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The following diagrams illustrate the method: L'exemplaire film6 fut reproduit grdce d la g6n6rosit6 de I'dtablissement pr§teur suivant : La bibliothdque des Archives publiques du Canada Les cartes ou les planches trop grandes pour §tre reproduites en un seul clich6 sont filmdes d partir de Tangle supdrieure gauche, de gauche d droite et de haut en bas, en prenant le nombre d'images n^cessaire. Le diagramme suivant illustre la mdthode : 1 2 3 12 3 4 5 6 Modern AND Atlantic Express Tracks. BY GEO. H. DOBSON. HALIFAX, N'. .S. Hkrald Printin<» Housk, Grahville Strket, 1S99. INDEX. CANADIAN ATLANTIC STEAMSHIP SERVICE. Emigration to tJie United States stimulated iby speed accommodation 3-4 The increase; of speed in ocean travel since the introduction . of steam, and its ed'ect on emigration to C\anada. . . . 1-5 SPEED AND SUBSIDIES. Canada has been behind in subsidy arrangement 9-10 EOUTES AND SPEED. The best ocean i-outes. — Austin ('orbin's opinion 12 AMERICAN ROUT^ES. New York fast line tracks — Summer and Winter lane routes 13 Cunard steamers have an unparalleled record for safety. — Tbe contrast between tbc speed of ( 'anadiaii and United States shii>s, and its causes 13-19 North Sydney or Louisburg as ports of call will insure highest speed and greatest safety. It gives the shortest sea pas- sngo, quickest delivery of mails. — In sjieod and safety it is superior to the New York route. — Kstahlished lanes could 1)0 used. — Railway connection witli all North America. — Gain in time over New York in travel and delivery of mails. — Time of those routes compared. . 20-90 PACIFIC COMMERCE AND ECONOMIC TRANSIT. The changes pending in China of importance to Canada. — Cheap transportation. — (*anada is behind. — Seward's prophecy. — Cbaml)erlain"s I>irmingham speeich. — Delay is dangerous 27-32 Canadian Boards of Trade on the Atlantic Mail Service. . . 33-35 IMPROVED TRANSPORTATION. Methods of (Jreat Britain, Russia, l-'ranice, Germany, Japan and the I'nited States ." 35-38 Atlantic comjx^titi'on, Canadian Subsidy to useless 'boats. . . . 38-39 Lord Jersey on needed route for Imperial aid 39 Sir "Wm. Van ITorne on the Fast Atlantic Service 40-41 British subsidies that might he averted to Canada 42-43 Sir Sandford Fleming on Canadian Fa«t Service and North Sydney route 43 SAFE EAST LINE TRACKS. Tiondon Conference considoi*s free ice lanes necessary 46 To com|iete with New York and for record-making, German port, of call system must be adopted in Canada 47 TABLE OF STEAMSHIP LINES AND SUBSIDIES. The subsidy system of Maritime Nations 49 Atlantic. Pacific and European-Asiatio distances 50 Canadian Atlantic Steamsiiip Service. If Canada would make good the promise of her past record for future greatness, she nnist see to it that her forest, agricultural and mineral resources are rapidly develojjed. Tf her almost unlimited virgin lands shall be filled up with industrious farmers, the working of her mines and forests will follow as a consequence. Tin; secret of Canada's success is in the cultivation of her soil. By large expenditures the way has heen ojiened for the development of this vital industry. The vast reaches of rich lands have been, by railroads, put within easy access of the innni grant. Had tliere not been at tlie South a competing neighbor, Canada's extensive prairies would now be dotted with farmhouses, having thriving cities and towns for their centres. Immigration, however, goes largely to the United States. The greater part of the overflow from the Old World is contributed for the enlargement of that country. So far as making adequate efforts to secure large immigration M'e have remained comparatively inactive for nearly half a century. It is now time tliat active, heroic measures were adopted to retrieve our lost fortunes and to secure success in the future. Among the influences long at work and still working to pro- duce this result, are the speed and conveniences of ocean travel. This can l)e made apparent by a statistical review of the past. By a succession of leaps and bounds the population of the I'nited States has gone up to 70,000,000. Canada stands to-day be- tween 5 and millions. How much of her increase in population does the Republic owe to her extra provisions for travel by sea from the Old to the Xew World? There may be at least, a partial solution of this question in a comparative statement of the statis- tics of the ocean travel of the two countries in the last sixty years. Both the character and extent of the accommodation and the speed must bo taken into the account. When the timber ships of England and Quebec stood first in their quick voyages and conveniences for passengers, Old Canada was far ahead of the United States in attracting emigrants. In 4 1826, Quebec claimed 39,000, the United States 22,000. About this time the United States awoke to the importance of increasing her inducements to immigrants. Regular lines of packets from New York and otlier principal ports in the United States to foreign countries were established. The larger part of the business was done with Liverpool. Twenty packet ships, divided into four lines, in 1836, did business with that port. A dozen made London their centre of trade; and fifteen sailed between New York and Havre. All these ships wore American j)r()perlv and built under the stimu- lus of American enterprise. They were finely modelled and of the best workmanship, and fitted up in the most expensive style. They offered tEe best conveniences and accommodation to travel- lers. They varied in size from 460 to 880 tons, and had the reputa- tion of being the finest ships in the world. They ])erformed the voyages with regularity and expedition — 34 days westward and 20 days eastward, being the average lengtli of time in crossing the Atlantic. Among them were ships of great speed. The "Inde- pendence" and "Toronto" made trips from New York to Liverpool and Portsmouth in 14 days. But in 1838 steam power came into operation and eclipsed the old-fashioned mode of travel. This was the beginning of the new era. Extra efforts were then made by the Republic to increase immigration to its shores. From this date until the present day there has been a regular advance made in the rate of speed in cross- ing the Atlantic. In 1838, the "Great Western" cro.ssed in. lo days In 1846, the Cunard "iMiropa" in 11 days 3 hrs. In 1856, the Cunard "Persia" in dnys 1 hr. 45 min. In 1867, the Cunard "Russia" in 8 days 28 min. In 1877. the White Star Line "Britannic". 7 days 10 hrs. 52 min. In 1887, the Ciiiuird "Cmbria" in 6 days 4 hts. 42 min. In 1894. the Cunard "Lucania" in 5 days 7 hrs. 28 rain. The new North Oernian liner, "Kaiser Wilhelm der Grosse," made the i"un in November last from New York to Southampton, in 5 days, 17 hours and 8 minutes. Compare this time with the best previously made, that of the "Lucania," 5 days, 7 hours, 23 minutes, and add 18 hours, the time consumed from Queenstown to Euston Station, and it makes the time between New York and About ncreasing cets from foreign incss was our lines, don their id Havre. he stimu- d and of live style, to travel- le reputa- rmed the d and 20 ssing the le "Inde- Liverpool ipsed the : the new increase sent day in cross- io min. 38 min. 52 min. 42 min. I 28 min. Grosse," lampton, with the lours, 23 eenstown fork and I- - > O OS^ "^ ^^ a aj 0} O.I O-M • Urn CO ^ ^^ 2 c ^ -tH! *jj Ph w O • Is irapr knots ; -J O a O o rt «x o B QO . X (M ns lO u. si:^ ^ u^ ■^ 08 O o s-^ ^1 o 00 »^ r» -i -u e^ a CD O ;-! «^ 1 '^ 13 O 1 f" CD -G »- 1 — •^ -o C / OJ r^ S ^ ilh^ -t-> «3 o ' ^ ^-1 t-^ l-q a^ ^-« a> • ^^ t/) -^ -^ - ;(^ ce m 'c5 -2 Sjj :^ ^-1 J= c =** H §^. »rt>- ^ut ihe means hithei'to employed have been altogether inadele to securing a high rate of speed. C-anada uses two — a summer and winter route. The sum- v mer route is from Liverpool to Quebec by Belle Isle, receiving the mails at Jiloville and landing them at Eimouski, on the St. Lawrence. The winter route is from Liverpool and Moville to Halifax, the boats usually proceeding to a second port. As most of the travel and emigration across the Atlantic are in tlie summer, it is the summer navigation Canadians are most interested in. The shortest distance from Liverpool to Quebec is 2,038 knots; but the usual distance, calling at Moville, is 2,6.65 knots. As there are difficulties in the Belle Isle track, not experienced on any other fast line routes, the run may be divided as follows: Liver) )ool to J J" 16 the eastern side of the Arctic current via Moville, 1,627 knots; from the eastern side of the Arctic current to Belle Isle, 300 knots; Belle Isle to Riniouski, 581; Rimouski to Quebec, 157 knots. The first obstruction to fast steaming is met on this route in crossing the Arctic current. On the New York route during the ice season tracks south of the ice are used. But the use of Bello Isle for a Canadian route compels the boats to cross the Atlantic in a high latitude. The fog stations near the entrance to Belle Isle report from 100 to 300 icebergs seen at one time; but not only in crossing the Arctic current but at the entrance and in the Straits, ice is found. Sometimes the icebergs are so numerous that the mail boats have to come to anchor, and at times have been de- layed in Belle Isle for 24 to 30 hours. The official reports from the fog stations for 1893 and 1894: — ■June 4tli 360 icebergs seen June 16th 163 June 20th 129 June 27th 113 June 29th 121 August 23 " " daily September 6 " " daily October 4 " " daily November 2 " " daily The Washington Atlantic Pilot Chart, July, reports the S. S. "Etolia.,'' on her voyage through the Straits, Juno 27th, passed 200 icebergs. The September issue reports the Straits of Belle Isle full of icebergs early in August, especially along its southern side, and many were seen E. N. E. during the first week. The second obstacle to speed is the long run from Belle Isle to Rimouski, a distance of 581 knots. In this whole distance the course of ships is confined between lines of rocky coasts on both sides. The currents are irregular, the waterways somewhat winding, and the channel narrow in places the nearer the approach to Quebec. The waterways from Belle Isle to Quebec are so narrow tliat double lanes are impossible. The danger is increased by vessels of all kinds in the coasting and for- eign trade. Added to these dangers is the prevailing fog. See the fog alarm station at Cape Bauld — the eastern entrance to Belle Isle — ^reports for 1892-93. 17 1894, the maximum duration of fogb for five open months: — July 309 hours. August 5i62 hours. September 110 hours. October !«J15 hours. November 105 hours. The above statement shews that during the months when ice is most prevalent in the Straits the greatest number of fogs prevail. Commodore Curtis, after years of observation and experience in Belle Isle, gives it as his opinion tliat fogs prevail there about one-third of the time during navigation. Those obstacles have a detrimental effect on the Canadian mail service. They cause long delays, as will be seen by data from the Post Office Department, Ottawa. The following is the average time occupied by the "Parisian" between Liverpool and Rimouskir Years. No. Tripa. ^'hourH.^^™"' 1895 6 210.2 194 1896 5 198.14 183 1897 4 217.48 188 Quickoat tripn^ hours. This table shews a difference in averages on this route of nine- teen hours and thirty-four minutes; and between the quickest pas- sage and the slowest, average of thirty-four hours and forty -eight minutes. But the following statement of the quickest and slowest passages from the same authority, is a better index of the delays that the route is subject to. The S. S. "Parisian's passages between Liverpool and Ri- mouski: — Fastest Trips, hours. Slowest Trips^ hours. Year. 1896 194.25 220 1896 183.35 210 1897 188 286 In the above will be found a delay of ninety-eight hours be- tween the fastest and slowest trips of 1897; and a differencr' nf one hundred and three hours and twenty-five minutes between the quickest trips in 1896 and the slowest in 1897. This is too much, time to lose — more than enough to cross the Atlantic from an At- lantic port of call by the southern route. (■i)i f^: m : I } ii Msi H 18 The following is the S. S. Labrador's time, from the Post Office Department, Ottawa: — Passages from Liverpool and Rimouski: — V ivj-.o Fastest Trips, Slowoat Trips Yera. IrlpH. hours. hours. 1895 4 177.15 195 189G 6 186 200 1897 4 183 219 The difference between the fastest passage of the "Labrador' in 1895 and the slowest in 1897, is 41 hours and 45 minutes. The "Syren and Shipping," London, reports the "Labrador's" eastward pas.^igo, August, 1897, as follows: The Dominion Liner ^T^abra- dor," from Montreal to Liverpool, suffered a lengthy detention through the inconsiderateness of Canadian fog and ice. One day she steamed 89 knots and another 145, instead of the average of 320 knots. The smartest passage the "Labrador" has made homeward is six days and twenty hours, that is from Eimouski to Londonderry. The whole voyage occupied eight days, nine hours. The actual detention duo to fog and ice was thirty-seven hours and forty minutes. But the S. S. "Scotsman" (Dominion), had the greatest deten- tion on the St. Lawrence route. During four trips, 1896, she made a comparatively good average of 199 hours and 38 minutes; but m one trip in 1897, she took 319 hours, a difference between her average time in 1896 and one trip of 1897, of 119 hours and 22 minutes. The Allan and Dominion Steamship Companies are not responsible for those delays. They are attributable to the climatic and geographical difficulties of the Belle Isle and St. Lawrence route. This view is sustained by Henry Fry, of Quebec, one of the best informed and highest authorities on the St. Lawrence route, a friend and promoter in his time of Quebec's interests. In the History of North Atlantic Steam Navigation (1896), commenting on the losses sustained by the Allans, he says: "But the history of this company for the first ten years of its existence was a very remarkable and sad one. There was no lack of skill or experi- ence on the part of the owners or captains, and no serious defects in the ships. Yet they lost eight ships in eight years, besides minor accidents, and what was far worse, the loss of life was very 19 heavy and distressing. Disaster after disaster occurred, apparently without end. It is difficult to account for these disasters, even now. Something was probably due to the heavy penalties imposed yy by the government for delaying the mails. The Straits of Belle / Isle were often blocked with ice, and the currents changed with the. ^ winds, while the soundings were not to be trusted." It is no wonder that the Allans, who had suffered such severe losses, when speed wa« insisted on, demanded thei insertion of the following clause in negotiating for a 20-knot service, in 1896: "It is understood, however, that speed may be reduced during fogs, snow-storms, or tempests, or to avert danger in the vicinity of land, and dangers arising therefrom, shall not involve the con- tractors in penalty, nor be deemed a breach of contract." With such a clause in the Fast Line contract by the Belle Isle, with the experience of sliipping and the mail service on the route during the past three or four decades, it seems mere nonsense to talk of Canada having a 20-knot service. The clause protects \ / the company and captains of the Fast Line boats in lying at anchor, as in the past, or in proceeding at any speed, from one knot upwards. The Allans have had long experience on the St.Lawrence route, and have always maintained that a twenty knot speed was imprac- ticable and dangerous, owing to ice, land-bound waters, and fog. In their correspondence in the London Times on the Huddart Fast Line contract, 1894, they expressed their views very clearly. The difficulties and hazards of the St. Ijawrence for high speed are well-known to English capitalists, and this accounts for the failure of every attempt to raise the necessaiy funds to float a 20 knot, guaranteed speed. Samuel H. Fry, of London, ten- dering, in 1894, for a Canadian 20-knot service "Atlantic Steampship Line," (See Canadian Blue Book.) says: "I think the ports in Canada should be left for me to decide; if only to acceler- ate the despatch of the mails. In the summer, very often, dense fogs prevail in the Gulf of St. Lawrence, when it would be abso- lutely unsafe to run a steamer at 20 knots per hour. I have known the steamers of the Allan Line detained in the Straits of Belle Isle for two days by fogs and ice. What I would propose is, to load the steamers at Montreal and Quebec, and then sail or steam 20 very slowly down the Gulf of St. Lawrence, unless the weather was very clear, and call at Halifax for the mails." Mr. Fry here, not only points out the difficulties of the St. Lawrence, but makes an Atlantic port of call a condition of his tender for a guaranteed speed. It would be a waste of public funds to pay a largo sub- sidy for a line of fast boats on a route that will only permit of an average speed of freight boats on New York tracks. The favourite form of opposition to the route south of the ice, is that between Quebec and Liverpool, the Belle Isle route is geographically shorter. (See Admiral Hopkins on this point.) The northern route is about 150 miles shorter tlian the southern; but the time spent in the water carriage of the mails, via Belle Isle is several hundred miles in favor of the southern route. The long run of one thousand miles through ice and coasting waters would be avoided, and the extra distance between Quebec and Liverpool by the southern route is more than compensated by the quick and regular passages by the free ice route. The average passage from Moville, or Tory Island, Ireland, to the Arctic ice is good; but on the thousand miles from the Arctic current to Quebec is where the detention occurs. If there is any doubt in the public mind with regard to these delays, the actual detention can be obtained from the captains' sworn statements of each voy- age at the Post Office Department, Ottawa, as required by the nisiil contracts. It was suggested that fast tenders miglit I'c used to pilot the mail boats in fogs to facilitate despatch. On in- terviewing captains of the St. Lawrence mail boats at Halifax this winter, as to the prospect of despatch by the use of such boats, one replied, 'TJ^ilot boat nonsense; — what good would they ])e in fogs, or in the ice area, wlien at times it is impossible to see the length of the ship ahead?" An ex-St. Lawrence mail boat captain speaking on the fast pilot boat question said, ^^Tve seen icebergs only about a third of a mile apart, apparently in every direction. At times I have had to go dead slow in clear weather; at other times, stop my shi}), and again, when winding through them and approaching bergs with considerable under water surface, I have had to back my ship and seek another opening. Under such circumstances pilot boat would be useless." C^ontinuing, he said, that at times, in 21 the Straits of Belle Isle, he found it very difficult to locate the fog whistle. Very frequently his officers and look-out all differed as to the direction of the whistle, which eifect he thought was caused by the rising ground in the rear. On March 30th, I interviewed Captain Evans, of the Royal Mail boat "Lake Winnipeg." In speaking of fast pilot boats as a niaens of rapid transit on tlie St. Lawrence, ho replied, "Tliat pilot boat story is a fairy tale. No tliinking person would sug- gest such a thing." And as to the question of differences in averages and speed between the New York and St. Lawrenc«» routes he said: "It was remarkable the high speed and regular averages made on the New York route." As to the St. Lawrence and Belle Isle, the troul)le in regard to speed was the ice until after mid-summer, and again the long tract of coasting water on the route. Good speed could be made in fine, clear weather to a certain point, but he considered the St. Lawrence route very uncertain for high speed boats. He said further that in thick and foggy weather they would have to feel their way by sounding.'^, or jeopardize life and property." The experience of the Allans in accidents and loss of life when heavy penalties were imposed by the Canadian Government for delaying the mails; the refusal of English capitalists and com- panies to .mdertake the running of a guaranteed high speed line on the St. Lawrence, from 1887 to 1894; the failure of the Hud- / darts from 1894 to 1896; the refusal of the Allans in 189() to close such a contract; and now the failure of the Petersens to raise a company for a guaranteed speed of 20 knots, 1896 to 1898, should open the eyes of Canadians to the difficulties of the route and lead to a thorough consideration of the matter. If Canada is to have a 30-knot service, not a 20-knot speed, ice, land-bound watei-s and fogs permitting, a route must l)e adopted, avoiding ice, coupled with an Atlantic port of call to obviate the necessity of trying to steam up the St. Lawrence at high speed in fogs. In tlie past tlie whole trouble whicli has caused such a loss to Canada in travel, connnerce, and national development, has re- sulted from the use of an ocean ice track and an inland port of call. 22 Canada is the only country in the world that uses an inland port for the delivery of mails, the only country which ignores the advantages of open ocean ports of call. The universal custom with fast liners is to use the first headland, or port, for the delivery of mails, etc., to railways and fast steam connections on the coast. • The Candian mail boats for Liverpool, use Moville as a port of call; and the New York boats for Liverpool use Queenstown. Both these ports are first on their respective open ocean routes. Between these ports of call and Liverpool there is no ice and few fogs, no narrow channels to prevent the boats from proceed- ing direct to Liverpool bar. The mails landed at Moville and Queenstown are subject to water-carriage of 57 knots from Kings- town to Holyhead. There is very little time saved in the despatch of mails to London by using these ports of call. In fact, the fast Cunarders might deliver them via Liverpool as quick, by running a little risk in speed. Still, for the safety of the ships and the possible time of the delay of mails, these ports are used. In con- sidering what is required for Canada, Plymouth is the best port of call for us. Some twenty-eight lines arrive and call there for the landing of mails. Boats from almost every ocean and every continent for European destination laud their mails at Plymouth. The same system prevails with tlic iar East. The P. and 0. boats land their mails for Bombay, Calcutta and the Pacific at Colombo. But in Canada the first port of call for the landing of mails is Rimouski — hundreds of miles inland, through a waterway sub- ject to more obstacles and hazards than are found on any other ocean mail route. ". ' i A glance at the North Atlantic Chart will show that a Canadian expedient route for a Fast Line between Quebec and Mil- r ford or Liverpool, can be adopted by using North Sydney or Louis- '\/ burg as ports of call. This will avoid the delays to mails causod by the ice, etc., by Belle Isle, and the dangers of fast steaming in fogs on the St. Lawrence. The distance from North Sydney to Milford Haven is 2,183 knots; to Queenstown, 2,067 knots. From Moville to Rimouski, 2,480 knots by Cape Race, but from Queenstown to New York it is 2,815 knots. The proposed Canadian route would meet the universal dc- f o PQ in -s >> >^ a> ^— V 03 o 1-H >F^ ■*J Of 03 u 1 t: ^ . ■■■ • 1— 1 c3 CU ^ !h t» GO .'* • CI- 0) s r3 a 13 o 03 t^ o %^ o ^ -4-' 4^ ;-! ^ CD P w 'i J-4 CO is ^^ c Ol 0) TS «3 XI S3 ;:) +j '■^j 03 OQ a ^ ^ 03 0) a ■1^ •>-< ^ 2 o pf 0^ *■ 4-> is 03 « a o ^ '/-, J3 'bb m H 3 o > o "fl B. O) .^^ , -<-> ja "o 1-5 "73 a h ^ C/2 '•< 4-S 03 2 '42 o o o 5?; • fl ' o 1— > 0) ■+-' 00 -4-J -M 23 mand, not only as an expedient route, affording the highest pos- sible ocean speed, and quickest delivery of mails; but also the shortest sea passage. In regard to speed and safety it possesses all the advantages of the New York route. The same lane routes on which the fast and regular passages between New York and Liver- pool are made could be used by Canadian lines to the meridian of Cape Kace. From the point of divergence, from the established lanes to North Sydney the distance is short, the course direct, and through absolutely unobstructed waters. As a Canadian port of call, North Sydney possesses many advantages. It is one of the finest harbors in the world, and possesses an unlimited supply of excellent coal. It is in the centre of the Cape Breton coal fields. It is the nearest first-class port to Europe, and is on the best track between Liver- pool and Quebec, and easily accessible at all times during the St. Lawrence navigation. It is the eastern terminus of the Inter- colonial Railway, and possesses in the highest degree all the advan- tages of a port of arrival and departure. Arctic ice is never found on the Cape Breton coast. After the light gulf ice passes out in the early spring, the coast is entirely free for the remainder of the year. Newfoundland turns the Arctic ice away from Cape Breton, and the Reid mail boats running between North Sydney and New- foundland in 1898 made semi- weekly trips throughout the entire winter. The use of an Atlantic port of call would be simply for the despatch of mails, the boats proceeding to Quebec and Montreal, aa I IT t'*W?W«^ t 24 usual. After landing the mails the ship could proceed at greater leisure, which means greater safety to life and propei-ty. For the purpose of determining the relative merits of the New York routes with the proposed route it is necessary to adopt a standard of ocean speed. The fastest steaming yet made by Atlantic liners has been done by the North German Tjloyd's "Kaiser Wilhelm der Grosse." Her average run from New York to Southampton was 32.35 knots, but for computation we will adopt tlie French standanl of 22 knots, wliich will soon he the speed of the French line to New York. This standard assumes, for the purpose of comparison, that steamers plying between British and North American ports during corresponding periods of the year, shall use tracks permitting the assumed standard speed. Tt is only necessary to compare the distance and time on the New York- Southampton route, with the proposed Canadian route having an Atlantic port of call. *^o"*«^- Knots. Hrs. New York to Southampton 3>128 142.11 New York to Queenstown 2,815 127.37 North Sydney to Queenstown 2,067 93.57 The despatch of mails and passengers from North Sydney westward is simply a question of railway speed. Fast transit can he much cheaper and safer over-land than through fogs im the ocean. The short ocean voyage of less than four days would make' the Canadian route and line popular, and would attract hotli American and European travel. The gain in time in the transit of mails betw^eeiv Ottawa and London, G. B., by North Sydney over New York will show to advantage the favourable geographical position of the Dominion. We will base the comparison on the actual time occupied by the "Lucania" on her fast trip of five days, seven hours and 22 minutes. 25 VIA NEW YORK. Dcsf.ription of route. Urn. Ottawa to New York 13 Detention at Now York 4 Time occupied by "Lucania" on her quick trip in de- livery of mails, from New York to London 156 Equals— 7 days, 5 hours, 42 min. 173 Mills. 00 001 42 42 VTA NORTH SYDNEY. Description of route. Distance. Ottawa to North >Sydney 1,015 Detention at North Sydney North Sydney to Queenstown 2,067 Detention at Queenstown Queenstown to London Equals — 5 days, 20 hours, 15 mins. Time. Hpm. Minn. 25 15 2 00 93 30 2 30 17 00 140 15 This shows how the Ottawa mails can be delivered in Lon- don 33 hours, 27 min. less time than by New York. This gain is based on the assumption that steamers can run at full speed the whole distance to their respective ports. It can be safely assumed that the boats on the New York route can not maintain as high averages as can be obtained on the shorter route to North Sydney. In stormy and foggy weather, the extra distance from tlio meridian of North Sydney to New York, 861 miles, the average speed must be materially reduced, particularly in approaching Sandy Hook Bar and up to the New York piers. The Hydro- graphic Office Statistics show that the average time of ocean liners from the meridian of Montauk to the New York piers is only about 8 knots per hour, while the run from the summer lane tracks of the New York liners to North Sydney the reduction in speed would mean a very little loss of time, if any, as the course is straight, with entire exemption from sunken rocks or dangerous bars. 26 The "Lucania" has made a day's run of 56xJ miles, equal to 1i3A2 knots an hour. She can ])e considered, on a short route, a 22-knot boat. A fair comparison of the new route, with an as- sumed speed of 22 knots to North Sydney. Her average in the delivery of mails l)etween New York and London, according to the Superintendent of Foreign Mails, Washington, for thirty-four voy- ages, 1895-6-7, was 162 hours and 43 minutes. The new route, therefore, would show the following gain over the fastest New York averages: . - OTTAWA TO LONDON VIA NEW YORK. Ottawa to on board ship, New York 17 hours, 00 min. New York to London 162 hours, 43 min. Equals — 7 days, 11 hours, 43 minutes. 179 hours, 43 min. OTTAWA TO LONDON VIA NORTH SYDNEY. Ottawa to on board ship. North Sydney .... 27 hours, 15 min. North Sydney to London 113 hours, 02 min. 140 hours, 17 min. Equals — 5 days, 20 hours, 17 minutes. A total gain of 39 hours, 26 minutes. - . ' Equals 1 day, 15 houi-s, 26 minutes, whereas the gain to the maritime provinces, the military and navy at Halifax and the West Indies would be double this time. ■ ■ ; :; With improved railway time, the gain would be greater. R would be still greater if the ocean speed was based on a twenty- knot or slower service. ,. .