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Presented at eription> of the l^ay, its fogs, tides, etc. And the Board, Leing strongly inipre.s8ed u.ti, the opinion that this intorn.ation ^h.add be printed, and have a widespread distri- bution in thv interest of our trade, asked the City Council to assist in the expen.se of its publication, which they have kindiv and generously consented to, and for uhi-h th. Board of Trade "tender them Iheir thanks. At the close of thn last c.-ntuiy the Bay was inn little frequented by ve.^els from abroad, and haiiii.-('s — too Inifiis and whistlt's aliiHisi within ralliiii: di-taii<'fs — aiitoniatii* and Ik'I! biidvs |thifi'er of both sailing vessels ami steamers, of the largest class, should bc! so little understood, is very unaccountal)le, and your committee take it that the object of the present movement is to endeavor to disabuse the public mind of so many wrong ideas as to tlieir safety and capabilitv for being visited by steamers of tlie largest and finest construction, as well as to show the eligibility of the port of St. John tor being made a terminal port for the Dominion of Canada, both in summer and winter. One of the reasons for so many erroneous ideas prevailing, is attributable to> the veiy incorrect and biased information given in recently ]>ub- lished charts, whicli magnify and misrepresent the difficulties at- tending the navigation of the Bay of Fuiidy. We would instance one of these charts which has come under our notice, entitled "A. Ciiart of the Coast of North America I'rom the Strait of Belleisle to Boston," published by one Charles Wilson, in London, in the year 1877. In a memov ndum on that chart, opposite to the entrance to the Bay of Fundy, occurs the follow- ing remark, and to which your committee would (;all particular attention : "Ships navigating the Bay of Fundy have to encounter an "atmosphere almost constantly enveloped in dense fogs; t/ie tides f >/i lh( Bdi/ of Fnndjj and Jlnrhor (>f IS/. John. 3 "ndtiiv/ with great ranklil)/ over the rochs and ahoafs, with which it "(dtoundH. and a dijiieidti/ of ohialniny anchor(u/c on account of "the depth, so that under these ciri'iiVh^tavccs fh< most nnremiiting ^* (dfoition M rctjuhtitr to prevent dimsfrona conHei/u^mces, which mnst '• iiecemarili/ attend a want of knoicledr/e and caution." From the tenor of tlu' al)ovb stateiiK'iit, and many others of a similarly unfair and untrutiifiil kiiul whicii havo been met with, it ih no wonder that strangers shoiUd lee! inclined to give a witle i>evtli to a place rejtresented as being so . ^I:irfli, ;> «lo. April, LM do. May. :U tliiys. June, it . or an average of o hours and 22 minutes per day during tlie 21 yeai-s. Your commillee would remark that nuicli of the fimo put down in tliis return as requiring tiu; whistle to be souinled in the summer months, is not i'rom fog alone, but from sinoke hom the burning of the forests in pritximity to the shores of the Hay of Fundv, and in winter from vapor arising from the water of the Bav eaus«Hl by the extreme cold prevalent in the months of Jan- uary :ui'l February. TluM-e is also to be found in ;No. o of the Api)endix a state- ment made up from the returns by the keepers of the fog whistles situaietl at Machias Seal I>laiid, Head Harbor, Point Lepreaux, and Partridgi' Island, showing the state of the atmosj)herc in the Bay of Fuudy during the winter months of 18S-3-84 and 188 1- 85, from whidi it will be seen that during the six winter months of those two years, at the lour stations named, tliere was, on an average, only 35 minute.s of fog per day. Als(», in No. 4 of A|)pendix, a synopsis of the general re- turn made to the l)epartnn;nt of Marine and Fisherie.s, at 8t. John, of the state of ilie atmo>[)here at all the fog whistle sta- tions in the Bay of Fundy for the M'inter months of 1880 to 1885, both inelusive, from whieh it will appear that during the six winter montlis of those six years, at all the stations together, there was, on au average, only 34 minutes of fog [)er day. Fiom these returns it is apparent how very few days fog prevailed enough to require the whistles to bo sounded, and how K> ;i w Oh (he Ikvj of Film 1 1/ and Ilmior <>/ S(. John. 21 istlus ;iux, the 88-1- ith.s II an ! re- t St. sta- 10 to thft tlier, fog IllOW little fomulatlon there Is for tlie Hitnt«'tinnt that the attnosphcri' of / thi; Jiay of Finnly i.s ^^ alnioxt coni^tanlly enveloped in deme J'o(/^" Then widi reCerciue to iho Safety of thk Navigation of the Bay of Fiiiicly and aecessibility of flio harbor of St. John, your conirnittoe ask I'eibrenee to the followin*; (locuincnl:^ from ^hijunastcrs and f>ilotMof the higliest respectahility, and who have had the ex])erienee of a lifetime in the business of which they speai^, viz: Letter fr'<. i'rii;hard. (See Xo. 8 of Aj)pcndi\.) Letter from Capt. 1>. Smalley. (See No. of ApiKudix.) J^etteiJ from Cnpl. J. d. Brown. (See No. il> f A])]tendi\.) Jietter from ('apt. Hill of the " ['Imula'' ol' the Furness Ijine. (See N(). 11 of Appendix.) Letter from Capt. Pike, late of tiic L S. S. Fjine. (See No. 12 of ApjH'udix.) Letter from Ca])t. Kdward Smith, of the S. S. " Damara." (See No. 1 '2-n of A pjK'nd i x. ) Statement of Capt, (Jhas. S. Taylor, harbor triaster of St. 'lolin. (See No. l-'i of Appendix.) Statement from Kiehard Cline, one of the St. John harbor branch pilots. (See No. 14 ol' Appendix.) Statement of I*ilot Rutherford. (See No. 14-B of A]>pcndix.) Statement from Messrs. Seammell Bros., agents for Anchor Liiu! steamers. (See No. lo of A[)pendix.) Copy of letter from Jas. B. Megan, acting engineer in charge for l>oard of Works at St. John to the Department at Ottawa. (See No. 15-B of Aj)ijendix.) Report of tin: Special Committee of Board of Trade Your committer would also submit to the Board a synopsis of the record, kept at tlie St. John custom house, of vessels de- parting seaward from St. John for the seven years from 1869 to 1875, aggregating 8,943 vessels of 0,159,118 tons. (See No. 16 of* Ajipeudix.) Also a statement of the number of seagoing steamers and sailing vessels, and coastwise steamers, and their tonnage, which arrived at the port of St. John during the ten years from 1877 to 1886, inclusive, aggregating l(».71J> vessels of 5,t*Hl,0r>8 tons. (See No. 17 of Appendix.) Also a statement of the number of seagoing steamers and sailing vessels, and coastwise steamers, which departed from the }>ort of St. John during the same period of ten years from 1877 to 1886, aggregating l<),7'.>i vessels, of 5,r>I{tJ,lHS tons, making of arrivals and departures during the ten years: 'i!{.r)l'i vessels, of !(),79'J SM) tons. Of these the number of seagoing sailing ves- rtcls arriving and de])arting from St. John aggregated '^5,1)88 vessels, of r).(>!i:i.44-8 ton< ; and of seagoing and coastwise steam- ers, 7.5'25 Ncssels, of r),nM>t>S tons — a total of .'W,51.*{ vessels, of 10,7JK{,S4<) tons. (See .No. 18 of Ajipendix.) The total number of coastwise steamers which is included in the above, arriving and departing from the j)ort of St. John for the ten years from 1877 to 1886, inclusive, was 3,898 N-essels, of 1,742,765 tons. (See Xo. 1 1) of Appendix.) There is also submitted a statement (see No. 20 of Appendix) showing th'' xakic of. iMPOirr.S AND Ea'I'ORT.S at the ])ort of St. John during the ten years from 1877 to 1886, both inclusive, from which we <;ather that the Tnipdrts WTiv of tin- valiii> And the exports $47,S;V2,'>70 .. 8t),;vJ(),V94 Togcilior. sill wiiiir a total viiliic ol $S4,17it,;!(V| (In this return is not iuchided the value of new ships.) On the Bay of Fundi/ and Harbor of St. John. There is also siil)mitted a statement of the disasters and ca- ftualties which have occurred to vessels and their cargoes in the Jlay of Fnndy, coming to and going from the port of St. John, during the period from 1809 to 1886, with the estimated value of the loss as far as could be ascertained. (See No. 21 of Ap- pendix.) From the above documents, drawn from the St. John custom house records, and compiled by Mr. Keith Barrer, of the Entry and Clearing Do"))artment, the calculation is made by him that the following percentages of losses have been made for the ten years from 1877 to 1880 (see statement No. 22 of Appendix), viz : The percentage of loss (n tonnage of titeamers as coujpared with total tonnage of steam vessels entered and cleared is .08 of 1 per cent. The percentage of lo>s oC cargoes of dmni vessels, as com- ]iared with the total amount of imj)orts and exports, is .002 of 1 jHT cent. The i)ereentage of loss of tonnage oi' si/dlinf/ vessels, as com- pared with total amount of tonnage of sailing vessels entered and cleared, is .41 of 1 \)cy cent. The percentage of loss snlfered by carg^'Cs of sailing vessels, as compared with the total amount of imports and exports, is .05 of 1 per cent. The percentage of loss of tonnage of both steam and sailing vessels, as compared with the total tonnage entered and cleared, is .20 of 1 per cent. To this latter statement your committee would direct parti' cular attention, as showing the very sm:dl percentage of losses. As an evidence of the opinion entertained by underwriters of the safety of the navigation of the Bay of Fundy, we are author- ized in saying that the agents in St. John for marine insurfi^ce companies are taki.g risks from St. John dired to P]urope at the same rate of premium as I'rom Halifax, Nova Scotia, and 8 Report of the Special Committee of Board of Trade from Boston and Portland, tliiis miniiniziiig the dangers of the Bay, wlildi have been made such a handle of by parties wlio are interested in disparaging tl)e character of our })ort. Your committee would now call attention to ilie Adaptabiijty of the Pout of St. John for handling a large portion of the traffic which, it is expectrdj will conic over the C. P. 11. on the completion of the so-called ^leguntic or Short liine Railway, and which \vill seek a place of shi}>nient at an Atlantic port, in the Dominion of Ca- nada, from the shortness of the distance to be navigated between the last port of departure in Ireland, and St. John. T.ie sail- ing distance From Moville to Halifax is L',;W8 luilt'B. From MovillcMo St. John 2,')38 " FroiiiMovilletorortland, Me '2,617 " Taking into account the distance of railway travel between St. John and Halifax (276 miles) to reach St. John as a common centre of de[>arture for the west bv way of rhe Short I^ine Rail- way, and the ditfercnce in distance between St. John and Port- land, Me,, labout 80 miles) we think we are justified in claim- ing that St. John has the advantage. The harbor of St. John can even now acconnnodate steamers of the largcist class, on both sides of die harbor, and thcdefilh of water can be largely increased by dredging, which can be done at conij)aratively small expense. Steamers^drawing and ])aying })ilotage on 27 feet draft of water are loaded in the harbor of St. John, and man-(^f-war vessels, drawing 27^ feet, have entered ami left tlie harbor with ease. The coast all along from the entrance of the Bay of Fundy to the harbor of St. John is so thoroughly protected by fog whi>>tles, automatic whistling buoys, and lighthouses, that it must proceed from the greatest carelessness or unseaworthiness (unless in very exceptional cases) that a vessel shoidd go ashore or even touch bottom. From the entrance to the Bay of Fundy at Machias Seal Island by wav of the north or west channel, and at Briar I^ltaid, on the south channel, to the harbor of St. On the Bay of Fundy and ILwhor of St. John. 9 Jolin, vessels do not lose the soiiiul ot* one fog 'whistle or auto- nmtic buoy until tliey catch the sound oi' another, and the sound- ings by the lead are so regular and the anchorage so good, espe- cially at the entrance of St. John harbor, that danger is reduced to ;> nnniniuni, even in the thickest weather. Pilots state that they dread more to enter Boston or Portland or Halifax harbors during a fog than they do St. John, and vessels bound to ISew York, Boston, and l*ortland have sonietifues to lie longer outside those harl)ors fur tide than at St. John, and when fcggy weather pre- vails, it is generally as dense (if not more so) at Portland and along the coast of the State of Maine as it is in the Bay of Fundy. fn winter, fogs arc very rare. They are more frequent in the months of June, July and August, but seldom continue so thick for days in succession as to preclude seeing land in the Bay, and neither fog nor snow prove a bar or delay to steam vessels, the navigation of the Bay being so simple — there being no treacher- ous shoals or rocks in the way from the mouth of the Bay to the port of St. John. \Ve may instance the steamers of the Inter- national Steamship ('onipany, M'hich have j)lied between St. John and the port of Boston for a. period extending over a quarter of a century, making three and tour trips jier week, each way, f<»r .pari of tlu! year, and twt» trips, each way, j)er week in >\inter, carrying an innncnse number of ])asay of Fundy to St. John. 4th.-— That the .s.nitJi channel, opening into the Bay, is 18 miles in width at tho narrowest part, expanding rapidly to 35 or 40 miles of unobstructed deep water navigation, which holds good all the way u]) the Bay to the mouth of St. John harbor, On fhe Bay of Fundy and Harbor of St. John. 11 wlierc superior holding ground can he found, or giving clear sea room, ol' say 35 by 60 miles, to a stranger who might not feel confidence to entc^r our port in a storm. 5th, — That both the large.st war and merchant ships have visited our harbor, excepting the '' (ircat Eastern," and that she could easily be accommodated. 