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od ship : to iogs, mo min- was not carrying afo and bly ask ores for irso for wfound- ^ould ba )l8 of all 'mission oration, for tho d Now- for the ouse at VO6S0I3 ' stoam- sns tho IS com- fvfound* St July, or that derable Brnns- Con- and or ituated vessels Pundy. United 1 were added ;n soil, PP'Dg, 'ailinir overn- assage Lrthur )g and ?, and ngtoa for permipsion to establish a lighthouse s*-ation there. After some correspondence thoy agr. ed to take tho necessary stops to place a sum in the estimates to be subniiUed to their Legislature, for tho purpose of erecting a lighthouse at tho place referred to. We have now a very superior light on that island, with a steam fog-whistlo alongside of it, whioh adds very much to the usefulness of the light. While the vote was under the consideration of the Legielature at Washington, a condition or rider was attached to it, viz., that tho Canadian Government should erect a lighthouse on Colchester Eeef, Lake Erie, a dangerous place both to Canadian and United States shipping. The condition was accepted by the Canadian Govern- ment, and tenders were invited for the work. Owing to stormy weather, however, the contractor has not been successful in laying the foundation, and ho has abandoned the contract, but it is now in the hands of another conlractor, and it is probable a light will be in operation there next year. It is due to the lighthouse authorities at Washington to state that in all matters affecting the improvement of our lighthouse system I have invariably found them most courteous, and both ready and willing to give all the information in their power, as well as the benefit of tho experience which they have gained in the manage- ment of the lighthouse service required to light up their extensive coasts, both in the Atlantic and Pacific, and it is scarcely necessary for me to say that they have succeeded well in the performance of their important duty, as I think it would bo difficult to find better lighted coasts than those of the United Stat.'S of America, in any part of tho world. A brief reference to Sable Island, which is not only one of our principal lighthouse stations but is also tho principal life-saviog station in the Dominion, might not be out of place here, as it has recently been brought prominently before the public notice by dis- cussions in the newspapers, both of Canada and New York, in con- nection with the wreck of the Netherlands steamer " Amsterdam," which went ashore on tho east bar of the island on the 3 1st July last, about thirteen miles eastward of the lighthouse. The Island is situated in the Atlantic Ocean, about eighty- five miles from Whitehead I.^land, Nova Scotia, and about 150 miles north-east of Halitax. Although littlo known to the outside world, it is familiar to mariners as a long, narrow, white, sandy elevation, formed of two nearly parallel ridges, somewhat in the form of a crescent, concave to the northward, and meet- ing at a point at either end, with i^and bars or spits running out from them a distance of some fifteen miles at the east end and pro- bably six miles at the west end, over which the sea breaks with great fury during stormy weather. In tho middle of the island and between the ridges is a narrow salt water lake, about fourteen miles long. In very heavy gales the sea sometimes washes over the land on the south side of the island into the lake, and seals, which abound on the shores of the island, have been carried over the land into the lake along with tho heavy seas breaking over the beach. The con- tinued actio 1 of tho sea during stormy weather is having consider- 8 able ofTocit in wasliing away Iho land at tho wobt end, and now land appoai'H to bo gradually and steadily making on llio bai'K at its cantern end, and vegetation is now seen whei-e it was formerly covered by water. At tho west end tho Hoa now covers land where formerly vegetation existed. Tho lighthouse at tho west end had recently to be moved some distance to tho eastward, owing to the encroachments of the sea, which would soon have undermined it if the necessary steps for its safely had not boon taken, and it is qaite probable that tho eastern bar is gradually extending and increasing in size, thereby rendering it every your more dangerous to shipping, which may come too close to it during foggy weather or snow storms. Tho length of the ieland is about twonty-two miles, and it varies in breadth from a quarter of a mile to a mile. Owing to heavy fogs and snow storms, it has long been a tevior to mariners, who generally try to give it a wide berth, as, in the event of a vossol striking on its beach or the treacherous bars running out fiom it, during a heavy sea, it is almost certain destruction. Life saving stations are established at the cast end and at tho main station; and at each of these places there is a lifc-'^)at, built with proper metallic cylinders, in good repair and thoroughiy efficient. In addition to the life-boats, there are surf boats kepf in readiness for any emergency, and tho chief of tho staff has directions to practice the men once a week. Two new lifo boats of the most improved pattern are now building lor those stations. At the main station is also kept a complete rocket apparatus, such as is used by the Koyal National Lifo Boat Institution of Great Britain, in tho use of which the men are practiced from time to time. A life-car is also kept at the oast end station. There are five-stations on the ishind, and tho staff, consisting of seventeen men, «*« divided as follows, viz. : — The Superintendent and six men, at the main station, about seven miles from tho west end ; at the west end h'ghihoueo, the Liglit-keoper and his assistant; at tho east end, the Lighthouse-keeper, his assistant and two boatmen ; at the middle station, two boatmen ; at the foot of tho lake station, two boatmen. In addition to the seventeen men of the staff, there are generally two or three extra men. '^he staff, with their families, number about forty-six persons. No one is allowed to reside on the island unless by the authority of the Marino Department. With i-eference to exaggerated fc-taleraents which appeared in some