- In no way can a saving of time be accomplished without in- creasing the speed of ships above the present rate, which would be an expensive experiment, or by shortening the length of the ocean voyage and substituting as much railway travel as possible. The saving of time by shortening the ocean voyage calls for the selection of an Atlantic port of call, which with a 22-knot service and fast train connection, will enable Canada to compete with the United States for the Atlantic travel, immigration and commerce. be if; hrl K O o • o id 50 - • _: i-H »— 4 "^ 3 'N (M \ Cfi Tf CO "/ bt ^ rt i." j_ ;^ ^^ a; c -<- r-> ^ s^ C o rt ^ . d- M Cu"^ oc ,„ a; ^ (D C/3 a = .5 X c c r^ t^ i: '^ o ■!=; 1 ^: I- r^ii O^ ^ Oi <>« tD w* .ci "^ t~ ;^ -o OJ tK u e scarcely any sul^jeets receiving more attention than that of Transportation. The modern advance in industrial expan- sion is largely ascribed to improved uniform rates of transit. The present importance of trans] )0i*tati on as a factor in national growth is owing to the phenomenal improvement in steam pro^- pulsion. I It is well understood that the position of Great Britain as the heart of the world's industiy, finance and commerce, is largely attributable to her excellent system of merchant steam services, which has cost her in subsidies $250,000,000 in fifty years. On the other hand the industrial progress of Russia would have been impossible had not the government provided railway transporta- tion, and promoted industries such as iron works, whenever indi- viduals could not act ad\ni)tageously. The completion of her railway extension to the Yellow Sea, and the establishment of steamship lines connecting it with American, Australasian, Indian and European ports will make Russia's position iin Asia second only to that of Great Britain. France with a large merchant marine, which is costing the nation over $6,000,000 annually in subsidies and bounties, has had a Parliamentary committee studying the subject of improved Transportation, for more ihati a yeai-. In its report- the Commit- tee says: , 30 it "The result of their enquiries .and deliberations is that the^ consider the present eondition of the French Merchant Marine a critical one, csj)ecially in regard to its ability to successfully com- pete with that of other nations. Tliis is notably the caso with lines of steamships. Its relative inferiority, already demon- strated, becomes more and more a])parent each day, and with each advancinsi" stride niado by steamship lines of other foreign countries. This state of afl'airs, if ])r()longed would lead to the most disastrous commercial, social, military and iwlitical results, and it is quite natural that the government should give its atten- tion to tlie best measures for remedying such a serious situation, the power to ameliorate which from the nature of things cannot e^nanato from private sources." The London, G. B., "Syren and 8]iii)ping" says: — "The French Comj)agnic Transatlantique have determined to art to grant a subsidy as above referred to, viz: $1,000,000." This service, which includes modem freight carriers, would benefit the country in two respects. First in its carrying trade 41 it is clnimed tlie iiio8t likely way of recovering the Manitoban traf- fic for the St. rjiiwrcnce route is for the (/aiiadian Pacific Railway (:!oin])any to haiidle the {ijrain from the place of growth to the the markets of blurope, by putting largo grain steamerss, with barge consorts, between Fort William and Owen Sound, running them in connection with the railway at Fort William, and with the o(!ean service at Montreal or Quebec, so that tho Manitoba shipper can get a through rate and through bill of lading from elevators in the west to Livwpo(yl. At |)resent the ('. P. H. cease to have any interest in the grain roadly (ireat Britain and Pacific communities co-operating with Canada in the establishment of a through lino that, while serving imi>erial interests, would also develop Canada and thus strengthen the Em- pire. , ; . . . i t ' i • ' • Note: Tho press reports as to the withdrawal of British subsidies to New York mail Ijoats, only refer to Admiralty subven- tions, £15,000 to the Cunard line, and £14,G61 to the White Star, and not to tlie postal subsidy of £107,094 paid these lines for the New York mail service. SIR SANDFORD FLEMING ON THE CANADIAN SERVICE. Sir Sandford Fleming, one of the most eminent authorities on transportation, has made Canada's needs a study, and has given the conclusion Jreached in three articles in Queen Quarterly in wliich he points out that "wliile cheap transportation is the great problem for Canada there is another only second to it, and that is rapid transit; butj they are two very different things and all attempts to combine them must in the end fail. Cheap transpor- tation will not be obtained by greatly increasing the running expenses and the consui t>tion of coal of ocean ships and by run- ning tliem at liigh speed in dangerous navigation." He points out that "the St. Lawrence is the proper anci the natural route for the transportation of the staple products of tho country and for all heavy merchandis^e, but it slioukl be carried in cargo steamsliips of moderate speed at minimum cost." He says "the conditions 44 )!;. Imposed by nature are unfavorable for rapid transit by tlio St. Lawrence route and any attempt to establish on this route a line of fast transatlantic steamships to rival those running to and from New York would result in disappointment. In the event of a fast ocean sei-vice being established, it should not be for cargo merchandise but almost exclusively for passengers and mails. It should avoid tho Straits of Belle Isle, and speed should not be maintained in the river St. Lawrence owing to the tremendous risks to which the ships and their passengers would so seriously and frequently be exposed in the Belle Isle route." Hjs idea is "to have tho fastest ocean shipsi on the shortest ocean passage." He shows that "North Sydney is tho nearest eligible Canadian port to Europe and has many advantages. Among others it is the eastern terminus of the Inetrcolonial rail- way and a commanding point for Newfoundland. The fast mail boats after lauding mail, etc., could proceed to' Quebec and Mon- treal, or between Sydney and Montreal commodious light drait vessels of great speed could ply regularly during the summer months to convey passengers who prefer water to railway, sucli steamers as those magnificent Clyde steamers the *Iona' and 'Co- lumbia,' so familiar to tourists in the United Kingdom." His views will be made clear by reference to the sketches on page 83. IMPROVED CANADIAN ATLANTIC TRACKS. The question of safe tracks for rapid ocean transit has received more than usual attention during the past year. The sinking of the French liner "Bourgogno" and the loss of over 550 lives, pro- voked discussion as to tho hazards of sea journeying, on both sldef? of the Atlantic. Captain W. Ti Smith, R. N. R., contributed valuable suggestions on improved routes during the discussion. In regard to the difficulties, experienced on th© Canadian route, he said: ''The great Arctic current flowing from Davis Straits and Baffins Bay, fed l)y innumerable triljutary streams, bears upon its bosom hundreds of miles of field ice, and a large numl)er of ice- bergs, which fill the sea off the coast of Labrador and Newfound- land on their progress southward until the Newfoundland Bank is reached. -a 45 13 ''I have the logs of two steamers before me, one bound east- ward, the other westward, (Captain Smith, the writer, was in charge of one of the boats), and their average day's run amounted only to 30 miles for five successive days. "They were surrounded by icebergs in the midst of dense fog and at times could not make progi'ess in any direction whatever, and the ships were actually stopped for five nights. "No system has yet been devised by which a sea pervaded for hundreds of miles by icebergs can be navigated at any speed, with safety, in thick weather. "This no doubt, is the opinion of inost all experienced nauti- cal men who are in a position to give an unbiassed viewl of the matter without fear or favor. "No one will deny that it is of great importance. to all cion- cerned in North Atlantic navigation that steamers carrying a large number of passengers between American and European ports, sliould, if ])racti cable, traverse the ocean upon such safe courses as will in all probability take them clear of the most dangerous localities." ' James and Alexander Allan in the London Times^, reviewing the ITuddart contract for 20 knot guaranteed speed on the St. Lawrence route, said: "What was the Allan History? In the earlier years of their [/''^ contract, although the speed was not half that now required it had to be maintained under penalties, and in trying to fulfil its terms they lost between 1860 and 1804 six mail steamers. In 1864 when the contract was renewed, they got the following clause introduced: 'When the i)resence of fog or ice makes it dangerous to run the vessels at full speed, it shall bo the duty of the captain either to slacken or to stop the vessel as occasion may require, and the time lost by doing so, if proved to the satisfaction of tliQ Poetmaster- General, shall be allowed to the contractor in addition to the time specified for the length of the voyage.' "When that proviso became operative the good record of the mail service began. 'The immunity from disaster is due to the fact that spend is now subordinated to safety. But speed under the new contract cannot be intermitted if the .steamers are to compete with Campanias and Lucanias. < ^ 46 ''When the waniitli of f5iimmcr brings clown Arctic ice into the ocean track the New York etcamer can with little incrcaso of railoago choose a southern ro\Uc and career at speed throiif,'li fog, fearless of ice or land, until she reaches offi' her port. But how can a vessel that must enter the St. Lawrence do this, wlierc the gateways are near Cape Hay or tlie Si rails of Belle Isle? It is impossible; and how can she safely go 20 knots through fog wlien within land-bounded waters? If it be contended thai navigation is now made safer than fornierl}', we answer it is mainly due to increased watchfulness, for no beacons or lights can turn aside the dangers of ice and of fogs in land-locked seas." The diseassiou and suggwitions by navigatoj-s led to a general conference of the principal fast line managers during the autumn in London, to consider improved Atlantic tracks. Tlie meeting came to tho conclusion that express tracks should be clear of ice. It was thought that July 15th was too early to change to tlu; northern lane. That route then Avas ])y no means entirely clear of icebergs; accordingly it was agreed to make the date August loth instead of July IStli More soutlicrly winter tracks by two points were adopted, and all agreed to follow the lane routes; an imi)oi'- lant decision, as the "•go-which-way-you-like" ])lan was Avithout doubt largely responsible for iho nuinljcrs of collisions and acci- dents that have occurred. Since 1870 tlu; lanes used by the New York fast liners have been improved from time to time, so that the dilference of time in Ihe annual averages is now down to 00 minutes, and in somo years less. The time occupied in the delivery of mails between London and New York via Queenstown by ihe S. S. "Campania" in the years 1895-8 is as follows: Years Ships. No. Trips. Avg. T. Q. Time. 1895— Campania 9 1G2.5 157.4 1896~Campania 13 1G3.9 158.1 3897— Campania 12 lG;i7 150.9 1898— Campania 13 163.5 157.3 The close averages, the maximum of si)oed maintained in fogn, and the absence of accidents, shew tho wisdom and advantages of improved routes. Compared with tho difference of average by the S. 8. 