6th. — That the port of St. John, in so far as navigation is concerned, is not only "one of the safest" but actually The Safest Port, summer and winter, all the year round, north of Cape Hat- tcras. And your committee caimot see that any valid reason can be given for St. John being deprived of being made a terminal port for tlie transmission of mails, passengers and freight, both to and from the western part of the Dominion of Canada, as well as to and from the Provuice of Quebec, for, on the coni])leti(m of the gfap in railroad communication now existing between EdmiMKl- ston, in this ju'ovince, and the Intercolonial Railroad, at River dn Loup or River Ouclle, the traffic in winter time from Que- bec will naturally seek an outlet at St. John, it being the near- est and most accessible open port in Canada. And these facts should, in the opinion uf your conuuittee, weigh very forcibly with the Donn'nion (u)vernment in deciding to award that the British mail steamers siiall be contracted with to run, after the comjdetion of the ^legantic or Short Line Rail- way, at least aUe)'natdy, if not a/foi/dher direct , bcticeen Great Brit- ain and the port of St. John. Respectfully submitted, R.CRU IK SHANK, ANDRE CI'SHrXG, W. E. VROOM. St. John, Jan. 26th, 1887. t APPENDIX. ■A i i-A 'A •y. 'A Appendix No. 1, 15^ V. : ^ ■* ^ • >• ** * *S •* "* "* '^ «« •* ■* ■• -* ■* ■^ ^ ■* J o o ^— lO o © o .1^ ..m^ 'T o iC -^ o -«, C' o: r-i rj ■^ 1-^ 1—1 T^ -t ■^ O »-H ri T— t CO ■^ T— 1 lO Qm . < ^ 3 *•* ^ :: * *• - tt 2 ■' ' CO 'N T^ :c -^ O t-( -+> •PS o X C5 — X •^ » tH «o IC s^ ■^ 'i' ■^ t- CO oo F-.^ ^ 3^1 Ow ^ • ^ d -4 ^ •^ (-» ^ s c c ^ lO o U-S 'C ^ o o i-ti o lO •^ r> o lo •^ r- 1 CO -^ "^ o •— < -^ CO o CO CO lO CO — c^ S ^' •• ■« ^ - >* ■• - - *# >« ^ u £ I-- rj S^l 1-H rH I-- X' ■M c: I-- •o c-» :o rH i- -t T— ( CC tH CO fM CO 1—1 1—1 T— t r^ ^ >J 1-^ « v« J ^ ■«* ^ -• « •« :; >* •< * •i •^ 03 a Z \ T— 1 -r 1-T 5i T^ '^1 'M CO '-0 a: , • n ?i ^ ^ ^ — ■/- _, ^ ^ _ _ ^ t i Csi ^^ * ^ ^ •* ^_ •• '* ■* ■* •• « ■• . 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O SZ5 a o ^ ■HI va T— t r-* r-t »-^ £^2Sr.ril1?5?;S?5S:3l5^^?^' M CI iC IC IC Appeadix No. 3. 2^ "M 0. 32 O o c o 5>1 iC — r-l c4 51 CC JO •:■■» 00 00 § CO X ,#1 - •li !)b sc 03 o o 3 tlH , 'a. A ■"1 , % ■-> as < o c 3!: a X Vd :^ c c o o o c oo o — o o o o •« *-H 1-H so :■: ro o q :o ^t" •r" -r I - CO UMiO s »-H *"■• 1— ( S d s^ 's 'i- > ■s ^ j£ s»-' a ■w is (h o C r^. c o o tb -^ 6C 60 .2 o < fl a c c C fl o JU H ^ « s r=.® >^ a ^. 3D aQ a: x 3: X! x^ X: X :/. X X bn^^ -^^x iC oo o O- o IC o i.T O C O iC OO lO iC ri ic CO CO O -H -1< -t< ^ — 1 C O — 1 OO i-< -V o CO d i i: a. < ■A- 5r, — la • . 1 I a ' :^ ^ 1 w /', Ss t^ jc ^^ •-< L « ^ t axva iT4 00 O T-H Oi Cl . X r-l M tO fcOo o a O 5fi a o 1) . . »-* !> >■ O ^ "^ Sea XX X 1^ X t( tbf.S ■t a ^ C '3 o S; o CO -J O O "C o 01 "M O iC :o ■^^ CO -x> — ' d -r O Ij- X M X C£! 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C lO O O O i.O lO "^ O O- — >-; :c q i.o q -^ cO -r :o s-j to d d i~ ic* -t r-^ d uo i-J JO ! oi i a ^ o o 9 3 X X X X X o o o o "T -f -f q vrf OS CO CO 1—1 iC O q o q T-1 co_ q -<. 3 d iC CO lO r O iC' o M C " O ^i d>-<'ii 5a X c o a a X X o CO 0^ o 01 d O lO I o CO -r CO O N O a o c o a a X X • If ud -¥-r . . -a -; a ic be sr.-S a: (-3 ^ U. ^£4 Pr (I o a X OiO COTft o4 i^S 5 o CO O O O iC lO lO CO C* CO — ^ —^ 01 o O O^ (N-^ Tl O r-t 01 --(C^ccTt^lCco^>xosO'-oacOTt'liO•rl^-cco»o--o^«;*y?«or;-«•olOr^ ,1 ,-( ,H -^ r-t .-H -1 1— 1 1— I ■-< 01 01 01 oa 1^1 oa c^ (N 01 f 1 CO CO 4 24 Appendix Xo. 3. \ ■r-i 1 00 00 ^ , 1 i 1 Id le • » h) < 1 I-! u Pi (U < \ ii 'm i O till -J rH CC 'M O rH* "*' T i • - ab o oo ^ Tj< n bo a CO S o a c .E .S o o lO oo (?-4 O r-' iC ^' •*■ fcC 5 "3 0) o a ts &: # coo c c c X yj a; St o c bo a o n 02 ri o o (N ' iC O O iC I 'j; ec ^ "-; C^ iC' >6 t-H C£3 t>^ O' ec i o o o be o c o c CC t- 02 iC lO lO 'T ^. l-H <•£> r-H Oi ^ ^ ■< PS e -IS. ^ is fe: St c o o c a s ■- iO c o — I X K^ X X X iT iC O lO iC O •ir — ^ JO I— I 'i; o Tf l>^ rH O JO 00 3i ;^ o o ec IS 5 i? ^ fi^ ^ if l^'^ c a ,^a a -o o o •CXI X >'M w h) 02 X K-1^-; iC o >o o iO o o O iO Th ec cc I— < Tf ec ec lOCC o «D c- 1^ X X X tS rt I - , < a,i CO I lO O O o i.t; o ■^ TO ri O lO o 00 o -^ -H t4 CO (M cJ a5 _,- ^-b* o a i Is Is Ef a s J5 c c o s XX X &-XX X 00 lO O O O lO O O O C' icecorc-^ec oo eo CO CO o 1^ OS ■«*< cc o (M r-i c ^0 »« t^ IH fH ^^ I-* ■s' is I § 5 a ^ ^ ■-' « 53 rt be o P a as.. X X ^' '^ CS rt :; be be O O H ■t 9i •—- Cfi ^ U] u K !«l ;s u w t> o • 'A * ■« si •ax vu ec '^ r-i l>^ lO lO o o ■ q o o lO 3^i ec wj r^ ^ f- 23 .^ w v.* « c j3 r; ^w ww ^ ". 5 (^ K^JZJxxx!>'>>'P^^xx>>-WSiJH^ii O O ~ 1* O O O iC O O i.T O O 'O o o o o O' o to '* e'. o -f ic ^:; q — ; c- ec -^ i.c q o q ci .-i ■ i-I CO CO ov 1-^ lO lO CO o 35 ci I- >* ffi co" ec t-.no OS.:;.-) 83.40 i J19.05_ I 373.05 9.45 '. 2.00 17.35 26.20 2.30 10.15 10.10 4.00 17.50 6.00 81.45 12.40 t-A k ArKIL l.s^O . 18M1 8.20 20.55 7.30 1M2! 39.15 71.15 13.30 1.SS3 49.30 21.55 7.25 1SM4 22.40 10.10 9.00 18.40 1.S85 1.H86 99.50 9.30 133.45 .50 .50 5.15 42.40 2.30 Total, 219.35 21.10 Appendix No. 4. 27 Appendix No. 4.- Continued. AVERAGES 'if Compilpd Statement of Fori rfn m ,ii ,i c i.r, . 1885, both iadusive. Fo(;. Snow. Vapour. Rain. [ " il- H. M. '' ; 1^.12 11..-32 Novoinhc December ().2,5 I Jamiaiy ' 12.04 Fehruary i 21.23 II M. U. M. 17.08 9.27 8.02 March April.. 10.08 02.] i o6M I 22.18 44.45 20.40 ^<».;:!0 ■ 89.10 ^«.02 ! 17.28 I 15.08 1.00 ' 13.38 •"^""^-^ 1101.48 1249.38 .10 7.07 Smoke. II. «. 7.15 10.13 2.43 3.11 2.07 3.31 78.28 ^^^""'^ ! 10.58 41.36 ' 13.04 Or per (lay ...I .34 70.25 i 29.00 1.23 .26 11.48 4.50 .23 .10 i I- ^r 28 Appendix No. 5. (No. 5.) (Letter from Catt. "". A. Robinson.) St. Johm, December ith, IS^O. The St. John Board of Trade : Gentlkmen, — liaviiitr read varicnifj reports in the papen^ eoii- cerning the Bayof Fuiidy, I, as a seaman and mate employed in the coastinj; and Ibreij/n trade of tiie Bay of Fundy, from 1819 to 1824, and from that time until \^i'>'2, as master of Bt. dohn and other ships, in foreiirn trade, beg leave to make some statements concerning the navigation of the Bar r.f Fundv. In my tnany years' experience, I have not met with any trouble from fogs, tides, shoals or shores. On one occasion (while male) I retnrned to Ht. John in an Fnglish vessel, tlie mast(U' of which had never been in the Bay of Fundy. He consulted ine on the dangei-s of navigating the Bay. I recommended him to make Cape tSahle bank and fr()m that point, with attention to tlie soundings, lie could avoid all the impediments that lay in his way, and with my assist- ance brought hi.s vessel to anchorage near iSIusquash. On neariiig the Bay we obtained a St. John pihtt. My many years' experience warrants me in affirming that the Bay of Fundy can be navigated with as much ease and saiety in snmmer fogs and winter snows as any other port in North America, notwithstanding all the nnfavorable reports of ignorant or [)redju- diced persons. In res})ect of the great rise and fall of tides, they are a great convenience and r.u obstruction to na' igation. I have never met those various and uncertain currents so much s])oki'n of, and, conse- (jiiently, dreaded by strangei-s. As to charts, I prefer to use the British Admiralty publication. The rocks and shoals in the Bay of Fundy arc all within the line of soundings, and, with proper attention with the lead, may be avoideil. thei'e beinardon n,e recomn^endincc to them to be more attentive in the tne of the ead, and they would avoid many of the roeks and shoal, on wJiu'h they may have been wrecked. I am, yours truly, W. A. ROBINSON. W" 50 AppemlLv ^o. (J. {'So. (\) (Letter frmn Capt. David lloi^ini:.) St. John, N. B., 4th December, 1886. The St. John Board of Trade: Gentlemen, — In roply to yum- note of yo^tcrday, a.-^kiiiij; me ii> give my opinion as lo nafety of the Bay of Fuiidy for navigation, both in summer and winter, as to the rc<,'nlarity of the tides, and th(^ inconvenience experienced from fog in the summer time, I beg to say that with respect to the i'vgt, by ])ayi ng strict attention to the ship's course and the state of the tide at tlie same time, I never lost an hour's time in making a ])assage on account of fog in the Bay of Fundy. With respect to the tides, I have always fouiid them very reguhir, only in the spring of the year, when the freshet from the river is running, I have found the ebb tide much stronger on the western side of the Bay tlian the flood, wliich in thick weather nuist he guarded against. With respect to rocks and dangers in the Bay. T know of none but what are clearly laid down in the Admiralty charts, and can he easily avoided by using proper precaution and care, which is neces- sary for the safe navigation of ship])ing approaching, tmtering, or leaving any coast, luiy or harbor. With respect to my experience in navigating the Bay of Fundy, as a master, I conimenced l')tli June, 1840, in command of the bark "Aljeona," belonging to the firm .of Milby & Thomas ; the said vessel drew twenty feet of watei' when h)aded, and was run between 8t. John and London for f )iir years. I never met with an accident in the Bay of Fundy, except one slight collision in the sunnuer of 1846, while in command of the brigt. " Mary," bound down the Bay in the fog. From 1847 to 1854 I had charge of a brigantine called the "P. I. Nevius," during seven years in the coasting trade between St. John and Alexandriii, Va. During the seven years I navigated the Bay of Fundy, both suniraer and winter, I never felt any more inconvenience in nu- Appeiidir Xo. 6. .^x vigating the Bay than upon any other coast. In the winter of IS.ll the mer Potomac was frozen over in the month of Fei,runrv and I md a good dead of diflicuhy and h>.s of time in getting o,u, ami had to get the assistmiee of an iee-i>reaking tug boat. When I arrived at bt. dohn, N. B., 1 was ghid to Hnd a spkmdid harbor all d.^ar of lee or any other impedime.it to enter it. and witb the a.ssi.staneeof a ])ilot any ve8.sel cou] i .•jailed betwiren here and tlie We.>t Indies as master of a vessel, and never met with tlie slightest acei- dent in the Bay of Fundy. At that time we had longer spells .>f and thieker fog than now, and there were only live or six lights in the Bay : yet In' kee})ing a man on the look out and lead going, I found no trouhle in eomiiig up the liay. I have time and againea- lered the Bay of Fundy in a dn so fog, and never seen land till I made the j)ort of St. -lohn. Several tjmes 1 have eome up th«i har- bor on a cold winter night in a heavy gale, when it was impossible to get a pilot, and that too without any great diiHculty, although there were no buoys in the harbor. With our numerous liglithouses, fog horns, and buoys now in use, it is an easy matter to 'uake our port. I would far rather take my chances in the Bay of Fumiy, making for St. Job" in fog, snow or storm, than to enter the ports nf Boston or Porthiiid iin ier the same conditions. The Bay of Fundy is a safe btiy, for on" .an always haVe ])lenty of drift and can read- ily tell where he is by the soundings, I consider St. John to be easier of access than any port on the Atlantic const. CAPT. B. B. BUSTIN. ^ i Appentli.r Au. 8. 33 (fiCtter from ( Ai'T. J(im:i'ii I'ltrciiARp.) St. J.. UN. N. P... December 18//;, 1880. The St. Joint Board of Ttwle: Gkntlemk.n, — 1 Imvo frequi'iUly cdino to the liuy of Fimdy for twonty-oip:lit years, and soinetinieh nUoiit five day.s before aniviii^riu port, could not get a nirridiiiii altitndt, and, corisiqiirntlv, had to {rii.st entirely to the lead and distanee. i have; ahvayy found souiid- inirs on Sable Island bank transparent sand, and tlie deep Mater ■')nndin{:^s between the banks oiid tlip (oast of Nova .'-^(••-tiii always Ml lid l)otton». La Have bunk tla' lend strikes liard on a very fiiif sand at from fortv to fifty fathojiis, and on the east of Capp Sable the bottom is roeky h^nd, when on the bank, ?oaj"se sand, and as we a]»proaehod the west side of C'a])e Sable Icink the >oundin!x is blaek grnvd and shells; then the Bay is o])en to tlu^ north, but it is best to keep on to the westward until the water deepens to seventy, eighty or ninety fathoms, and after that to get on the edge of the bank and sail parallel to the edge in about fifty fathoms till abreast of the Lurcher, when the water will shoal lo al»out thirty-tive fathoms, and liy keeping on the same course tlie water will get deej)er, and not to get into less than fifity fathoms till you get abreast of Briar Island. The shoal water at the Lurcher will indicate the distance uj) the Bay, and, oonseipiently, the distance to run till abreast of Briar Island, and in about eighty to ninety fathoms, when we can shape our coui'se N. E. l>y north for PartrMge Island. By keeping a good lookout wo often see the land from the iiiasihead, over the fig, when yoti cannot see nmch more than the length of the ship fronj the deck, and in very cold weather, in the winter, the vapors seldom rise higher lliim the ship's lower mast head. In the sailing directions the method ijf taking the passage is up west of Grand Manan, but I always pre- i'erred the east of Grand Manau, as it is mucli the shorter, and I ^, I t 34 Appendix No. 9. have never had an accident. In beating along the south coarit ot Kova Scotia, in a f(\^ or vap^u' Avith the wind S. AV., I would not stand inshore nearer than forty I'athonis of water. As far as the vapor or fog is concerned, going to Boston or I'urt- hind you have the name to contend with. J. PRICHARD. I . > (No. 9.) (Letter from Capt. D. Smallfy.) St. John, N. B., December ith, 1880. The St. John Board of Trade : Gentlemen, — During the past forty-six yeai-s I have been en- gaged Jis master of vessels trading Ijetween the western part of Nova Scotia and the port of St. John (ten yeai^s of Avhich we carried the mails between those places during the winter months), and have had ample opportunity to judge of the safety of the navigation of tin Bay of Fundy. I have had no ditiiculty during all that time,e.Li' in foggy weather, and long before there were any fog whistles, la making our tri[)s regularly, sometimes tive in a month, never onct having touched bottom. I consider the harbor of St. John exceptionally easy of access, and safe to enter at any time of tide. Youre trulv, DANIEL SMALLEY., Apjmidix No. 10. 35. iine.e/L'U tver oii('( (No. 10.) (Letter from Cai'T. J. J. UiiowN.) Chatham, N. B., January iUh, 1887. The St. John Board of Trade : Gkn'tlempln, — A good deal is wriiten and said just now about .St. John, N. B., as being a good winter j)ovt for sieanici-s. I can vouch for the navigation of the Bay of Funr their stoaniers Ix'twfeu l)Ost(jn and Rt. John, touching at Porthir-.d and Eastport, for the last tliirty years, prior to whicli time I was engaged in the r-oasting and West India trade. I coiisiihM" the Bav of Fundy as easy of approach and as safe for navigation as any portion of the North Athmtic coast at any season of the year and in all weathers. The snow storms, in my opinion, are not more severe in the ]^ay of Fundy than th('y are in the vicinity of Portland and Bost(m, while th(\se cities also have a pretty large sharo of fog ; still, it always seemed to me that fog had a gri>at love for Ht. John, and made Its visits too long. But, notwithstanding this, I know of no [)liH'e I would rather apimnich ou the coa.st, in fog or had weather. The coui*ses of. the AV^cst Channel (I am not so familiar with the south) are few and simple, and can lie run without any great risk by a good j>ilot. I know of no hay on ihc North Atlantic c(»ast .-o char of obstructions to navigation as the Bay of Finidy iVom Mi»os-:i-Pock, or M(jss Peck, so called, on the coast of Maine, to Par ridge Island (uKmth of St. John harbor). During the whole thirty years of my experience, making one or two trips per week in all seasons of the year, and in all kinds of weather, I met wit!) hut one accident in the Bay of Fundy, viz : while master of the "I'^tate of Maine," at Point Lepreaux. This accident I regard as e.\c<'j)tional, and I attribute it to the P(»int Lepreaux whistle not being in its jiroper }>laee. It has siiu-e been placed in the right position. The fog whistle is a grand invention, it well attended. The shores of the Bay are generally liigh, and even in foggy weather wc can frecpientiy get sight o^' land, either from deck or from masthead, but wo are never delayed by this, having ruu our course D I " 38 Appendix No. 12- B. on usual time and speed, wo make our points carefully, and take one departure. Our pas?:ai;e.s have been made witli renuirkable regular- ity, as all know who are aec^uainted with the line. In my opinion, steamei*s or vessels of any kind oan approach or leave St. John any time of the year, and in all \\eathers, with lus much safety as any port on the North Atlantic coast. The harbor of St. John is never frozen, and field ice in the Bay is mu(;h less frequent than on the coast. S. H. PikE. (No. 12-B.) ( Letter from Capt. Edward Smith.) Steamer " Damara," Halifax, 31s< Januari/, 1887. The Board of Tnid>\ St. John : Gentlemen, — I have nmch pleasure in sendinj;^ you a brief re- port of my experience in the Bay of Fundy and harbor of St. John. I have just recently made two voyages to St. John, and ex])erienced thick wiiuther on bcth (x-casions, notwithstanding which I found my way .safely into the Bay and up to St. John. I call St. John a good port, aiid the soundings are splendid for navigating a vessel up the Bay and right into the harboi'. They are so reliable that any coni[)etent pei-son can easily find the way into the Bay and up to St. John in the thickest and darkest night there can be. I remain, yours truly, EDWARD SMITH, Master. AppemVix No. 13. 39 (No. 13.) (Stateiuent from Oapt. Citas. S. Tayi.ou, Haihor Mastor of St. Jolni.) 7hc St. Jolni Board of Trmh : GKNTi.iorF.N, — I was {il)t)Ut twenty years a pilot in tlie Bay of Fundy. I have brought many Htoain.shijjs up the Bay of Fundy in tlic suninier time; not many in tin? winter, as tlurinn the time I was ]iilot steamships did not co".ie reLCuhirly froiii seawai'd in tlie winter, Avitii the exeei)ti<'n of t!;o AHan Line. I wouhl iiave no hesitation, iis a pilot, in bringing any of the largest mail steaniei-s to the })ort ■of St. John all through the year, summer or winter, but would prefer the winter, the atmos])here, as a rule, being more clear then. With ii steamer drawing twenty-seven feet of water, the harbor of St. John <'an be entered about half flood. I consider a large ship safe at the railway wharf in any weather. I consider the corporation picu", however, a safer wharf; the de])th of water at that wharf is thirty feet at the south end and twenty-five feet at the north end, twelve feet from the j)ier. 1 consider the anchorage at Partridge Island, ;at the mouth of the harbor, excellent. The channel could be dredged to a sufticie'it depth for ships of any draught of water at low tide. I consider the John Robertson wharves well suited for permanent wharves for steamers of large size, and a very suitable wharf couhl be built at Sand Point, (.'arleton, by adding to the pres- ent, there being twenty-seven feet at low water si)rings. I consider the holding ground in the harbor to be very good. The steamet *' Kansas" load?d at the railway pier, about three yeai-s ago, and she ht many ships of war, both Briti.sh and I'nited States, into the haibor of St. John. 1 was pilot on board H. M. S. "]Sortharnpton," drawinj^' twenty-six feet, from Halifax here in August, 1878. We harli(»red at Liver- pool, N. S., Fla:i;_^'s Cove, Grand Manan, Bli. ever built. We sailed up the Bay and intt) this port, and came to anchor in the harliur without a tug. About three hours Hood would be the time to enter the harbor with a shij) drawing twenty-seven feet, and the same ap- plies to Boston and Portland, Me. The navigation of the Bay of Fundy com})ares most fav'orably with other [)orts and places where I have been. If a ship of deep draught of water arrives otf the harbor and has to wait for the tide, she can either anchor outside Partridge island with safety (the anchorage being excellent) or she can lay otf and on, there being j)lenty of sea room. I would rather approach St. John in bad weather than any other port along the Appoidir yo. 14. 41 coast. During the time I have been jiilot, T have niy.^elf brought in two liiiudred steamships and have never had an accident with one of them. The aid of a tug is not necessiiry either in euterlni; or leav- ing the jKjrt with steamships. The land of the Bay Shore is high, and (jne (^an always see it over the vapor occasioned by extreme C(dd ^veather. It can trenerallv be seen also in fogirv weather bv goinu aloft. The soundings are good from Caj)e Sable into St. John, jlnd .(HO could couve in during the densest fog by using the lead. The whistles are good and numerous, but when tli(\v cannot be heard, a pilot or ca[)tain can come up by soundings, which are very regular. Fr<)m the usual irack of Athiutic steamers bound to Portland and JJiiston, the navigation of the Bay by the south channel is j)lain anfl simple. It is a straight course from Briar Island to Partridge Island, say sixty n)il('s. In fact, those steamere, by keeping on their regular coui-se towards Portland and Boston a few extra miles west of Cai)e Sable more than is necessary to enter the Bay, can tlK'nturn and make one straight cou^'se to Partridge Island, at the mouth of St. John harbor, and this without any (ibstructioiis within twenty miles of the line sailed after entering the Bay. The south channel is broad, being eighteen miles wi(h.' at its narrowest part, which is at the entrance of the Bay, between Briar Island and the "Old Pro- prietor," .so called. From this point inward it innnediately widens to thirty-five or forty miles, which width It holds good all the way to St. John without obstruction of any kind. Wlien piloting sailing ships out of the harl)or 1 never anchored at th^- Island to await a jchance on account of the fog. 1 always went on, thick or clear, and would work my shi]) out south channel, even beating out all the way if wind was ahead. I do iu)t consider the tides dangerous by any means, but (jiie must, of course, have some knowledge of them when entering the Bav. From Briar Island up the tides are verv regular. There is never any lee In the harbor to Interfere with or injure ships. There is never au) held ice to contend with in the Bay, even in the severest weather. Ther(? Is altout eighteen feet of water in the main channel eastward of Partridge Island at low water spring tides. This could be ea.-ily dredged if desired. It would be out clear by the tide if the breakwater was extended to the Island; that W(tuld make one of the most comfortable luirbofs this side of ^'''''^'"' PvICHAlU) CLLXE. IT' 42 Appmdux No, 14 -B. (No. 14-B.) (Letter from Samuel IIuthkkfoud, Pilot for the Bay of Fiiiuly and Harbor of »^t. Jolin.) *f. ■> The Commltif^e of the Board of Trade : Gentlemen, — 1 have been thirty-f<^^iu' years a pilot in the Buy of Fundy. I have been to sea altocrcther forty-two years, and have brouglit large i-teamers of heavy draught of water into the iiarbor of .St. John. Vessels of this elass ean enter about half Hood. I consider the navigation of the Bay of Fundy v^iuite safe in the win- ter time — the weather being then clear, as a rule. I do not con- sider that vaj^our renders navigation unsafe, as it is veiy seldom so high as to obstruct the view of the land — it only prevails during northerly winds, and is of siiort duration. When coming here from' Halifax I have often taken charge from that port. I have often lirought siiips tliroiigh the channel between the north-west Ledge and the *' Old Proprietor," by the lead, and have not seen the land. I consider the holding ground off Partridge Island to be as good as any known. The bottom in the main cliannel on entering this port is gravel and mud, and could be dredged for large ships. The average depth of water oH' the Custom House, at low water s]^rings, is ten fathoms. I consider the harbor of St. John easy of access in any weather, as the coui'ses from Caj)e Sable to St. -lohn are few and very simple, and can be run with ease, ordinary can^ being observed in thick weather to keep the lead going. The soundings being very regular and ])ronounced, and the Bay of Fundy being admirably j)rovided with light houses, fog whistles, andautoinatic buoys, makes the chance of loss or damage very small indeed. I consider that the harbor of St. John Jind its ap})roaciies compare very favorably with any other harbor on this coast, as they never freeze over in winter, which caiuiot be said of any other harl)or north of Hatteras. SAMUEL RUTHERFORD. Appendix Xo. 15. 43" (No. 15.) (f^tatcraent from Messrs. Scammkll Bros., Agents for Anchor Line Steamero.) The Si. John Board of Jrade : Gentlemen, — Jji re])ly to your ciKjuiry, we bo^ to sidvise that tlu' Anchor Line of steaiiitships coninieiiceil the .service to this port in April, 1^04, and continued to hind their curfroes here until 1871', and during that ])eriod they did not meet with any disaster (ir ex- perience any difficulty in navigating the Bay of Fundy, or in enter- ing or leaving our harbor, at all .seasons of the year ; and in support of this statement, the ownere (Mest^rs. Hendei-soti Bros.) of this line, in February, LSGO, memorialized the (lovernment, Legislative ( ouneil and As-cmbly of the Dominion of Canada that they were prepared to conduct the postal service between Gitat Britain and New Brunswick, placing a large and powerful fleet of steamers suf- iicient to ensure a regular fortnightly connuunication throughout tlie year between Liverj)0(jl and St. John. The nund)er of Anchor Line steamei's that visited this port (luring the above mentioned period was: 18()4 ... 2 ]M(i8 .. ... 7 1872 ... .. ti - 187(5 .. .... 1) IStif) ... •> 18'JU ... ... ti I87;{ ... .. \) IS77 .. ....^7 18t)6 ... . . . ♦> ISTO ... ... t; 1874 ... .. 1:5 1878 .. .... 3 ISC)/ ... . . . •> 1871 ... ... 8 1875 ... ... 9 1879 .. .... 1 Since the last mentioned date we have had several of this line, besides inimerous "tram]) boats" that have come here in ballast to obtain outward cargoes, and consider the protection afforded marin- ere much greater now by the numerous lights, buoys and fog alarms, at present in operation in and at the entrance uf the Bay of Fundy, than when this line were willing to maintain yearly service to this ])ort. It may be necessary to mention the rea.«!on for the withdrawal of the Anchor Line steamers from this port, and which is accounted for in the fact of the building of the Intercolonial Railway from Halifax to St. John, which taps the service, steamers calling atllali- r 44 AppnicUx No. 15. fiix and laiil to develop the trade of our jjort. We are, vours trulv, SCAM:\[ELL BKOri. J^T. John, N. Ji., January 2*)th, 1887. Apjiendi.v No. 15- B. -lo (No. ir,.-H.) (Copy of letter tVnm Jas. B. Hkgax, C. I']., acting! Kn^inotT in ( i. ■ tor Board of Fublii: Works at St. .Jolin, to the I>e])artiuenl at Ottawa.) DEPARTMriNT OF I'l'IU.K WoRKH, Enc.inekr's Oi'Fici:, St. John, N. B., November mh, 1886. Sir, — 111 iv[»ly tci the enquiries iiunlc in your telegram of 24tl\ instant iu rcf'erenc(i to ulusther steanters drawing twenty -six feet .six inclies can be acconmKKhited at any of the St. Jolni wliarves withoui gidunding, and if so, what number at a time, 1 have the honor to report that even in their ]>re>eiit condition and at the lowest spring tide?, vessels of the draught of water that you name can lie at the " Kailway Wharf" at C-ark'ton, or at what is called the "Cor|)ora- tion New Pier" on the St. Jolm side of liie harbor: in addition to which the Deep Water Railway Terminus (1. i'. K.) would, except- ing at the most extreme low water sj)rings, also offer the aecommodn- tion desired. I know of one steamer, the "Missouri," loading down to tsventy-seven feet at it the season before last. There is also the "Custom Mouse Wharf," " Robertson's Wharf" and the "Adams Wharf," Carleton, having at them eighteen to twenty-one feet at ])resent (owing to iilling up tlnit has taken ])lacc) that can at both little expense ami time expended in dredging be made to aftbrd the de[)th or a greater one than that which you mention. That you may have the fullest information on the .subject, I have to add that the " Railway "Wharf" at Sand Point, Carleton, is only some two hundred feet long, and shoiikl, to give perfect accommoda- tion, and the best facilities for a steamer m arge size loading or discharging properly, be added to, and for uUich there is the most thvorable chance from its situation. The "(.'orporation New Pier," *'■ Deep AVater Terminus " {L C. R.) and " Robertson's Wharf" have each a loading face .f about 500 leet,and most convenient and suit- able as constructed, while the " Custom House Wharf," and "Adams' " would projierly require some additions. 'it if 46 Appendix No, 15-B. Severn] other whnrf ])r()perti*es can also easily be made avrtilable.- by dredginir and slight additions. The range of tido in the liarbor of St, John being that of neaps eighteen feet, to ^-pring twenty -seven feet, you can miderstand that ordinarily at most of the wharves named there would at an ordinary low tide be nearly or about de[)ths retjuired. Youi-s, etc., JAS. B. ;an, A. GoiJEiL, Esii., Acting Engineer in charge.. Ottawa. Appendix No. IG. 47 ApiTxnix No. If). Stalancnt of Vm.El..s Dkpah, .N(. Skauakd/,-,;,. (he Port of Saint John, N B Jor (he years l,s6l) (o Wo, incbisive. i>^(;9. NO. Tf.VS. Urilish Vcs.seJ^.. 084 .. 20o,()59 Foreign " ..274.. 188,! 130 Total, 958 ..'39y,989 1870. NO. TONS. British Vei^. Foreign " .. 344 .. •_'21,72H Total, 1,216 ;. 498,433 RECAPITULATION. 1809, 958 i870, 1,201 1871 1,141 W2, 1,484 TOV.S. .393,989 482,423 417,388 451,520 NO. TON.S. 1^73, 1,527 456,907 ^874, 1,410 458,398 1^75, 1,210 498,433 Total,_8,94J 3,1 59,1 IS 48 Appeiidix No. 17. JStatemenl of SK\-lioiX(; Steam ami S vfling Vfs^ei.s and Coastwise Stka.m- Eiti? Arriving: a< the Port of St. John, N. B., front, 1877 Ui 1886, inclusive. Year. | Sea-^iolliy-. | No. j Tons, j.j Cojistwlso, j No. | Tons. i f^tcani VeK->el.s, 14! I 127,4;)r)i| 1877. Sailing " !•»;*> I -'!»-U525 i Steamers, T.ta], 1,115 ,421,000:; 219 74,!t7() i ■ 8t(:-ani Vessels, I 128 | 125,508 M | j 1878. >^t»ili"i^ " : 1-0^^ ^"O/^^SljStoa'ner-, ; 232 98,1. i;» Tctal, ' 1,20(5 ; ;U»(),380 ![ |_ _j;^ Steam Ves,sek I 155 Vl;;i ,0357] ' i ~j 1879. Sailing " I 900 1245,884 • Steamers, 1 135 69,072 Total, i 1,055 |37.(),919 ;: j | Steam Vessels, ' IHO 1147,825'! j 1880. ^^i^ilii'jr " 1,^-'>^^'51'>,'>'>^ Steamers, ; 154 '75,458 _. _T()ial^ 1,424 '402,880 !i [ \ ' I Sti^iun Vessels, j 193 "^^180,636 ; j l | IS81. ^"'li'^^ " l.^^l :^<>'^»-'l<)': Steamers, ! 145 1 78,25t) Total, 1,444 444,540 i | i St.'ain Vessels, : 230 230,802'! ' '\ ' \ \KS^l Sailiii- ' 1,300 ; 253,021 ' Steamers, 'l4<5' 70,2^2 Total, i 1^0 J 403,783 \ i__ I _ ' Stiijmi Ves.seLs,T 180 ' 183,151 Yf "^~| lS8:i '^"'l'",^' " I M52 283,592 ! Lsteamens, 1 210 97,024 _ Total, 1,032 1400 J43! | j^_ Steam Vessels, 224 221. 40;-!, | ! I 192; 91,433 Saiiii!- " 1,(.8() 202.978: Steamers, ^ Total, l,!h)4 484,471 I i "lSt(am Wvssels, , 213 103,01.5 . l88o. ^^il''»^ " I l.^-"^ 237,930 I Steamers, 187 99,2-15 I Total, I 1,740 i 401,545 1 I j ! Steain Vessels, "" 238 I 213,333 'f" "'\ ) ' 1S8(>. !^:n'i".u- " l.<3<>2 ! 258,008 ^ | Steamers, ! 197 i 80,502 , Total, 1,840 1 472,001 ji \ \ AuRlvrxi;. — Total .'^ti-am Vessels, ... l.K.-^'i Vos.so]s, ... I Toii.tXS;^ Tons. " Saiiinir " ...■i;?,(i]4 " ... 2,<'.S7,l'.t5 " " ( V):i.vavise Steamers, 1,82:$ " ... 84(i,-48*t " Ciraiul Total, ... It;,7r.t Veasels, ... .').!>' H.'i'iS Tons. Appendix No. 18. 49» !!'.i;_M") Htf.oi;-; '.\ TOIIH. so " 'runs. Sudrmnil of SEA-GdiNTi Stkam and 8aii.ino Vks«kls nvd Coastwisk Stkam- EKS Dcpartiufj y/o?» tke Fort of St. John, N. B.,/rom 1877 to 1866, inclusive. Year. | Sea-Goillg. j No. I Tons. [| ('(Mistwise. j No. j Toss. Stiiling " i 9:'steamei-s, 219174,976 Total, 1,115 i421,U()();i 1 mi ! Steam Vessel.^, i 129 ; 12.'>,U»2 ;j I | ISTS. j ^«'''i^;^ '^ ! 844 : 282,069 I Steamers, ! 258 I 90,078 ___! Total,; 97;{ : 407,261 ij i I '"Stean^Vessek, ill6 , 116,501 !• iS'iM ' iSuiliiig " ; 915 i ;i05,.14;J , _J ' lotal, • 1,0:11 \ 421,944 , I Steam N'osf^els, 166 ; 147,><25 ' Steamoi-s, i 182 87,996. ISSO. Sailing Total, 1,198 I 811,055 j Steamers, 196 91,991 1,364 45^,8«0j| j I Steam Vessels; 150 i 160J«7 ^ ! j 1.S81. ^'^»1'"^' " ! 1 ,'-^40 12! r,, 062 Steamers, 187 i 93,8;10' Total, ' 1,390 I 452,449 . 1 | Steam Vessels, 1 190 | 2'21,900 ij | |' iS^.j Sailing " l.;>48 j 310,563 ; j^teamers, 1 194 96,308- I Total, 1,547_ 532.463jj | ; i Steam VessekT' 173 I 19^247 '1 Sailing - i 1,526 i 317,1 12 j Steamers, 1 239 1 96,186. Total,! 1,699 1515,359 I ! | | j Steam Vessels, j 225 . 221,281 H 1S84. I bailing " I 1 ,736 : 296,1 34 | ' Steamei-s, I Total,. 1,961 '517,415 1 1 202 90,096 Steam Vessels, I 213 163,615 11 I ! Sailing " ! 1,527 237,930 M Steamers, ' 189 : 98,035. __ Total, rij740 401,545 I] j i fStoim Vessels, V 225 2ll,?^67lf " ' '\ | ISSG. I >^i^'^\\n'^ " ' 1,674 ' 289.660 I j Steamers, I 209 ! 82,789' I Total, I 1,899 | 501,527 IJ i | l)EPAiiTKl).~Tot;il Stoiim Vffssels, ... 1.71.') Vessels, ... l,(iHll')0 Tons. " Sailing " ... J2,ii:i " ... 2,X\'>:lbS " " Coastwise StuatniTs, 2,075 " ... <.)02,2.sr) '• (i rand Total, 'lti,7'.>4 Vessels, ... ^h:i2,\Sii Tons. Tdtal AniuviNO, ... lti,71i< Visscls, .. 5,2r)l,t)58 Tons. •• l)Ki'AimN(;, l(),7i)4 " ... V3v,i-o •' Cirand Total, ... ;<;vil.'{ Vessfls, 10.7'.»3,H4ti Tons. i^rw W Appendix No. Id and No. 20. mm' Api'kndix No. 10. ToUd Tonnage of I'OA.^TWiSK Stkamkrs Arrh'iarj and Departing from the Port of St. John, A. B.,from 1877 to 1886, vtcktsive. 3,898 Vessels, 1,742,765 Tons. Appendix No, 20 Imports and Exports of the Port of St. John, iV. B., /rom 1877 to 1886. YEAR. 1877, ... lo(8, 1879, ... 1880, 1881, ... 1882, 1883, ... 1884, 1885, ... 1886, Totals, ... Total Iniports, Total Exj)orts, Grand Total, IMPORTS. EXPORTS. S 5,615,807 63,432,110 7,366,728 2,937,714 4,347,883 2,930,559 3,143,331 3,249,718 4,305,248 3,301,411 4,997,734 4,221,830 5,299,793 4,247,648 4,621,691 4,311,193 4,059,009 3,813,116 4,075,346 3,901,495 847,832,570 $36,346,794 647,832,.)70 36,346,794 $8iJW64 the Port 188') IT.S. ,110 ,714 ,559 ,718 .411 ,830 ,648 ,193 ,110 .495 '94 62 Appendix No. 21. Arpi:M)i\ A Slatement of the Dlsastkks and ('A^rALTiES tthich hin-e occurred to Vcnnels and Ihi.n- period from ISHQ to 1886, with the JCdinutl.d Rm. 186D Dec. 19 April 2i July 22 Dec. 4 1870 July 14 Apri 14 June 14 1871 Feb. ;> lt^7 1 May C) Aug. 1!) Nov. 23 Jan. 8 Mar. 12 Nov. 28 1873 Mar. 29 tici. Feb. 21 Jan. 29 Dec. 5 I>.c. Hi June 20 June 18 Oct. ;ii( Nov. ■lo Jan. 14 Sept. 29 187 1 Nov. 12 Jai.. 25 D.f. l.i Aug. 22 July lo Jan. 29 1876 May 13 187 ■ April 10^ 187 > June 2;tt Sept. 6 Jan. 2S July 27 Paragon, 4 Imperial, 10 I'ebouaire Julia, liEbrador M. E. Bliss,.. fcicio, St. John,. London,... Granville, St. Jolin, . St. John, j Cardenas Brigt. Now Orleans,...] St. John ^'••liip. St. John I Boston, Schr. Boston, I St. John London, St. John, Barbados Currier, RosillaB St. John, do. . do. . Boston, Str. I do iSchr. Havana, iBs'- Alumina , Gk'ndon, Harold I'lm be Ellen, . .Sariih Sloan, ... Summer, A'.mie Martha,.. Aniuuidale, G. \V. Hunter, .. Hiinib''r, Jesse Uoyt, Zingu, Mt'niam, Memento Mom:1I'' Magaguadavic,.. Mary .Jane, Nuistju, I 3 ; 24 iNew 20 3 7 3 British, ., St. John, Liverpool,.... St. John, do Wind.