of the New York papers, to tho effect that the natives of Sable Island had ill-used the passengers in the '•Amsterdam," and had got possession of liquor which was in the vessel, and otherwise behaved in a riotous manner, I may say that no credit should be given to such statements, as there are only a few natives on tho island, and they are children under ten years of age. Two of the men on the stalT have been reported as behaving improperly on that occasion, but steps were immediately taken to suspend them and have thom brought to Halifax for trial. Hitherto, in the case of wrecks, the men of the staff have been found well behaved and attentive to their duty, and as no liquor is allowed on I 9 J now land bars at its i formerly and where r^t end had ing to the ninod it if it is qaite increasing ■> shipping, r or snow I it varies heavy fogs ) generally triking on ig a heavy it the main built with y efficient, readiness roctions to the most t the main as is used ain, in the . life-car is isisting of rintendent i the west I assistant; boatmen ; CO station, itaff, there r families, ide on the ed in some of Sable id had got e behaved ) given to sland. and behaving taken to Hitherto, ound well lUowed on the iHltind, few complaints have boon brought against any of thorn , but in tlio event of liquor finding its way tboro from wrecked vessels, it is i)Ossiblo some misconduct might take place, as irregu- larities sometimes occur in tho bi.-si regulated families, and tho slaff on the island is simply a largo Government family, with the Super- intendent at tho head of it. With reference to tho complaint made by some of tho passengers and crew, that it took too long time to obtain provisions for thera after being landed at the lighlhouso station, it may bo mentioned that tho principal stock of provisions is kept at tho main station, fifteen miles away, the road being over heavy, soft sand, and some time must necessarily olapso before meals could bo prepared, under such circumstances, for a crowd of poople numboi-ing 250. But there are plenty of provisions kept by the "^' ^ning whether any wrecks have laicen j-laco. In 1870, a schooner was sent by the Marine De;»aitmorl to the isla ' with supplies and provisions, and after ucliviM-ing her cargo she left, with the view of returning to Halifax, but w:.' never seen nor heard of afterwards. It is supposed that sho either founder ^^'1 or capsized, as a heavy gale sprung up after sho left, but not a soul survived to tell the talo and no trace of her, or anything belonging to her, was ever found. Although great loss of life has occurred, from time to time, on the shores or bars of the island, still many poor shipwrecked people have been assisted in their misfortunes, and have partaken of Government hospitality at some of the stations on that ble&k bank of sand. The British Government contribute annually £400 towards the maintenance of the humane establishment kept up on this island, but nothing towards tho construction or maintenance of the two large lighthouses erected there in 1873. The total cost of main- taining the lighthouses and humane establishments reforroi to, during last fiscal year, was $6,115. Previous to 1873, no lights had ever been exhibited on Sable Island, as it was a disputed point for many years, as to whether the establishment of such would not be more dangerous to shipping than if there were none, the opinion being held, on the one band, that vessels ought to give the island so wide a berth that the lights would not be visible .^ them, and thuc even if they came within sight of them, it might tend to draw them too near the sand bars in the hope of making the lights and defining their position, thereby incurring a risk and danger which might be avoided if there was no k 10 inducement to make the island. On the other hand, it was argued that if a powerful light was placed at each end of the island, they would be visible at a distance of twenty miles or more, quite far enough to warn vessels of their dangei', and to enable them to define their exact po^itiua in a dark and stormy night, v/hon otherwise they might not bo able accurately to do so. In 1870, after I had heard many conflicting opinions on the sub- ject, I made a visit to the island, and was noj long in being con- vinced that powerful lights there would prove of great service to navigation, and that the high towers necessary for the lights would be serviceable in the day time as land-marks, the island being low and not easily seen at a distance. The Minister of Marine adopted the same view of this much disputed question, and but little time elapsed before Parliament had voted the necessary funds, and two large, substantial wooden lighthouse towers wore erected, one at the east end, from which was exhibited a powerful dioptric light of the second order, and another on the west end, showing a powerful white revolving catoptric light, with three faces, following one after another, and then a total cessation of light, 'l)oth lights being visible from all points of approach, a distance of about twenty miles. The dioptric apparatus was manufactured by Sautier, of Paris, and the revolving catoptric apparf.tus by Chanteloup, of Montreal. Both these lights have been of great value to navigation, and the towers, glistening in the sua during the day, can be seen a long distance off, when the island itself cannot be heen, and are as useful as day beacons, as the lights are at night. Steam fog-whistles were also established at each lighthouse station, but, with the roar of the surf, it was found they could not be heard at a sufficient distance to warn vessels of their danger, owing to the bars running out so far from the island, and they were discontinued some years ago. An automatic whistling buoy will be placed immedeately by the Marine Department, near the end of the eastern bar, to warn vessels off that dangerous place. The cost to the Government of Canada, of these two stations, including the fog- whistles, was $70,000. What is still wanted to make the life-saving station more effi- cient, is connection by telegraph cable between the island and the mainland, and telephone connection between each end of the island. When this is done, information relating to wrecks will be imme- diately telegraphed, and a steamer despatched to their assistance. But little is known of the early history of this island, which lies right in the track of vessels passin^' between Europe and America, but as far back as 159S, we find that when the French were coloniz- ing Acadia, this island was made a penal colony, and forty French convicts were landed there in that year by the Marquis de la Boche. It has never been very clearly established how the wild ponies or horses got there, but it is supposed by some that their progenitors got ashore from the wreck of some Spanish vessel many years ago, while others are of opinion that they came originally from J^ormandy, in France, with the French settlers. It has been considered advisable to allow them to remain on the i I j^ais argued sland, they e, quite tar m to define 1 otherwise on the pub- being con- t service to [ghts would i being low ine adopted little time ds, and two , one at the light of the J a powerful lowing one ights being out twenty Sautier, of mteloup, of navigation, be seen a , and are as 1 lighthouse ey could not heir danger, id they were buoy will bo le end of the The cost to ling the fog- on more effi- land and the )f the island, rill be imme- aafiistauce. id, which lies md America, were colon! z- forty French arquis de la low the wild ae that their )anitth vessel i they came I settlers. It )main on the 11 island to the extent of 200 or 300, as, in case of an emigrant ship being wrecked there, they might prove useful as food for the emigrants, if they should fall short of provisions. I will now refer to the system under which oar lights are managed. In Canada there are thirteen members of the Govern- ment with portfolios, and one of thera is the Minister of Marine and Fisheries, who is charged with the administration of all mat- tors of a marine character, including the construction and mainte- nance of lights, fog-signals, buoys, beacons, the management of marine hospitals, and the care of sick, distressed and shipwrecked mariners, river police, harbour commissioners, harbor masters, pilotage, port wardens, shipping masters, examination of masters and mates, investigations into shipwrecks, rewards for saving life, life-boat service, meteorological observations, signal service, inspec- tion of steamers, registry and measurement of shipping, public wharves, the Government steamers for attending ou the light- houses, telegraph signal service, the protection and management of the fisheries of the Dominion, and the disbursement of the fishery bounty which is voted annually by Parliament. The business of the Department of Marine and Fisheries is divided into two branches, with a Deputy Minister for each, one embracing the lighthouses and all other marine matters, and the other all matters relating to the fisheries. The Minister being a political officer and a member of the Cabi- net, changes with the Government, but his Deputies, who manage the routine business of each branch respectively, under his direc- tions, are permanent officials, and do not change with the Govern- ment. No practical inconvenience, therefore, ensues when a change of Government takes place, as the permanent offiaials are familiar with all the details, and when a new Minister takes charge, he in- dicates the policy which he wishes to bo adopted, and they carry it out accordingly. In the Department there is a Chief Engineer, who is charged with the preparation of all plans and specifications in connection with the building of new lighthouses and the arrange- ment of the necessary lighting apparatus, and in each of the Pro- vinces of Quebec, I^ew Brunswick, Nova Scotia, Prince Edward Island and British Columbia, there is an agent of the Department to attend to its local business, as the distances are too great to ad- mit of its being promptly attended to bj' the head office, and it is of such a nature that it requires continuous local supervision. The Minister submits to Parliament annually an ostimato of the amount of money which ho will require for the ensuing year for the main- tenance of the lighthouses, the construction of such new light stations as he may recommend to be established, and all the other services of his Department. Since the Department was organized, in 18G7, when Confederation took place, J p to the end o* last year, 351 new lighthouses have been built end established, and the amount expended lor this pur- pose, inclm ing the cost of providing twenty-tnree fog whistles and nine steam fog horns, was 31,095,620, which would give an average of $2,860 ^or each. A number of these lights were for the inland m waters and rivers, built of wood, of an inexpensive description, costing under $1,^00, whicli will account for the average being so small. During the current year twenty new lights will be added to the list, all of which will bo in full operation before the end of the season. All the lighthouses erected by the Marine Department since Confederation have been built of wood, as it was found to be much cheaper and it required less time to build them than if they were built of atone, brick or iron. Previous to Confederation, the lighthouses iu Nova Scotia, New Brunswick and Prince Edward Island were nearly all built of wood, as being more suitable for the climate, and for the means at the disposal of the Governments of these Provinces, and some of them which have been in existence for upwards of half a century still appear to be in good condition, having been kept up in proper repair since they were built. in Ontario and Quebec, the principal lighthouses erected previous to Confederation were heavy, strong, substantial stone or brick buildings, and will probably stand for centuries, but as compared with wooden structures, they were expensive, some of them costing upwards of $100,000 for their construction and equipment, and were built, very nearly, after the style of those designed and erected by Stevenson, of Edinburgh, for the Commissioners of Northern Lights. The minor lights for river and inland navigation wore built of wood, at a &raall expense, and have been found very suitable for the pur- poses for which they were intended. The lighthouse which was built in 1870 on the Great Bird Rock, in the centre of the Gulf of St. Lawrence, might be taken as an illustration of the new system, as compared with the systen^ in operation in Canada previous to Confederation. It was a place to which navigators of the Gulf and ocean steamship owners were con- tinually referring as a locality where there was the most pressing necessitj'- for a light, being a dangerous high rock, lying right in the track of vessels using the southern route between Europe and Quebec. Reports had been previously made by the proper officer as to its estimated cost, and all the necessary information obtained, but still, up to 1870, no light had been established there, as the con- struction of a stone tower on the rock ^ ould not only have been very expensive, but would have required, probably, some years to build, owing to the difficulty of landing mateiial, with such a heavy sea breaking continually around it. In 1870 Parliament was asked for a moderate sum for the purpose of erecting a wooden tower and other buildings at this place, and it was readily voted, although fears were expressed by some of our legislators that it was too great a risk to put a wooden building thore in case of fire. Plans and specifications were prepared and tenders invited, a con- tract was awarded, the tower was built and securely anchored to the rock, a keeper's dwelling and oil store were erected, each separate from the other ^nd from the tower, so as to prevent, as far as pos- sible, the risk of fire, and all the buildings well covered with iron- clad paint, a fine dioptric apparatus of the second order, made by Sautter, of Paris, placed in it, and on th^ 20th September, 1870, 13 on, costing ; 80 small, dod to the end of the )epartment found to be lan if they ootia, New lilt ot wood, jans at the ne of them entury still p in proper ted previous ne or brick IS compared ;hem costing nt, and were d erected by hern Lights, uilt of wood, for the pur- t Bird Rock, taken as an le systeru in as a place to )rs were con- Dost pressing ? right in the Europe and )roper officer ion obtained, e, as the oon- y have been )rae years to with such a irl lament was ng a wooden readily voted, rs that it was case of fire, nvited, a con- lohored to the each separate as far as pos- ed with iron- •der, made by )tember, 1870, just four months from the time the money was voted, one of the finest lights on this continent was exhibited thei'o, 140 feet above the level of the soa and visible a distance of about twenty miieH. The cost of the buildings was $10,000 and the apparatus about §10,000, making altogether $20,000. If it had been built under the previous system of stone work, the cost would probably hsive exceeded $100,000. It has now been in operation fourteen years and, with good care, it may last thirty years longer. This light, along with thoitained as to e dangers of he Minister iatiefied that es it in the isuing year, lion that the J has passed, 1 proceeding lawrence, the ^bliehod since construction, an steamship the Boards of iterest in this aan steamship incipal owners never ceased estion of light- who had much ster of Marine, of the route to Cape Bauld, at t one which he jsary to render 1 has just been the Honorable QG and Fisheries a office till ISIS, item of Canada, its in the River )f the Dominion, onsidered apart ,ve good results. 1 fog prevails in as much as the titubular boiler, and regulating The blast can fV-om four to ten ere, but on some ■ty miles distant. The whistle at the top of the escape pipe for the steam is usually 1.0 inches diameter and 1 foot 6 inches high. The cost of the steam fog-whistles, without the buildings, tanks or water arrange- ments, is about $2,000, but the consumption of coal is necessarily great, and a plentiful supply of water is required. Owing to the expense of keeping this description of fog alarm in operation, the Department has not erected any new ones of late years. The description of fog-horn, which has recently been adopted, is the Champion automatic fog horn, and it requires very little fuel and water, and has given satisfaction. The sound is produced by com- pressed air passing through the horn, instead of steam. The machine consists of a tubular boiler, 5 feet 6 inches high, 2 feet 9 inches diameter, a large air cylinder 3 feet 8 inches diameter, 3 feet 10 inches long, to which is attached a horn, carrying a powerful reed, and a steam cylinder 2 ieet diameter, with an automatic apparatus for the control of the supply- of steam. Its action is as follows: Steam being turned on, enters the steam cylinder and causes a piston to ascend; attached to this piston, by means of their common piston-rod, is another piston working in the air cylinder, which is supported above the steam cylinder by means of four columns attached to the bed plate. By this meaos the air contained in the upper cylinder is forced through the reed, the tongue of which is of steel, 8 inches long, 2 inches wide and y\ of an inch thick, causing it to vibrate rapidly, and thus emit a powerful sound. When the pistons approach the top of their stroke, the lower one, by a very simple contrivance, closes the supply valve and opens the exhaust valve, which allows the expended steam to escape, consequently the pistons, by their own weight, gradually descend, thus allowing the air cylinder to fill with air again. When the pistons reach the bottom of their stroke, the upper one reverses the movement of the valves, when the above operations are automatically repeated ad libitum. By means of an adjustable valve on the exhaust pipe, the intervals between the blasts can be closely adjusted. The amount charged for these machines by the patentee is $2,000, but they can be made by competition for $!,000 each, when a number are taken. They are well suited for localities where it is difficult and expensive to provide fuel and water, but it is doubtful if their sound could be be heard at as great a distance as that of the steam whistle. Wc have nine automatic fog-alarms in use, and the Department is now about to establish twelve more in ditferent parts of the Dominion where fog frequently prevails. The Courtney automatic whistling-buoy, of which we have eight in Canadian waters, is a recent A merican invention, and has been found to be of gref.t service to shipping, in connection with our lighthouse system. L. is of no use in completelv smooth water, without any swell, but requires considerable rolling sea to make it work effectively, and under such circumstances, it emits a loud blast, similar to a compressed air fog-horn worked by steam. The largo sized buoy is 10 feet in diameter, and has a hollow iron cylinder about 30 feet long, open at the lower end underneath it, which is filled with water, and as the buoy goes up and down on the I le waves, tho wutor in tho cylinder being stationary, it compresses the air at tiio top of the cylinder and drives it through the whif*tlo above tho buoy, thereby making the blast. This description of buoy cannot bo used in shallow water, but is intended to be moored some distance away from the shoal or danger to be avoided. The cost of this buoy is $1,575 in New York, without the ground tackle. "We are now having two made, one to be anchored off the end of the eastern bar at Sable Island, and the other oif Point Lepreau, in the Bay of Pundy. A new description of buoy, with a gas light arranged in a frame on the top of it, enclosed in a small dioptric apparatus or Fresnel lens, has recently been used by the Trinity House of London and by the Commissionei's for managing and lighting the Clyde, in Scotland, with good results. The gas is made specially for the buoys from petroleum oil, and is compressed into an iron cylinder, when about to be transferred to the buoys, and when a buoy of the largest size is properly charged with this compressed gas, it should burn day and night for ninety days, without requiring any attendance. Two of these buoys, with the necessary gas works to be erected at Quebec, have been ordered through the Trinity House, London, and will be placed immediately in the Lower St. Lawrence. If found to work suocesefully, they may possibly take the place of small lighthouses or lightships. They can be seen a distance of seven miles. The cost of the buoys, with a bell attachment, to warn vessels of their locality, will be $3,750 each, and the cost of the pas works, with store holder, will be $3,500. The arrange- ment of the lantern is such, that while the necessary air is admitted to feed the flame, no water can enter, no matter how high or violent the sea. The Department is always ready to adopt any now impi'ovement or invention which may be discovered in connection with the light- house service, after it has been thoroughly tested and pronounced to be efficient and successful. The bell-buoys used are now made in Canada, by contract, similar to the bell-buoys of the Trinity House, London, and are made of boiler plate iron, with compartments and water ballast, the cost of which is about $1,000. The lighting apparatus in use in the lighthouses of Canada is very much the same as in other countries, viz., catoptric and dioptric. For our large important stations, having revolving lights, the catoptric apparatus is used. It consists of powerful lamps connected with flat oil receivers at the back of the reflectors. At the back of the lamps are parabolic silvered reflectors, varying in size from 18 to 24 inches in diameter, for the purpose of reflecting the rays, and throwing them out in a certain direction. A number of these lamps, with reflectors fitted to them, say three, four or five, are fixed to the sides of an iron frame, having two, throe or four sides, and the whole made to revolve with clock work machinery and heavy weights. If the light is required to show, say, every three m'nutes, two faces will be found suflicient if oftener, three or four faces may be used, as the case may be. The pnij ore cei to bes crj cor ofi troJ iorJ ThJ to roql waf It ompresso3 t through he blast. Iter, but is 5 shoal or i75 in New two made, ible Island, 1 a Irame on 'resnel lens, I and by the in Scotland, buoys from when about largest size lid burn day lance. Two ) erected at use, London, iwrenee. If the place of a distance of attachment, , and the cost rhe arrange- r is admitted gh or violent improvement nth the light- d pronounced by contract, ion, and are er ballast, the Canada is very i dioptric. For , the catoptric lected with flat k of the lamps 18 to 24 inches , and throwing )se lamps, with I, are fixed to or four sides, n-k machinery to show, say, d sufficient if le may be. The reflectors on each face or side of the revolving frame are thus suc- cessively directed to every point of the horizon, and the combined result of their rays form a flash of greater or less duration, accord- ing to the rapidity of their revolution, the light gradually in- creasing till it attains its full power, and then gradually diminishing, till it becomes invisible. As regards the distance one of our powerful revolving catopric lights can be seen, it is only limited by the horizon, and with an ordinary high tower, the light being about 100 feet above the level of the sea, it should bo visible on a clear, dark night, nearly twenty miles distant. If lights are placed at too high an elevation, there is some risk of their being obscured by clouds or mist, while the land, lower down, may be quite visible. This was the case at Belleisle, near the entrance of the Straits, where there is a first order dioptric light placed at an elevation of 470 feet above the level of the Hea at high water mark, but it was frequently obscured by clouds, while the land and breakers below could be easily seen. To remedy this difficulty, an- other light was erected on the rocks nearer the edge of the water, and this minor catoptric light can bo sometimes seen when the large dioptric light above is invisible. At some of our large catoptric lights we have as many as eighteen or twenty lamps, which not only consume a considerable quantity of oil but oreate much heat, causing danger of explosion if the oil was not specially prepared for the service. One groat objection to catoptric lights, as compared with dioptric, is the large consumption of oil required for so many lamps, whereas in the dioptric apparatus only one lamp is necessary. We have 483 lights in the Dominion, the apparatus of which is on the catoptric principle, and as all the lamps and reflectors for these lights are manufactured in this country at a much less cost than dioptric apparatus can be imported from England, it has been found advisable to use this kind for all our revolving lights and fixed lights of a minor character. The dioptric apparatus is used at some of our great sea lights, such as Sable Island, Belleisle, Point Amour, Cape Rosier, Bird Sock, Sambro Island and Seal Island, where the lights are fixed white, and they were manufactured either by Sautier, of Paris, or Chance, of Birmingham. A dioptric is made of cut crystals or prisms, highly polished, and the large sizes, such as first or second order, are very expensive. Only one lamp is used, with con- centric wicks, numbering from one to four or five, according to the size of '.he apparatus, and from this is emitted luminous beams in every direction. The lamp is placed in the centre of the crystal appara cus, with an oil receiver so arranged as to keep a constant supp y of oil up to the flame without obscuring any portion of the light. In the case of the dioptric or lens system, the con- trolling apparatus which gives brilliancy to the light is placed be- fore it instead of behind it, as in the case of the catoptric apparatus. This arrangement of crystals surrounding the lamp is so formed as to refract the beams of light from the lamp into parallel rays in the I required directions. The Ir.mp requires careful, constant, attentive watching by trained keepers, in order to regulate the size of the 2 18 flamo ol each of tho wicks, and it Bhoold never be loft without an attendant when it is in operation. The mammoth flat wick lamp in use in nearly all our catoptric apparatus has given the best results and does not require continuous watching, and therefore is much better suited for our Canadian lights, which are maintained at a small expense, and are, as a rule, only supplied with one keeper. There are sixty-six dioptric lights in the Dominion, two of which are of the first order, twelve of the second order and six of the third order. The cost of a first class revolving catoptric apparatus, made in this country, with a 12 feet iron lantern, is about $2,913. The cost of a first-class fixed white dioptric apparatus, with lantern and lamps complete, made in England, is about $14,800 ; but for complicated flashing lights, they reach as high as $22,350. The illuminant used in the Canadian lighthouse service is petroleum of Canadian production and manufacture, and is required to be of the best quality, double distilled, standard white, extra refined, free from acids or other impurities, to weigh, at 62° Fahr., not less than 7*86 lbs., nor more than 8"02 lbs. per gallon ; to withstand a flash test of 115° Fahr. by the new standard pyrometer. In burning for twelve hours, the oil must produce a brilliant and nearly uniform flame, without crusting tho wick or discoloring the chimney, and with a loss of not more than 15 per cent, in power during that period. About 100,000 gallons per annum are required for the service, and tenders were invited last winter for a supply for three years. The contract was awarded to the Imperial Oil Company, of London, Ontario, at 20 cents per imperial gallon, delivered at Hamilton or Goderich, and the oil delivered this season has been up to the standard quality. With oil at such a low price, the quantity consumed becomes of very little consequence, and therefore the catoptric system, which consumes very much more than the dioptric, is the best suited for our requirements, as the cost of catoptric apparatus is very much less in the first instance than of dioptric. The number of light stations in Canada with fixed lights is 467, and with revolving.lights eighty-two, making altogether 549 light stations on the 3lBt December, 1883. The number of persons employed by the Government to attend to these lights is 656, and the salaries paid to them range all the way from $80 for small river lights, up to $1,500 per annum. The latter mentioned sum is paid to the keeper of Bird Rock light, who has also to fire a signal gun during foggy weather. He is required to keep two assistants, and he feeds them and pays them wages out of the salary allowed him. The situation is by no means an enviable one, as the keepers must remain on the rock all winter, and as it is high out of the water, with a small flat surface, they must exercise great caution while moving about, as it is usually covered with ice during the winter months. "When the wind is high, they sometimes find it necessary to go from one building to another on their hands and knees, to avoid being blown ofl" into the sea. The salary usually allowed the keeper of a sea coast light is between $300 and $500, and there are often many applicants for tEnj •ncil 19 without an wick lamp m the best therefore is maintained one keeper. of which of the third kratuB, made »out $2,913. mth lantern 00; but for 2,350. ifl petroleum d to be of the refined, free not less than jtand a flash 1 burning for arly uniform chimney, and ig that period. ) service, and 9 years. The 7, of London, Hamilton or en up to the d becomes of jrstem, which )8t suited for 8 very much •htBis46T,and 9 light stations employed by l the salaries Lver lights, up 8 paid to the al gun during ;8, and he feeds ed him. The keepers must of the water, caution while ng the winter id it necessary and knees, to coast light is applicantB for any vacancy. The salaries of keepers of river and harbour lights are small, as they generally have opijortunities of adding to their income by farming, finhing or some other occupation, in their immediate neighborhood. At stations whore an assistant is necessary, the salary of the keeper is increased to enable him to hire one, but the Govern mont does not appoint him or recognize him in any way. The duly appointed keeper is held responsible for the proper performance of the duty. Before recommending a person to His Excellency in Council for the position of light-keeper, the Minister of Marine usually consults the member of Parliament for the county or district in which the vacancy has occurred (if he is a supporter of the Government), and