'Tarisian" of 1 9 hours, and over 100 hours betwoen tho » m slowest and the smartest passage, (p. 17) this confirms the state- ments made and shews that Canada is more in need of improved summer tracks than the New York transatlantic liners are. The British-European firm who have ro-operatod in the policy of improving their fast line tracks^ deserve Wic heartiest congratnlaiions of the Atlantic travelling public, and shipping. IMiiy it not bo hoped that ('annda will so see her needs as to adopt improved lanes, or use the American fast line tracks to the meridian of the St. Lawrence? IVr sketch opposite page ^'^ ami description pages 21-23. Nautical men have laid down Canadian summer fast line track for use as tiio season advances: From Noi-th Sydney to lat. 40.1 ON; Long. 51 W., 15 miles south of the Virgin Rocks, distance 370 miles, and from position 15 miles south of Virgin Rocks to Fa,stnet on the circle track 1G42 miles. But of course tracks for continuous highj speed in fogs, to eom])eto with the fastest New /York liners for the dispatJeh of Jiritisli American mails, through Canada to tlic TJniti'd States, the fast line tracks to the meridian of the St. liawrencc would be tlw) safest route. The desired Atlantic record, however, a prize that National steamsliip lines are after, which means so much in their success, can only bo made by similar freedom in the use of Atlantic ports of call on this sid(i to that which prevails on the European side. The Kaiser AVilhelm's 18'>S splendid Atlantic mail average, 158.8, compared M'ith the next best, that of tho Lucania, 1G1.8 houi-s, Mould have l)een impossi])le had the German (lovemment made it iiujicrative on the Bremen liner to use an up-chaniu;l or North Sea point as first port of call. The German-New York-llamburg- Bremen boats are free to use Plymouth, Southampton or any At- lantic port for despatch. On this side, Montreal and Quelec are similarly situated, and the desired prize can only be secured by following European precedent in leaving the port of call open for despatch and record making. For tho Government, in the face of New York competition, to tie up tho Montreal Quebec fast sen-ice to nn up-channel St. Lawrence port of call and thus pre- vent the use of ports experience shews necessary for despatch, will m 48 be a mistake, a National loss, as such a course would 'prevent the line not only winning for itself and for Canada the Atlantic record, but also the travel and traffic that aocompany it; and the delays fiom Belle Isle or Cape Ray entrances to Rimouski will give New York what Canada must have, the Atlantic record, which means British travel and mail preference. What a day saved in the Englisli mail train connection for Nortli America and the Orient, by the use oP an Atlantic port of call is wortli to the Dominion, it will take a very clear-headed statistician to determine. TABLE OF OCEAN LINES AND SUBSIDIES. (Compiled from American Consular Report.) The policy of the principal commercial nations has been to pay liberal compensation or subsidies for the carriage of the mails, and for improved speed until sufTicient commerce has been devel- oped to make the lines remunerative, when such support has been gradually M'ithdrawn. There are exceptions, however, to the rule. The Collins Line drew from the United States Treasury $5,000,000 in subsidies in 8 years; when the subsidy ceased the Line went out of existence. Two methods of direct government aid are in use — first, the payment of a very liberal allowance to select steamship corpora- tions holding more or less intimate relations with the government. And second, the promotion of the entire range of national ship- building and navigation, by government assistance. The British aiul German systems represent the former; and the French, Italian, Austrian and Japanese, the latter, although both systems arc in vogue to a more or less extent in France and Japan. The subsidies to lines running to New York include the amounts paid by the United States: The Cunard line, 1807-8 $172,177.24; White Star, $53,535; North German Lloyd, $88,029.G7 Hamburg American, $27,431.09; General Trans-Atlantic Frencii, $31,679.88. The following is a statement of lines, and subsidies to steam- ships of 14 knot speed and over. 'Those marked "Subsidy" receive a sum from their respective governments, which does not depend on the amount of mail carried. Those marked "Mail" receive compensation according to the quantity of mail carried. Four of the Britiph lines receive Admiralty subvontions: ■^^ 49 ■■■■ 50 DISTANCE TABLE. ATLANTIC DISTANCES. New York to Liverpool 3,055 knots Quebec to Liverpool, via North of Ireland and Bell Isle 2,665 " Quebec to Liverpool, via Cape Race 2,824 " St. John to Liverpool 2,723 " Halifax to Liverpool 2,475 " North Sydney to Liverpool 2,307 " North Sydney to Liverpool via North of Ireland 2,282 " St. John to London 2,973 " Halifax to London 2,723 " North Sydney to London 2,554 " North Sydney to Milford Haven '. 2,183 " Rimouskl to Moville, via Belle Isle 2,318 " Rimouski to Moville, via Cape Race 2,477 " North Sydney to Moville 2,086 " North Sydney to Queenstown 2,067 " Sandy Hook Lightship (from N. Y., 25 knots) to Fastnet, the Livei'pool record track 2,757 " Scatarle Island (from North Sydney, 21 knots) to Fastnet, St. Lawrence port of call, record track 1,988 " PACIFIC DISTANCES. Vancouver to Yokohama 4,283 " Yokohama to Shanghai, via Inland Sea 1,178 " Vancouver to Honolulu 2,435 " Honolulu to Fiji 2,780 " Fiji to Sydney 1,665 " EUROPEAN-ASIATIC DISTANCES London to Hong Kong, via Cape of Good Hope by full pow- ered steamships 12,900 " London to Hong Kong, via Suez Canal 9,500 " London to Hong Kong, via Canada 11,750 Hamburg, Germany, to Kiao-Chau 11,000 " Vancouver, B.C., to Kiao-Chau 5,000 " London to Hong Kong, via St, Petersburg and Vladivostock (if reckoned by the old overland route from St. Petersburg to Vladivostock, 6,666 miles) 9,800 miles If taken by the latter railway urvey between the same terminal points given at 6,172 miles, the distance would bo a little shorter. The com- pletion of thfi branch from near Chita through Manchuria to Port Ar- thur and Talien-Wan, tentatively adopted, and still partially under sur- vey, will shorten the Siberian route some 1,200 miles. knots (I ) miles points com- 't Ar- r sur-