^or, N. i St. John, do London St. John, i^hip. Ton land,. , do. St'hr Liverpool, iBark. St. John, Schr. :Bgt. I do > do • Yarmouth, N. S.,, London, Pictou, N. S., I St. John, ; Boston, .Me., ' St. Johns, Nfld,...; St. John, I do 1 Liverpool, ' St, John, \ St. ,Tohn, Portland, Me.,.. St. John, i Cuba, k' I Havana | " do ; do Bark. do I Cardenas, .I'gt- Sydney, i St. .Tohn, ... St. John, j Hull, do Dublin, Maehia.s, St. John,... Sydney | do. St. John, I Bonnuda, .. Boston,. .. ' St. ,fohn, ... St. John, I Bo.se Blauche,..' Liverpool, N.S.,i St. John, ' Shelbiirne do. St. Johit, ! LiviTpoo!,.. New York, i St. John,... Sc^hr. Hark. Ship, .Shr. IJgt. Schr. Bgt. Ship. S'Chr Juliet, I 12 i Levi Hart, ...'New; Margaret .Vnn 14 ' Ecuador, 1 [ iieueral Wolseley,.., llyack, 1 10 do United States, St. John, do do do ■;■ Halifax, St. John,... do. ... Sydney, Liverpool,.. do I " Cuba, .".. " Boston, I " St. John Bark. do. I " To,N.s. Apollo, 18 Otago, Antwerp, .... Adria, Free Trade,, BcUkst, Y arm out' , N. S., St. John, Queenstown, ... 2(16 if'J 181 lu; 6'M 175 2W \H :m I ■m Lift) ■1,1. i» •IS M I .'{II 1 7i7 i ]« 1,059 ! m do I Belfast, I " ' ) i ' do I Livtipool, ,f>hip. 1/" 11 I Harmonides, ! 21 1 St. John, ... Parrtiboro, .St. .John,... do. ... (ialway 1 St. John, JBark. St. Joiin, j Queen.stown, ...Schr. do Barbados, . i: Havre, I St. John, Ship. !l,5t' Appendix No. 21. 53 rPKNIHX Is and III' . PvKi. Tons. Brigt. . Ship. . Schr. . Str. 2ti6 Schr. "J'j iBgt. 181 1 .jSbip .Schr. j lo; jBark, 1 fiWi ..'Schr. 1 175 ..;Bgt. LSI ..Bark.' :iSS .. Bgt. m ...Ischr. ' I'-!'' ...|Biirk. '•■^'^ ...'Ship. ^M ...1 " ' 1.''* ...iSchr. ...;iit!t. ...Schr. 1 ' " 1 •! 111- ...H^..', ^=" ...,Sliip. '■" ...ischr '' 1. 1 l-i ;.. " , ■>'' 1 1. 1 h- ...Bark, l.t*" .1 ' l:iO 1 1. 1 1 Ship. ;1.'' ..Set 1 1 ir. 1 ll'* ! 1?:) No. 21. (''■irfioe-H III fill' Bay of Fnivly, comiufi to awl [piiu/ from the Port of St. John, during the Value of the Loss, as/ar as could be ascertained. Plack WlIEKK ("aHUALTY FIai'I'icnkd. Naturk uv Casualty. CAUSK ok ('AM'Ar.TV. I'.iiar Lsland 'Loss of spar.M, StrcsH of wiukIut,. .Morra Li'ilgcs, [Stranded, do. (,r:ui(l Manan, Wrecked, I'og. lri.>.!ilo\vii, Stranded, Grand Mauan, do. do. ' dp. Long Island, ; do. Stress of woallier,. do. ON Vksskl. Cauiio. 2!; Total oh] f-oss [ Loss 'C ^ I'AKTIAI- " '■' Loss. Krror in .j.idgmont, rTotal,.. . .Si. Mary's Bay,, (Irniid Manan, do. do. Stres.s of weather,, . I Partial 8 3,000 3,000 .-),400 do. 'Partial. I do. N'lar.^t. lohn, do. Mii-iiiUL-^h, I do. \Vu>t Quoddy, ' do. Yining'st'ovc, do. ('■rind Manan do. We-r Qiioddy, do. AccidiMital, I j do Fog, I do. .Accidental, I Total, Stress of weather, 5 : do. ' '.IV do. Strossof weather,,.. • do. . ippir Harbour, iFoundored, Leak, do. ... lliy of Fuudy, iSprungaleak Stress of weaiher, ; iPartial, . r.iii I Mauan, Strandi^d, Drunki-n crew, ' Total, .. do. i do. I.ii'ii' I'.iver, do. ' laipijiiello, do. ,iiuJ .Manan,.. :iv of Fiiudy,.. ''imquasli, r.uiii \IanaD,.. !,ina\v.>!;«nish, M,u:< V Bay, ■■•M Ni'ck ,l-^ Island, ■■ii;l>y Neck, riar Island, , do Hay of I'undy, ' do. do. do. do. do. do. do. do. do. do. do. do. ,. Thick weather, ; do. ... ..Stress of weaiher Partial,. ..Snowstorm, do. . Fog Total. ..Sir a rock, 7 i do. .. Stressof wi-ather, do. ..Snow .storm, do. .., .. Stress of weather, ! ..jConipass, ' | do. ... 10,000 7,'JOO 10,000 ' 5,0i10 ;-3,ooo 28,000 40,000 7,200 4,000 j 11,000 I 9,000 I "'ill Harbour,, do. Tideway, ■ do | .5,000 .'Snow storm Partial. .iStressof weather, .Total, .. .jFog, and error of judgment,! iPartial, .JFogand heavy sea, jTotul, ., .jSnowstorm, | I do. ., Ilawsi r broke, | do. I ! liiiiawiigonisii, Dragged aucbors, Stress of weather,. Partial, .., 1,000 12,000 32,000 12,000 Ship. !l,5f>4 Oifli-iar I.slatid, , Collision, iKog | ' do. iliiniiet.Itock Ledge,... Strandixl, i do , Total, bipixT Harbour, j do .Stress of weather, : do. ili.iliviir's Hole, i do i do. I do. .'3,300 10,000 1,200 2,500 2,500 20,000 $204 t I 54 A}>pen({ix No. 21. Ai'PicNoix No. A Statemenl of thf, Ih^-asters and CxsUAl/riKS which have occurred to Vcsnela and llnir period from 1869 lo 1886, with the Kttimatnl Uaxk. 187S Alls. 271 Mitr. 2-") Vw. .'{ S'pi. 11; IH'C. 'i3| 1879 j Mar. 71 1S80 i May lOl Mar. S 12 Doc. 'Jf. " 10; 1881 I Dec. :i' Jan. ;h Auk. '^T- May 27: Sept. '21 1«82 ' Jan, Ij Nov. ^] iJec. 4' , .. 14 188;5 ; Feb. S; " •!&' May -Jd Aug. 21 Jan. 20 18»4 Jan. 22 " 20! Aug. 24' " :!1 Oi'l. 22 July 12: Aug. ! IHSa ; April 2r.. Nov. 14J June (■)' July 2;t Aug. I'll •• 22| Feb. j Auj?. 15 1 Hi'pt. .'i! Namk 01' Vesskl. Hebe, Llfley ... Owego, . Walton,. Venice, . Turkisli Kir.piro,.. 22 New 21 23 4 23 POKT OK Registry. I'rom. To. Hi I.. Tons 'Hark. Bellona Kbiaiia, Mlruuiiflii, Keepsake, ., Sea Lark, ... Cycl'iiifi Happy Home,... H.J. Olive John Murphy,.. Two Sisters, Teal, Altheu, Sarah, .. Scotia,.. Grace K. ('ann Teal, Will. Veo, Rapid, .lohn Murphy, . Ashlow, Anna (-furrier, Almida, J. F. Whitiaker, . Plevn.i State of Maine .. Amateur, Albut'ra Antwerp, Dapliiie Doruiiuoii, ilunuuao, Merlin, St. Olaves Sarah Hunter York City, Norway, Antwerp, ! St. John, .. St. John, Havana, tlo " New Vork, St. John, Liverpool, Shii;. IJverpool, j Carnarvon, St. John, |Bark. St. Jolin, i Qui'onstown, ... do Bktu. London,.. St. J'lhn j Dublin, Ship. 33 11 SI 34 8 2 (i 8 5 9 : 1 9! 19 I 8 I 26 j 15 I 10 21 7 7 3 19 12 Norway, | Hosfon St. John Hark. St. John, .Newport, ! do. ! " Nofrway, St. John, : 'Loudon, ; " (Jrcnt liritaln, ' do ' Mumbles Urij;. St. John, do I Boston, .Sclir. : • i , ! do j do ' do \ " Windsor, N. S.,...| Hamburg, j St. John, iHark. St. Jobi., ! Darieti j do %!. I j " Yarmouth, N. S., Liverpool, do Ship. Digby, N.S., ' St. John | Ireland, Sclir. i I St. John, I New York, St. John, .! " >':;.' ..ISchr. i I"' I " ! \y \ " ; 'ii'i iBurk.i (■■■>•' ,jstr. ',1,H'^ ..Schr ! Bark. I ('>'» I " I 57:i .|Schr. I 1-" l.lStr. i -11" 1 .. 11,-14 'schr. '■■<^ .lllark. rul ,S1I.. li>w 21. — Continued, Cnr(joei^in the Bay of I'\uiily, rominrf to £ PAUTIAI. ' „N , ON Loss. ON ViLhiiici.. |Car»o. I S. W. Wolf, Stranded, Fog and cin.r in jiultrmcnt, iTotal, fi:!,000 Musquash, I do. West Qiioddy, do. M'.irr Li'dgoa, Maxwell's Point,.. i;;!1h1 Miiiinn, . ■I. lit Uoi'k Cove, Ni'h'ro Head, i ;it!i' Kiver, Me., ( ,U'M- Iliver, !l,;i'i Harbour do. do. do. do. do. do. do. do. .j do .iStress of w(!athcr, •'I'"0K • Parted chains, IVessel on bcuiu I'lids,.. 'Partial, ... I I'J.OOO j iTotal, ls,i)OU S7,U made durhig the Ten yerl of Saint John, N. B. 1st. Tlie jKMVontajXf ol' lo.-.s ol' toniiM^H' of Steaincr?^, a.« (.'()i)i|mro(l with lotul toniiaue ot" Steam Ves- sel:- entered and cleared, is .08 <.t'l% 2nd. The percentagt* of los.s of tonnage oftSailing Ves- sels, as conifiared \\iili total aiurdnt of tonnage of Sailing Vessels entered and elearcd, is .41 (.n% 3rd. The percentage of loss of ('f'.rgoe's oi' Steam Vessels as compared with the total amount ol" Imports iind Exp(.ri>, i^ 002 o<' 1 % 4th. The percentage of loss of cargoes of Sailing Vessels, as cercentage of loss ut' tonnage of both Steam and Sailing \'essels, as compared with total ton- nage entered and cleared, is ... ... ... .26 of 1 '/o W tr**" '10 '10 L^^ ■ 4i il li li i* Si 6i sj ss M se i* Si 91 (2 SI W S9 SI J/ 53 SJ 30 4S -V <^ 7 i' 5 I 67 46 67 62 SS 32 ii SJi f '\ 65 6/ • ^ 6S 19 8 2A •: c-,.,-^ ^!niHji!!'lg!'l'J»£5?"a' o 7^' ^/ «J *3 6 5 ) f^OUNof 56 60 St Beacon L^:. , 57 38 4/ 37 3 /J *4 66 41 78 11 SO 49 20 3 REEF 4 3 7 3 e 74 76 ' S '0 46 3Z 8 / '/» 23 3S iS 2S 20 7 $ y ^ 34 26 22 l£ 7/i ^f/jt ^S 46 33 26 J/ 2i ,s a M ^