obtains his recommendation of a suitable person for the appoint- ment. There is no system of promotion among the keepers, and it is understood that the appointments are usually made through political influence. The salaries of some of the keepers are occasionaHy increased, on account of length of service, good conduct, additional work being imposed on them, or their salai'ies being too small, but they are rarely moved from one place to another, in the way of promotion. Taking the light-keepers as a body, they are a very intellignt, use- ful and respectable class of person?, and, as a rule, perform their duties very satisfactorily, alihough the remuneration is exceedingly moderate. The plan of selecting them also works well, as the member who has the responsibility of nominating a keeper, is generally careful to recommend a good, reliable man, who may be trusted with the management of the light, seeing that the safety of life and property frequently depends on his attention to duty. The expansion of the lighthouse system of Canada during the last seventeen years has been great. In 1867, when the four Provinces were confederated, there were 198 light stations in the Dominion and two fog whistles, and at the close of this season there will be 569 light stations, thirty-six fog-alarms and ton automatic whistling- buoys in operation. As compared with the lighthouse systems of the United Kingdom and the United States, our lights, although very good and suitable for our trade, are not of such a high class, and have cost much less to build and maintain than those of the countries referred to, but in both of these countries ship-owners have not been'so much favored as in this country, where shipping contributes nothing to the support of the lightho'ises. In the United Kingdom the light duos collected in the year 1883-84 ibr all general lights managed by the Trinity House, London, the Commissioners of Northern Lights, and the Commissioners of Irish lights, was £476,11G sterling, equal to about $2,380,580, while the lonnage dues collected from shipping in the United States, although toot nominally for light dues, was, as already shown, $1,320,&90. In Oinglaud, the Trinity House has the management of the general lights, for which light dues are collected, and that honorable and fncient corporation may be considered as the lighthouse authority of the world, and amongst their offioora are gentlonaen of high scien- tifio attainraentH and groat exporienco. The Marine Department of Canada has been under many obliga- tions to the officers of this corporation for advice and assistance, which have always been most readily and freely given. I The Trinity House has under its management sixty-five light stations with dioptric lights, twenty-one with catoptric lights, and forty-six light vessels with catoptric lights, making altogether 132 light stations. In Scotland the general lighthouse authority is the Commissioners of Northern Lights, who have under their charge forty-five light stations with dioptric lights, thirteen with catoptric lights, and ten catadioptric, making sixty-eight light stations in all. In Ireland the general lighthouse authority is the Commissioners of Irish Lights, who have under their jurisdiction thirty-five stations w/th dioptric lights, forty-one with catoptric lights, and twelve light vessels with catoptric lights, making eighty-eight in all. The three lighthouse authorities who have the management of the general lighthouses for which light dues are collected in the United Kingdom, have therefore under their jurisdiction 288 light stations. In addition to these lights, however, there are a number of local harbor lights of a minor description, which are maintained by local authorities, such as Harbor or Dock Commissioners, and these will probably number about 140, making altogether about 428 lights, large and small, on the coasts of the United Kingdom, with a coast line of about 3,500 nautical miles. I The cost of maintaining the 288 light stations under the jurisdic- tion of the three corporations referred to, including the mainte- nance of steamers and supply vessels, during the year ended Slst March, 1883, but not including the cost of collecting light dues, superannuation of officers, or works in connection with building new lighthouses, was £303,830, equal to an average of about £1,064 for each, or about $5,2*70. In the United States the general lights are managed by a Light- house Board, with two official secretaries, one an officer of the army and the other an officer of the navy. This Board has under its manage- ment 746 light stations, with dioptric lights, and thirty -two stations with catoptric lights. There are besides these 1,049 minor lights, estab- lished on western rivers, that cannot strictly be placed in either of the above classes. There are also thirty light vessels, making altogether 1,857 lights in the United States, large and small, with a sea coast line to be lighted, roughly estimated at 12,600 miles ; inland coast, roughly estimated at 3,000 miles, and length of rivers to be lighted, roughly estimated at 4,000 miles, making altogether about 19,600 miles of sea and inland coast and rivers to be lighted. The total cost of maintenance of all these light stations, light vessels, buoys and beacons, steamers attending on lights, &c., for the year 1883, was about $3,000,000. If the small lights on the western rivers are included, these figures would give an average 'i ilj cost of their lights at $1,077 for their maintenance. ' ^^t ft >f high Boien- -nany obliga- d assistance, ty-fivo light lights, and together 132 jmmissioners rty-five light lights, and 11. om mi 8 si oners y-five stations 1, and twelve it in all. gemont of the in the United light stations, oaber of local lined by local and these will )ut 428 lights, I, with a coast )r the jurisdic- g the mainte- a stations, light lights, &c., for lights on the sre an average In Norway there are 132 lights maintained by the Government which cost $157,000, equal to an average cost of about $1,189 for each. The lights in Norway are maintained by light duos on shipping. The average cost of maintaining our Canadian lights, large and small, including the cost of maintaining four steamers to attend on them, and the buoys and beacons of the Dominion, is about $1,000 each per annum. It will be readily understood from the foregoing statements relative to the expansion of our lighthoase system, that the Government of Canada has done much, since the confederation of the Provinces, to improve the system of lighting up the coasts of the Dominion and providing fog-signals, for the purpose of ren- dering the navigation of our waters as safe as possible. A vessel may now navigate from Lake Superior to Halifax, and can scarcely be out of sight of some one or other of the numerous lights which will guide her on her voyage through the inland seas, rivers and Gulf of St. Lawrence to her port of destination. Between Montreal and Quebec a large passenger trafSc is carried on by night boats during the season of navigation, and an accident to these boats, which are the admiration of travellers, is almost unknown. The system of leading lights, for this portion of our great river, has been mnch admired by nautical men, who have travelled in these boats and have watched their navigation during the night. The shoals are numerous, and the channel in some places intricate, but by the excellent system of range lights and careful steering of skilled pilots, these boats, loaded with passengers, pass up and down every night during the season of navigation, and keep up to time with the regularity of a railway train, and with the comforts of a good hotel. In 1872, long before our lighthouse system had risen to its present state of efficiency, a Committee of the Trinity House, London, visited this country and the United States, with the object of examining the fog-signals in use on this continent, and acquaint- ing themselves with the working of the lighthouse system in the two countries. On their return to London, they reported m.oat favorably of our lighthouse system, both as to its economy and efficiency. They referred to the lights which they saw in the Gulf and River of St. Lawrence, as being very efficient, showing well a bright light a long distance oif, and they alluded to those they visited as being scrupulously clean and in good order. With reference to the lights on Lake Ontario, which they saw while steaming up the lake, they stated that they were observed, clear and strong, at a distance of fifteen miles, and that the strength and efficiency of all the Canadian lights whiih they saw, struck the committee forcibly as indicating the high value of the illuminant used, and they char- acterized the Canadian system as one of simplicity and economy, admirably adapted for a young country, and that a higher ratio of illuminating power was obtained from our mineral oil in catoptric lights than in any other arrangement ; and with reference to our 22 . w£!'??*^7'**'?' *^?^.''**^** **»*• ^'"'« simplicity and economy U S"^*- ® ""il^ inflaenooB in conr eotion therewith, it was irood and effective, and had been of great benefit to the trade. ^ buch was the testimony, in 1872, of these able and disintereflted gentlemen of experience, as to the system of lighthouses and fo-. signals then in operation in the Dominion of Canada, and since that time great improvements have been made on our coasts, both as regards the number and efficiency of our lights and fog-signals ; '.: Y and economy ith, it was good ade. id disintereHted louses and fo^-;. , and sinoe that coasts, both as bg-signals. MEMORANDUM. Since the foregoing paper wu8 prepared, a copy of Iho Shipping Act recently passed by ibe United States LegiHliiturc ban heon received. With reference to the tonnage tax formerly inipoHcd on shipping entering the ports of the United Stuto.j '•oni toroign countries alluded to on page four, the new Act provides, that in lieu of the old tax on tonnage of thirty cents per ton per annum, a duty of three cents per ton, not to exceed in the aggregate fifteen cents per ton in any one year, is imponod at each entry on all vessels which shall be entered in any port of the United States from any foreign port or place in North America, Central America, the West India Islands, the Bahama Islands, the Bermuda Islands, the Sandwich Islands, or Newfoundland; and a duty of tix cents per ton, not to exceed thirty cents per ton per annum is imposed at each entry upon all vessels which shall be entered in the United States from any other foreign ports ; Pro- vided, that the -esident of the United States shall suspend the collection of so much of the duty imposed on vessels entered from any port in the Dominion of Canada, Newfoundland, the Bahama Islands, the Bermuda Islands, the West India Islands, Mosico, and Central America down to and including Aspinwall and Panama, as may be in excess of the tonnage and light house dues, or other equivalent tax or taxes, imposed on American vessels by the Government of the foreign country in which such port is situated, and shall upon the passage of the New Act and from time to time thereafter, as often as it may become necessary by reason of changes in the laws of 'he foreign countries above mentioned, indicate by proclamation, the ports to which such suspension shall apply, and the rate or rates of tonnage duty, if any, to be collectod under such suspension. Yessela which have paid the old tonnage tax for the current year shall not be liable to the new tax until the expiration of the certificate of last payment of the old tax. The Acts which formerly provided for the assessment and col- lection of a hospital tax for seamen in the United States, are also repealed, and the expense of maintaining the Marine Hospital ser- vice shall hereafter be borne out of the receipts for duties on ton- nage provided for, under the New Act. There being no light dues in Canada, and only a small ton* nage tax imposed on vessels entering the Maritime Provinces for the maintenance of Marine Hospitals and i>ick seamen, and on vessels entering the ports of Montreal and Quebec for the mainte- nance of a Barbour police force, vessels entering ports in the United States from ports in Canada, will now be admitted on the payment of a duty equal in amount to the tonnage dues imposed ou vessels entering Canadian ports from the United States.