 18, le te k 83 THE SPEED AND TONNAGE Of Ihc Five Fastest Mail Boats on the Ngnv York Route Compared Wjtli the Canadian Mail Boats, for 1891-3 and 1897-8, From Lloyd's Registry of British and Foreign Shipping. t ' NEW YORK MAIL BOATS. 1891-92. Names. Tons. l3truria si20 tJmbria 8,128 Majestic 9,965 Teutonic 9,934 ^aris 10,795 New York io,803 Spee.i. 20 20 20 20 20 20 1897-98. Names. Tons. St. Paul 11,629 St. Louis 11,629 Kaiser Friderick 12,800 Campania 12,950 *Lucania 12,952 xKaiser Wilhelm 13,8001ikely22i.:i 's run, 5G3 Speed. 21 21 new 22 <)0 * Lucania's fastest voyage, average 33.1 knots; day knots; 38.43 knots per hour— 36.90 miles. X Kaisor Wilhelm still improving averages. Highest day's run, m) knots, 34.17 knots per hour— 37,83 miles. The Oecanie (704 feet in length, 17,000 tons), may make a hit ^flore 98 closes, by placing tlie Atlantic speed radius at 35 to -^H knots, or 39 miles an hour. CANADIAN MAIL BOAT.S 1891-92. Names. Tons. Laurentian 3,983 Labrador 4,737 Mongolian 4,909 Numidian 4,909 Parisian 5,355 Speed. UV2 15 141/2 15 1897-98. Names. Tons. Lake Winnipeg- 3,300 Lake Huron 4,400 Lake Ontario 4,502 Lake Superior 4,552 GalHa- 4,809 Li 1891-3 the difference in speed radius on the St. Lawrence nnd }^ew York routes was aljout 5 knots an hour. In 1898 consid- ering the older sliips on the St. Lawrence compared with the new liners to New York, the speed radius has risen to about 10 knot^ an hour in favor of the New York route Speed. 1.3 13 13 lis U 15',;. 34 DISTANCE TABLE. ATLANTIC DISTANCES. >se\v York to Liverpool 3,055 knots Quebec to Liverpool, via North of Ireland and Bell Isle 2,665 " Quebec to Liverpool, via Cape Race 2,824 St. John to Liverpool 2,723 " Halifax to Liverpool 2,475 " North Sydney to Liverpool 2,307 " North Sydney to Liverpool via North of Ireland 2,282 " St. John to London 2,973 " Halifax to London 2,723 " North Sydney to London 2,554 North Sydney to Milford Haven 2,183 " Rimouski to Moville, via Belle Isle 2,318 " Rimouski to Moville, via Cape Race 2,477 " North Sydney to Moville 2,086 " North Sydney to Queenstown 2,067 " Sandy Hook Lightship (from N. Y., 25 knots) to Fastnet, the Liverpool record track 2,757 " Scatarie Island (from North Sydney, 21 knots) to Fastnet, St. Lawrence port of call, record track 1,1988 " PACIFIC DISTANCES. Vancouver to Yokohama 4,283 " Yokohama to Shanghai, via Inland Sea 1,178 " Vancouver to Honolulu 2,435 " Honolulu to Fiji 2,780 " Fiji to Sydney 1,665 " EUROPEAN-ASIATIC DISTANCES London to Hong Kong, via Cape of Good Hope by full pow- ered steamships 12,900 London to Hong Kong, via Suez Canal 9,500 London to Hong Kong, via Canada 11,750 Hamburg, Germany, to Kiao-Chau 11,000 Vancouver, B.C., to Kiao-Chau 5,000 " London to Hong Kong, via St. Petersburg and Vladivostock (if reckoned by the old overland route from St. Petersburg to Vladivostock, 6,666 miles) 9,800 miles If taken by the latter railway survey between the same terminal points given at 6,172 miles, the distance would lie a little shorter. The com- pletion of the branch from near Chita through Manchuria to Port Ar- thur and Talien-Wan, tentatively adopted, and still partially under sur- vey, will shorten the Siberian route some 1,200 miles. INDEX. CANADIAN ATLANTIC STEAMSHIP SERVICE. Emigration to the United States stimulated by the accom- : modation and speed of her ocean travel. — Emigrants came mostly to Canada when her ships and those of England were sui)erior to those of the United States. — When United States ships were made superior more emigrants went to that country 3-t The increase of speed in ocean travel since the introduction of steam, and its effect on navigation -t-5 SPEED AND SUBSIDIES. Subsidies by England, United States, Canada, France and Germany for steam communication. — Canada has been behind in subsidy arrangement 9-10 The scheme of subsidy in Franco a pattern for Canada. . , . 9-10 Travel goes with the swiftest boats. — Maximum speed of steam service. — Canada should not bind herself to accept for years the present maximum of speed 10-11 ROUTES AND SPEED. The best ocean routes. — Austin Corbin's opinion 12 AMERICAN ROUTES. Lieutenant Maury's Lane Route — Summer and Winter lane routes give speed and safety.— Table showing the regularity in the delivery of mails. — Henry Fry's history of North Atlantic Steam Navigation. — Cunard steamers have an un})arralleled record for safety. — The contrast between the sjjced of Canadian ships and those of the Ignited States and its causes.— Belle Isle and St. Law- rence route prevent high speed. — The division of this route into sections. — Fog and icebergs make high speed impossible. — Official report.— The run from Belle Isle to Rimouski. — Narrow channels, rocks and fogs. — The . tables.— "Syren and shipping" report.— Henry Ery on St. T awrence route and the loss of Allan boats. — Highest speed impossible on this route 13-19 INDEX. • The suiitliorn ruulc the Ledl. — tiuick and ivgular passagoij ' juore than cjiupeiiisato ior groaLer distance. — Great liindiancu caused by logs and icebergs on Ik'lle Jsle route. — Captain Evans' opinion. — Ocean ice track and •^ inland port of call the causes ol" slow travel. — Canada only country in the world using inland port of call. — ■ North Sydney or Louisburg as ports of call will insure highest speed and greatest safety. It gives the shortest sea passage, quickest delivery of mails. — In speed and safety it is superior to the New York route. — Estab- lished lanes could be used. — North Sydney's line har- bor in centre of vast coal field, — Railway connection with all North America. — Gain in time over N'ew York in travel and delivery of mails. — Time of these routes compared 20-2G TRANSPORTATION AND SPKED. The changes pending in China of great importance to Canada. — Canadian boats .should be suitable iiyv carry- ing mails, travel and traffic, and capable of being made first-class auxiliary cruisers. — Sjiecd is of great import- ance. — Cheap transportation. — New York is competing for travellers' h.eavy freight, and general cargo-.iS. — Germany is doing the same — Speed and capacity of tlieir bents. — Canada is behind. — A writer's view of the subject. — Cr.nada must join with Great Britain in the great world-wide com]»etition if slie would increase. — ■ Seward's prophecy. — Chamljcrlain's I'irniinghain speech — T)e!ay is dangerous , 27-1? The speed and tonnsige of the five fastest mail boats on the Now York Route compared Avith the Canadian IVfail Boats for 1892 and 1898, from Lloyd's Registry of British ard Foreign Shipping M.I Atlantic, Pacific, and European- Asiatic Distances 34 \ ) 1 rr rp \ •I: