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Tha following diagrama illustrata tha mathod: Un daa symbolaa suivants apparaitra sur la darniira imaga da chaqua microficha. salon la cas: la symbols ^^ signifia "A SUIVRE". la symbols V signifia "FIN". Laa cartaa. planchas, tablaaux. ate, pauvant itra fiimis k daa taux da riduction diffirants. Lorsqua la documant ast trop grand pour itra raproduit an un saul clichi, il ast filmi A partir da I'angia supiriaur gaucha, da gaucha A droita. at da haut an baa, an pranant la nombra d'imagaa nicassaira. Las diagrammas suivants illustrant la mOthoda. 1 2 3 1 2 3 4 5 6 < ^ '.-''i ' ' ." — ' ' 1 ■ — ■ ■ ■ — ' • ■• ;, I II ,:■/ ; J i i v' REPORt Ok mtlm AND CONTINENTAL PORt^ wmr A Tiwf fo WE DEVaOPMENT OF THE PORT OP MOSTRHAL Am' CANABIAK TBANSPOBTATIO(N FRE JPrkBiOJK W. CO WIE, B. A3e a M. iMt., O.E. AipiMn>, Aiwr A. £an>pinMe Skip Olumntt OTTAWA . PSItlTXD «r & X. DA\«^, PIttlcrKB TO «KM XQfM 7-8 EDWARD VII. SESSIONAL PAPER No. 21c A. 1908 SIPPLEMRNT HI TIIH HHIi \\\1 \l WmWl WWm Wh FISIIHIIIHS iJKPoirr BHITISfl AM) ( (INTIMINTAL TOKTS. Willi A V1K\> T" Tin: I)i:vkl()Pmi:ntofthi: port ok monthkal AM) VDIAX THANSPOUTATIOX IIV <;i:oi!(iH \v. sri:i>iii:Ns l'ni}Ur ^'ontmist^inm rx of ^\!'t.itr>>il ['iii:i)i£;ui<'K \v. (owii:. i{. \.s.-.. m. lust.. c.i:. ''h'tf En[/ni,t r, i^ii'/iiiii r, ttn'fr St. Loirnurr Ship Ch'iinnf OTTAWA PRINTK'VBY S. E. DAWSOK, FRINTKR TO THE KlNli'.S MOST KXCKI,I.E\T M A.rK.STY 1908 [No. 21C--190S.] I 4t S9 5 7-8 EDWARD VII. SESSIONAL PAPER No. 2te A. 19M INDEX Page. 73 Hristoi 52 Antwf.rp. Cardiff. . (iL.\s(;«>\v. . HAMIIlRd. 57 36 65 Havrk 89 LlVKRI'OOI London'. 31 »7 Manciikster 45 Marskii-lfs 80 MoNTRKAL 93 Newcastle-on TVNE 60 Plans, Cirves and Cross Sections General Impressions CoNCH'SIO.VS 97 20 21 lie— IV 7-« EDWARD VII. SESSIONAL PAPER No. 2lr A. 1908 Hon. L. P. Hrcidkik. K.C, M.P., .Minister of Marine and Fisheries, Dominion of Canuila. De.\R Sir, — In view of the rapid increase of Canadian trade, the tiitiire promise of still greater development, i.nd the limited facilities now existing in the Port of Montreal to handle even present Canadian bnsimss, your Commis- sioners have dnnied it advisahii that inunediate steps Ik; taken to prepare a well-defined scheme of development for the Port of Montreal that would ensure retention of Canadian business through Catia "in channels. Having secured your concurrence in tlus*- views, the Coji ssirmers resoived tiiat a careful and comprehensive study of British and vontnie.ital jwrts Ix- under- taken previous to the consideration of any develop . iit projxjsal in connection with Montreal harlwur. The report herewith submittnl, the re, gives, oesides a stu(l\ of jwrts generally, the resuit., of a careful inspection of the following im|)ortaiit British and Continental harbours, and some conclusions regarding the situation of .Montreal and the River St. Lawrence: London, Liverpool, Glasgow, Bristol, Manchester, Newcastle on- Tyne, Cardiff, Hamburg, Antwerp, Havre, Marseille. The information given and the conclusions to be drawn may be of some value in the development of Canadian transportation, the Port of Montreal and the St. Lawrence route. Yours faithfullv, G. VV. STEPHENS. F. W. COWIE. 7-8 EDWARD VII. SESSIONAL PAPER No. 21c A. 1908 A CK N ( ) W'T.E I )f ; M K XT. Before placing on record the information gathered during a three months' study of British and Continental ports, appreciation must be expressed to Hon. L. P. Brodeur. K.C., MP., Minister of Marine and Fisheries, for his approval and kind introduction to his Lordship the High Commissioner for Canada. To Right Hon. Lord Strathcona, High Commissioner for Canada in London, for his kind advice and extreme courtesy in securing introductions to high ollicials in each jiort. For special kindness, hosjutality and valuable information, to Sir Cecil Hertslet, ILB.M. Constd-(kneral, .Vntwerp. Sir William Ward, H.B..M. Consul-Oeneral, Hamburg. Mr. M. C. Gurney, H.B.M. Consul-CTcneral, Marseille. Mr. Harry L. Churchill, H.B.M. Consul (kneral, Havre. John Barlow, Vice- Admiral. Resident Commander, Devonport N'aval Station. Sir John Jackson, LL.l)., F.R.S., J. P., Chief Constructor, DevonjKjrt Dock- yards. Sir W. ('.. Armstrong, Whitworth ^ Co., Limited, Newcastle. Sir Nathaniel Dunlop, Glasgow. Sir William Thomas Lewis, Cardiff. James Hurman, Superintendent, Cardiff Dock Company. Lord Mayor, F^l. James, of Bristol. Sidney Humphries, President, Chamber of Commerce, Bristol. Colonel Carey Batten, the High Sheriff of Bristol. Major G. A. Gibbs, M.P., Bristol. W. A. MacKinnon, Canadian Trade Commissioner, Bristol. F. B. Girdlestonc, Docks .Manager, Bristol. W. W. Squire, chief engineer, Bristol Docks. R. Philipson, secretary, Thames Conservancy, London. Trinity House, London. J. G. Broodbank, secretary, London and India Docks Company. T. H. CuUis, secretary, Surrey Commercial Docks Company. Jas. Gaskell, chief engineer, Surrey Commercial Docks Company. G. H. Monk, superintendent, Surrey Commercial Docks Company. Maurice Fitzmaurice, chief engineer. County Council, London. Clarence L de Sola, Consul-Creneral for Belgium. Montreal. ^L Hertogs, burgomaster, Antwerp. Aid. J. Albrecht, Antwerp. F. Kenart, assistant engineer, Antwerp. A. Greiner, managing director, Cockerill Works, Seraing. DEPARTMKST UF MAUISF. l.VD FISBEHIKH 7-8 EDWARD VII., A. 1908 T k-raft chief endncir. Cockcrill Works, Seraing. J. Kraft, chiti enKinit. „,,,„„„,„ Shiooing and Commerce. Hamburg. ; F T Hecht, manager. Foreign neparlment, A.E.G., Bcrlm. Chas. F. tie Nordvvall. London Director, A.IvCV, London. C H. Hoist, engineer, Haarlam. C. H. Catelli, president, Chambre de Cnnnerce, Montreal. H. & A. Allan, Montreal. Robt. Reford, Montreal. Tames Thoni, Montreal. Battard Orazeliere, chief engineer. Marseille. b. a Hunu.;. (Swa„, Ihrn^r .,,,1 Wisl.»m Kkhanls,.,,. L„mt«l). No«c.«k^ \V. C. Dcmaldson, Glasgow. The Clvde Trustees, Glasgow. T. R. Mackenzie, general manager and secretary, (dasgoxs. W. M. Alston, chief engineer, Glasgow. (M.,.ix„vv Walter Brown, managing director. Wn>. Simons & U.„ LnnUed, Glasgou. Vickers, Sons and Martin, Limit e.l. Barrow n.-ln.rness. Stothert & Pitt, Limited. Bath. The Mersey Dock and Harbour Board. Liverpool. Robt. Gladstone, chairman. Liverpool. Miles Kirk Burton, general manager and secretary. Liverpool. \ G. Lvster, chief engineer, Liverpool. Mr Dow, Clerk of Works Committee. Liverpool. Wm Watson, chairman. Cunard Steamship Company Liverpool. J. H. Beazlev, director, Cunard Steamship Company, Liverpool. Manchester vShip Canal Company, Manchester. F. A. Evre. secretarv, Manchester. H. M. Gibson, chief traffic superintendent, Manchester. W Browning, dock traffic superintendent, Manchester. R. Jovson, assistant traffic superintendent, Manchester. UARUOiR lOMilltiUlOXERs OF HOXTREAL SESSIONAL PAPER No. 21c FORKWOlU). The comparative study of inock-n. i)or development m I^un.pe . "-^l"^^ '> an intenselv interesting one. It presents, however, so many different problems and so m ch m investigation that, from the heKnunn«, its besetting Snd almost insurmountable dinicultv has been to r^luce to -M'l^; part. he mass of information coming from all sources The method adopted ''' ^ ';^^\J" J*"^ each port into the same crucible an.l apply to it the same test, so that the inform- ation gained should be simultaneously accurate and comparative. The fact that during the last twenty years the great vyorl.l jK.rts have been concentrating their attention on terminal .levelopment. that during the same period mainlines of railway have been multiplied, tentacle leeders thereto have been pushed into everv trade centre giving promise ol increased tratlic, «atir- wavs diverted, new canal svstems c.nstructed, all lea.lmg trom innumerable trade centres to some inland or ocean terminal, makes the probleiu ol increased terminal facihties, perhaps, the most comi,Ux as well as the most vital of modern transportation questions. . ,„i rr...,f The object, therefore, of visiting the different sea ports m Iuirt)pe and (.nat Britain has been : - , , , ^ i, „,.,.,,„. To personally inspect the different i)hases ol port development and manage - To inciuire into the special coiulitious bringing about special results in differ- *To "obtain accurate information with regard to the ehaimel approaches to the different ports. . . The method of keeping these channels clear and tree ol obstruction lor uaM- gation puriioses. . , , To examine the different systems of port changes imposed, and the methods adopted for raising revenue and capital. To study the causes which lead to the investment of such vast sums in the development' of modern European ports. To examine the organization and administrative methods in vogue. To gather together such reliable information touching upon all these matters as might serve a useful jwriwse in the developmenl of Canada's national lK)rts. Transportation, from a Canadian standfioint, would seem to be the most vital problem now requiring attention, for mav it not be said that upon its develop- ment and efticiencv depend the future prestige of Canadian commerce and the integrity of the nation. This fact was recognized by the statesmen who planned and carried to completion the Canadian canal system, linking, by way ol the St. Lawrence River, the Great Lakes to the sea; by the few ci>urageous men who developed and completed the Canadian Pacific Railway: and again by t"'««-^ associated with the construction of the Canadian Xorthern and (.rand Irunk Pacific svstems. . Within the next few vears Canada will have three transcontinental railway lines from ocean to ocean within her own territory. The Canadian canal system has provided, from the Great Lakes to the head of ocean navigation it Montreal, a waterwav unequalled on the North American continent, giviii a constant canal and river depth of 14 feet. The competing water route from the Great w . , , .^.1_ t^_! O 1 :., +1,.. T •„;♦., rl Ct->*,.C. Jc ^,Tlt\. A IO*>t fl*>Pt> Lakes to the sea, bv wav of f the !-:rii Canal in the I'nited States, is on'y (■> feet deep, and the American canal" svsteni is ,S45 ""'i^s 'ong as against 72 miles lor the Cana nEPABTMEST OF MMflSK ASP FIS,l,:inF.S 7-8 EDWARD VII., A. 1908 10 „., nnhroken cargo of So.ooo bushels by dian. This means that you can ^^-"V a" "^ibroku ^^^^ ^^^^^^^ .^ S Canadian canal, u^erc^s the c^t cmc ca^K^"^,. ^^^. ^t. Lawrence ship chan- 8,ocK> bushels. I'-roni .^'"""^'fl;," j^^t^d ^ channel with an available depth of 30 nol Canadian enterprise has estabhshtd a t"^" ^^ t^e channel ampton, Wiarton, Owen Sn.u-l ^'^^ f ^'^^'Sl. Fort William. Port Arthur. iir I^^S: S"if 'f l^iT^v o^^;-;; ,;-- '•^^S^ tliis. . ,.„„,.i .vstem which makes possible a contin- The advantage 01 V?'^f''^l'^;^;\^^,(^r.^i L.^'s to the sea, lor „.,us waterwav wilhm ^^"^f,;>;f ,^ ^ ^ ./Sn waterway m North.Amenca v^.ssels ni larger lonnaKc t^^n ati> . "^r > „or have the opporlumties olTered has not Net been l""^' ^M^P^SCUite 1 b> Una ans t^^^^^ .^ ^^^_ proper y ot V it been fullv ayaile. ol. .^ "f,,"^^! nscft c '.ne under the control of any the Cana.lian people ami ^^^o '1^\ " , '' J ^^^ion of either, as has been the case navi-atin^' corporation or raiU\a> or to'nbina 1 n ,y j^.„,,,. „f the Erie canal ^11;: InUed States where the •"-fl^-.^lirit" <^ nd^lerethe inland water- hv blocking leKiskit.on lor 't"^, '"''^'^^ " ; '"i,;^^;^ and their usefulness conhs- inland points ,s.,k«>.c«h. tons ol ireight b> tiu 1 i;:r;"'J™:;*.;r;iSHS^'-i;™SK'i:v .< .^^ »«.• >—, -";;;:;::;;:; ;:« "r: .».. -; -;; -— \- ^^x;=a;s )liw,. ■intmillv',S(Ki,<"H).()<>'> bushels ol Rram. ■rrre a e onlv two methods of handling this new business. -- "r 1 Uin::;easin« terminal ^f ^f ^ "'^^'^f X.; 1 American ports. ,. Bv allowing business to be take, car "/'^ ' "^ Canadian sea tet It wouid, therefo.., seem to be 1^^^:^^^%^ ^IS. country, i minals in keeping with the •■^»>;^-;;>f'\,V\":ri':.g Canadian business throng order to preserve the nal.otia re t g. ha^^^^^ ^^.„^^ ,h ,ollov SpS^:r;::^c^dK :.h::;;u:i'a:r;:^it of ti^ee months' carcm stu., of development work in the g.xat l-uropean iK>rt. llAKttOLIl (OMMISSloyERS OF MoyTRHAL 11 ppiuR the )cean and -a(k route SESSIONAL PAPER No. 21c A STUDY or I'()RT.S. I — IntRoDI CTIoN. rnadsliads, intrance ition and i(|uiiMm'nt In its usual inttrprotation ilie ter.n •jwrt " inchul. "•' nf ,1;;^ oi 1,™,I. .!«■ ..m, l,ar.,.mr ■ uu.y si„,uly ,„„ a viae. ..t slu-lUT •■" I'^FSiT^'ini iSr i»:;;;::isS";:;. ,„.n„ca as ,„. ■■ »,mda, ,cp„»- torv for shipping. " :,.i..„,i ..» tin- head of rt ftte-.lk freight transportation for special ^ ;'Pl<;;'. The growth ana j opularitv of this transoceanic business depc-nds n r> large > ^ upon the degree of intimate commercial and tralT.c arrangem. "l^^P-^; :'^;;- -' S i the railways ol one country, the railways of another cnnntrv . and the steamship service linking the two together. 12 DEPARTUKST Of M.lKlXt: .4.Y0 FISHERIES 7-8 EDWARD VII., A. 1908 111 coiisidiriiig the cost of vvattr traiisjxirtation as coinparud with that of land, the following gcnt-ral rule has bt-en given : that it will cost as much to carry 50 tons by vehicle at 500 tons by railway, or 5.irrsliify (IihI Control of the oitiir Hiirhoiir Aral.- No complete develop- ment can take place without unity of purpose and couceiitration of authority. The value of complete ownership and the non-alienation of any territory or rights are inestimable. The existence of rights, franchises or privileges in the hands of individuals may hamper business and endanger or discourage further extension. ((■) Silmition.' Ti) be successful a port should first be on the line of a trade route, should be locally supjxjrted by a ])opulalion l)eliiiKl it and the manufac- turers in its neighbourhood. Sentinieiii plays a niu^l imi>ortanl pari in the cho'ce and development of a port. vSafety of approach and non delay being assured, it may be conceded that the most suitable position for the transfer of goods between water and land is the point farthest inland where ocean and inland traffic may be interchanged. T;ie facility of approach by railway and inland waterways are also of the utmost importance, as well as suitable and convenient areas for terminals, warehouses and the adjuncts of shipping. When there can be found a iwint ix)ssessing all these features a rare and unusually endowed centre for port development and business has been secured. Countries possessing high tariffs may develop a free port district where transfer, storage, subdivision, re-manufacture, preparation for local markets, delivery in quantities as reejuired, warehousing, without Customs charges, may take place. This is a wonderful factor in the development of a port, as instanced in the port of Hamburg. Ships ni V enter a free port, discharge or transfer their cargoes to smaller boats, witl the interference of the Customs authorities. Ships' repairs of an extensive ; aure are done here, consuming home-produced material without Customs restriction of any kind. When delivery is made of the goods stored in a free port district to interior home points, duty is paid at the point of destina- tion, the goods being shipped in bond. This gives the consignee the privilege of bulk storage and shipment in lots to suit his requirements, while he only pays the duty when delivery is made. Where cargo is reshipped to fo' ign ports out of the free port district no duty at all is paid, but the benefit of storage in large HARnnCR COVMlfisfoxKRs OF Wf>.V77,7;.l/, jj SESSIONAL PAPER No. 21c quaiititiis, ri- inanufacture or asscnil.lugi- has Im-cii injovi,!. I„ t,<.th o isis husi iKi" "t in tlie ports (a) Oca,,, Slnf, /,. C,.„,9/,„. S/,,/,. I.r„„, different parts of the world carL'oes arr ve in large s).ips, are sorted and re-shipped in smalkV coasting ships of re Ln or local ports. Re(,ii,ren.ents for this trade are coiuuK.ciai ce.Ure ' co n -u .^, ponns of delivery nnnim.m, Customs charges and restrictive rcg i at is rie storage and warehousing lacilities. e.|ui,>nK.nt for chea,, handlin' I iv^r ool Lon.lon and Han.burg are prou.inent examples of this kind of I, ress '^'^ "'''""'• Ihe free port distnct of Hamburg possesses all the a.lvantages o i.ritish free . cr;^'jr ' ""; '" ?',"■■-'•, ""-;!l. i"'I-..^•c•.l or remanufactur' , 4 1 r;'J ,*, p:ni.^n.dr:l:;;o;irsr,^ - ^-i- pons witC lluuloS:;'"'^ '"^' ""' ^^■"""'^' ^'"^^' ^""•-' "f '-""-' raifcavs ln.S,r; (c) bciu/i .S7n> /,. 11 ',//•,//,.«,„■ /.,■ Vehicle. ,ind vu-c :vn,J -Rim;n,.v I i,'l,/r,) (f) (.). Hamburg ("> <'') <'') ''■^• Montreal ('•)('■) (')• Montreal having splendid possibilities of developing (a) and ( it would untiuestionably make her the great cnhrhot and distrilniting centre lor a large share of North American business\ 1 he advantages afforded bv a modern and well ecjuipixd manufacturing and bonded warehouse district for the re manufacture of articles using partial home raw material and labour, and for the storage of through traftic, cannot be under- estimated. V. — PoKT Tv rrs. Rivii Jittu< 01 I'in Dock^. North American hari)ours are generally of this tvpe- Harlwurs of this tvix- in the United Kingtlom are rare. Antwerp has extensive riverside i|uays, but at the same time is developing and constructing wet docks. . ^- , . The onlv imjwrtant example of a wet dock on the North American continent is at Quebec. Canada. . -,..,» 1 . -r the tidal range in North America vanes Irom a tew teet at t.alveston, iexas, to v> feet at St John. New Hrunswick. In all North American ports the accom- modation for ships is bv means of piers or jetties built along the water front pro- tected from the sea either naturallv or bv means of artificial breakwaters. In most cases the piers are built out from the shallow foreshores, but most freciuentlv jetties or riverside quavs are constructed along and parallel to the water front, as at New Orleans, Montreal and the Great Lake harbours. \\\t /Joii'v— Basins artifieiallv enclosed, where the water is maintained at a tariv constant level, and frequentlv bv a combination with one another, forming .irge'svstcms of safe convenient shelter for all classes of vessels, are called wet In some of the older ports, such as London, Liverjxjol and Bristol, the dock development gives a complete record of the size and tonnage of the ships ol the periotls from the 200 ton barque of 1 70S to the mammoth liner of i(>()8. A wet dock, considered great in its time, was opened about two centuries ago at the site of the present Greenland Dock in London. It had a lock entrance 44 feet wide and i s«> feet long and a depth at 'good spring tides" of 17 feet. Until the beginning of the njth ceiiturv there were only four or live ol these docks in existence. From that time to the i)resent, docks of this character have been the rule in Great Britain, and the new undertakings have barely kept pace with the shipping. Thliil /i.i,w»,».— These basins are of the same character as wet docks, except that the water rises and falls with the tide. I'robably the most notable example of this charact* r is Hamb\trg. Of these three types, and the advantages of each, a marked difference ut oi)inion ])revails. IIAKHnm roVUlssloyUKS OF MOSTKKAi. U SESSIONAL PAPER No. 21c When a port is situated on a non-tidal river, railway access to the water front convenient and possible, jetties and riverside quays are (he least exjx'nsive. Wet docks are designed to give a safe Ix-rth for ships, drift ice is avoided, and a supjX)sed great security from lire exists. As the whole dock area is usuallv enclosed, immunity from pilferage is secured to vessels and cargoes. This systeiii lends itself to warehouse development on a large scale. The level of the water in the wet d(K-ks is usually maintained at or near high water spring tides, the only water admitted being that to replace the amount let out by the lockages. This is of very great advantage where the tidal water carries sediment, which in some river estuaries is as much as an eighth to a (|uarter of an inch of dejwsit per tide. If let into the slack water l)asin this would create an enormous amount of constant dredging. Currents through narrow entrances «lue to the storage water nishing in and out with the rise and fall of the tide are avoided. The (juay walls can as a rule be built in the dry, the bottom puddled tf) make it waterti),ht, and everything cf)mpletc.! before the water is let in. The heiglit of the walls do not recpiire to be as high, as it is not necessary Ut make depth for low tide. In the River Thames, for example, riverside (|uays would apjK-ai lo be an advantage. The water front, however, is owned privatelv. Warehouses are built to the boundary line, which is near high water mark, and rights, either real or assumed, [Hrmit lighters using the edges of these warehouses as (|uavs, where they ground at low tide. I-urthermore, railway access would be practicallv imixjssible. Where the River Thames widens out 22 miles below London Hridge to three- quarters of a mile in width, there is still no general svstem of riverside (|uays. Here the Tilbury Dock system has been develojKd where vessels can only enter or depart at or near hiijh ti
  • g"«-;;! ;:,:;';:.'zS'r 'srvS d.Kks to nurt tlK- mcriasid sue ..I sl.M.. Nov '•"^^;i ;x;ri s'r ;= ;:;;^;;r ;.::rro ::s :; ... .... >.. now ... ^' ^B^^:^^^^^ '^''vZ^^'S:^:^t:^r ...1 .... .. o...struct.l i.. u shorter .in... .u.t are not always a.laptahU' to local co.i.l.l.oi.s. VII. AiM'Ri'.wii Cii.\nm:i-^- afterwards. sectioi.s of the various channels to the r=''"^i:^.'^V rrwan t n-i ;,;,; r...,,,!,..! .k-,„l. «> » .„>■ r,.u..mabk. f';™;;,l,a.::L;,;;'.;i.™,.ma,u..i,.,....r^^^^ on l,y llK 51aU-. lo -^ """'■» ' ;„{|J .,,„,. Bcm-tal managc.nunt a, the ^t'" A. Li"rK^'»- -' '' " *""" °" "" """"""'■ YIII. -Port K<)tii'MF.NT. ::S';r ' ?;r^-r no t'l^r o-hJ;,-,;,'..! -,0.1™. ..J.» arc .,„Ut on pcm,a„c,. -"'",t'^?3rn,:;.t^isrrr;,,"acVS\rVc.,uirc.> a ... «,»,. *"i;l.;s^;r:'XJ;:ps,~s:tSa™pw "iT;i>;"*zrr ;:n3vr;o:;::ic i!™; „i o. ..„ o. .o™ .0..., "' "sSa^tor longer period, cannot .akc place »hc,c shipping wiU be incon- venienced.and.varel,on,c.sarejl,enrc™ru.dto ^^ ^^ |^_^^^_ ;„ F„,-sW-l...«.«"« "'•"";7;''"U n' le of labonr-savinl, time-saving. Ire.ght- tr3K^■^Ts.'?^StrnTLro7;yS„t are«i„ evide,,™^ IIMtlini It > n\nil>>ln\tUs or MoMllKAL 17 SESSIONAL PAPER No. 21c iu|iii|)iiH'iit iiiiist of IK-Ci'ssity Ik- plaiiiiid to iiu'il tin- >i|Kii.il niniiriiiiiiiis ami conditions ot' tlu' |M)rl t'or wliicli it is ititi'ndi'd. It liv no means i'o!lo\v>> that iM'fuiisi a >;i\ rn [xni t'(|ni|)nii'nt answers its pnrixtsi' in its own |m>ii ill, it itMonntiT part will Ik- tlliciiiit if placid ilsiwhire. llie cliii f consideration in tKeidin^ uix)n the nature of a |)ort's e(|nipinent would seem to Ik' the '-jKci d nature of the jMirt's husiness. i'he \)*>r\ of l.iverixwil, for iiistaii'-e, has \iry httii- dinet railway eotiuunnieation. I'he hulk of its Im^iness is transacted from ship to ship and from ship to vehicle, hv means of transit sheds and ;(i. :. i «•/. Antwerp's business is doni' from shi]) to railway, from ship to l)ar>,'e direct, or from sliip to \ehicle, l)\ means of transit shells, and ; n'l ;i/.<). Ilamhui); einp|o\s lour methods, ocean ship to co.istin;,' ship, sliip to r.iilw.iy, shi]) to lij,'hter and ship to canal l>ar;,,'is. .Manchister, from ship to storaiji , to railway, and to \ihieli-. Mere, tlurifori', are four of the Liryi- I'inroiH-.in ))orts. e.ich with ,in euoiiiious tonnage and each handlini; this tonii.i^'e in a dilTereiil wav. It is (|iiite manilest, therefore, that e(|uipment liolh lor handlin;,; devices, warehouses and transit shed acconnnodation must Ik' speci,dl\' .iilapted to the spieial needs of lacli j)ort In ,\ntwer]), where a lar^;e |M)rtion of tlu l)nsiiiess is ilone 1»\ te.im tr.illic, .md the area in the |M>rt ]Krniits sulliciiiit storage s|)ace. the transit sheds are one storev and the teams circulate all lliront,'h them. in I,i\er])ool. where a lar>,'e part of the business is carried on bv team trallic, but where land area available for stora;.,,'e is limiti'd, the transit shed ,'ho>it, and both in .Xntwerj) and I,iver|)ool the paxiiin of the sheds to which teams are admitted is stone i)locks In Hamburg;, invariabh the transit sheds are set back from the watir far enoujjjh to admit of betwieii o)ie to four lines of railwav and a landing i)latlorm for the rece))tion of :,'oods. In I,i\eriM)ol this practice is ni>l .ilw.iys adhered to, many of the sheds bein;^ close to the water side. All this Koes to show how important it is to fulls realize thi' coiidiijons |)re- vailiiiR in a ;;ivin jiort in order to sn|)|)ly the |)ro|)er develoimuiit facilitiis for it. I ii, iiihi I'l'h,, I'li'tidiiiii. I'ire i)rotectioii is usu.dlv taken care of b\ the cit\ and b\ the ]Mirt authorities I-iri' eni,'ines on land and lire tu>;s within the harbour, man\ harbour tn:,;s biiiii; e(|uippef:PARr\it:\T nr M.misr i\i) nsiiKRirn 7-8 EDWARD VII., A. 1006 txuinpk' of i>rivali' iiulividuiil ilTorl aiul a nniitiplidty of port authority, the rivn iH'inK iindtr ojic authority, the pilotaRc arrauKiimnts under another, and the docks and (|uays under the control of the different individuals directly inter- ested in them. This tyjx; does not recommend itself to the investiRator. I,i\er|XK)l. where the organization is in the hands of men who thouRh directly interested ill some particular business coimected with the jjort, make their share in its nianaj{ement the pride of a life career, where the exiK-nditure of large sums of n)one\- has Ixen carried out with a \ iew to harmonious clevelopnient as a whole, is another type of successful enterprise. X. — Port Ch.\rges. Under this head three sources of revenue arc being availed of in Kuropcan ports:— 1. Charges against iln ship. 2. Charges against the gofuls. ,V Cliarges for rent;t1 of berth and shed space. In Lo<> for the space rented. 2. The regular tonnage dues imjK)se(l i)y tlie iH)rt. ,\. .Maintains the leased ])ro[Krty in good condition. It is. however, iiiiiversaliy reeogni/ed tiiat tile iiiainteiianee of a |iort and the intere>ii on the cost of its \. 11k ainouiil ol' iiiomv rejiresented l)\ niodeni jiorl (liMlopineiit, as near as can i)<>ssii)iv lie asci .laiiied, is as follows: - Lond(m .... Sii<6-oo.(>cx) Liverpool. I35,ooo,f»o<) Manchester. <;<),(K)0.(kx) Glasgow 40,CKX),(XK) Newcastle ,So,o.f'«'0.o<)o Cardiff ;o.(xj(j,ooo .\ntwcrp.. 45,000,000 Hamburg KK),f)cx3.ooo Rotterdam ,^;,.ooo Montreal ic).tKxj,oo>/(»V/W> (// \IO\IHH.ih If SESSIONAL PAPER No. 21c XII. I'liKT I>I>I<.N .\\I> C"'\s|KI\ ri"\ Sliikifi)' I'fiiluHs 11/ I), Mt^ii iiiiil ( Knslnuiuiii. '\'\\v >.trikitiK iValuri's of Hritish and Continental constrmiion an- |Hrinani'iKv and ouitimiitv of |)iiriM)sf. ritoii);h the work may Ik- carried on over a lar^e time area, tlie wliole is ilie residt of a complete original plan or leadin>j idea carried out l)y s»ctions as the deniaiuls of the business warrant. Time is taken to carefidiv consider and i)rejK»re coinj)lete plans. In the later development of mfxlern |x)rts no small attention has Ihtii >;iven to the artistic effect of the completed scheme. In many cas«.s it has Iktii jiossihie to provide recreation areas, in the shajx' of broad and spacions promenades for the people, without in any way interfering with el1icienc\ . Provision for the I-'ulurc. - Designs are made with a viiw to future extensions. The more successful jwrts -as Liver|K)ol, Ilambiirj; and .\iUwerp -with courage and confidence in the future, provide for anticipated trade. .\s a result they are the leaders in progress. IX'signs are made with a view to future extensicu. The more successful ix)rts keep their development ahead of 'e demand an| of the dock construction is also carried out deiiartinentalK . .\s a rule sheds, e<|nipinirit and works of a spieiul naturi' are dune b\ contract. .\s a general rule, large works are constnieted nmre rapidiv b\ liiL,'ii grade contractors, i)Ul it does not lend itself to modifications due to ex|)erii'nce gained as the work progresses, and most engineers claim that when lliiv put in the work themselves they know what they are getting. Contract Work. — Tenders are invited from firms of known iiitegritv oidy. The lowest tender is not by any means always taken, and great consideration is given to the contractor's reconi. to the work he has in hand, to the programme he can put forward, to his organization and plant for the work. Contractors.-— 'Vhv standing of contractors is very high. ( )wing to the fact that the lowest tender is not considered of more aijvantage than the one best equipped for the work, soimd firms remain in the business antl continue for genera- tions. They ask for jmces to make a profit and thon)nghly modifv without difficulty. Their prices being so much jx-r unit there is very little <|Ueslion of extras. If the work is enlarged they usually continue it without (juestiou, asking and obtaining sne'i inc ease as is fair under the circumstances. Tliev Inve on their statTs highcias. et^ .ineers, and the relation between the engineers and the contractors is more easily maintained from the fact that the class of their work is high .li 1 there is little cause for friction with regard to extras or overtime The .i -2\ 20 ini'Mii \iK\r or \im;i\i: i\/< iisiii.nii:. 7-8 EDWARD VII., A. 1908 fonlract«)r>' (irijaiiizalioii is coiiiiJlcti-. l)Ut tor tcoiiomy and labinir saving appli- ancfs in (.■(instnu.-tion Canadian contractors have notliinj; to ho reproached with. The latest method ol jnitlinj,' in ])ernianenl snhinarine foundalioiis, as de- veloijcd l)v Hritisli entjineers and contractors, is of the greatest iwssihle nionient to Canadians in \ iew ol" the liigh cost ol lind)er. its non i)erinanence and llie great heij;hl oi niodirn dock walls. XIII. -CiIC.MCK.M. iMl'NICSslwN;.. I. riu ports that are doing the biggest Inisiness and doing il most elViciently, are the i)orts that have ke])t their facilities ahead of actual re<|uirenients. :. The jMirts that have remained stationary or lost in ])restige ha\e been those who nej;licted to ]iro\ide f.icilities before bnsiiiess was forced to seek elsewhere tlu' same facilities ])rovided by ri\al terminals. Unsiness follows the facilities. V I'nitN of aiithoritv. concentr.ition of business. de|)th of water areas, and facilities for des|)atcli f)f hnsiness are the i)roniinent charactiristics of successful j)ort administration. 4 Tin nicessitv of providing largt' and convenient storage arias wlnre cargo mav be collected and cared for. S. The lowest cost of handling cargo from the hold of the ship to consignee and \hi III' . was t'ound to l)e in a ])ort where one authority controlled the entire o])eration, and where the transit sheds were three to five storeys high. (i Ihat si)ecial facilities for the care of Canadian i)erishable ])rodncts ha\e ')ten pro\ided in British ports on a large and complete scale. ;. That e(|ual facilities should be jirovided at Canadian terminals. s. That the legitimate ex])ansion of Canadian tradi' demands tlu' inunediale (Kvtlo])inent of Canadian sia terminals if Canadian business is to be handled by Can.iilians, I). That neglict to ])rovide innnediately these necessarv facilities in Canada will have for effect the establishment of trade routes over which no control can be t xerted b\- Canadians. lo. Cireat ])ort development has invariably been followed by increase of trade and population. II. Montreal has the ])ower. through her commanding position and great natural advantages, of atTording the best terminal I'acilities at a less cost than any liuroiKan i)orl of im]X)rtance. and this advantage can hardly be e(|nalled b\- any jxirt on the .North .\merican Continent. Conclusions. In \iew of the actual situation at Montreal: — I. Where the ])resenl jjort development only partly lakes care of the existing trade; J. Where the tonnage has doubled in five years and a vast increase in trade is in sight ; V Where marine insii e rates have been cut in two in the same time: 4. Where new businls^ ..an easily be developed with increased accommoda- tion and facilities ; 5. Where Nature has provided a thousand miles of magnilicent navigation into the heart of a continent : 6. Where interior navigation through Canadian canals provides means of trallic distribution on a scale not ec|ualled by any ix)rt in the world; 7. Where direct railway access is provided to every railway in the country on equal terms ; 8. Where a ;?o-foot ship channel now exists from Montreal to the sea with possibilities of enlarging and maintaining it at a lower comparative cost than any European approach channel ; ^> iiAnnni It iinniissinxEits or momiiem. 81 SESSIONAL PAPER No. 21c i>. Wlure tlu- aids to iiavi),'ati(Hi throu^lioiit a thoiisaiul iiiiks of wattr cliauml ari' also of a ly|X' not ixci'llrd in an\ otlii-r ])ort visiti-d or its apiiroadu's . lo. WluTi- coni])arativi- jxirt vx|H-iiditiiri'S to dati- an- intiri.ly in favour of Montri-al. In vii'w of tlusi- facts, it woidd si'cni to Ik' most iir<,u'iit to sn|)])linKiit without loss of tinif tlirsi' ),'nat advantajjis: 1. I'.\- inakin>; tlir most of our ])rtsint airominodatiiMi lluotii;!i its ])roiK'r i(|iiil)tn(.'nt ; 2. lU doini; ivirs tliiiij; in our i)o\vir to attract sliipi)ini; 1)\ scciirin;; absolute safety of ai)i)roacli ; ,V 15v laving down a ^^iHTal l)lan of future dcvclopincut wilti a \i(\v of pro- viding at Montreal a ])ort t(inii)ment i()ual to that of IIanil)uri,' or l,i\er|)o<>l: 4. Hv viicouraRin^ the raihvaxs ser\ iiii; the i)ort of Montreal to de\elop niore intimate trallic relations with the railways ser\in,tr tlie I'.ritish and Continental ports; 5. l')\ develoijinj; and e(|uip|)in<; a modern winter port i)n)\i(li:ii; ample accounuodation to take care of tin tradi' de\elo])ed tlirou,s,'li MoiUreal during; the season of na\ iijation ; (\. 1)\ incorporaliuL; in the future general plan of ixpausion a fru port dis- trict after the uiodil of llauihurj; ; and so inaui;urati' a port developuKiil ou Canadian soil which. 1)\' its pnstii;e of ])ositiou and strattijieal trade \ahu , will conunand nni (jnl\- Canadian husiniss, hut a lar^e |)art of thi' Wt^urn i\])ori and im])ort l)Usiness of the North .\meriean Continent. I'oRI' ol' LIXI'iKI'ooI.. 1. Ix tKuIll CridN. W'illiiu i1k' uiassi\e walls of a uiwlv construclt'd aer the entire harbour, throbs the heart of the greatest i>ort in the world. Ahhouiili ('.real r.rilain's sea jjower duriuj; l^li/abethan times aihiexed a jMisition that has since ])reser\i(l her connnercial iiitcfjrily, I.ivirpool's luarilime conmuiet' was iIru beiui; carried bv fiftn-u shi])s, with an ai;.;rii;ale burthen of j').s tons. The sand dnuts slojiiuj; to the river were undisturbid b\- arlilicial con s! ruction, and no shelter for shi])s existed. .Nature has. howiwr, been o\ircart in llii' dilibiratious of tlu' board, without anv ri'uumiratiou whatever. II. ()ci:.\N Hisim;ss, I.i\erj)ool handles about ninety per cent of the entire cotton trade of (ireat I'ritain, in addition to which she handles grain, wool, timber, sugar, tobacco, pro- visions, cattle, and fruit in large i|nantities. 22 iit:i'Mii uf:\r nr u.utisE A\n fisheries 7-8 EDWARD VII., A. 1908 By making use of every inch of iwssible space at the dock side it has been possil)le to increase in one hundred years the number of wisels from 4.i' I'ort Businkss. (,'l) I'criiii .S7;//) /,) Cui^liilil .S7;//>. I.i\er])ool has alwa\s l)een a large port of transler where her ocean imports nii^dit lie ndislributed to foreign and home ports not trading direetlv with the large trade eeiUres, situated in far olT jiarts of the world. (/>) Oc:\iii Ship !■> Iy.iili.;iy ilincl. The necessity for direct railway communication between the different docks i> only just making itself felt. The reason of this seems to be that whereas in former times Liverpool was almost t'xclu'^ivelv a warehousing ]iort, goods in transit being eonveved between the ships and "arehouses bv vehicle, competition is bringing about a demand for the saving in handling made possible by direct ship- ment trom ship to rail, and vice V(vsa. and the proportion of Liverpool's general cargo business directly shi|)ped is increasing year by year. ic') Oci-.ni Sinful,! U'.ii.lh'iis, by Vfliicl,'. This has always been the favourite handling method in tlie port, and facilitv is afforded for the des|)atc!i lains the power and possibilities of artificial de- velopment, as the v\liol(.' of it consists in a series of docks constructed in most cases on the foreshore and entered by means of gates from the river proper. Thus the entire shii)ping of the port, when once docked, is entirely free from the annoy- ance of tide \ariation. VL -Dry Docks, The Harbour lioaril own Seveiileeii dr\ doeks, of which the Canada Graving Dock enjoys the distinction of being the largest graving dock in the world. IIMtHiil h' rf)l/l//>. Ill MDMI.l.M. 23 SESSIONAL PAPER No. 21c The iliscriplioii of tlii> ih)ck is as follows: - Len);tli from point of sill to dock liiad yJ.il fiit. I.t'iij;th m-cupiid hy kiil blocks <)-5j Width of cut raiicc '»4 Width of dock at lloor level <)4 W .1th of dock at cope kvil i -M,', i)i-pth of dock from cope to lloor 4 Liver])ool . . , Rirkenhead . 1,171 acres. 5< )f) 1,6-- •Theilepth of water 1 an be inereased a.s desired liy i.iinipiiii. The 27 miles of Liverpool's lineal i|uay lennth is col'ceiitr.ited within aljouL 8 miles of water front . ; Is wonderfnl develo])nient. re))resentin.i; such Viist ex])enditnre, made a'..iost entirelv since 1S57, when the ])ort was rescued from the adniiiiislration of the Liverpool Town Coimcil. is hardly i)aralleled by any other jwrt in *he world. IX. — I'oKT Ivqiii'Mi;nt. In addition to jjossessing the largest graving dock in the world, which has been ajipropriately named after the largest colony within the Ivmpire, and called the "Canada Graving Dock," Liverpool enjoys the distinction of ])ossessi!ig also the largest single warehouse in the world, which is one of a system of 77 blocks of warehouses under the control of the Dock Board. The total area of its 14 24 i>i:i'\i!i \ii:\r III- m\i:i\f. wn risiir.nn.s 7-8 EDWARD VII., A. 1908 tlf)()rs is ',() ;uTis; it i-- I'liiistniftt-d of hrii-k and siiil, a;iods and jtassiiij^'frs. It lias a ca])ai.it\ for 6().(im(i Iio^'shi'ads of tol)acro, tin- ai)i)roxiiiiali vv(.i;,'lii of which is 77,(H)<).(kk). jxhiihIs. Tlic \aiiK' of its coiitiiits is Si j.iKi(i,(KK), and tin- amount of dutv payalik' on tlu' dd.iMxi hojjshi'ads would hi', at -2 cents a ])ouiid. tin- |)ri'vailin,i,' rate, about S55.(iih).(iik). vSpicial facilities for handling' cattle ha\e been ])ro\i(k(l and centralized .it Hirkenhead, and tliesi' are anionji the most ixtensive and coinplite in (irtat Britain. Railwaxs have iii. On the I.ivcr])ool side it was a ])leasure to note that tin Can m Pacific Railway have sicnred permanent allotment at the Saiidon Dock all its line double-storey sheds, and ha\e at their own ex])elise e(HUiiped these sheds with cxten>-i\i' cold storatji' arranj^ements to nuit the requiriinents of Canadian ship pers and importers of ])erisliable products. My these means the butter, cheese, fruit, and meat from Canadian farms an- carried direct from the cold storam- chanibt rs in the ship into the refrii^eraled chambers on the Cjuav. I.i\er]H)ol having also a larj;e ])asseni;ir trade, special passenj,'er facilities have lueii i)rovide(l. The well known landinj; sta^e. with its tine deej) watir ai)proaelies, its proximity to the main lines of railwax . make it ])ossible for passen gers and ba;,'sa.t,'e to be transfern-d within tin- least jxissible time. This method of aceoiiiiiicidatinj,' jxisseiitrer trallic has taken the |)lace of the old svstem under wliiel. the ships anchored out in the rixer and discliari;eis and lalK with tin- tide. I'loni it to the railwa\ station alon^jsidt- le.id mnnerous amoni,itieall\ adjusted bri(l;^es tor ijussenj^ers and ])latforms for baijijatje, alto- gillur tlu best i)assei);;(r facilities in the world, alTordiiiL; comlort and despatch, rile dilTeieiit docks and (|ua\ s are supplied with hxdranlic, steam and electric cranes of \aryinji capacitw one of the most recently erected beinjj a coal crane with a capacity of ;<> tons, liftini,' a car waijon at a tiini . The niunber of hvdrau- lic, steam and electric cranes at the car^o (jiiaNs exceeds j ;o of a capacitv of from one to Kill ton-., and the heii,'lit of lifts \ar\ from the Ljround lloor to loO feet. Tlicri' an also iloatini; cranes varyiiii,' in cajjacitx from Ji to loo tons, ca])able of liflinn 1)5 fiet abo\e the w.iter K vel. At LivirjMiol two main liius df r.iilwav inn in close iini\iiiiit\ lo the docks throui;hont Ilieir entire kii;:tli, and inan\ of the bt rths ajjpropri.ited to the lart^est class oi steamers are connected with the m.iin lines t,, mabK direct shipment from siiip to r,iilwa> «a-on> td take jilact-, and the conimiin- ii)) of other berths with the main lines is proj^ressiii;; rapidh . I'.irkenliead is praciicallv a railwav port, lines oi r.iilwa\ bein;; laiwer cranes, fitting and rejjairing shops, are easily and rajndly accessible to the shipjnng of the port. HARROIK riiUUIsslDM Its or UoMHrM. 25 SESSIONAL .PAPER No. 21c Two stoR'V slu'ds Ikim' lu'tn in iisi- in tluixirt ni I,i\ir]Mi-I lor .'s m'.hs, ,ini\ the latest slu(l (kvilni)nHiit is now tlirie sinn\ I lu' :i(i(i])ti(iii of i liiic stony slu'ds in a port like I.i\iri)ooi. wliiri' tlie land ana axailahit' ininu-diatih alonj,' side till' dock is liniitid, lias ttu- i-flVcl of tnliliny tii" ])ort's stora!,'c oa))aoif., and is tin- otih availaliU' niitliod in jwirts so consiiiiiud to pro\ idr a(K(|uitr and I'llii-iiiit transit I'acilitiis for tlu- ra])id Itaiidlint; of carj,'oi-.. I'lu low.r lloors of tliisi' slu-ds an- almost invariahlv s(niari' sitts. I'lic np|Kr lloors arc of cuncrcti'. Tlic latest three storey slicd is hnilt entirtl\- of concnlc (reinforced i from top lo bottom. rile means of conmmnication hituitu tlu' dilTennt lloors uilliin llu- shed itself consist of o)h ninths in the lloors. at coiniiiiint intervals, dinvti wliicli small ji>,'J,'<^r cranes do their work. When workiiit; the first lloor from ilie shij) the carijo lea\es the liol.l of llu' ship hv means of the ship's winclus .nid lackle, the land cranes taking; tlu' cari;<) from the ship's deck and deiiosiiini,' it on the .(jroniid or first lloor of the shed. Tln' land cranes can take the caiLjo direct from the shi])'s hold, if re(|uired. 1 hi' carijo is then distriimti-d at will on an\ of the shed ll(»ors t)\ means of chutes and tin- iiy;v,'iT craius nfirn-d to. < in the land sides of tlu- sheds are fixed to the ontir wall a second series of small ii,!;,s,'er cranes, and the '^oods are lowered from lloor to lloor or lloor to Ljroiind in this wa\. X, I'liKP .\liMl\ISlK \1 Iii\. In i'^,S7, l)v virtue of the Mersey hocks and il.uhoiir .\ct. tlu' control and maiiat;enient of tlu' docks on both sides of the' ri\er it I,i\erpool and Hirkeiilii id passed into the' hands of the- present I'.oard. which e-otisists of j.s nuinliers, (,f whom -'4 are' elected i)\ the dock ratepa\ers. 'l\> (|nalifv lor election to the' Hoard a ralejiaver must resiele within the' horonnh i>f Liverpool or within i'> miles of the' ontward boundary of the' iiort. anil must pa\- within tin \ear iniiin diatelx prei-ediiit,' the' election not less than Si-\s in dues, either on ships or ;;oods coming to the port. The' reniaininn four nieiiibi rs are' a])i)oiiit( d b' the Uiwr .'vjerse v Consi'rvancv Coimiiissioiiers, coiisistin.L; of tlu' Mrsi Lord of tlie .Vdiiiiraits I'n' sidc.t of the Hoard of 1 rade . and Chancellor of the I>iich\ of Laiicaster. i'lacli member is elected for a term of tour years, and is e'li;;ible for n election, ree'e i\ in:;, as staled bel'ore, no reiiiuneration whate-ver. the position !K'in,n reijarde'd as one of the' hiudiest honours within the' L;ift of the' ])e'ople', and this honour i- loe.ilK <)bser\e'd. To (|nalif\' as an elector a rate']): \'e r must p.i\ to the Hoard a iinniiimiii yearly amount in dues of S50, nmst be a Hritish siibject or resident within the T'nited Kingdom, and his name' must be on the list of dock electors. Six e-U'Ctixe ' ibe'^s and one' appointed member retire' e'.a'h vear. and a'e- re|)lae-e'il by ne'\ linate'd iiieii. The' Hoard n])laces Nac'..-'' s occnrrinj; from tiir.. to tiiiU'. IIh' work Oi Hoard is cam . on bv committees, of which there' are 10. The comniittees themseKes nu'i I once' a week, as does also the' whole board. The reports of the- dilTereiit cominiltees are' snbniitti'd to the weekh ni> etiiii,' '>i the Hoard lor oiricial appn)\al. The ineetilii;s of the- dilTereiit conimitteis .ne' private', whereas tin weekly meetinj; of the entire Hoard is held in the' I'.oard room and is a ]niblic nuetinj;. The' I'.oard is ])re'sideil oxer b\ a chairman eU ete'd annually from amony; the members The .Mersey Hocks and Harbour Ho.ird licenses ])ilots. re';.,ailate's eli.ir;;e s. and looks after the li.t;htin.i,' and buoying of the ri\e'r. The jniisdiction of the Hoard alreadv e'Xteilds over an area of i,'>77 acres. but in addition to this the' Hoard has forcse'cii the necessitv of future' e'Sjiansion. and has acciuire'il large tracts of land admirably situated for further port e'Xteii sion. As a harbour ])olicy the' Hoard has not hesitated to wi])e out of existence any formerly constructed dock development that interfered with the demands of as hhi'Mn \ii:\T or \i\in\r. i\/< risiii:i;n:s 7-8 EDWARD VII., A. 1908 iNpaiisioii, and many iiislaneis win- iioticccl ol |KnuaiK'iit works disappearing wIkti necessity (kiiiaiukd. to make wav for mw conditions. Till' ship's responsibility in the handlinR of ;,'oo(ls ceases at the ship's sling, and the cargoes are delivered into the hands of master jiorters, licensed hy the Itoard, who sort the earjs'oes in the sheds to hill of lading marks and deliver them In the consignees. The charge made for this service is regulated l)y the Dock Hoard. Loading i» done hy master stevedores and the nnloading hy master himiK-rs, also licensed \<\ the Hoard. Where, however, the Dock I'.oard works its own warehouses, i^oods on the f|uays are usually handled hy their own employees. rhrouf,di the jK-rfected niaster-]M)rtirage system consignees j,'et their goods (Kli\irKl in the shortest ])ossil)le time with liitlc cf)nfusion and at a very small cost. .\ limit is lixid c)f -2 hours during which time the goods may remain on the (|;ia\s after the docking of the shij). A charge of one cent jK-r yard i)er day is ni uie for space occu])ied .ifter this time. XI. -Hurt Cii.\roi;s. Charges against the shi]) are divided into two categories; those levied on the ni-tt loiuiage of shi])s entering the i)ort of Liverpool, and known as harhour dues, \Mrving from ; cent to ih cents i)er ton on coastwise husiness, t, cents i)er ton on vessels to .md from liurope, Newfoundland — the Mediterranean e.xcejitcd — and T, to 4 cents ^ler ton on vessels to or from Mediterranean an- ship])ing tiitering the ])ort of Liverpool. In addition, however, the shij) pavs tomiage dues for the use of dock .icconunodation .is follows: — Cts. per ton. On \essi.ls to or from Mediterranean and a forej^Mi ])orts outside of Ivuropc .^.^ To and from luirope. N'ewfoundlaud. the Medi terranciu excepted Jo to 2O Coastwise si to 1 2 ,Shi])s reniainin;,' in dock more than two months pay a niital of 2 cents per ton ]Hr week, which is increased to 4 cents |)er ton per week after 6 months. vShi])S usini; dock aeconunodation are not charged liarhour dues, and against tliese oniv the dock tonnage dues a])])!)'. In tile Dock I'o.ird method of accounting, however, the harhour rates are taken out of the dock tonn.ige rates and placed to the credit of the account, to which are applied the cost of lighting, l)Uo\ing, and generally for improvement to i):)rt and harhour as distinct from tiie docks themselves. •a| Shi])S ha\int; permanent aiuuial herths })ay a shed rental equal to 62 cents per s(|uare yard jjcr aiuuini. The same price is paid for sjiace on the second and third storeys of the sheds as for the ground lloor. Charges against the ijoods are levied according to S])ecified taritTs issued from time to time. XII. -ImN.WCI.M. SlTt'ATION. The amount of capital invested in this dock development, for which money has been borrowed t.iy the Mersev Docks and Harbour Board, amounts to nearly St23,ooo,cxx:). The rate of interest varies from 2 J to 4^ per cent. The accounts of the Hoard are regularly audited by independent^auditors. t» IIMfnnl If I n\IMlssln\h:Ks OF Mnsrh-mi. SESSIONAL PAPER No. 21c Revenue and expenditure figures for year ending July i . i ■). i'), :iri' us ii illi )\v 27 nock tonnage rates on vessels Dry dock rates " Dock rent Dues on goods Slaughtir-houscs Warehouses (receipts) Interest ])aid by Board Dredging Liglitiiouses, lightships, hui)\ s and insurance. S ets. ,;,.io^,o;,; (.») 1 1)1 1,41)0 05 3,24i,i()t) .^S .^,^^'.,^"- 7- i,<'9<),o6: -I) 4,327,667 (16 I7i>,566 64 lSS,4S;, 61 PORT OF LONDO.N. I. — iNTROnrCTIOV. London being the tlnaneial, connnireial, and tnarititnc centre of the world, has lield this commanding position in spite of huge port developments that have taken place elsewhere in the last half century, in spite of natural (lifllc.ilties and thos( artificiallv raised by local c(jnditions within her own limits. This has been ptjssible mainlv because of the sagacity of her traders, her advant igeons ])osition as a distributing centre, and the huge consuming power of her densely-peopled surroundings. ^ For manv vean attemjns have been made to improve conditions within the port. Diversitv of interest, nuilliplicity of authority, and the jxiwer of long- estal)lished customs have stoor w i m \ A' i ^ " nsni:iiiEs 7-8 EDWARD VII.. A. 1908 As loiit; as London controllid tlii' nioiiojxilv of Iraiti' (listrihiilioii tins nutlioci was fonnd lo answi r tlir iiivds oi" tin- situation. l>nt otliir Uritisli and contimntal ports iMiaiMf alive lo tlir transjorniation tliat was on. in llii' sizt- of sliips llu- world ovir. Ilanihnrs,'. Kottirdani. and .Vntwir]) on tin- conliniiit ; l.iyinxM.l. Hristol and Sonlliainpton all lucaini' htllir i(|nii)iK(l ti> liaiidli- tlif hi),' slii|)s. .\s a i-onsc-(|ninw London now Ihids lursilf i-oni])illiil to do likiwisr. I\'. Tvi'i s 111' I'oKi Hi si\i>s. lai (>iiiin Sliif^ /.' i'l'ii^lni'^ >////'. This lias alwa\s I'orniid a \tr\ I'onsidirahk- ]iortioii of London's luisimss, ndistrilnnioii taking i)laii- tliroiiLili a will orv;ani/id I'oastini,' sirvia-. (1)) (K,,in Shi^ !■> \\''">■ miiidier over live. No revenue to the jxirt of an\ kind comes ironi these har.nes. exce])t on sail iiiK l)arj;es over 45 tons register, tradiii;^ between London and other ports, which, of course. ])av the coastwise tolliiai;i- ,'oinj; sliii)s, except a lew sinciallv built colliers, ji.iss above Lundoil l!rid.i;e, there is an immense li','!itira,i;e trade done from the ship's side to ware- house or iettv, the volume of which can be ima,t;iiied when in round n,>;ures there are enj;ai;ed in this trade nearly io,(km> bar.ijes. varviui; in tonnaj,'«.' from 70 to :(» 1 tons. \" l''iRi rsi'i;s. The port of London, like most of the Ivnropean ])orts, is tidal, and its develop nient has consisted of three phases: • kixirside (|Ua>s. Lilcrior docks. Water berths. The rivirside (|uavs are lliose 011 the banks of tin river where vess. ]> mnv come slraii^'ht uj) from the sea alon:^'side their berth ami remain alloat. Water berths are simpiv iiiooriii;;s or aiichora.i^e jjlacis in tin river, marked bv jiermanent buo\s of surficient streii-th to i)ermit ocean craft to lie uj) lo them. Of these water moorinj;s there are fu tiers, accoinniodatiii',' 1 -M shi]>s. 1 hese are j,aiii''i"v used bv small \issels. but occasionally by slii])s uj) to 5.500 tons net rej^ister. which unload ,i;eiieral car^o iivuside into bari;es bv means of the ship's crane and tackle. TJiev are also speciallv used bv tank steamers with liiRh-test lubricatiii}; oils. In addition to these, tlvre are i^ swin.i;in>,' tnoorin;;s. each of which holds one vessel. The number of vessels nsiu;,' this class of berth that do not touch the riverside wharves or enter the di.-cks, Inil take uj) their moorings in the river at these buovs, is anuually ;,, \\liar\is wliiili lint- till' rivir. Tluoilui liall di^'liarxi^ in tlu' . I'lii- wliarvts and ittliis in tin- rivir an- i>tiinali\ pii\ati or ior|H)rati- rapilal as an iim sini.lit. < )|' llu-sv tlu- nu)st ini])oitant and i-\li-iisi\i- is itu- I.otulon and liulia 1 >oi'k L'oinpanv. within \vlu)si> jurisdiction I'onu all tlu doik svs'anis on tlu- nortli sidv o'" tlu- ri\c-r, witli tlu- rxocption of tluist- of tliv- Milluall I 'oik Coinpain, tlu- lattiT loinpalix hi-in^ piaiticalh tlu- oiil\ oini|H-litor o|' ilu l,on.>cks, . Ro\aI \ictoria Dock. Koval Albert Dock lilhiirv Docks. . Tlu- dock iJiiniises consist of \arions svsteiiis of wil docks, drv docks, ware houses, machinery and plant. A wet dock is an artilicial basin of water fnniislied with ,i;ates which are kepi closed, excei)t at hiKl' water, so that vessels in the docks tloat at a constant level, notwithstandinj; the variation in the ile])th of water in the river or sea outside. It is this featnre that (listin.t;iiishes docks from harbours. X'essels ;,;eiierally enter or leave these docks a short time pre\ ions to or after high water. The advantages of docks, as compared with harbours or oi)eii ri\ers, are stated to be : - 1. Constant llotation of the vessel. 2. Concentration of business. ,V Maintenance of a fixed water level, which facilitates llu- nipid discharge or loading of vessels. 4. Immiinitv from collision. 5. dreater safety at all times. 6. Security against robbery of the cargo. \ I. - Dry Docks. The [jorl of Laiulon possesses Iweiilv -eight drv docks varviiig from 161 lo 846 feet long with entrances 40 lo 70 feet wide and depths on sills from 14 to 35 feet at Trinity High Water. 90 in:i'\HT\tF.ST fif M.IRISE AND FISBERIBS 7-8 EDWARD VII., A. 1908 \I1. — Ai'fKuAcii Channel. lUtWLiii MargaU- and The Xa/f. wlicu' the estuary of the Thames tiuiy^be said ti) bc),'in. there are js miles of water, which narrows down to 6J at the Nore Li^'lit. The lensth of the channel from the NOre Li]^'ht to London Hridge is 47 J miles, the depth and widllis of whieli are as tollcnvs: - Width. Depth. Nore Li^lit to Muckinj;, a distance of i \\ miles ,S(M> fi'et of this, however, near No. 4 Sea Reach Huoy, narrows to Mnckinj,' to ClilTe Creek, a distance of j^, miles ClilTe Creek to (Vraviseiid, a distance of 4 miles Gravesend to Cravfo'lness, s^ miles (Narrowing down to 750 feel and 17 feet depth.) Cravfordness to Uoval Albert Dock, s miles Royal All)ert Dock to Mitlwall Dock. 7 miles Millwall Dock to 'I'hames runnel. 2 miles. (Thi' depth, liowe\er, over the Tininel remains at 1 a feet for a width (jf 1 J(j feet.) riiames Tumiel to I,ondun Hridi;e, i\ miles Feet. Feet. I,CXK) 26 ,^(K> 25 I,(XM) 2S I, (If XI 26 I,0(X) 24 5(X) 2 2 yx> 14 1< H ) 16 200 14 These (U])tlis are from soundinjjs lakiu at low w.itir of ordinary spriuij tides. .\t London I'.ridiji' the variation in tidi' is about Ji fiet, at the Nore Light 15 feet, and has a \elocity varying; from jj to 4 k!ir)ts. The bed of tin- ri\er is niostl\- nnid and line s.md. Continuous (lrii'rks i'i'iiif'diiy. ir feet of'ciuay len!,'tli, I « « I feet of/juay. ( )ut of the total of ()4ii acres of water and 14 ;.< w m line; this conipanv owns and controls 4;^<> .icrts ol w.itir and inO Its jurisdiction extends o\er - (i) The St. Katharine Docks. (2) The London Docks. it,) The West Indi.i Docks. (4) The I'ast India Docks (5) The Roval .Mbert aiul \icloria Docks. (6) TheTiltniry Docks. The number of vessels entering in 1904 to discharge was 4,66,s'with a tonnage of 5,')59,<«x' tons. The [KTUianent stalT of this company munbers 4.(><,<>. including 340 in the Kngineer's Department alone, which carries out the work of maintaining the docks; and 334 in the Police Department, which is responsible for the protection of the valuable produce stored in the warehouses. The Dock estates cover i.S^-x) acres, and they possess a tfoor area of I5,,soo,ooo square feet available for the handling or storage of over Qcxi.otxi tons of goods. The companv owns and operates warehouses in the city, and does a general warehousing business. net iiARnnvR ('n\t«is.si(t\t:Rs or mowrkal a SESSIONAL PAPER No. 21c Tlif St. Katliiiiiiif Pi>ck<. an- only aivissilik' to stiaiiurs of iiKMliralt si/.f, inostlv iisifl in tlic coasting and conliniiital tra horse iniwer. to siii)plv them with power. riii London Pocki adjoin the St. Katharine lUK-ks, and occupy km) acres, 40 of which are water, riie storage capacity of the wanhonses and vaults is vast. The tl(x)r area consists of ;,(hh>,.(»ii) tons. Sjxcial i)reinises are set apart in these wanhonses for the working; and showing i>f wool. wine, brandy, sugar, dried and greeu frnils, ivory, spices, liark, gitnis, metals, drugs, dates, \k\ r, rice, colTee. cocoa, isinglass, \-c. One of the sixcial features'of this d(Kk is its wine vaults, down helow the river level. The length of the passage ways in these vaidts is 2X\ miles. Ho/ India Docks.— T\w entrance to this dock fnnu the River Thann s is 4.S0 feet long and (vi fcdl wide and ;,(> feet deep. lu onlei« to make up for the losses of water caused during the ingress and egress of ships ihmugh these locks into Ihe d(K-k, four centrifugal i)umi)s of ■;(«> indicated horse ixiwir are pmvided, with a capacitv of 7,5()ni insulated barges conveying it iVom vessels (li>,eharging at other doeks. The tem- ])erature is kei)t at an average of H) I'ahr.. or i^ bilow freezing point. I'lie process used is lh.it of De La Wrgue eompresMir^. eoustrneUfl b\ llaslam ,iud Compauv, of Derby. There are seven hydraulic engines, of 71M1 indicated horse ]M>wer. ])uini)ing the pres-^nre water to work the r^.so hydraulic machines in this system of docks. Eas, ,')hli'i Doik-y. -These consist ot an im]«)rt and ex])orl dock, and .1 basin, the entrance to which is l)y a lock ;i leel deep. The docks are principally used bv sailing vessels and steamers of tliv Inion Castle L"ie, tradi"g to Ihe Cai)e. linn- hydraulic engines, of iSi iudie.itetl horse power, supi the pressure water for working the loo hydraulic machines in these docks. Royal Alhril and Viclona Ihnk^. -These are the largest in the contn)l of the compaiiv. Water in the doeks is maintained at high water level by four centri- fugal puuips with a ca])acity of 7,s<)o,()<)() gallons of water an hour. Water area is i.'^,; acres, providing berths for 60 vessels. The sheds and warehouses of these docks cover an area of ;,I(x),(xm) s(|uare feel. The warehousing business here carried out is ])rincii)ally in grain, totiacco, and frozen meat. 2(),(xx) tons of tobacco are in bond at one time, the market price of which would be about ?45,<«x),(xx). The stores for the frozen meat business are ])robably the largest in the world, containing 4S chambers of 2.(xx).(kxj cubic feet capacitv, afToriliug ai luuiiodation for rxxi.fxx) carcasses of sheep. The freezing plant is on the ammonia compression system of Messrs. Haslam of Derby, wherebv air is cooled in passing through brine batteries, and then circulated through the chambers by electrically driven fans. « i>hir\in\n:\r or \niii\n i\/» nsnt:mt:s <>i 7-8 EDWARD VII., A. 1908 Hun- art' >i\iii Ii\(lraiilic piiinpiiik! iiiKiiK^>. witli an iii(licaliu|)j)lviii>; jxiwiT to work llu \,:t, liydraiilic iiiacliiiKs at tluM' docks. I ilhiiii /'.'(<•>. riu'M' (liK'ks .Iff j(> iiiilis from London Mrid>;i', rcaclu'd l)y rail in 411 niiiuitis. i'lii- >\>iiin consists ol a main doik. witli tliri'i' lirani-li docks, and .1 tid.d l)asin witli a lock 7"h> iVct lon^ and .Sn iVi i wide coinuclinK' the l>asin witli llu' main dm-k. llu- main dock is i.Siki i\ct lonj; and Ixm, li-d wide. The total watir ana in llu main and lirancli docks is S4 acres, and the dcptli of tiie w.ilir {■> vs fict. In the tidal hasin tlu' di ptli is 4s liit at lii^'li water, ^prinj; tides, and .''> feet at low water /.':.)/ II ./(i //ii;(-. -. In addition lo these wit oik Coinpaiiv o|Krati's loun warelionses ,it dilTi nnt parts of London lor ilie shiraye of yoods and for llii' acconnniHlatiim of trallic to and from the docks riu' Conniurcial Koad Warehouse, the most modern ojienited l)s tlu' cori- pan\ . is hiiilt over the i;oods depot of the London, Tilhnrv , and Sonllund Uailwav. riu' depot is sjjecialh desiijued for the accommodation of trallic to and from the docks. Cars ma\ i^y aloiii,'sidi' the railway ])latforms. where i;oods are delivered direct into the railway trucks, or ; d'. i.jm;. I'his warelunise has I'onr lloors. with a total .irea of ^ss^mki sijnare fiet and is almost entirely usid for the stora;;e of cheese ,nid tea. /..///(/>)/;,)//. Within tlu- doc'- svsiein o]K-rated l)y this compan\- there are ,V> swinijiiij; or draw l)riii:,;es. (12 |);^ - of lock ;;.iti-s, _';<) sluices, 1 . ^ ',(> cratus and lifts. ',40 capstans, and ni.mv otlu-i thu'hiius; and the moxahle plant consists of j'l tni;s, s lloatini,' crams, \,> locomo!i\i-s rnniiinj,' o\er So milis of raihvav. The machiiier\ nsed for the workin,:; of this imnu-nsc ])!ant is priiu-i])ally hvdranlic. The handling' devices on the (|nays consist of travelini; aiul fixed cranes, for the discharge and loadin;; (jf .ijooils, varying from v> cwt. to .s Ions capacitv-. The handling; devices within llu- warelionses for the interchan<,'e of carjjo froni ;s l"or the trans]K)rt of vessels in the dticks, which are litled with steam lire engines for nse in case of lire. There is also an eUclric lisluin.i,' plant ;/ Sliiil Accommoihttiou. -In addition to warelionses from fonr to six storeys, there are two types of sheds in use: - 1. .\ sin>;le storey shed, ;,in feet loii<; and uo feel wifle, set back al)ollt 40 fee* from the water, with rails both in front and rear, so thai j;o(k1s may be C(jn- vcyed to and from vessels to any railwav station in (ircat Hritain. The sheds are of cheap constrnction. Kiil\'i"ii'>-'<1 iron sides and roof, lloors of wo(k1 or concrete, no jxjsts in Ihi- sheds, and no teams allowed inside. All cargo handled by teams is handled from the side of the shed, where the teams back np and take their load, the fioor level of the shed being eijnal to the height of the teams. 2. The double-deck sheds are of the same cheap construction and compara- tively of the same dimensions, set back from the water front sufllcicntlv to allow cranes and railways t)etvveen them and the edge of the (|nav wall The nnlv means of access into the sheds frotn the ship is by the cranes, and the only means of communication between the upjxr and lower lloors is bv means of slides and lifts. HAKIIOl K lOMillSslO\t:itS OF SIOSTKKAh M SESSIONAL PAPER No. 21 o Herlli'^. -Two svstfinsof allittnant in coiimction with Inrtlisan- in loni - one ixclusivilv iist'd for tx|x>rt, whin- a ship takes on hir lar^o oiilv. uiiloaditiK at a difTiniit Ixrth: the othir whin the car)?o is loaded and uidoaded at the s-imt- lierlh. i'he Ixrths in the doek are rented by tlie week al tlie rate of al)out Si inr st|uare yard \kt annum, with the use of the ground ll«H)r of the shed only. Comniuniciition. .Ml doeks, with the exeeption of the St Katharine, are accessible '..y rail, water and teams, and are directly comueted with all the main railways, wiiosi' trucks are brought alongside, the drnk companv reiviviiiK on their tracks' the cars from the dilTerenl railwa\ companies and oiKratiiiK' them as a terminal over the eighty miles of trackaj,"' within the sy>t» in. Tht Sumy Ci'iiiiiuniiil Pi'ck (.'>niy.. The Surrev Commercial Dock Company, however, have made a siHcialtv of accommcHlation for Canadian imxluce. an fed loiiK' and 4S0 feet wide, and lu r.' has bien erected and e(|uip|Kd a series of cold-storage warehouses and ;,'rain:ines fur the s;)ecific pnriM)se of proinrly treating Canadian cargoes of butter, cheese, bacon, and Canadian grain. The warehouses are called Canadian I'roduce Warehouses,' and are known by that name, the combined capacitv being about j,o cubic feet. The Canadian trade in London is known as North American tratlic. These produce warehouses are set about 120 feet from the water side, and between them and the ship is a one storev transit shed, also set back about twentv feet from tlie ship's side, in front of wliich are six movable cranes of the following ca])acity : One .'^ *""«• One ^ l""«- Four .l.S'Hjlbs. The sliij) is boomed out twenty to thirty feet from the wharf to allow barges between the wharf and the ship. Cranes are here deinu lbs., and six cheese loaders with a capacity of ten to lifteen tons jxr hour, riirough these warehouses 47,ikk) tons of Canadian cheese passed last vear. The perishable freight, thereff>re, is immediatelv transhipped from the refrigerating holds of the steamers direct into the cold storage on the (luay side. I-roni the warehouse to TfK)ley street, the great i)roduce market of London, two miles away, this cargo is loaded mechanicallv under cover into huge vans and carted to the market as the demands of the trade rcciuire. When visited, the Thomson liner l.(it«>ii(i. and the Allan liners Ptiri-um and I'oiiicKiniaii were berthed alongside these transit sheds. Hverywhere the most scrupulous care and cleanliness is noticeable, and the quality and condition of produce here housed left nothing to be desired. This dock company also makes a specialty of lumber, and has large areas devoted to lumber ponds and stacking ground. 21C-3 31 DEPARTMEXT OF M.\Rl\F W I) rislirHirs 7-8 EDWARD VII.. A. 1908 MillioiU Dnck^. Milhvall Docks, sit iiuted oiittu' north sidi- of the river IkIow the India Docks, has an area ol" .?;;'. acres, of which thirl v six acres are water. Entrance to these docks is hv a lock," 450 feel. Ships of j;reater len^'lli can, however, jjass ihnnigh al hi.:,dl tide wlien lioth ,1,'ates are o|)en. Tile coini)anv acconnilodates a si)ecial trade in Rrain and titnl)er, for which purjiose the docks are specially eimijiped. I'he total water area of the London Docks is 640 acres; the land area, 1 ,66u acres; shed and warehonse I'loor si)ace. ;'»n acres Cold stora,L;e at the shipsidc of 4.,si">,i«i(i ctilnc feel. X I'oKr .\l)MIMSrKATIi>\. .1 /(//(. '))7(V.f :citlini llir I'.'it. I. The Thames Conser\nne\. J. The Trinitx Unnsi , ;. The Walernuirs Conipan\ . |. The Corfjoralion of London. The anlhoritv of tin Ihanies Conservancy liei^in-. iM miles aliove Lfnidon r.rid,t;e and extends to ilu- sia. The hed and soil of the river In low hii,'h water mark of ordinary tide>^ is i with the i-.xception of cirtain Crnwn I'oreslioresi vested in them. Within its jurisdiction .all the fdllowinL; 4!. The dreduiiii; "f t'lc river for the improvement and maintenance of the navigation. The ]ircvention of pollution. No jetty, embankment, ])ile inoorinj,' or an\ otlur work is allowed to he jjlaced below hii,di water mark witlionl the license of the conservators, and the ])avment of a consideration tixed b\ the assessor under section 116 of the Thames Conservancv Act, i.si)4, either by way of a sum in j;rt)ss or an annual rental. 77), riniilv ll':^ll^, li),dils and buovs the river, licenses and re>,mlates pilots, examines all persons wh.o are cinalifvinj; to be dock masters in order to certify that they are com])elent to handle ships, and exacts a coiuribntion of :\ per cent upon the earnings of all licensed pilots, which goes to a ])ilot fund. In addition to this, each ])ilot jxiys Sis a year niwn the renewal of his license. The Trinitv Iloiise also examines masters and mates of vessels and grants to them certificates which make the employment of (lualil'ied jjilots in the dis- trict non-coinpulsot V. Pilotage is comi)nlsory. with certain exceptions. 1 In Watowrn's Comf^iiiiy license the lightermen who navigate the river, and L-iiginated in the sixteenth century and held for four generaticjus the monopoly of tli" li ui;,;-tion of the River Thames ntider various Acts and ordinances of the Crown. iiARBOVh f(iit)iis>'ii):\t:rs of noyrnEAL 38 SESSIONAL PAPER No. 21c ■ Tin Cor (^(nation ,<; I.ondon is at oiici' the sanitary, the police and 'he fire authoritv of llu- yon. It safejjiianls the jjort from entrance, by way of tli iver, of infection and (Hsease. hrou-hl in eitlier hy persons or goods or in the luini of unsonnd food. Thronjjh the Nhtroixihlan Police h'oree the river is patrolled and ennie detected and snppressed, who also enforce the Acts and bylaws of the Conser- vators. The Citv hire Hriijade ()i)erale- and maintains the necessary tne stations and fire boats on tin- river, for which purpose the ihanies is considered as a I.ondcm thoroni,'hfare. XI. -I'liKT CUAkl.lCS. 1. Tonnage el going to and from the i)ort with cargo pays twice. 2. I»oek dues, levied by the different dock eom])anies on vessels entering the docks with cargo, varv front f) cents to ,;6 cents i)er net registered ton. V Light (lne~, levied b\ the Irinilv House - ( 'i. I (vvi /^ ui lloiiu 7V<;i/c'. 2 cents i)er net ivgistered ton i)er voyage, on sailing. :; cents jier net registered Ion per vovage, on steam. Lgi'.f (jgin'x.v/ the Goods. Levied bv the dock compaiiii s, and paid by the merchant : - •( )n every article of goods, wares or merchandise brought into and landed or deposited within, delivered to laud convi vaiice from the docks within their iurisdielion, alwavs excepting goods discharged or received overside from vessels to or from iiarges.' I. Wharfage rate (includes receiving from ship and delivery to laiiil con- vevaiice) — 60 cents per ton on sand, leatl. iVC, to y6 ixT toil on bismuth, ore. &c., and upwards, according to tarilf. 2lr— :i\ 36 DEPARTMEyr OF MARIXE A\D FlfiHERlES 7-8 EDWARD VII., A. 1908 2. Landing rate (includt-s landing or receiving by land, wharfage, weighing, loading from quay to land conveyance) — ■ 6o cents per ton to $1.50 per ton. Consolidated rate — From Si. 36 per ton (includes landing or receiving by land, wharfage, weighing or gauging, cooixring or mending, piling on the quay, six weeks' rent, from date of ship breaking bulk, first landing from craft or first receipt from land carriage, delivery to land or water conveyance). Additional ser- vices if required. Goods or ballast to or from ships entering or leaving the docks in lighter are exempt from dock dues. Measurement rates are given in a tariff issued from time to time. The lighterage rates for conveying goods in barges to and from any places on the river between the Albert Docks and the London Bridge varv froin 21 to 25 cents per ton. Beyond the above limits the rate is 37 to 50 cents per ton, and this rate does not include the labour for unloading and loatling. These charges are paid by the owner of the goods, and cover the cost ol conveyance only, trans- port by water being much cheaper than by railway or vehicle. XIL — FlNANCI.XL SiTlATK )N-. The capital invested in the port of London may be stated to be as follows: — Riverside (juays ... Docks River development . 65,oo(),o(3() I 20,(XX),00() 1,700,000 S i86,7oo,(KXj THK PORT OF GLASGOW. L — Lntkodictiox. In the year 177:; Glasj,'(nv was an unimportant town, having less than 30,000 inhabitants. There was no Iiarliour, the Ri\er Civile being, in jjlaces, from 15 to 18 inches deep, and with only a "sensible" tide ojjposite the town. As far down as 12 miles below Glasgow, the ri\er was for at high tide, and its construction is considered a triumph of engineering skill. The creation of this inland waterwav, with the resulting commercial and manufacturing istablishments, is certainly a most notable achievement. It has been remarked in connectiim with the sliiijlniilding and manufacturing development of this part of Scotland that 'navigation facilities, mineral resources, geographical situation, and Scotch grit have l)een the chief causes." Glasgow, l)esides being now the first commercial city in Scotland, is one of the important ports of the L'nited Kingdom, and has a [wpulatiou, including suburbs, of s (Outwards 14. ,1-1' Total, inwards and outwards.. . j<).;,i5 Fi'it iiiii. Inwards i,4iij Outwards 1 ,<)i)S """otals, inwards and outwards. . .V4<«) Tonnage. 2,44c ),,s,;(> ;„,S84,,;5<) (),(>J4,."^So Coii^liiit:, (iihl I'l'iiiij,}!. Inwards iC'.V*; Out wards i C;.,! i S Totals >^.7>5 5.SiK),j(>i ,S,74(),<)i6 11.541,207 /"(i)<(i;» Tiddiii'^ to CiiiuuUi. Inwards. . . Outwards. Totals. 142 122 .764 37,^.7,^7 ,^46,269 720,006 Xuniber of vessels entered the port : — Under i,(kxj net Ions. , . i6,;,oi 1,000 to t),ns. Its cri-alinn as a harlx.nr and tlu- .kvcloiitmnt ol its sliippi"),' arc- o.ni,)aiativilv n.o.krn llie growth lias Ikiii gradual, hut stvads , and inmli iiv.lit is dm' to itu' lai Mi;litc(l policv which hrousht about, lioin practicallv notliini,' in 1775. a Mupinn- ol l,,S(x;,(x)<)toilsin 1-S64. '"«1 I L.^'-Mx-'toiisiii 'V"7. inward ami out ward omihimd. ihcurshih oj Comf^U Harbour .\/,.;.-Tlu- Civ.k' Navi-ation rnisUis have actinind hv uraiit and hv purchase the hcd and hanks ol the nvir. 1 uv have purchased lar.iic tracts ol land lor past and Inttirc extensions 1 heir policv is to keep control i)l all features in connection with the river and harbour. lure is no clash of anthoritv or shiltin.s,' of respoiisihililv. lliere is onlv oiu- authontv. Silwitw'i. -The success of Cdas^ow. as a port, is .hie in a lar-e de^;ree to her situation. The harbour is not on a line ol a '.jreal trade route, but it is Mtuate.l in the trade centre of Scotland, , , , • • . 1 .- ()wiii« to its situation, its comnurce must larKely be the inaritune trade ot Scotland. . .,., ... , • .; .. The harbour is situated in the heart ol (i!as-ow. 1 he Lh.le n.avisation extends to, ami includes. Fort Cdas^ow. i S miles down the river, I'assin- ( .leeiiock on to C.ourock. s miles further down, the river opens into the Hrth ol Llyde, which makes easv navigation 60 miles to the Mull of I^intyre and there opens ml.) tlie north channel of the Irish sea. \ri,urre throuRh railwav business. As, however, all mines and industrial works art- connected directlv l)v radwav, a verv large proportion of the business ol the port is handled in this way, ' The closest possible connection between the ships and the railway tracks is therefore necessary. (c) (\i(iii Sliif' to Wdnhoiisr l>y Carts. The third largest svstein of coiiveving the freight between the warehouses, stores, &c.. and the ships, is by carts, ami hauls are fre(iueiitly quite long on account of the river intersecting the business portion (jf the city. (,/) and (c) Lighters or canal barges are not the rule, and most ol the goods is discharged directlv on to the tjuay, . , , , a The facilities for the hamllitig of these tyjKS of business have been planned with care, and in the newest dock, unicjue appliances ol u very successlul and economic design were seen. 40 DEPARTilEXT OF MARISE .l.\7) FISHERIES 7-8 EDWARD VII., A. 1908 V. — I'oRT Types. TIk' liarhour may Ix; classed under two distinct subdivisions: — ''/) Riverside ([uays or jetties; ('') Tidal basins. I'p to a certain stage of extension, riverside (|uays were the natural type. This system, however, not bein^ adaptable for extension and concentration of business, docks had to Ix- resorted to. The first dock, the Kingston Dock, was oixiied in I.S67; the second, the Uueen's Dock, was commenced in iSyo and com- pleted in iS.s,). These are really tidal basins and not wet docks, as there are no gates or locks, and the water level lluctuates with the tide, the range of which is about <) to i i feet. Two other docks or tidal basins have been constructed since the completion of the Oueen's Dock, viz., the Prince's Dock and the Rothesay Dock. Another, the Vorkhill Hasin, is now under construction. The proportion .)f wharfage accommodation for vessels is approximately ds follows; — Riverside Cjuays 45 per cent. Tidal basins. -V large ])roix)rtion of the riverside <|uays are available and used for smaller vessels, ferries, and market boats. In the i)asins, concentration is jjossible, and almost all whurf space is avail- able for large sleamshii)s. VI. -Dry Docks. The harbour is provided with five graving docks. Three belong to the Clyde Navigation, atul the other two are in connection with private shipbuilding yards. The three Clyde Navigation dry docks vary from 551 to SSo feet in length, and the entrance depth at high water, springs, from 2 ? to 26^ feet. No. 3 dock, which is 880 feet long, and has an entrance width of 8,^ feet, is really double, having a pair of inside gates, making one dock 460 feet and another 420 feet long. This was constructed departmentallv, and is in itself a tribute to the skill of the stafi of the Trustees. There are no fioating docks in the pfjrt of C.lasgow, but there are several patent slipways of from 200 to Sotj feet long and draught of from 5 to 17 feet, owned privately. \TI. — Appro.xch Ch.wnels. From Port Glasgow up the River Clyde, 18 miles to Glasgow, the approach channel is almost as much a canal as the Suez canal. Regulation of the river banks and systematic dredging have accomplished the wonderful transformation of a small stream, from being almost bevond tide water and unsuitable for any sort of navigation, into a waterway foroneof the imjxirtant commercial ports of the world. The average level of high water, spring tides, has remained practically un- changed up to Glasgow Bridge. Low water, however, has been lowered some 9 to II feet, which makes the present tidal range. The first improyements were commenced in 1773, and consisted in works for contracting the channel and dredging, and in 1775 the r'.epth had been increased from i i feet to 6* feet. The first steam dredging was commenced in 1824, and in 18^0 vessels of 15-feet draught ascended safely to Glasgow. HAHunrn roMMissiosHRx of moxthkal 4* SESSIONAL PAPER No. 21c Since 1S44 from which date statistics arc available the miinhcr of cubic yards dredged, in the river and docks, has amounted t(. about 7;„«),N FOR VeSSKI.S. The total length of ([uav front in Glasgow harbour is about 10 miles. \bout ^ ) ixT cent of this is devoted to the trans-oceanic trade, about 20 pt-r cent to the coal and mineral traffic, and the remainder to general, coasting and river services. , . .,, At least 40 ocean sliips may be accommodated with berths at one tune, with shed accommodation. . For the mineral and coal traffic there are about 20 berths available. The length of the main part of the harbour is about i \ miles, and the greatest width at the docks, about k mile: all convenient to the business part of the city. The widths of the piers vary from 2.h) to 250 feet, and the widths ol the basins from 2(x) to 31x3 feet. IX. —Port Eqi'ipment. .S/(t f7>///7,'/A;> 7-8 EDWARD VI!., A. 1908 Till' tyjK- of sliids i> l)()tli siiiy;li' :iiiil (luiildc ston \ . lliiv an- I'rom 71110 75 iVil \vi(k-, tliv i-()iiil)iiu(l Kiiijili liiiiij; luarK il iiiiKs and tlu' total lloor area iKarl\- so acris. TIk' appliamvs for ixiliaiiniiit; larLjo IhIwiih tin- iipi^r and lower lloors, art' dniti's of a ^]K'(.iallv (Usi.;iu|Hr lloors ari' onh n>id for inward car^jo wliicli can coti- vtiiiintlN he (Kscindrd in tliv clniti-s. Ilalilus, adaptahli' to llii' crani-s, ari' also a\ailal)li' for luax >• ])ackani-s. (■;./)(. v.Tlirt'i' tyiH's an- in n^o. sttani, lixdranlii- and iliclrio. All the lu wir cranes ari' clictric. In all. there are ovir hm) cranes in the port. I)esides several shore cranes with a ca])acit\' of np to 150 tons. 1 he i'(inii)ment of tlie new Rotiiesas 1 )ock is of esixcial inlenst. The electric power Reneratini; station, from the boilers to the lar^'e ent,'iiies directlv coupled to the i^eiierators of a conihinid capacity of },,}ii><) k.. is of the latest desi;;!! and a model of construction. I'^lectric cranes, ca|)stans, turntahles, coal hoists, and litjlitint;, all of the l.itest i)atterns for the ser\ ices the\ are intended, are installed, and all supplied with power from the j^eiieratini; station. Ildthouy k'ail-.^iiy^. .VII the princip.d docks are connected li\ rail with the \arious niilwae terminals. rill' (liscliar;;ini,' and loadini; of slii])s is done luider license from thi' Irnslics, 1)V master porters. ihe\- nia\ be either the shipowners or slexedores, or ])rincipal consi^'iieis. Paeka.tjis dischar^^'ed are sorted hy this aulliorit\, as received from the ship's sliiii^s, and there is a ijre.il relief in the olit, lining' and remo\in;; of the goods. Amoni; some of the regular lines, it is the i)ractice to unload at one berth and then remove to aiiolht r berth to load. The disadvantaf^e is that loading and discharging cannot, in tli.ii case. I>e done ^innillaneousK X. -I'oKT .\l)MI\ISri^\TI()\. \'p to the year iSjs, the magistrates and the lown Council of C.lasgow were the Ri\er and Harbour Authorit\. The first representation of the sliii)i)ing and trade interests were addi-d to the Trustees in that vear. At \ari(ius times changis haxt- been made in the representation luitil now the number of Trustees is 4.'. composed of representati\es of the citv and of the various municipalities adjoining the jxirt. of the Chamber of Commerce, of the trades and of the shipping. This is now the authority having full and comi)lele ])owers and jurisdiction o\er the jxjrt and the ri\er, down to I'ort (ilasgow. With such exclusive authority a very full and comiilete organization is possible, with an ellicient stafT and jjlant for the projxr carrying out of the administration and construction of the jMirt and its facilities. All of the dredging and most of the construction work is carried on depart- menlall\- under the skilled engineers and trained otTicers of the Trustees. The Trustees have borrowing power, by Act of Parliament, as well as authoritv f<)r the lew ing of dues on vessels and goods, to pa\- for the cost and maintenance of the works, equipment, improvements and supervision. Pilotage is compulsory between the Tail of the Hank, near C.reenock, and Glasgow, a distance of about jj miles. There are 26 C.lasgow pilots for the out- ward vovage and 20 Greenock pilots for the inward trip up the river. ii.Miiunn ( <>MMi> (lirivid I'rom vissils and tin iviiiiiiiiini; limii ».-,ir.;i> aiul otlur si>iiriH>. Wss.!-, .Mini n..iu ilu Iiiiltd K.iiii,'(li>iii. ptr u-isitrKi ton: |.,v, ,v.N " "^'■"'<"^- nut wards (. (.s •• Ktitts on (!i>0(is, pel ton. Ironniv, " "'' Stoiu. vVo . " "^ Himkiroial. .i,'raiii, \-o " -4; Tiinhir, \c . . " >" Castiii«s, \j " '^" CdUou, lorj;inKS, niachiiicry, coal products, \c <> 4«) A'll^ V joi Cranes. W'luirf crams, jx^r dav of \2 hours . . . 4 S; Larijc cranes, under , ■ tons, per Ion i '" ( )vi r 71 > tons '47 K,iU < jo, i}u.i\ Kent on Coo,!, luyon,! Aiitlioiizr.l Tin,. ■•; 4>< '"""^ "/'"• /''* y> I'crhoiir. I'ur cvir\- sul)M(|iH lit hour ' -- R. ntal oj Slicilf. This is included in the ahove rates. I'llot.liie. From C.reenock or Tail of Hank to (Vlasuow, or viee ;v)\c(, 22 miles, for vessels drawing 15 feet or upwards, ])er foot of draught ' 4.s h'liilwiiyi. The handling of railway tralTic heiiiK operated hy the railway companies, the rates arc included in the freight rates. XII. ThK 1''I\.\NCI.\I. SlTf.STlMN. The capital exixnditure on the river improvements, the harbour, i)lant, vessels, sheds and c ear of 54,300,000 (X) 44 DEPAttTMKST OF MARISE .WD FlSUEIitES The revenue fn.ni all sourcis f„r iQof,-; amounted loiinage dues on vessels ^ Dues on >joods - Wharf and coalinj; au\. .Ik- lidc Uinll ™l. S,» ,;,';;!', ""•■ ■"" ""■"*■'' '>>■ »"-^ ">""« "■"■'• '»ngc. „t consScSi.""'" ^"'"'■^ °^ foundations add character and permanence to the ^.^^Jhe dry dock No. 3 is a splendid specimen of engineering skill and construc- nuKlSn'S: /S?Sa,^^S ^^i^ "•"''''"^"^- '^ '^ "'-'^' "^ "P^" ''^^e accom- and mSnefiotni^t'oj;:" ";"" 7-"" -"-/he river cannot he n.ade the foresight to SsJS^i,™ ^ tC dil^cS^melr ^'^^ '^^ ^IV. — General Impressions. speciluntS ''■°'" "''''^ ''°""'^"' ''^^ ^'^ ^ ^^^^t '■'^'-t been modelled, is of the SiS^o? ctgoS^S; tii: "Ir'^^-'f 7^^ ^-^h of the industries in sound principles and enere of he^nefnr ^^'^.P'"""* °^ ^^^ ^''' ^"^ t^e agement. ^' '^"^ P^^'P''^' ''"'^ "^ ^^^^ greatest possible encour- IIARBnl II ((tMillsslOSKKS OF UOyTPHMj 45 SESSIONAL PAPER No. 21c I'OUT OF MANCHKSTKU. 1. InTKoIM CTION'. MaiK-liisttr, with lur |X)iHilatJ mid ol an oixii watirway to ihc sia. AltliouKli liir distance from the sia did not ixtiiul (*> niiUs, her ininicnsi' hiisimss felt the strain of coinjxtitive conthtions iin|x)sed l)v the transfer charges through the jx)rt of I,i\ir|XM)l and the rail haul from that iH)iiit. The foneeiUion of passing hv the i)ort of LiverixM)l and digging out a eanal ,vs4 miles long with a bottom width varving from i.^o to iSu feet, giving a depth of 26 feet of water, sfMm to lx> completed to 2,« feet throngliout its entire length, was indeed a hold (•once])tion involving far sighted business aciuneii. faith in the future, and enormous sacrifice. II. -Oci AN HisiM ss. Manchester has direct (X-ean trade with Canada, largely due to the interprise of Sir Christopher Furness and a group of inlhieiitial business men ass(Kiated with him. Grain, timber, cattle, pnxluce, and fruit find a market of iiearly 15 millions within a radius of kx) miles, and of S.:2(k>»»> within a radius of ,s'> miles. She has also direct lines putting her in touch with the principal American ix)rts, including Boston. New York, Philadelphia. .New Orleans, C.alveston, Savannah, Mobile. She is the first fruit jxirt in the Kingdom, and her proximity toShefiield, Birmingham, and other large manufacturing centres, provide the output for regular return cargoes. ... Regular lines nin to Canada, United States pf)rts, as well as South .America, tralia, Bombay, Persian Gulf, Alexandria, Norway-, neiimark, Russia. Austr III. -Fk.\tiki:s of Siccess. It was not until the vear 1SS5 that the undertaking was determined. In that vear, bv Act of Parliament, the Manchester Ship Canal Company was formed with a capital providing an ex]X'nditure of S.so.ckxi.ixk). This capital, however, proved inadequate for completion and full e,(mh) for this ])urix)se was borro-Md fnmi the City of Manchester in iSyi, and Sio,(x», A'.ii/ai/i'.f Diiict. All the piers are e(|uipped with single and double rails at the ship side, afford- ing ample facilities for the handling of cargoes direct. (c) (kiiin Slii/y to IWocIioiim- hy Wlinlc. I'nder the control of the port are innumerable warehouses to which cargo is brought by means of railway ears and by horse vehicle. (d) (>(■.(;)( Shi ft to Wanhousi ^v Liiihtir. Considerable portion of the port's business is transacted by meat )f "por - toons " which moor alongside the ship at her berth and permit t'.K- diM-liarging of cargo simultaneouslv to the (juay and overside on to the pontoon. The pontoon can be towed anywhere, and affords additional storage and effects despatch. 46 hKI'.\l!i\li:\T or MARISt: IV/J FIsliruiES 7-8 EDWARD VII., A. 1908 \' I'likl I \ l'I> 11k- iMiial iiMll' i- tidal lor a distaiiiv id -• i iiiiU>, and tlurr an- livi- >»vstcins nl" locks. Ilif Iarj,'(.Nt (.1 wliii-li (at tin- iiilramv at I'iaslliaiii) is fHM. iVit loii^ and S.» lilt widi-. Tlu- utliir lai^r liM-ks art' (*», I'li t Inni; and t lilt I«in« by 45 iVit Ihis i-anal is availal.li- lor vi-.,sils as larifi' as SV) ffit l)v (!.' flit Midi', and drawing,' .'(. iiii u\ ualir. Ip to tin- j)risiiit tiint-. liouiviT. till' larmst sliip nsinj tin- laiial has hiiii sm, i,it in Im-tli uitli a totMiaw Ol 1 J.C M M > tolls, Mancliistir riiirc is a ri- of :;\ I'tit (1 iuilks inmi tin mouth ol tin lanal to \ I 'IK-, Di.iK- 1 wo i,'ra\inu doiks o|Hr,iti(l l.\ an indi|Kihl(nl ooni|)an\, lalli-d tin- i-lustiT Dry Docks Coini)anv," art- also witliin tin- Dock l^tali- Man- \'II. -Ai'IKmacii Cii.\N\r;i.. All shipi.inj,' tradiii;; t(j Manclnsicr passes up the Mcrsiv past !.i> rrpool to hastliain, where is silnated tlie entrance to the Maiicliesier Ship Can il. In the Ursl section of tlu- canal, vi/.. from l-.isiham to I.atchloid. a distance of ji miles, the increased d.-pth to j.s feet as nanu-d al»o\e has heen ol)taine;c docks at Manchester. V'lII. — Atci>MMiii).\Tiii\ r,,i< \'i:ssi,i„s. The Manchester docks extend over an area of .ibout 400 acres, witliin which IS included a water space of 120 acres, a (|uav h-nj-th of 6', miles, and a nnavaire area ol 286 acres. ' 1 . s Twenty three miles below Manchester, at Runcorn, arc further docks bclono-. in.i,' to the conipanv, covering an area of 7(. acres, of which 1 s are water As the entire harbour dexelopmeiit of M.mchester h.is been coried out since i.s.>o and in which the experience of other ports has been wicUlv availed of it stands almost unrivalled as a collectinj^ and .listribntini,^ p.,inl l-or this reason the lenRth and wi.lth of the docks, the lloor area n{ its transit accommodation and the nature ot its e(|uipnient are particiilarlv interestinj;. The dimensions of the docks, of which there are nine, are ,is follows - I'eet. Feel. 0."- • 700 bv IJ,, ^"."■ ^ '..- ■• ISO •^O. 4 V-. •• ISO \o. 5 (partiallv-constructed). . . ,,s„ --,, \o. 6 ,-,>■■ T,- ^o. 7 , ,(H. ■• ^.= ^°-^ ...UO •• .so and the principal ones of these are equipix-d with transit >he(ls fi\ e storevs high. ■ROI IIMIII'H It rMl/l//.s>7n\7,7.'> of Mn\l HI \1. 47 SeSSIONAL PAPER No. 21c 1\ I'. .i;i I "_\ lI'Ml:^ r. 111. slii :iri- two, tlinr, aii.l lutii stuivvs liiuli ; llir ILimis .ukI n.ui .m i).ivi(I uilh aspliiill ; tlu n...!, iKiiii,' plalltuil In il^"'>r.l an i \tr.i •itnivv. is |1 it llu lu i-lil ul llu- ivilitii,' ni llif l.nlli.iii llcH.r i' i'> 1>«1 <. iiiilu- .iii.l tli. ollui ll'"ii- ■) i>«l '• infills. .,.,,,, 1 Wliii-ular tratVn- is ii"t iiiallv
  • iu willmi llu- slml. Imi uluii sp.m is availahk-, willi llu pi riiiis,i(iii ol llu- Hock .\iilliuril \ , viliiil.s an allt.A..! iiisi.l,- at slalid iiiUrvals Wluii llif slud, li..\\, m r. is itill i>l iar;;n llu- \. liiil.s i. iii.iiii uiUsi tluiii < 'n llu iitiur si.U' of llu- tuuii slu.ls is an ovi-rhaiiu uliiili pn.i'Ks prMt. i-ti.'ti l..i t.aiiis and i.iis alnii->i(l. in Im.I wiallu-r , , , llu- iiuaiis ..I n.nunnnii-.itioii lutwi-'n llu ll.n.rs uilliin llu sli,,l it,, li at.- Iiv a svsti-iii <>i .Krtrii ii:;i;.-rs, i-aoli .\ I'u- •'..o(!s luiiii; (U-iH.siti-d at llu- r.-ciiiin-d spul !r..iii uliiili llu-\ an ttiu-k.-.l and surlid riu-n- an- list-d crams al llu- . luls ..1 tlu sju-.ls on llu- t.i,,i mr li.u.riin,' -.mmIs into cars ..r carts, and tlu- n>.'i i- ns.d for sncli car-^or, .is hiinl.ir. nil. c.i-k ?rci«lit. or anvlliiiv^ tlial d.-cs iii.l 1 i|uin- cover. In '• .--p. ri.-nci- o| tlu- 1 >... k Companv it costs no more to put tlu- ^'oihIs ..ii llu- up > i" ■ or n.ul iliati it do.-s i.'i llu- tirsl lloor, and it lakes no loii-.-r to .liscliirijc -: . ..lu-llu r placi.l .m tlu- n,ui' or 1.11 llic .;,'rimiul lloor. I lie overli.uii,' plallornis on the wat.-r and shuu- si.k-s ol llie slu-iis extend 4 I'eel aiui an- titled on liin;;.-s to allmv tlu cram slinks irec-access to iliedil't'.reiil lloors. 1 lu- mol ol llu s. sluds is l,iiill tocairv ;.ic\vt pi-r siniarc \ard. ■ 1 1 ■ llu- shed eiinipiiunt ol tliis jiort alto^etlu-r cotisi->ts ol -,; transit -lu d> ol which 1 \ an- siii:^!e lloor, i two lloor, f. lime lloor, ,s lonr lloor, ami 1 J live lloor or storeys in hei«lu The latest t\p>s 01 sheds are all lour sli.n vs. including' tlu- Hat root', atul are Imili ol' lerm coiicnie. liy iisiii-^ this tnelhoil oi loncn-ie conslniction, it was staled that three lloors 111. iv I.e built lor the price ol two in aiiv other method ol' finpn.ol' coiislniclioii. kails an- laid in most cases Uvo tracks d.ep liilwieii tlu slml and th. water .d);e. This is ie|)eated on the shore sidi- ol tlu- shed, hut in tlu- e.itlier l.iiilt sluds the rails nuiv he seen within the shed itsell'. The crane c<|iii])ment is .s;, hydraulic, (),s steam, aii.l i)i electric eniiiis uilh a swill- ol" i(. to4i>leet atul liltin;; i')o\\ers of 1 to n. tons, r.iisini; to a hei,i,dil above rail level of .s.j feel. I'oiitoon sheers capable of ilealin;; with wiiijlils up to .-,1. tons are also pn)vided. iherc are speciallv pnivided cold lorat;.- accommodation for beef, mutton, and s])ecial accommodation for bananas, a ),'rain elevator, built alter the Cana.liaii fashion, with 11 capaciiv of 4o,ikk) tons, i.^ also within the I lock hastate. The rale at which ^tmu niav be dischariied 1- ,;,so Ions per lumr or iJ..si><> bushels This includes weishin,^^ s;ickin>;, and loadinj; into cars, carls. .)r b,(ri,'i-s. This capacity has been found to he inadeipiate and has been supi)leineiiU d b\ pneumatic appar- atus with a cajjacitv of 7.<> carcases more. 48 DEPARTMKST OF MAKIXt: ASft FISHERIES , ^ 7-8 EDWARD VII., A. 1908 Tilt' I'ort Authority is alsi) vested with tht- jiowcrs of a railway company by statute, and own and oixratc altojjitlicr i.',2 uiiks of railway, 60 locomotives, and i,,s:;oods are out of the ship, and a penaltv is charged on goods remaining uw the (|uays or in the transit sheds longer than 72 hours. I'iir iiihl Police I'li'ticlioii. A verv complete svstem of water patrol and land brigade organization exists, and is kept on an etTicieut basis. X. — I'oKT AdMIMSTK.MIOX. The Manchester Shi]) Canal Board consists of 21 directors, 1 1 being appointed bv the Corporation of Manchester. The chairman, however, is appointed by the directors elected by the shareholders. In i<)()4 the company succeeded in having the interest on the SJ^.'Hto.ono borrowed from the corporation reduced fnmi 4J to 3I per cent, that being the actual cost of the U)an to the corjx)ration. The amending Act of 1904 provides that for all time to come the corjKiratinn of the citv of Manchester sliall have the majority of the directors on the company's Board, and the S25. whole time to the affairs of the comj)an\', receives Si.s.ooo a year, and Si<),(kh) more is divided between the 20 other directors. The com])anv jjerforms the conservancy duties over the canal area. The coiiservancv authorit\- o\er the tidal portion of the water ajiproach to Manchester is divided between the Mersey Conservancy Conunissioners, whose authority is re(nnred for any contemi)lated work affecting the river, the Mersey Docks and Harbour Board, the I'pjHr Mersey Commissioners, and the Manchester Ship Canal Company. Pilotage in the canal is not com])ulsory. All pilots, however, oixrating within the jx)rt of Manchester, which includes the Manchester Ship Canal, are licensed by the eomi)any. XI. Port Cii.vrc.es. Ship dues are paid by vessels entering the ship canal, and are applied under three different heads according as the ship trades with section .\, B, or C, into which the 'Harbour and I'ort of Manchester" is divided. They are further classified according to point of departure and length of vnvage, and range from 27 cents per net registered ton. Only half the specified rates are charged pro%ided certain conditions are complied with, so that the average charge does not exceed 12 cents. iiAnnnrn rcnntis-^iosHiis or moxtreal 49 SESSIONAL PAPER No. 21c Other exceptions and variations are explained fully in the tariiT issued from time to time. ... . , , . A rental of 2 cents per net registered ton per week is charged after the lapse of allotted loading or unloading time prescribed by law. Towage is also under the company's jurisdiction, and the charges are there- fore regulated bv tariff. The canal company undertake to discharge or load the ships with their own men at so much a ton. according to a siH'cially ])repared rate sheet. The comi)anv also loads and discharge the ships with their own men, and charge the shipowner therefor the actual cost of labour and su]Hrinlendence, office expenses and material, and kj per cent and 2\ ])er cent premium to cover liabilitv for accident and losses. The shipowners may rec|uisition services of men at cost, plus 10 pu- cent, and work ihem under llieir own control, or i)ay i2\ jH-r cent and luivi tlu work done under the canal com])any's foremen. CraiKs are charged lor mider a tarilT at so much ])er hour. A maxiiiinni toll is uukU- of 25 cents per jxissinger. /',•// L'Ii.iil:. < on Hi, (io,hl^. j<,t\,}hl, hy III, (>wihi.f. Tolls and \vluirra,!.;i ehar-ts are made under :> classilud tariff, and avi K\ied against tlu- goods wlietlur tluv |)a>s over the quaxs or r,ot. XII. I'lWXel.M. SlIlAIMX The revemie of the ])i.rt is ndscd from eliar-ts on ll'e sliip and eliargis on the goods, shi]) dues being levii-d according to tariff, tin inaxiiniim of wliieli ii.iclies ^,S cents i)er net registired ton. The conip.un does not impose the maximum. The actual charges ])nv,iiling vary between : and i: cents per net registered ton. These dues are for the use of the slii]> canal. All vessels intering have, in addition to the Mancliestir charges, to ])a\ to ilu' Mirsty Hocks and Harbour Board dues for conservancy ])nrposis. XIll. iRT Hr.SICN .\\l> CiiXslKIX'TIi'N-. Turning a racecourse into the most modern dock in existence does not at first sight seem an attractive pro])osition. yet this is what has been done, and done so well and so thoroughly that a more or les> detail description cannot fail to be of interest. DFSCRII'TloN (IF ML niiCK. M.\\ciii:sTr.K. E\r.i..\N'n. The most }hU,iblt Xiiiiit^l, I'/ Fiiif^ii>i>i i'on\tiii,li,>ii ill l\ii.itiiH(i. Quay mulls hiiilt I'll iiin,l fyiiiKi/^l, . No. 9 dock, Manchester, owned by the Maiichestir Ship Canal Qompany. is considered the most notable example of lire])ro(3f construction in lingTand. The transit sheds are constructed throughout of reinforced concrete, and the enclosed areas (transit sheds) ha\e been divided by modern methods to reduce the danger from serious lire. Hock No. (J has been constructed on a portion of the sitt formerly occupied bv the Manchester racecourse, and purchased by the Manchester Ship Canal Company in looJ. The Mibsoil eonsi>ts of alluvial deposit sand, gravel, and boulder clav overlving red sandstone rock. The surface of the ground averaged 2\c-i so DEPARTMEXT OF MAHISE AM) FISBKRIES 7-8 EDWARD VII., A. 1906 about 2 feet below water level of the docks. The new dock has, therefore, been formed partly by excavation, partly by filling, no soil re(|uiring to be moved from the immediate neighbourhood of the dock. Rxcept for a short length at the westerly end, the rock was at too great a depth to lie reached by the foundations. The foundations of the quay wall are carried down to the boulder clay, the foundations for the sheds down to the gravel beds lying above the clav. The maximum load on foundations is ,^ tons per square foot. The length of the new dwk is 2.yiy> feet on the centre line; width, 250 feet; depth of water, 2S feet ; area of water in dock, 15^ acres; area of (|uays, roads, railwavs, &e., round the dock. 12S', acres. The (juav walls have been constructed on a novel ])rinciple, the quay being practicallv a long viaduct carried on arches. This was adopted — 1. As more economical under llie at' -ding local circumstances than a solid wall ; 2. .\s it jnils a vertical load on the fn-.iiulalions only, thus avoiding the risk of forward movement ; and ;,. As the water tlowiiig between the piers affords more comfortable berthage for large vessels and reduces ranging. The piers and arches are entirely constructed of 6 2.1 concrete formed of Portland cement and i)allast obtained from the excavations, stone plums being allowed within <> inches of the face work in the piers only. A granite fender course. ])rojecting 4I inches over the face line of the piers, prevents vessels from rubbing their bilges against these latter. The easterlv end of llu' dock is a solid concrete wall 20 feet thick, the viaduct type of wall being inadmissible here owing to the heavy weight which will be jnit on the grain elevator foundations which are immediatelv behind this length of wall. The face of the concrete (|uay wall above the fender course is composed of blue brickwork set in cement of an average thickness of 1 1 \ inches. The coping of the dock is of .Norwegian granite, 3 feet wide by 2 feet deep. Cast iron bollards of the hook type have lieen llxed in the coping every 75 feet. Behind the <[uav wall is a subway for hydraulic pressure, fresh-water mains, and electric cables, and behind this, for the whole length of the southerly wall and for 900 feet of the northerly quay, is a subway >) feet 9 inches wide by 6 feet 5 inches high, for belts to carry grain direct from the ship to the grain elevator at the east end of the dock. Inlets for the grain are provided every 12 feet 6 inches, centres and centres, and it is intended to fix four l)elts in each subway. The quavs are provided with a crane road and two nuuiing roads, and are paved to a width of ,^7 feet from the ([uay wall with Haslingden setts. On the northerly side of the dock is an open quay for timber and other roug'.i cargoes. Ihe easterly end of the dock will be fKcupied by a grain elevator with a capa- city of 40,000 tons, the loundations of which are already constnicten. The designs of the elevator have been worked out by the John S. Metcalf Co. of Chicago. ()n the southerly side of the dock live transit sheds have been erected, four 425 feet and one 450 feet in length. The total length of the sheds is 2.150 feet and the width no feet, each sited having four floors, including the Hat roof. The area of the lloor space in the sheds is about 22 acres. The sheds are divided by a roadway 25 feet wide, and are connected by gangways between each floor. In addition, the sheds have a fire resisting partition with steel sliding doors down the middle. The height of the ground floor, 16 feet 6 inches; the upjier floor 10 feet 6 inches, floor to floor. The front of the shed is closed with steel sliding doors, the back of each shed being provided with five loading-out teagles fitted with electric hoists, and all the windows are glazed with wire glass ("Mississippi" process), manufactured by Filkington Bros., Ltd., St. Helens, Lancashire. HARBOUR COililliiSlOXERS OF ilOXTREAL 51 SESSIONAL PAPER No. 21c The loading' out tcagles are carried on a verandah, enabling trucks to be loaded or unloadi-d under shelter from the weather. The sheds have Ikcii constructed of reinforced concrete and were completed in 1 8 months; the >trens:th of lloors for a working load of 3,000 pounds per square yard tested to 4,500 pr>unds. The docks and slieds are ecjuipjied with electric machinery, electric cranes being used on the (|uay side with jibs capable of lifting 3,000 jxjund loads from a vessel's hold to all the lloors. At the corner of each r(K)f a ^,000 poinid fixed electric crane is provided, and each shed has an electric hoist fitted in each of the ten les. The floors of the sheds are covered with asphalt. The total cost of the dock was alxnit Si.scKj.ooo. The engineer was W. Henry Hunter; the contractors were Henry Lovatt, Ltd., Wolverlianiptoii and I.oiuinii, for the docks, and Henry Lovatt, Ltd., Wolverhampton, and M. \ielor Hnieder. of Paris, for the sluds. XIV. -(ii;.M:K.\i. Imimf Siccess. Bristol's development has been achieved at very considerable sacrifice iUid cost As eariv as 1803 a new course for the river was cUenietl necessary, i'or thispurpose, ij miles of the Avon were converted into a lloatniR harbour, at a cost of $i,ooo,cL, with a maximum depth of 23 feet. In turmng the old course of the River Avon into a closed dock, a new bed had to be lound for the river I ins was done, and Uie old waterwav became a floating harbour lined with wharves, &c„afrordingadvantageous sites for industrial development. „t,:^,.n^. The port of Bristol occupies a strategic trade point, which geographically places her in, perhaps, the most advantageous position of any Port of the kingdonu Trade routed leading to Canadian (and American) ports arc ^^frter than frorn London or Liverpool, while at the same time the rail haul to the '-■e"trt o tne Birmingham District and South Wales is ,^5 nn^s nearer the former and i4> ""'es nearer the latter than Liverpool. . n„Hr.n Within a radius of 100 miles there is a population of 9„Sliiect. This handling method is developing more and more, and facilities . increased to meet the demand. (c) Ocean Ship to Warehouse. A fair proportion of the port's I)usine ■ is hamlled in this >vay. (d) Ocean Ship to Warehouse by IJghter or Canal liari:,e. Bristol's connection l)v inland waterway with all important canal systems makes this a i«)piilar method of enhancing distril)Ution. V. — Port Types. The iKJrt consists of three different centres, the oldest of which is known as the Citv Docks, within the cilv itself, and api)ro:.ehed by the River Avon. All three arc svstems of wet docks. Wssels 325 l^et long with a maxinunn dralt of ^-> feet enter the Bristol Cilv Docks, vessels with deeper draft being liglUered in the Basin. These docks arc 'considered reachable by any vessel drawing not more than 22 feet of water. At these docks the depth of water on the sill is— Mean spring tides ^^ [.^■'-]|' Mean neap tides -^ "■'"• The length of entrance is 350 feet, and width 62 feet. 64 DEPARTUEXT OF MARISE AXD FISHERIES 7-8 EDWARD VII., A. 1906 Portishcad Docks, situated at the mouth of the Avon, have a water area of 1 2 acres, a qua\ length of 943 yards, and a shed area of .s i ,000 square yards. This dock is specially fitted to haiidle the grain and timber trade and wood goods. Twelve acres of specially equipped stacking ground for timber alongside these docks make the handling of timber rapid and economic. Five hundred and seventv five standards of timber have been unloaded here inside of 40 hours. Aivnmottth Docks, seven miles from the city on the north bank of the river at its mouth, are the most important. Separated from the open sea by massive sea gates and lock entrances, these docks provide transhipping facilities for the largest ships, both passenger and freight. The walls of the Royal Edward Dock have been built of concrete, lined with brick, and, with its granaries, two-storey concrete transit sheds, and^ their crane and conveyer equipment, together with an immense dry dock, will cost Si.s.ooo.ooo. VI. — Dry Docks. One of the largest dry docks in England at Avonmouth, with an entrance of 100 feet wide and a clear length of 014 feet, is nearly completed. The City Docks are equipped with a dry dock'-^ig feet in length, an entrance of 48 feet wide and with 1 1 feet 6 inches of water on the sill. There are in addition two dry docks privately owned: one 540 feet, with an entrance 52 feet wide and 14 feet 6 inches depth of water on the sill: the other 300 feet long, 57 fet t wide, and 12 feet 3 inches depth of water on the sill. VII. — Appro.vcii Cii.WNni,. The Bristol Cliainul is a broad clear waterway on the southwest coast of England, leading direct to the ocean. It is the estuary of the River Severn, and affords safe navigation right up to Kingroad, one mile from Avonmouth Docks, where shi])s of all sizes and at all stages of the tide can find good anchorage. VIII. — ACCOMMOU.VTIOX FOR SHIPS. Quay Lengtli. Water .\rea. Slin,! Are:t. Yds. Acres. Sq. yd:*. City Docks 4.89S 83 66.730 Portishcad 943 — 5 1 .ofxi Avonmouth 3.277 49 i,so,(kk) This will give Bristol- 0.1 iS yards (|Uay. 144 acres wet docks. 267,01x3 square yards shed area. IX. — Port Eqiipment. Around the City Docks at intervals are placed single and double-storey sheds, the newest type of which being double-storey, flat roofed, with cranes on the roof. The shed accommodation around these docks has an area of about 20 acres, and are approached by railway service between the edge of the shed and the water. H.IRHOIR COilMlfslOSKKft OF VUSTIi'KAr SESSIONAL PAPER No. 21c 56 Xel Areu. y s!,.-a.. ZshC'l.. Ix'nclli. Sc|. ft. S.|. V'l". I I. 4>i.4.17 ."..l'.« .'7.'> 3J.77S :i,(il.' L'i"i IIkiort. Wi.lih. 1 1, ill". 1 I L' 1' (•3 II Crnunil Kl<«>r to uiitler «iile nf Jiiiiiti*. It. ill?. I. -I r i:. ( Upp»r Moor to ( filiiiK or Ti« Uml» of Hoof. Ft. ins 12 1 hiy an- tciitippcd with electric cranes with a hitiiis; capacity of 2 tons. Each has a Hat roof upon > 'lich the cranes are erected, and on which any ordniarv rouifh cargo can l>e temp .rily stowed. Re-deHverv from npper lloors is chielly efTected hv means of cluites, gantries being provided for luavy goods. A grain elevator is also provided with a capacity of =;S,i)(hi (piarters. and special warehonses have been hiiilt bv the Citv for the reception of tobacco. Tluse warellonse^. are the thiest of their kind seen anywhere; one is Iniilt of stone, brick, cement mortar thronghont ; the other is bnilt of reinforced concrete entirely. Tlie dimensions of these warehouses are :— Nrl Ari-:i. Sq. ft. 197, 3M1 .-,. y.ls. iil.WI Icniitli. !•■(. iim. Wi.lili, 10:; Ih'iL'lit. ll. iii> ."» hascni'Mit. .*! L'ri'lllni fll'OI .'i iipp'T tioor. II ti.p fl.wir. The cquipmcnl of each consists of two electric goods lifts with .i capacity of 35 cwts. each, a passenger lift, and a •ivdraulic press for packing ptirpo'^es, and each has a nominal capacitv for some i i.ooo casks of tobacco. The second one in course of construction and nearlv completed will be simi- larlv equipped. . . • , i ■ In the first tobacco warehouse visited there was in operation a single rail man drive transporter electrieallv efiuipi)ed, running overhead susi)ended Irom a l)eain, running the entire width of the ground iloor and passing out over the drixe wax- about ,^o feet, enabling the taking of goods from the Iloor of the warehouse and delivering outside to trucks, or vie, ;rrfiJ. .... n Hydraulic, electric, and steam cranes of different capacities line the walls of thisCitv Dock development, and cold storage is also provided. The grain elevator at Avonmouth has a caixicitv of 50,00') (juarters, and is situated awav from the dock, but is connected with it by an underground passage containing the conveyer belts, carrying the grain from the vessels discharging at the sheds. . •, r . Each double-story shed will have six movable cranes with a capacity of a ton and a half each. . . Railwavs will completely surround the dock, leading to an ex. e sUunting yard for the sorting of freight. . , j- Special fruit warehouses have been erected to take care of the West Indies banana trade. From nothing in i^oi this trade now kccp^ busy a regular line of steamers \vith a weeklv cargo of ^ i , cents i)er ton. The charges on the shij) are i)ayable on entry within the port; on gocxls inwards before the landing thereof, and on goods outward before the shi])ment. XII. — I-INANCIAI, SiTUATKjN. The investment of capital in the de\elo])nient of the port by the Cor])oratioii amounts to Sj7,5>7'»\/./.'.> nF MOXTRKAL 57 SESSIONAL PAPER No. 21c TlR. luct that tlK. C.uat Wistcrii, Micllaiul. London an.l N<.rth }\^f^:"'' Lonclo ami South Western Kailways have cHr-t access wuh t»>^; • "^;!; \' ^ Docks, while the Avonnun.th Docks are in nnme.hate f """"""'^■^'»"" .^V ' ,^^ Great Western and Midland Railways. on«ht to he the means of deselopnis aft- a ranuenunts for the handlin« of through l.nsiness that w.l keep tlu e v docks at Avonnionth In.sy. an.l Bristol will Ik- n. a ,«.s.t.on to take care of it economically anil with despatch. I'OUT OF LWROIFF. 1. lNTK<>I)ri;TlHN. CanlitT, the great coal port of Wales, i> situated at the head of the Bristol Channel on the eastern bank of the River ^ever^. Population, i7,s,o<)v Srceicss. A commanding position cm the o,x..n sea. harmony of control. ^■'>';«'';^;'';;» management, together with her proximitv to vnst coal areas, have conihmed to make Cardiff the Inrgest exporting port for Welsh coal u. the kmg.h.m. IV.^Tvrics OF Port BrsiNicss. The principal imports of Cardiff are iron ore. pig iron, timber and -leals pit wc,o,l, grain and Hour, general nurchandise, the total ol which ... i,,,r, amounted to 2,ioS,(MM) tons. . , • 1 .. I ,,;. .>,,,. Her exports consist of coal and coke, pale.it inel. ..on and steel raiK a..oo to.is. V Port IviM-s. The port 01 Canhff is a wet dock .Uvelopme.it exclusivelv. owing to the •mat ra.ige of tide prevailing in the Hr.slol Channel. The depth of water in the .liffereiit docks ranges in.m n to .^2 leet, tlitrc being— . , , S.S(K. feel of I,', feet to 1.) leet deplli. .s.-MH) ^2 •' to .;; feel depth. •„,.„; The length of entrance lock ranges fn.m i.s-- to S.so .eel and tli*;' ;^'" ' «f these locks varies fro,,. ,6 to .,<. feet. The depth o, water o.. the lock s lis low water ranges from 2 feel to .5 feet 6 i..ches: at h.gh water Iron, ..s leet -> mehes to ^2 feet. VI. -Dry Dmcks. Thirteen drv docks serve the business of the port, the largest of which is 600 by 60 feet wide, and the depth on the blocks at h.gh water is 27 teet. m DEPART.VF\T OF M ARISE A\D FISHERIES 7-8 EDWARD VII., A. 1908 VII. — Api'Ruacii Cuax.nels. As Cardiff is practically approachable from the open sea through the Bristol Channel, the length and width of the channel are practically milnnited. The depth, however, at the entrance channel leading to the dI).\TI()\ Fi>R \'i;SSIiI.>. 1 lie devel()])nient of the harbour dates from iS^cj, and !iow has a w.iter area of If) I ', acres, and a total length of <|uays of ,VS.^>.V> feet or (>,' miles. In addition to the above described dock deveio])nuiil there are J4 acres of timber ponds with a depth varying from (1 to S feet. IX.— Fort 1'"oi;ipmi:nt. The ix)rt of CardilT, tap])ing as it does the immense Welsh coal area^ become practically an ex])()rting port for coal, and there are 6(i fixed and mm le cranes s]X'cially btiiit for the purjiose of handling efliciently and ecoiKHiiii ,lly this business. The cranes lia\e a capacity of ,^50 tons an hour. Such is their eflicicncy that 6.7(K) tons have been loaded into a single steamer in 11 iiours. The method employed is a system evolved and patented Ijy Messrs. Lewis and Hunter of CardilT. I-lach car load of coal is automatically tippc"d into the cage carrying 10 tons. This cage is lifted bodily by the crane and lowered into the hold of the ship, where, by further mechanical contrivances the bottom of the cage, which is conical, slips down, and the weight of the coal goes out in four diiTereiit directions, jiractically trimming itself in the hold. Through this method of handling, the coal does not mule o breaking up in the loading and preserves very largely its quality and form. '. ■ claim is made that this method of handling Welsh coal, as compared with other methods, saves at least one-third its elTiciency as fuel. Although Cardiff is now principally an exporting port, it is also the home headquarters of the London and North Western, Great Western, Midland, and Taft Railway Companies, all of which have access to the railway development on the docks consisting of 120 miles of track, the railway department of the Bute Docks Company oiKrating 29 engines to take care of this dock traffic. Cardiff, however, is planning to do a more extensive general business, and for this purpose certain transit sheds and warehouses have been provided along- side the docks. These transit sheds are of two types, single storey and double storey, are about forty feet away from the ship, with four lines of raiiwax- between the shed and the water, concrete floors and foundations, corrugated iron sides and roofs, with light structural iron trusses and skylights of glass; floor level 3 to 4 feet above the ground. Team traffic is served at the ends of the sheds only, no teams coming into the sheds. The double-storey sheds have wooden floors, the upper storey accommodating flour, lard, lumber, bacon, and fruit; openings in the floor every 20 feet in two rows for sliding down the cargo from the upper storey. Large hydraulic cranes on the water side between the shed and the ship for handling cnrgo from ship to shed and vice versa. Loading of cargo from the upper storey was witnessed, and the only means used were ordinary wooden slips. Other handling devices on the quay consist of heavy hydraulic cranes and capstans for moving the cars. HAHBOUR COMMlflSlOyERS OF VOyTRKAl SO SESSIONAL PAPER No. 21c The Dock Comtanv furnish thdr own hKht, their own hv.lr.uiHc powtr and have trackage accommodation for 2, .,. -o, , cars at one tnno. rhcrc >"'«''""»;■; cold storaKc area with us.cxx. cubic feet, and some accommcxlalion for cattU ""'^ Cardiff prepared itself to take on the cattle trade and devel.)p it. l.iiildinK' cattle lairs and chilled lloors for meat, an.l tried it for three vears without sueccsv Canadian cattle were too vomij? and not matured, and unsiutable tor the Hri is trade. Baltimore cattle were also tried. l)ut without aeeomphshinK' the disirtd end. the reason beinR that I.iverp.M,l eomiHtiiion in dead meat J^,^; <';"••;• y^T;'' Cardiff has a splendid eoinmunieatioti with all the raiiw.ivs ol (.real IU11..111. Tlie sliip's restioiisibilitv ceases Alien the jj.H.ds jkiss the ,hips rail. .siiip> are loaded and unloaded by cranes owiu.l bv tlu Canliff Kaiiwav Lompauv. and bv stivedores under their einplnv. , ,1 • ;., ,1, ■ 111 tin- case of pit wood, which is used lor pn.ppiiii; up iln' K'.dl<^i 'e- in tUc coal itiiiRs. most of which eoiues from Swe.Kii an.l I'nuio, lu kn-tli- oM. to 1; feet and ^ t'i f< inches thron-h; tlii^ is di^eh ir-.d bv liboi.r nnplnve.l villur l.s Consi',Miee or shijxjwiier uii(Kr special a>,'rcemenl. X -1'kKT .\liMI\MSTK.\ll'iN The , been tlu- result ol tlu- investment of pnv.iU- uio.u v. the entire docks at Cardiff beiuR under the control an.l nianr,o;enu-nt ;.), in which tlu- Slaniuis of nute holds the eomrolhng mleresi ,, .;k. .v The liKhtiiiR un. XI.- -I'liRT Cii.\Ri;i>. The charges apaiust tlu- ship consist of loniuiije v.aes on all shippin-.; v.iryim,' from a cents to i.^ cent< per rcRisiered ton, accordin- to tlu- sue ol tlu- vosei and the length of it'-, vovage. , . ,-^,u.r In addition to those tonna-e r.ites payable . at tlie rate per ton ner week for the first seven days of 2 cents, lor the second scncii davs of i.\ cents, and for everv week bevoiid the second week 6 ci-nt'-. " The use of Ijarges can be had at the rate of .S cents per ton Towage rates %vithiii the dock on vessels of 50 tons burthen b- 2in,n i.ms burthen range from 90 cents in the first class to Sift. 75 in the latter, aiul O'' ceiil> for everv additional k» tons or part thereof. ■ . , , /,> Wharfage rates are levied against the goods and range Irom 6 e. nts to (><> '^^^ Terminai charge is made under a regular schedule of rates per ton. .\li coal, howexer, is moved free, the tariff charges being against general cargo only. 1 he- total rail rate is charged and collected by the railways. 1 •.eluding the terminal rates, and the Railway Clearing House in London refunds the proportion to each. XII.— FlN.VNCIAl. SlTr.\TION'. The amount of monev invested in the development of Cardiff Dack- cannot be accuratelv ascertained.' but the capital of the Cardiff Railway ^?"M^i">- f""- trolling these docks is S^.S.ooo.ooo, and the Queen Alexandra De -k which has lately been constructed by money specially borrowed, cost bii.asc -- . W itii'Mti itr\r III- I I ii\i \\n ri-nf:h'/i s 7-8 EDWARD VII.. A. -908 I'OUTOI' '.ACASII I ON IVMC. I I \ TR. n I t, TIO.V nriiiKiiiK coals to Niwcasth !ias Iucmhp a fa'niliar provirh. In ai Hial practkv, howiwr, ///, ro,ih li,i:r hi, hi tin- I", :ii s; Uk- huKi- coal areas cxuiul- iiii; lor iiiili-s beneath the lulls that slope to! he i.t; ren -•H)n-il>le for the develop iiietit oi the port II. — I Kr..\s MrsiNESS. It is visited aiinnaliy hy 14,4;^ wssels, with .1 t reijisl. red toin Mj;e <,i \i\ nii'lion tons. .\s a shii)l)nildini,' jxirt it rivaN (".lasi;ou, ain! sends its prudnei ^ lo ail ])arts 01' the world, wliile as a [xiri of call for coal Mi])pli(> it i-. eon venientl . >.ilualnl, Willi access to the North Sea. III.- I'liATIRIiS OF SiCCKSS. Ihc development of this river jjower. which had its ')e(,'innin>; in the earlv liftics of last centnry, i-. particnlarly interi sting. Ihe idininistration of the jHirt liv the Cori)or,ition of the town of .Newcastle, whose control om r the River T\_iie lor centnries had retarded development, was the cause' of a new anthoritv IxinK brought to life by Act of I'arlianuiit . From the ijth century the town of .Newcastle was the sole antliurity of the (mrt. and If 'd its destine in unbroken control until the year i.sso. During these centuries. Ii<\ever, tlie Corjv>ratioii lailerth Sea, one of the- nearly a mile long, and the other considerably more than half a mile an opening into the harbour between the iw'o piei rads of i,kw feet the channel b\ le in developing to w ike up, as the f)ort can xcied 4(xi ton- so years a jo was \ould peri! t the :<• else th u', home Th.v r,;- V the ' \ llO -m ni' n\ r of tain. do !S ed, tlu sonrv ai ^Ig .at "M" /( \fimn n I (t MMlssinSHKs ot HO \ //.'/. I / 61 s 8ES';iONAL PAPER No. 2 c N.,nc i.l i "1 tlK o.onuuus .iiiVicult- -. lu.'.l.linK -^a ".'U- wiH.-l.ii-l H'- vioUut storm arid v^at., pn-ssun- mav Ik ...urr. ,1 iron, ilu t.ut thai i .. t.m.ula. ^m st.M s ,„ ihm- pk-.> wm- 1. ! i. 'S54. an nu- slauanl .»■ i th. v .^ pur has Iku, . U.nh no. -...Kt..l VwcastU' saii.lsal..niln.ulv -tt 'Ik'Iii- ,.illi. Kuii inland linni of i . 1 „n \uth.,nl nri r i. uUs I...... Ilu 1 -Tvr "T 1' KT Ilr^ ^!*- and I 111- 1 S'a. ^iiiphuiS.li;.. coal, xi-rt, an, , scmial car.., n.l tnniai Lum. Jw. lied with !!> liic^' nii)lianccs v. — T'lKT Lvi'i>. TK-n arc n.. idi p > ..r piers into ilu river. .Ml li iUa. l..|'- uvl .>■■ \^ rivcrsid, !- . -, "id tiers of ni...)rnii,'s ..r wai !'ci'.! ir, Ha •■ nrs and Am -vcrp, vliich i.mvidc water ...onn^s \> II nv , - nine auri-ast ui-re seen nio,)ri(l I-ich oi ilus, n;.". ring's cuisisis ,,1 tu.i ti'.atm^ ..i>l ;,,, ,rl acconli: ■ • h.- leii 'h of h. rtl. ru|nirinn«lhci r and re(|inrni- it. It ddiiii.n o tin.' river .lvvvl<>]HiKiil UmIi thei. lul !i 'lis, wii .le aitranct from the 1 vi.v ^» ale a! . lllo-i ,. N. A ii\ fell :u. I. iriii:; ^i i:i.ir\ ..\A.l iiu r- ■ks or i): AUh ri //,, ,,, Imj,.'-.. III. lit C'l; ■■■(-/ ,l\s . d Ho. j2\ acres in e.\uii!, ,iniM. ous waniumscs for the -loraj^e . mcrchaiidisv. !i. 'u ( iitr.oict- 111 tlu- 111 ; iiu - and a il 1 1 \ , uuiiiMlatinn liir ill kimN /<.■/.>««/»« to ilic .W'lth luistan A'lii/t.ii.V ( I"'' ■'" Tvne Dock. -Water area 50 acres m * Tidal basin. 10 acres. Situated near elusive of linil.er ponds,. lU.^nce of tile ri.-r. S'/i7i//i ■\ccomi;: 1 - „„^ Belonging to the Nortl Ivastern Radwas Company, . ne Dock, ;■, acres in extent. 02 DEPART ME\T OF MAHIXE A\D FISHERIES 7-8 EDWARD VII., A. 1908 Quays — Xorth Shields (belonging to the Tvnemouth Corporation) houth Shields (belonging to the South Shields Corporation) Newcastle Quay (belonging to the Newcastle Corporation) Uiteshead Quay (belonging to the Gateshead Corporation) And others. VI. — Dry Docks. Being a shipbuilding port there are innumerable drv and lloating rlocks owned by imvate lirnis or conii)anies, the largest of which has a 90-foot entrance IS 675 tict long, and has a depth of 2S feet. VII. — .\I'1'R(>.\C1I Cu.WNELS. The port of N\u castle, with its population of joo.oih, souls, i.s Mtuate.l 12 nui.s irom the North Sea, on the River Tvne. Tile River Tyne is navigubk- from Hedwiii Streams to the North Si a distance 01 „,i miles It has a channel depth varving fn.m .s feet at low wa'ter to |5 leet at high, and the approximate widths of the channel varv from is<. feet at Newburn to 7(K) icet at .Shields Harbour. The following lighthouses mark the harbour and river:— High and low lighthouses (North Shields). North I'ier lighthouse (85 feet high). vSouth I'ier lighthouse. Groyne lighthouse. whr.Ii'' jvholeof these lighthouses are muler the control of the Commissioners. who are the lighting and huoving atithoritv of the i)ort. The range of tide varies from 14 to i.sfeet at ordinarv sprin-'s Ihe river bed consists of soft sand and mud with stretches of solid rock An enormous amount of dredging has been re(|uirepout at the rate of 5ers ol 1 vne \. The expenditure l)y the Tyne Improvement CiMuniissioners in the river and dock improvement at the end of k^o; amounted to nearly SS,;,5(k),()(.(). The total revenue of the Tyne Improvement Commissioners for 1907 amounted to over >2,iS6,(xxj. Xlll. (ii;\i:r.\i. iMr-RnssMNs. The Commissioners ari' i)r<>cee(ling t" create a still deeper waterwav. and on the .^th lamuirv, 190,; deteniiined. on the reeommend.ilion of their eiiLjhieer. .Mr. James Walker, to continue (UepetiiTi^,' the ehainiel so as to ullimalelv obtain a minimum of ;,() feet at low water iiisUad of iJ.s. their policy being to dredge the river to a depth in advance of the size and draft of vessels freciuentiug it. '1 he River Tvne, through the foresight and energv of the Commission eslati- lislied in 1.S50, has made possible the launching of the greatest battleships and the greatest transatlantic liners built in the world. I'rom a river narrow, tor- tuous, and full of navigation dilTicuhies with a depth of '>i"ee; •» has been changed into a broad connnercial avemie of trade ])ermitting the I ,.jhing of the mam- moth "Mauretania" from the yards of .Messrs. Swan, Hunter and Wigham Richard- son, Limited. The river from I ledwin Streams to the sea, a distance of u)\ miles. has iK'Come a main thoroughfare on whose- banks have Ix-en built up a contin- uous industrial development hardly rivalled the world over. Among these great industrial works are the famous shipbuilding and armament works of Sir W. G. Armstrong, Whitworth Company., Limited, at Klswick. The investment of so large an amount of money in protective and de\elop- ment works on the river has, however, l)een amply justified by the great develop- ment in the port's business, which principally consists in coal for exjiort and timber for import. Last years, 1907, export of coal amounted to 17,85(^,000 tons. This import and export business of raw material is of course aside from the tremendous industrial development that has sprung up almost throughout the entire length of the navigable portion of the river. The shipbuilding yards of Messrs. Swan, Hunter and Wigham Richardson, Limited, established on the T\ne arc among the most important in Great Britain, as are also the huge steel armament works of Sir W. O. Armstrong, Whitworth Co., Limited, at Elswick. Both banks of the river are lined with industries, the chief among these being the following: — 1. Shipbuilding. 2. Ship repairing. 3. Chemical maimfactories. 4. Cement manufactories. 5. (Jrdnance works. 6. Ix-'ad works. 7. Brick works. II \intiii I,' ( i)]i\ii.<.V 14- «5- i6. 17- Chciiikal iiiamirc work- CriosotiiiR works. Iron and sti'i-l niunnfactorlf:-, Tinihir > ards and saw mills. Corn mills. Blast fmiKici-^. lU'tn]) and wire rojK' works. Crrindstoni' mannfactoriis. l'oU(.riis, &c., &c. (.•nsiinccrini; .md hoilir inakin;,' ^lu I'ORT or HAMIURC. 1. iNTKnurcriON. Hamhnn' is situated on a tidal river, r^' "'i'^-^ ''■•"" i'"^ "lomli. H'^ i.iTTlH-t inland ocean navigation iKjinl on the Uiver Ell.e. JlyvXuMi this ocean trail,. .. .. canal aiu' river svstem of water distnbntion. Mam Imes ol railwav n.nr:«,^' throuijhout the (Vernum empire also converge here. niakm« the studv .„ r.-r developme"^ ^•^''•y '"t^'''^-^t'"S »<••» h^'"- ''*^^'"^"''^ '" I"""^ ^" situation to the jH.rt of MotUreal^^^^^^^^ ^^^^^.^^ .^^ Europe, is a confederation ol states or i.n.vinees, each presided over bv a local Kovcrnmeiit. . . , , , . , . Hamburg is one of these states, and not only includes th. city but a sur- roundinsr area of considerable extent. ., , , , , i • • i .i The citv has a ixjpulation of S,v..elf manifes, in the steps tha were taken toestablish a great world port, and lor the seven succ..d,ng veJrs ■ ough land was quietlv acpiired by the state lo carry out its plans, W hole clistriAs containing streets." warehouses. .Iwellings. .Vc. were expropri.Ued in anticipation of this development. n.-<»ci;.\N lUsiM-.ss.. Being the distributing point for a large over ocean trade, the business coin- ing to Smburg bv ship comprises nearlv all the articles known to commerce. The HaSrg America.) Companv, one of the largest and most mllue.it.al shipping compass in the world, finds its headciuarters here and occupies a co„si,lerable 21c— 5 66 DEPARTllFyr OF MARiyf: -IVO Flf!HKIflE.^ 7-8 EDWARD VII.. A. 1908 All typt-s of vessels trade part of the harbour exclusively for its own business. with'Haniburg. - ,, , , • i ,v ... The number of vessels enlerinj; the iwrt ot Hamburg has mcreased Irom 1 ^ .KK) to I-- fxK) in five vears. and the tonnage in the same tune from .S,'«> cubic metres. III. — Fn.\TiRi;s OF Siccicss. The state owns the entire harbour area outright, and has provided consider- able reser\e areas for future development. ... r , . The bounties offered bv the (krman government tor the cultivation ol beci root nroducing as it has large ciuantities of beet-root sugar, se-nds to Hamburg •I lir'^-e part of its eNix)rts. which are carried away in ship-loads to other countries. Th'is" to'^ether with the great increase in manufactured products destined tor foreign markets, provides a large part of return cargoes leaving the jKirt. A It xil hi I y Port. Two special features in the scheme of development stand out as ix-culiar to the port- the first is the establishment of an auxiliary port, s'' miles away, at the mouth of the River Elbe, for the express accommodation of deep dratt Atlantic liners, whose- size prevents their coming up the river without lirst discharging a ixjrtion of their cargo to reduce their draft. Fnc Port. H\ far the most important feature, however, in the ports development con- sists in its free customs harbour or bonded warehouse district. This tree harbour is cut otT from the rest of the water area bv floating palisades in the river itselt, and the customs canal on the citv side. Into this harbour vessels come and go. dischartre their cargoes in part or whole into the warehouses with which it is pro- vided "These geoods niav be remanufactured and reshipped out again to foreign countries without the application of a customs tariff, or may remain in store until wanted within the German empire, and upon which the duty is only paid when deliverv out of the customs district is made. In the case ol reshipment inland b\ canal or river barge, this customs dutv is paid at the ix)int of destination. Siiips mav Ix- extensivelv renaired within this free district, emploving home-made nviterial and home labour without the exercise of the (krman customs tarifT. This has made it jxissible for Hamburg to become a collecting port for distribution of large cargws all over EuroiK-. and the advantage of Ix'ing able to store whole cargoes and redeliver in small parcels to suit customers and destination has created a verv valuable additional harbour business. H"(ii./i<.«,>.,v.— The warehouses within the free port have Ix-en built by a private corporation known as the "Freeport Warehousing Company." with the state of Hamburg as a partner, the state also taking part in the administration HARlioVK COMMl!>slOSKRfi OF UnyTREAL 67 SESSIONAL PAPER No. 21c and a share in the profits. The 'varehouses have been buiU, however, ami are maintained bv the company, who oixrate them under regular rules and tariff, having leased from the state for so years the ground on which they stand. At the end of 50 years the state has the option of becoming the owner ol them. In the free port district warehouses of modern type line the water iidcts leading to them. Thev are built of stone and brick, rest on pile foundations, and range from 6 to 12 storevs high. Into these is jxjssible the direct removal of cargoes which have first been dei)(>sited in the (iua\ sheds, there sorted and lightered to the warehouses. IV. — TVPF.S tiF I'oKT HlSINKSS. (,a) Oci\i» Slii[^ lo Coiislim^ Slii(^. A verv large and extensive grain trade is done in Hamburg from the Baltic ports in coasting vessels, or is sliipped from the large liners briniring grain from the Argentine and America into small coasting ships for distribution to other ports. The Handiurg-American Line themselves own several improved pneumatic floating elevators for purjKises of this trade. (b) (h;,iii Slii{^ lo A'lii/itdVA iliint. \^ all the railways leading to the iK)rt are owned by the state, (hi- puis under one single control the port, tlm canals and the railways. In her (ie\eloi)iiient Hamburg has provided railway coimminicalion of the most modern tvpt- to and from the piers in the harbour, all of which is being more aiul more ajipreciated bv merchants and shipowners. (c) ('n'ii)( Sliif^ to Wiinhruu hy Wliulr. Only a small amount of carr\ ing trade is dime from ship to warehouse by vehicle. (d) Oaan Sliif^ to 11 anhoiisc hy Lij:,htei: A very large pro|X)rtion of the jKirt's business is handled from ship to ware- house bv lighter. The splendid wareh' using development lining the dillerent water approaches to the harbour makes this a very desirable and economic method of handling goods. (c) Ocean Sliify lo Canal Bari^c. One thousand four hundred inland craft and s.'hh), river barges are devoted to this trade, which is growing every year in favour, much increasing the elliciency and despatch of the jwrt. . . Thf barge traffic of the port is among its prominent leatures. there are as many as 5,000 of these barges varying from uk) to 1 .5(k. tons, owned by private individuals or shipping companies. Against these barges no charges are imixised. About 22 per cent of the p,rt"s business is done by rail, 40 jxr cent by river boats, ID per cent by inland waterways and about 25 per cent on to cars through the different sheds. V. — Port Types. Hamburg is a tidal basin port, all her berths being approachable direct from the river without the necessity of locking in. This character of development 21c— 5J BB nh:i'\iriuH\r or \iMH\h: \\i> risiiHitiKs 7-8 EDWARD VII., A. 1908 has »mn dicickcl upon no doubt on account f.f the range of tide not exceeding 6 feet, and while there are gates which separate the different parts of the harbour all the basins have free access to the river. , -.i, , i .- ., The wharves used for sea going trallic are nearly all equippi-d with sheds lor deiK)siting. collecting, distributing and despatch of carg.xs. 1-roni the harbour, stretching out through different parts ot the city, are a scries of small waterwavs running direct to innuiuerahle warehouses and tactories. This affords one of the cheapest means of transport, and lacihtates the distribution of the large warehouse merchandise from time to time. VI. I>KV Docks. Hamburg possesses oulv one graving dock built as a basin out of masonrv, having adoi)ted floating drv'docks, of which she ix)ssesses 1 1. the largest ol whicli now takes a . -.ooo-ton ship. Another lloaling dry dock is under order ol vs.ooo tons capacitv. The description of docks here follows, and all ol them are owned and operated liy private individuals or coriMrations. Nam Uli.lim ari.l V..fs fli.aliini' 3. 4. Ilaniliiire AniPric-ali Straiii-l.ili ('"inpanv . 1'. Wiriikp. .\. li. Slulckin iHialiMu: ... ■ HeiherMieir Ciilnpaiu ft' MranileiihurB ■.noatintr .Villi at All.ma. K.>l.' M Anil .-ix iialPiit -lip- I"! l.l.-)(l t..ii>. atmi! iitr- : tliiatini; . . III lit 1 i.etiKtti t iv^r Hi,-a4tl. at ll'lL'' Sill 1 w at itlT. Honiark-. all. llnirani'P. ( It ■litl!lt\' iiiiitf-. Ki-<-i . l>.i. rt-et :i."i."i ■:;-; is IS Ill lift 4.IHKI toni. l>ituiMi-it'ii.- 11' I kM..»li. 1 lilt tint lariri'. :iii In lift 17..MHI tiillii. Call 111' ■*uiik ill ten tiiitititeMaiiil rai^^^l ill hflwii iiiiiiiites; ran lie tuweil tn ('u\!ia\eii. 4. Hi jtii 1 L'tilt 1.-.M ."n 41 IS 14 i:t 14 ir I'll lift "i.iKm ii.iK. In lift :t.(if^<.--ln connection with the floating dry docks are well ecjuipped repairing shops, all necessary appliances for repair work to ships, also under private authority and managemeut. VII,— Appro.xch Channels. The channel of the River Elbe may be said to begin at Cuxhaven, ,s6 miles below Hamburg pro])er. and is stated to have a minimum width and depth at low water of 650 feet and 26 feet resix-ctively. The range of tide is spring 6 16 feet, neap 5 So feet, and the llow of the river averages 4 miles per hour. The bed of the river is principally sand, and there are numerous bars collected at different points iK-tweeii Hamburg and the sea; uiwii one of these, off Schulau, the mean low water depth is i6i feet in the navigable channel. I'he larger vessels of the Hamburg- American Sleainship Line unload part of their cargo at Cuxhaven. and all the largest vessels have to wait for high water before entering Hamburg. n.\Rnni It I n\i]iissiii\riis nr \i<)\rh't:\i. SESSIONAL PAPER No. 21c From time lo time the naviRation of the river is made ditYicult l>v u.. i the ri4r. when the pilolage rates are double.l and .cel.reakers are e.nploNed, > in Vlll. -ACCOMMODATIIIX FOR VkSSKI.S. The harhonr of Mamhurj; has room for 4,S:> sea-K'oins vessels, and consisls of a scries of ten tidal basins, which. to«etlier with the remainin« area ot v^-^lir >" thX^oL; available for sea-«oin« ships, -v- ^^ ^"^''' -ir^!^! 1 can U md tXu River craft have an ad.litional area <.l .,;.' acns, an.l the ^ "'''I, ^f:.\;".\ ,',';, ^ leading to different parts of the town amount to 4S,S acres more. 1 h ee nos basins are being built wih an additoinal water area ot ^V'> ui<.re acres, nuiking at tal w^ter acreage in the harbour of Hamburg of ,,<.S. acres, and the M"a> nul vi«c for sea going ships is in round figures fifteen miles. I-or nver cratt and light sheds of f '-M'^;^"'^;' construction about iv> feel wide aiul varying Ir.mi ;,6<. to i..hh. leet >" '^"Kll'- sSing o" pkrs the quav walls of xvhich are sixteen feet above the level ol low iucr The 1 oor level is about four feet above the quay pavement. The ength ot 1 1 thic qt^av sheds is six miles, and they enclose an area equal to "ght^^t^vo acrt" TheSs are so built as to be high and light and are ma.le t" "^"' . J^ "v^thout thev look like a three-storey shed They are mvar.ay y - .J'^^^/'^;' ^.J^, water side, there being room between the quay wall ^'d lie sh d tor raU^av tr-,rL« drivewiv wooden platform, or a combination ot the three. llu siittis rtlln^Wtii^orruga^d iron sid^, with iron P'f .;^"- ^-^,1;: /^^ intervils ruiinine at right angles to each other, upon which the trucking is done. The ^.;K,ds e "^ted o mark^ each post of the ed being numbered with a small bkckXsc «4tli white painted figured The name of the consignee and the place den rture in the case of imix.rte.l goods and the point ot destination in the case S- exnorted goocls are written in while chalk letters on a blackboan sign sus- pende from a wire so that each lot of goo a.ul S^ntratep theTwer neccsirv forVhe Ughting of the sheds and running o. the cranes, winch power is paid for in addition to their rent. 70 OEPARTMEyT OF ilAKlSE ASD FISHERIES 7-8 EDWARD VII., A. 1908 Handling devices williin the liarhonr. tinder the control of the Harbour Authority, consist of tugs, dredges and lire boats. Handling devices on the quay— cranes, the number and power of which are as follows: — On 'Krahnhoft' — I large working steam crane, lifting 150 tons. I " " 50 " , •■ •• I2h " 1 " hand 4"-' Inside buildings or fixed to outer walls of same : — Warehouse 'A' — 4 hydraulic cranes, lifting 3,(kh) lbs. 4 hand cranes, lifting 2.ikh) lbs. 4 hydraulic lifts, lifting 2,o(k) lbs. Warehouse 'B' — 8 friction winches, lifting l.sik) lbs. 2 hand cranes, lifting r.Dfx) ll)s. I lift. Collecting shed, Magdeburg Qifay — 1 7 fixed hydraulic cranes, lifting 4,o S-""" 1''^- 84 •• electricity, lifting 5.1 MX) to ft.iKK) lbs. 95 " hand, lifting 2, lbs., and I fixed steam crane, lifting 1 5,000 lbs. I " •• 6,(xxi •• I " '• 2.(XK) " 3 « u IO.WK1 '■ The use of cranes is included in the ship's dues charged against the ship. Kailw(i\s.—\ymct railwav connection with all the railways running from Hamburg is made with the transit sheds, the management of the harbour and quay railways being in the hands of the Prussian Railway Administration. /,)g/i/j«g.— The lighting of the State piers and sheds is done by the Port Authority, and is partly gas and partly electricity. Elevators. — There are no grain elevatiors owned and operated by the Port Anthoritv. The Hamburg-American Steamship Companv own and operate four pneumatic floating elevators with a capacity of 100 to 1,^0 tons per hour, the tvpe of which is a modification of fue Duckham system in use at the Millwall Docks in London. These elevators are said to cost in the neightourhood of $50,000 to $60,000. from the quay to railway trucks or carts For loading or discharging ships on the dock side of quay sheds. IIARHOIR r„MMiss,nst:its of MnMin:.u. 71 RFSSIONAL PAPER No. 21c . • i i »,,- L>,r S,u:. -...cia, fadliti.s for the ...... of tinU.r .s prov..,.! U P"^^;d^";;Silucs for coUl storage and Hve stock are provi-K.! 1,v the iwk ^"'•^l^ll^lee-hreakers are use.l during winter n.onths between ILunl.nr, and the sea. X.— I'ORT AnMlNISTRATl.iN. The eontroUing anthoritv of the port /'[. ;^-'-!^,::J';:;SVi:,:i:r Hoi"' (V.vernnu-nt of the State of Hamhnrg eons.st g a >^;-'^^- ^,,^.^.^^,^, „^. .„ ,,, The Lower Mouse cons.sls ol '^' l^;"^-^^, j, .,„. who is a native <.l or has vote of all quahne.1 nt.zens -^ ''; > .^^ ,^,, ,„ i.u-ome taK lor live vears on been naturahzed in the Mate, ad ^^; ' ;'; ; ,\i„i„. s„ ,ue,nhers of the Lower un income of ?;,.--, ,K-r ^"'"1 "V' ,,/;,'', J, ,rs of .leputations. conun.-.ons. ^:;:r:^.:;^:^o^:.':s^•!H-e;id.^^h;: ;n:;rietors. n. n,en..ers ot t,. , er Ilouse are elected once eyerv «»^ >'^'''|^. - ,s tnembers elected 1)V all quaHl.ed The tk-nate, on the other '^J";';~^^^^^^^^ L' who happe,. to be law vers voters for life. They are paid »' '^tj^''^^^^;; ;,\ ,; s^.,..,, and nine out ol the .> bv profession gettmg ^^'•'"'<' % ^'^iw" ers The UKetit.gs and business ol the '"^^^^S^Ue^of Selecti.., ^^^^^i^^^^^-^^i::^ ^.^rJ^^^'^ and four bv the SeM.ate. "'-[^ ,>^ « \^'^ \- t of four, after presentation to the candidates f.,r the vacancv '»''\ 'J"'" .^j "V', ,,, ,,v each House. The nnt.ative ii-^;h'rsS^^x;;:Us -|^;^s:i: o/r trii;^:^: t! -^:^'di^-r:J :S^z^r-^^:^^^^ ^ —.ssion to sett. t. '"^^"^e members of the Senate are the ^;^-^-l:^lSS::^ 'T^ ,„ents. known under the name.. JjP"!^;^- .^on t^ VraSe, Navigation, and port and its o,x-ratK)n s called ''^^P" -j-,,^. ,^.,,4.,^ Senator presides over Commerce," and consists of 16 '"""'V, ..f^ri>; to the Se'iiate and the Senate, S^put^tion. The Deinitat.on V^--^^^^^^ ::;,,i,ncv the President if necessarv, to the If --[ .H;;;'^;:;;,, ,;;;', KriotTicials. Ihe Lower House votes of the Deputation is lurnished wUU lour ixik.i all the monev. , . ,. , ., .v,.. „„rt officials, consisting of Vhe Hamburg Lort Authority .n^pna^^^^ ,,„,,_ „,, .arbour chief harbour-master, assistant ''»'^'«' \' '"^'V'\;,^,ioritv. and in close executive inspectors. Allied with the H-"!--^ ^^^^^^^^^ w lo a,'^..ints the Captain of the -^^^^^Sit^ltSfSstsofisuj^^int^^^^^ „,3.ters, each for a given district. 5 assistanl^u^^^^^^^^ ^^^^^^^_ ^^^^^^^.^^ ^ ,^,ij^, '>6 harlxnir pilots. 2 quarter-masters 2 brulKC masu Attendants, 2 assistants, and L^ jailors ^,,^. t. u is not e.-m- ""^t1: to j:d'Hlc"°pro.-,io„ 0,- .... ,»n aa. ..dmim.ua,, M ...o Von Authority. 72 hKi'AKi Mf:\ r or u\iti\H i\/< nsin:itiKs 7-8 EDWARD VII., A. 1908 XI. I'oRT Cli.\K<,i:s. The lollowiiij; dues an- k-vitd ajjainst tlu- ship: - (0) HarlMJur luastir s kc of Si.i.s rt, and Si.:5 extra for every three additional flit. (There are certain sjxcial exemptions from the alxne charjjes, as in the case of yachts and pleasure l)oats or ships.) (6) A tonnage due on sea-goint; vessils of S cents jxr registered ton. (This rate is again subject to certain variations in certain cases.) (i) A charge for tht use of the wharves of 12 cents pir registered ton. {./) A charge of 25 cents jkt ton levied against the gcxnls loaded or unloaded on the wharves, ,',,ths of which the shij) pays, and ,'„ths paid l>y the cargo; the wliole, however, is paid by the shii)<>wner, who collects the I'^ths from the merchant. (< ) The pilotage dues are as follows, and are charged acconling to the draft of vessels, viz. : — Tllhl, »j I'ilnl /)»,•.«. Suiiiirn'r \'i\r \\ itittT lurifT. Ft. 11 III I Hi J, i«i > \ ■2-2 11! M •il 17 1 ■. -■* Jii 44 l.'i till mi 711 IHI 7s 411 1 1 1 I.-. l,"i !MI .'4 .-.11 :*•> ui .',S NO Ml N."( !lti .".0 I117 .Ml Per Cent. 25 \en ... 7.T >(> The following discounts are allowed : — I-'or \ issels going only as far as Cuxhaveii If Mssels take a pilot not before Cuxhawn. If vi -sels euiue in eni])ty or in ballast.. If vi^-els c!' ar out to sea fnim Cuxhaveii. After twelfth soyage in a cakiidar year of same vessel made with a Cuxhaveii (ioveninieut pilot... .\lter vent v fourth voyagi iiider above iiutitioiied con- ditions. . Alter thirty sixth Noyage under abo\e luentintud condi- tions.. Kxtra fee if pilot takes the vessel to an I-ilbe i)ori lurther than C.luckstidt N lie. In case the river is full of drift ice the pilot is entitled to charge doui)le the alxive stated dues. The pilot due from Bosch Station to the Hamburg port is about 90 cents per I'oot draft of vessel. The harbour pilot due is >2.40 per vessel. Tl ere are no dues levied directly against the gocxls, anil there is no intention on the part of the harbour authorities to change the method of raising revenue. When the sheds are leased to dilTen nt jHople temjxjrarily the charge is 4J cents ]X'r cubit fw)t for the first five da>;-, and J cent per cubic foot per day for c\er\ dav thereafter. 20 .V) SESSIONAL PAPER No. 2lc Nil IlN AMIAI. Sm \I1'>\. It can Ik- tlurtfori' statnl, alilnniKli antlioritativf t"iutiri«. an' imt availal>U-, tliat thf liarlMUir <»f Haiiitair^c. with its auxiliary Cu\lia\.ii. has lost tlu' Statf of MamlnirK' Id date a little short nf Sii«'.i tlu' |x>rt. and that tiu- ililicit is lovirt-d from otlur souras out of tin- RiiK-ral income of the State. XI\'. (it:NF.R.\I. iMrKtCSSIiiNS. I'i'il r.xliusinn. Starting' «ith the year iSS.s with a well defined seheme of jHirt extension and develo])meiit under an exjKndilun on river docks and harlxnir of s75,(XHi,oe. 7(1 miles from the North Sea lightship, ll.iinhnrj; is met l)\ a vast network of inland canals and small rivers which ^jive her water access for distriluition of her trade with a maxi mum depth of 6 feet, and a distribution area extending to Anstru lliin>,'arv, and covering Northern, Central, and S iithern (icrmany. This stiiiKiidoiis exi)en ditnre on harbour and terminal development at the i)oint where the farthest ocean inland navigation meets a system of inland waterways is niKiuestionably its justification. The fact that the River Ivlbe is tidal and of a sandv nattire. with varving channel depths and lompulsorv continuous dredging, is the best assurance that if Montreal wouUI adopt a similar couraije(ms j)<)licy of develoi)menl she, too. would command a trade future of which no jKJWer could rob lur. Notwithstanding this money already exinnded. the trade is pressing hard for further develojiment, and a new dock basin of u acres extent, thoroughly e(|uipixd for ocean trallic, has been sanctioned and is under wa\ at a further exi)en(littire of Sf>,(><«),oJ "f 'I'l' IH>rts risult in incriasid trade and advances in sJiiphiiildin),' and the maritime iKit . . . In lUlnium, llic Kiiilits are iiicnasid Hcl>;ian trade, and increaseil loreign trade llirouKh Helgiinn, JmUIi of immense iK-nelit to the city of Antwerp and the coimtrv generally. . . The iM)pulati(m of Antwerp, including sninirhs, is alxnit 4.ki.:hh). and it is in the centre of a very productive and prosiH-nms district. II.— ()ci:.\N Hi >im^s. The greater part of the ocean hiisines-, lo Antwerp i-> foreij;n. The passen>;er emiKtalion business thnni;;li the ])>nl of Antwerp is very larjje. amonntiiiK' annually to as ma-iv as m .iioo, including liiose returiiint;. The following is the nuniUr of tm m vessils which eiitere. , , I .(HKl to ^l.l K><>. fl,0(K> " (),(HK>. |l l.( MK) lolls. . Net tons, VI 4' :!.6i^ ><> N. of W's^els ToniKi^ie. -.-■■4" i.Sif),5<); '<>> \.Xh:.s->) I^S .^4'v5'»>^ I.M 4'^'4/'i7 24a 1,0^6,452 -,6 ii),;,.;fx> Of this miinlier, ;.ii'; were Uritish. 1 .n./j (lerman, and ,5SS Belgian. The total toinM);\ eiitired was q,40(>.;v^- The miniher of ves-els, with their tonnage, from some of the i)riiicii)al countries during i')'>4 shows the widespread tK:ean business conducted through the fx)rt of .\ntwerp: - Aiir.iih jwni — Country. Cifeat lirilain. ('Tenuain India Argentine Repuhlic . . Tnited States. . . Canada . . The numher and t(mnage, couihining the arrivals and departures of ocean vessels for H)o4 were as follows; - Numher of vessels. . ii,v railwavs, is very similar to Montreal. The River Scheldt is a small river compared with the St. Lawrence, and yet it is considered so g(X)d a maritime highway, that a hartwur development at a cost of Si 00,000.000 has been made or authorized. IIAKDOLII lOilil/ssluSI h'~ itf \h-\lin:\l 76 SESSIONAL PAPER No. 21c Thf mori- imix)rtanl Itatuns ut succes-* an that u i- .mi ih. linf of a u" >« routi', ami tlio (Kiaii navigation i>ru!.ahly ixnitralis inlan.l li. -.nr t.. tlu- c.iiiu of HuroiKiin business than at mv ullur jMirt A laduis .•! i.». miUs tak. s m tlu- wholf of lUlKiuni. llu >;uanr part ol H..IKm.l and . sluv .1 Lnili (.cnnanx and l'"ranci'. , , , , ., GfDKrapliicalh . it is in n.arh tlu- sanii- latiHi.lf as I...ii'lon. ,.nn o! l...n.l..n. With natural and plusiial a.h mlisis, anil an vxu pliuiial siiuali-n. .md K<«' -labiliiv a- a jion . IV.— Typks of I'oKi lli-Msrss. ot" Munlnal .ift wrv similar I'll.- rail- • k-hmI. rtu- inland can.iS sy^t.-ni ami Both I'll us an- lar^;i- marki-i- l"i ..I . .-r , ,^ colU-ot(-d fn.tn interior points. lun-fon . .1-- lollow-: Til- ]iort husint-ss of Antwi-rp and way coil ttions to tlu- wharves ar the ocean uivi);ation nu-i-t in tlu- , i tlu- intfrioi. ami k'oihIs an- stori-d ill i;-.' • •• or for distril)iition in retnrii. riu- tliri-r tyiKs of liiisimss in Ai a rp (!') Ocean ship to railwavs (<•) Ocean ship to canal l)ar;,'es. (c) Ocean ship to warehouses ov carts _ About half the freight of the port is hv cm d h.irKes. A large proix)rUou ol this is loaded or ludoadeil dir- ei As, houevir, nnu-h of the goods ha> to he examiiu-d and sorted, the barges and tlu- r.ihvavs alike deiN.Mt or receive inoM of their tralVic to or from th sheds. Ihis requires \ery large sheds and the best ol h.imlling e.|Uipment, as tlie barees have no derricks. . . - In this port tlu- coasting traflic is verv small, but the s,a going busmrss with London, ■.ngland, is very large, nuich ol the lotvigirgoo.ls p.issnig througli that port. \'.— I'oRT Types. The jwrt of Ant v rp may be classed under two distiaol types, as follows: — (a) Riverside ((u, > or jetties. ib) Wet docks. (,i) The citv front along the river is all lined with quays, which were ongui- allv the tvtK- of aceomiii idatifm afforded for ocean vessels. Tlu- total length ot wharfage aUmg the citv front is a! out ^l miles. llu- depth varies Irom one or two berths of ^^ feet, up to ust sullicieiit for the steamers. The widtii of the river oi)jwsite the citv is about 1.41K) leet. 1 he i>ort ot Antwerp does not take in tlu opposite shore, which is almost entirely undev, loped. These riverside ([Uays were Imilt b\- the govirnmeiit, and then handed over to the Port Authorilv to ecjuip and idininister. Thev were practically all biiili l)etween iS.So and njo-- -Vs an ocean port. therefore, .\ntvverp is of recent dcvcloptuent. . (6) In the accommodation for ships, there are in the wet docks svsleni eiglit important basins, with their auxiliarv entrances and connections. Fliree other small basins of the same tvpe are avail.ibU- lor barges and small vessels There are alsu two large Wvt dm-k- =■•■•■'-! about enrnjikled and n-adv lor sheds ami equipment. These basins are in use, although the large mam entrance from the river is not completed. The extent of wharfage in the wet docks is nearly 11 miles, ot which alM)ut 9 miles is suitable for sea -going vessels. 7-8 EDWARD VII., A. 1908 l)(),t\cii Cii.\NNi;i.s. \ntuerp h.rhour is situated at the head of ocean navigation j.n the Uiver Scheie a dUuince of ,5 ..iWs.a»..ve the --j- -;;';; S.ir'^J t^ Ncther- ,. J" ^^:l:;i;.;^ie r:^ 'Ihei^^^^rrzl;:;^::. ^!:-uMh:'\:;;;.oach chann. to Antwerp harbour. ii ivinalion passes thronj;h standi.., with re,anl to verv ..ecessarv unprove.nents to the r.v.r, an.l t . t aids to navi,atio... ii,.. it,.lcri,n iiilols luav cot.duct ships u„,:^;;';.;iu.:r:ii'';i;;^\.;;;c^;ii-".';.^- *;:•'- — ■■ ' ' into the docks. .i,,„,„.l .nssiiiL' ihrou'h a forei,.. country ,'l;;: ;';;:^':?^,;^;;or:;i:;.riHrrli;';r;;t':„.,„», ..- «.,.., „. ., „l the river he.l. cmtinuous w..rk will he "'^■;;-;'';> , ^ ^^^.^, ,,.„,.„ ,he llie iHii.ls .,r curves are -.ouuthin, rt luarkabk . i ro... .\m»»ii '''"ihe standard curves i.. the Kiver S. , l.awTence Shi,, a.au.iel are . ^ to : „., „;^".::;;;;e;:':;.:;,^::»:"; ™. ;;.r'-.^,:);:^.j:': »„. < „, ..„ ..„« is thou, lit ol del.ivs lor tide. II Ml Hill I! I he virv liltK- hojK- of savinjj ihi' vtssil, which sittks raimllv in tlu' sand. Whik- Kronmhufis an- niHirUd to hi- iri(|iiiiU. llii' daHui^i- is not nsnally strious. Thi-R' an- ovir so tns,'s in conniction with \W rivir and hariMUir ni ironi 2u to 650 horsi- jiowir. Thi- aids to navi^;ation havr niithir thr ttVuitiicv nur ]>» rniaiuiiiv of thosv in thi- St. I.awriiiiv. Iho laiuhnarks arv far hitwirn, and ihi' svsliin of ran>;i- lights is not di'viloiH-d to thi- satnr di-;;rri-. Thiri- an- a larnc nunil)i-r of hnovs, hut noiu- of thi- kjas hnoys can lu- i«iin- jiari-d with thosi- adopti-d in thi- Canaihan iiavi^'atio:. TakiiiK it ahoKi-thi-r thi- Si-hildt has niitiu-r thi- pn-sint navi>;ahU- fai-ihtiis nor thi- fntiin- jxissihihtii-s of thi- St. I.awn-nii- to Monin-al. It is iin|xissil)lr to i-stiinatt- thi- advantajji- of thi- iK-nnaiu-iio- of thi St. I.awn-nii- ihainii-l and ot its hi-ing nndi-r one antiiorit\ . Thi- or>,'anizalion also, for tin- iniproM-nii-nts. niainti-nani-i- and loutrnl o| navijjation on thi- Si. I.awn-nci- an- also i-onsidi-n-d inliniti-lv snpi-rior to anvlhiii;,' si-i-n in anv of tin- rivi-rs ai)])roai-h channi-ls in l-airopi-. Thi-ri- is aUvavs tin- jxjssihililv of di-Iavs and danj^i-r hy iii- in wiiiur. as in iS.^4 i>s, hnt this dan;;ir is shari-d hy its coni]K-titors. \III. — AcCOMMiiK.MMN F' 'K XlsSIl.s Till- total K-niith of wharfa.i,'i- front in Antwi-rp harho. r is as follows: - Uivi-rsidi- (|'ia\s. . . >i nnii-s l»oi-ks front. . '": 14 i'lu- rivt-rsidi- wharvi-s aloiii- cm acconnnodaU- luarh 411 m-ssiI^. A larm- shari- of thi- howi-w-r. is ri->ir\i-da tion. IX. I'oKl I'^'il ll'MIM S7„,/s. The shed inimixlation in ihe port of Aiitwir|) is reiiiarkahle. The j;overnment havini; i-laced the nversitle (iiui-- at the dis](osal of the I'orl Authorities, there is onl\ one anihorilw and splendid facilities for ihe store and handlini; of frei;;lit lia\e hi-eii fiiriii-.lu d Sinj;le storev sheds are the rule Hie wliar\is an of ample width, and there a single storev shed, lu'' I'eet nide, li.is heeii adopted, insti.id of a n.irniw fore shed with two or more lloors The shed area in the port amounts to the e\tensi\e total of ahoiit 7s acres truction is not of the )Krinanent tvpe of the lu-w Montn.d slu-ils. i'lu riu- ll(H)rs are paved with nm.uh stone hlock> and trnckin; M-rv ditVicnli l'rom< nuil, >. In the central i)arl of the cii \ a iininienade has hi-en constructed on the top of the sheds, ovi-rloookitii; tlu ship- 1 his lorms a \er\ coineiiietit and iK)pular walk for the pnhlii 78 - DEr.iRTMr.ST OF W.lff/Vr AMi Flf^HKRIES 7-8 EDWARD VII., A. 1908 (V,,,,.., -Hvdraulic crams to the number of over 4"" Hne the quays every- ,1, r TheJ NX a caraulv of from i ^ to 2 tons. The newer cranes are de- oS the shed. Thm'are , or .o ,K,werful cranes of a capac.tv „1 Irom .o to ..o ions, ir,nv/i,.(,v.-v -\ lar«e Rrain elevator of a capacitv of .>ik.,(xm. bushels, very ,tnr.vs and n.odern ...ns.n.etio.,. Thev are ,u,t "17^\\7> '' >. 'V^rvln/fmm 1 ,.in>; r,-ni<(l bv the month at so much (xr square loot, the rental \ar\mg irom ;"ents P s.^aJe .•M>Mx.r ntonth at th\ groun.l lloor to one-h.th that rate lor the upper lliM>r. /„/.„„/ Canal NvW. m.-The Belgian canal s^s,.m is in^"U"se Jt !^ |;e,>orlecl ,o have a combined leUKth in HelKunn alone ol over :_.... ""'^•''- _ . '"^^ ,X*: lanais connecting the Rhine and other h.r^e waterwavs are lar.e enough to admit ■ )f tile naviiiatinii bv large barges ol i,:;(K)tons. 1-1?:. interior barge tra Ilk amounts annuallv to over T.V".."." tons. A>,n7u.n C-.m„M,»,.-./„.M. -Hesides bnng exe.llemh -*"^'ted as regards ...,„,;;u:i.aion with the int-rinr of Nortlurn ^''-i;;;/:; /V; :,[;,^"^ ^k ■ nd .Hnvt r.ihviv lines to the imiH)rtant cenlns m ( Hfman-, . Hollaul. ltai> ann ■^; . n;:i ".mnecting will, a spl.nd.d svstem of iurb.«r n^wavs. maUs llK «cluH^. of merchandise IkIw..,, the ,■»/.. «./ an.l t!«- mter.or xerv .dxa.i tageous. X. I'oKJ .VliMlNISTR.MKlN. 7/„ N,u, -Th. improvements and -eneral care of n,n ig.Hion is "'««^[ l'"^ r.ire of the governnu nt^ of Helgium an.l HolIa.Kl. no charge or tonnag. s i- i.bligatory. •., i r .. le, ar. f.ld l,; trea. v Ltm, n the two guver.nnents. I .s constuer.d oi a large ship. Ai,h U' SavKatum. These are also maintained by the government. riu l\nt The governing author.tv .., the ,«.rl is the Conscil iom,nuual .r l„-,,\. o.nsisting oi y) electe.l numbers, and the burijoinaster, apiK.mted h^ tl,r KiHi,. A (,.//,.., or committe,- cmprisi-l of th. btirgomaster an.l live al.i. mun. ..!< IS m I \aminini: and adviMn^' commission ■•■,.■. An auLTrn'm, e dl.d /7W„ ; ,., ,/» < - ■ . has charge o, .h.- a.bmmstrat.on .,i tlu- iH.rt and the marine ix.lice. . ,iwi / / ;„- i» called //./....» A innnanent consulting ConMnisM.M,. c..n,,K.se-.l ol l>v. on.cial. ^ »^; 'Y^ ,„ Uu vtd.rman of Cmimerce, nuets .. .ce .. month to consuier and reiK,rt on '"' ' 'rhecitv7.wns .ill 111.- principal ba,in- in.l the port itjuipmeiit. Fnr^iiiTTrfirfY' •.J-. IIAh'ltnl II rol/I//v.N7o\7;/.'> Of MnMHr.il. 79 SESSIONAL PAPER No. 21c Tlie Covcninuiit owns the (luavs on the rivir. and thrti^ small basins which have- bii-n liiuipixd hv the citv. It has ccnfukd the maintenance and adnunis- tration of these stctioiis ol the port to the cit> mukr an a-reeineiit and a division ol' the proceeds. . , . , , , In this wav there i^ onlv one .\nthnntv m the workin-s ol tlie p.rt. not, however, inehidini,' its chaimel approach. \I. I'wKT Cii\Ki.rs. \t{ when li;is«(l, 111 The ])ort revenues are obtained as follows: - From toimai;e dues on ships. Leases ol" land and otlier pro|)ert\ . Warehonses. Prv dock-.. Cranes, \c. There are no jxirt rales char>;e;es auainst the ships varv aco.rdni); to file iHilli. In the docks the rales are 10 cents ikt net re«i-tered ton. \t the riverside (luavs, or at aiulior in ill. stream, tin- dues are: f. cents per net rei,'istered ton for , acli oi the tirsi ten vo\;i«is |Kr annum, with a rednetioii for siibse-inieiil vo\ai;es. .,11 Inland craft i>av from 1 to s cents jxr ton lor d.K-k cliar-es 111 ihe lusnis l.iil they are free in the river or at the riversid, (inax-, or alongside ships outside. " The docks are not a^sesstd for citv taxes The charge f«-r the nse of cranes is .^4 jht da\ . ineludini,' im)u, r .ind o|Kralor. riiere are two ])ilota«es. from the sea 10 Fhishin- and Ironi Mnslmi- lo Vntwerp l.aeh has an increasi-d t.irilT in uinh 1, but :ill .ire n. i\ m.«leiMte \1I. llU. I'lN N^CIAI. Sill MI'>N. The total capital exiKiiditnre on the eoiislnictioii and Kiuipiiunl oi the port is approxiniatelv as follows: Kiverside i|uavs .iiid eiiuipnuiit .. ■---. ■"• " ' Doeksalid llu ir eiiiiipnieiil . j;,..hh i,,«i.i 1 iitiri' e:ipilal eo^-t nf port to date >i4s,'>'> \ sehetli.' o! new d.selopiiunt ,pii llu- line of an , xteiisive sxstein ol W.I Hoeks has iM-eii -anclioneiiavs. In ait llie l:;ifr ytfv^ti^h. lot imim.v, iw-h!s and ; \teii '.o'ls the tvjH- is Wei Uocks ■'■•STS*'W'^ a in:i'\in\iF\r or i/ia'/va- i\7> risHEKiEs 7-8 EDWARD VII.. A. 1908 Tlu- nasoiis lor pniirriiiK tin- cks is nn account of ice in winter, the fiaiigi-r <.| collisions, ami Incausi- lurtlK-r .xuiisivc fkvclopmcnt alon^ the nvir Iront would take tln' wiiarvi-s t far awa\ Ironi tlu* city Tin- Mitinu ix'c>'lion requiruii,' consider- ation in a swift ninnini; river and a sand\ river bed. , , • The cost ,.1 the hinh walls in the river u.mld he much higher, and their con- struction ■• .re dilVicnlt than walls in the .irs . inland. l«lore the basins are exca- vate Montreal - a 'cimsideriii- situati..n. inland iransi«.rlalion, and the River S.. Lawrence as the approacli Iroin ilu oce.ui, Mi.ntnal has incomparable advantaKcs, port. IHl' i'l d< I I d" MAkSi;iLLl-; I. I'N'iK'ilUCTMN In view oi its situation m :vlati>.n ;.. th<- south of l-iance. Itah the Black Sea Morm-co, I^Kvpt. and iveii liKb... li.- ,-or! of Marseille has verx -reat natural commercial ad\antayis. The prcMiucts from .North .\merica .«<■ ie(|Uired lor vdiisumption and nianii- lacture. and lor .listribution to ih.se plac .ompames m Marseille, ol which there are lilteeii. ,, . Return carRoes of iniits, wine, macanmi. soap, tiles. \c.. are sullicieni to .itTord a regular tradt , , , Tlu- new Trade liiutv should sli,,w 'listinet i.sujt- in-tweeii (.afvada and the tjort ol Marseille. . IXventv vears a^o Marseille u.is >,ne -t the up-lo dal. port- wif, reteniice in slieds. l.ieihties, and .•.|iui)inenl riHHi'di it caliiu.t in- !U)W classHi ^vith >lu w.-!' .pi)oin1e.l {j-h-S- ol kuro]). . authoritx has recenllv iH-eii -iv;r, lor ., l.tr^e develops ,ent. winch m<- a' v m- vv the future enlargement ol trade with the mti nor of Lrane. mea«- ..I .■ Ci«wit ^'on nectiiiK the harbour with the Kivir Rhone ^ , , u i i The pniiect was desiKiiwi m i.^To \,y ivngituer Cuera-id. w.*-. .»*- *,..■ h.-UI the highest jirofessiona. ix.sitio ■■ in l-ranc and, with \.rv wtle m.**rttH-ati.m. was adoii'ed bv the (■...ernnviit in i'ecenttj'*' i<>o; I'r.nn tlie nresent haibour a i.ini«.r.(rv siv« fM is to )»■ e« miles liii^. to a iunclion with an existing canal wiiu-h ti4.2.k.,(»h.. ul wlucn one half -s- i.-..H«, is to b ,wid bv the State. ;i.;,3,s,v the v-itv of Marseille, and the balance, S4.450..KK., to be provided bv the Chami.'iv de v>ni n-rce of the citv. UAHIiiHR COMMI. Ihe iv.rt of Mar-, ille is tlu home iM.rt of a verv lar-e Mediterranean lUet of vessels, mostlv oune.i and o,Krate.l bv French co.npanus. iIk l.usmess is ar«e y th. brin«inK ,.l pr.^lnels from all in.ints in Italv, lurkiv. Russia, .\ustria I.«xpt. an.l Morocco, for ocean distribution, and llie n- sbipnunt m trans oceanic business '■'''TheTnlde'rMiiiteextensiNv Transhipnunl likes place from ocean vessels to all sorts of craft, from the Italian felucca to the spUnarb.,ur still exists in r: ... li the >auu. ..nlMi.es as ,kveloiK-.l for the commercial ami strate«u re<|inrem. ut- ' the a-.'.- ol supi.-macs "' *' The present \ieux l'..rf wa> bui't bv the Romans, ,,n.l for eoUM.ieic- and veSM-Is ..I the tviK-s in v-.^u. at the tinu ..1 the R..man .lommaUoii i, can still i.e iiidnouiice.l marveli.uis , , m ,. ;ii The cnmieiicemeiit ol the in.«i.n. .leselopnunt ..t the i^.n oi Marseille '''''"i .winVto'tV iact thai the bav i- complet. U .urroun.le.l bv i..ckv. inounl- aiiious, sloping slu.res, il was n.-.es.,rv to .ncroach on the sea lor lurtlur liarb..ur '""'Th.- Ikrce fre.|uenl hi«h uin.U, .all..! llu tnistr,.!. ma.l.; it n.cessarv to lak, s,Keia! pr.cauti.ms t.. reiuKr the ne« .l.v.lopnunt .. l.Uu. ol absohit.' shell, r """' "Kcc^n-dniKlv a massixe s.-.. ^vall uas c.nslructe.l parallel t.. the ^l'< '>;'■,.''' '' distance of ..iH.i.t a .piarler of ■ mil.- llu lirst .■,icl.>s,i.v, Hass.n .1.- la ..luMe W.IS nia.le ,.clam;ular in torn.. . ,.•■«. le.t wule an.l i.'h-, t.-.t l..nu. parallel .. ih slL.re Cross walls with iiarrov. elllranc.s ; -, an<) :o.. !. el in wullh coiuurl Aitii the -h..r.- <|uax-. and a nar,..a can.d m compleU sh.'.ter, uisi.l. the .ntrar.e. . connects with ihe nl.l llarlMUir 21. t» tt DEPARTVKXT OF VARISE .4\0 FISHERIES 7-8 EDWARD VII.. A. 1908 111 tins basin all vessels either anchor or moor end on to the (iiiay. Every thing is lightered, or carried ashore on narrow gangways hanging from the stern of the vessels, which are tied i p in rows alwut lo feet from the t|nay walls. Successive rectangular basins have since Ixen constructed all of the s;uiie general Ivpe. except in one case, where the direction of the shore makes a tri- angular basin necessarv. The later docks have l)eeii made larger, the largest being i,6i)ortatioii routes into the interior, would also be sulTicienl lor tlu commerce of an imixirtaiit shiiipiii}; centre. The question of the establislinunt ol a tree pirt zone, as an inducement to make .Marseille a jK)int for the maiiut.ietiiring and assembling oi' local and foreign products and the making of a great warehousiiii; timrket. i» a liM one at |)resent, in the hope of reviving the activity somewhat 1 i»i since the wonderful devtio]) ment bv the r.erinatis of Oenoa. IV. — TvPKs MF Port Hisinkss. This is, owing to ktcation and transiKjrtation facilities into the interior, the principal pjrt business of Marseille. Much of the work oi interchange is carried on by means of lighters, as is also a considerable share between the quays and the ships. HARBitf R roMMISSloyERS OF UOSTREAL SESSIONAL PAPER No. 21c (1)) (hunt Slilf' to l\\iiljin-. whioh catiTS OwitiK to the ix)siti()ii of tin- iH.rt. surroiiiuUd !>> IuikIiIs, cluap railway freight traiisi)ortation is exctidinKly tlillk-uU. Thire also apinars to \w no otn- txtition. all railwav busiiuss Iniiig carried «>ii by one company, almost exclusively to passenger and exjjress freight hnsmess. (c) (hiiin >7n/i /«' irrt ol Marseille may be classified under llu sulxlivision — Tlihll HiKllK. There is a very slight ti.le, but the oixuings into the basins without gates, give free access to the sea. .i . .1, The water of the Mediterranean is clear and tree Iroiu se.liinent. so that llie dilliculties of keeping tlu' depth once attained are not serious^ The quuv walls, or wharves, are all low level, not more than 5 to >- Hi' above the water. . , . , , .1. The entrances t.) the svsteiu ..I docks, ol which th.re are two, one .it .aUi end are easv of t)assage i: there i. not too much wind, but lre<|lleiillv vessel, have to anchor under shelter of th. hilK .inl.ak- witer ITiis is constnicud ul massiv. masourv. aiiv ini mense bU^^ks of concrete ,lep...,,t. .1 inv-nlarlv. Ilie ietii;tli ol this mm wall is alKHll '"miles. Amaglliriceill l.ronuiui.le about v teet alM.ve the watei extends the whole length, fo. f....' pass, nue.s milv. and is a ,H.pnl..r tes,.rt lor .n.t.miiiu the beautilnl s, .1 iir. a splendid \ ievx oi th. whole liarhotir bein.g ..bt.mie.l \1 Ite^ I»(H.KS. Ihere tre six drv doek^ in the liarlM.ur ..f M.irseilU I hes< were eollslnuUcI bv tlR- ■ Cle d.s |).K-ks et IvutniHits. • .ifter having bieii given the sites, .111(1 .1 large proiK>rtioii ol ,tid '.\ th.' Stali. as well ..s the usual eoucessioii \ l,rge ^ard 4.". Is»..n Vll \l'l'K'>\ltl CllXNMts Iroui the XltflrtvrrAwan Sa inu. the IwrUwi .1 Mars. dl« iliei- a v two entrames \\h Avant r.Tt S«id »mt thi Avant Port Nord Wum ..vant jiorts arv priKtH-alh slkltered bv th. (makwater. »f «h.u I'm- i^ss*- ,ni„ th. 2U -(y\ S4 liF.l'ART\lf:ST (If \l\Kl\t: A\l> riSHERIEft 7-8 EDWARD VII.. A. 1908 basins can. ixcipl tmdir ixtraonlinary cowlitions of Mvallur. Ik- s;ilVl\ i:ia(!i- by the aid <>l tii>!s. . . , From tlK oiKii sia inf^ the avant ix>rts thi- tiitrancvs an- ns]Krtivily 1.4.N1 and I <><»«> iVit wide, and th. iiassi> it:to the hasni j;6 and VV- teet wide The entrances from the sia aiv naturally cleep an«l the onirse- o! vessels ahsolutelv unobstructed. Mil AcC'iMMi'PMl'iN l'"K \'l'»l.l-> K'limh llnlll 41 M. • Ir.iU'. iinl lulter liir ni'Hiriii;,' llu available depth lor vessels varies In the centres ol the basnis there is '., feel depth in the Old HarlM.ur, and as much as (»> leet m the Hassin de la I'ini.le recentlv completed. W tlie .|navs or wharves, however, the depth avail able is «reatly less. beiiiK from w U, t in llu- « »l(l Harbour to u,\. or a maixinium of -•:'. feet, in the newest basin. . .• , • , •fhe total length of wliarfai;' acc>Miitno iroiii ii" lo :>"> l>et (•,o<^. .»;,..ri leeomm.Klation exists for vessiN of Irom j^ to -'■^ Kei .lraii',;!it to Ihe numb.r of from ->=, to ,;> Smaller vess. N t,, about e.nuil numbi-r ma\ use tlu- i idi- of tlu breakwatil. Others nia\ double up. miMir end 011. or .tnelior. all in sal Shed aecoiunnKlation exists for alMUll --4 \essits. Ilolpliilis and miKitinj,' btiovs are placed at couveniiut |ilac ships while (.ischar-iuK or loadiiix. N^i'hout -..in- to wlurvis , „. , rhe harbour occupies ,1 wau-r front of .ib.-ut lluet- luiU-s m K-iii;lli. .ill in el..-. proxiniit V to tlu- eit \ IX. I'.'Ki l-:._.i ii'Mi-M. Sli..h :inu II /o//,.i(>, > Iweiilv \»-ars auo llu- sluds and e-iuipnuut of tlie p.rl of Mars, ille w.ie n niarkable as beins 111 a.lvance. in niaiiv l.atur.s, oi simiiar devi lopmeiit elsi when- ,,,,,,•, ,• ,- ,. \ concession havin- Ikcu >;r,mt..l lo the I>.Kk and Warehouse Company L.i u hniK term of v.ars. mat coirpanv had eivctvd '•\,\v:»\n. sheds and storelv uses, and e(|uipiKtl Uuni with ci..n.-s an.l ' .ists ..f the l.ilest inventions. The later harbour .1. veloi.uients haviiiK' In. 11 carried .ml b\ llu Tori .\ullior itv the Chaiiibn d. Commerce, sheds to tlu- nuiulHi- of u ha\i Ik en erecte.l. almost all sir-U- ston \ The\ are irom s^ to ui feet wide, the tl.M.rs Ikuii; ..u wharf level Om- liiu- .il lailwav tracks i xt.-n.l between llu- slu.l and the ship. and f.vo tracks tH-hitul llu- slu-.l on the ed^. of the .piav an in.leiK-n.K-m line i>f rails carrv the crams The ll.H.rs .>! the sjuds are |)a\.d with si. me bl.K.-ks. and lieav> carts are acimittt-d on delin.-.l loUKitudional roads and transverse- lane-..' It havinn U.n found that siiiRlt- si.m v sheds, iveti ol a width ol i-i feu was msniVuuin Dr taking the whole caryo .-f the lar^jer uKxlern vess^-ls. the later .u-\el..i.ineir,s are o. the tvjK of tl:i- l.iv-rixK.I double st.-rev sheds // l/i'/Ci/ /.' ( »/l/l/ />>/(. \//.'> of l/«i\7WK.l/- t -r,5i(/\AL PAPER No. 21c riK' o.luni.is ;.n- siKKv.! ;,; Kit ,.i)arl l..n« rill- M«-.>ii(i lluor is i-aknilati'il for a wi lotiK'itn.liiulK an.l : ; iV. I aiuti across alxiul -•" Urt . ■ii;lii "'I 410 iMdiinK iHi s.|iiaiv t< M >l . ;latii>ti-< an- . U is lowi'i^l In \va;,'c.n> t'v i-1nil.s, or 1 is l.\ ji:.;'4t !■ I'rii-lit. in 1111 I 111 land si.lv. (oIh placi'l in !lu upini st i.iVi II n|i I il hv ihi' iraiits uii tlu- >nia\ Iruiit or s|Kiial i-ranrs siui. ted Mil ilk- r..nl on I lie n> lur ,1.1- (it riu niaxiimini lapatitv n ,,■ ,:,i. .|..iil.Usi..r.v slu.l is .mUiiI.imI u 4s i'>ns M l> l„t niiininu i'<">t. wliiih \\«>u I nidit ll'lil.llinc !>■ oiK-raU-d in Uirti- dilYinnl \va^ tons lor a si lii.it slHll II u- i(|iniiniin 1 ,.1' lllc pnii>aii\ lii« ihdraiilii- craius, li\i(l rails i:Ki1iii- iram s >>ii rails A iluaMiii,' i-raiii-. -•' A llcalini; i U xalnr . tons llHChanil.ri di' Cninnifri-r lias i^y ,,r iimri- hvdnudif irams, 011 n .uu\ inaiiv hand cram ils, tii .1 iMl'ai ■il \ .if ftiiiii I til iDll- I Iar;:i' U iNfd i-raiK- for ixira luavv wii iiilil- iKiirii- i-r iius 1 .11 raits lUili;^' iiistalln 111 I' iTam s ,11 oiH-ralion win- nst d oil .111 a\i ta'^v ol 1 -' 1 < l,i\ s out of III iii till- working; tinu 11^ .irioiis iliiris all' il i-oiiir.ii'tors mil pii'.tti loiiip.imt M \ I la t.ills. I llo.itin.; fKv.ilov anil .1 iuiiiiIk liir of lloitiir. I > 111 ,1 f.lp.sl'lt \ I also own if -• 10 4.S lit- Ill'W i III r.ii. oil till- l|U.I •tiii- iiaiu-s iiiiw liiiir. iin; till otlur oil tlu sill I'lsldUil 111 till 1 i\> rpool Ivp . one llllh.'ll. /v(//..'l Alniiisi ill ilu- '\l;.n aiiw.i'. I'll' iiuuuiiiMtioil dini-l lo t !u sill lis and -inps 1 ni s, ii iiiu il .' 1 ill ilii v.ii.-..,i\ .oiiip.iii\ ti r- iMiia 1 \ards .11: r.iiisM ' iiions. w liii'li .III I. Ill Miiinilh loiMliil ;ia''i ■ iv iiiov 111^ »' ir' iri.m iiiii !v,!i-N :iiil!'.i 1 .111- loi'.i Ml .11 tlu I nil- lliisi liari. .iir railw; ,ip|Kal lo 111 oWI ml liv ll'in- ilillvn IV liavin:,' an ol- . loiuvssi.iii imnp.ii iii- li.iiks and Waii'lioH-.i Cmipi: hi *. tl.llUll! df Coiinni Ti'i rill- I locks Cor.ipaiiv opir.tti- t liiii i.wii ILillic on till wliaVM .il.ltioll- lU' riiii.Jiidir is I \pliiil ,1 In tlu 1' l.M K.iitvvav Coiiip. ,111 .1 /.;:■/(/. Iljs to till- nninlicr of ovir (hi aii- .v.iiiil !)\ iiivali oiin]),inics. sniiK- o ,t iluin Liinu of >;rcat imism 1 Inn ,irr a IriHii iIh i|na\s ^rcal iiian\ -.niall Hi; to llu- shiiis, which svstcin < 11 li-htrrs and llal scows, for I hf nan -■Mlll.ltioll luis not rcconinund ilsilf. i set pi Im ,liii)s i.f siiih -rial dr.iiiijht .hat ihiv caliiiol a))pro.icli I hi' w h.U' r,.-l.,ti.'n. Ill iiiinuciion with tlu- \x> r. I 111 11- a n- 111, lint, unci I twi jiowi rfnl liii and witckiii',; vi-ss,-, />,./,,, - Ihi- polici- sirvici- i- idip-d as lor public si iiii!' \ id is altri luitid to ihi- ci!\. lUiiii; cmisu li-nd iiisniliciiiit. tin C lin ill Coninurce 86 DEPARTUEST OF MARlSt: AM) f'IsHLKlEfi 7-8 EDWARD VII.. A. 1908 trk-d a sfx-cial jxilici' si-rvicf in n>MIMSIK.\TI«>N. The authorities eiiKani-d in the dewlopinenl of the |x>ri of Marseille ajjjx'ar to t)e as follows: - (a) The Cie des I){ a lar>;e ])<>rtion of the harlMUir, and the complete dry dock and ship- huildiii); estal)lishnients. \'\y to and including; i<;<)4. their share in the ix)rt ex|Hiuliture amounted to about js ]^r cent of tlie total. (/>) The (iovennuent. The e.xixiidilure directly made by tlie (loverninent amounted to alxnit 6,s [ht cent. (c) The Chainhre de Ccmnnercc of Marseille. -Ihe balance, about id per cent of the total, mostK Inr e(|uipment and sheds, was expiided bv the Chainbre de C'l iiunerce. The city of Marseille ap]K.irs to lia\e takiii \er\ little share in the port development. The concession of the Dock Cuiiipany. which il.ites from is.sf>. and which marks the laKiniiinn of .Marseille as a large siaj)orl, «i\i> tothat com]);Miv jiracti- cally complete auihorily and adniiiiist ration privile>;es u\er twci oul ni tlu- six large basins. This com|)aiiy has also a concession covering the dry docks and sards, con- structed iwrtiallv at the e.xjK'nse of the company and partially by the State. The Clianibre de Conunerce, sinci' as early as iSs<). is refxirted to have always taken a \ery considerable interest in the development of the harlxnir The Goveriimeiit of France has, however, made the greater part of the contribution towards tlu development of the i>)rt. Ihe construction of the breakwater and of most of the piers, bridges, and permanent works were made directly by the Cioveiiiineiit The equipment and charge an delegatec! to tin Chanibre de Comru rce acting under the Adniinistraiinn Snperi- iire." nprestiiteil bv the Ministre des Travaux Publics. .\l. 1'. >i. Sheds. — At imreserxfd sheds, the dues on merchandise- are at the rat. .1 : < C^nts jxr ton for jx-ri(Kls of from s lo i j day*-, according to the amouiii of tin • iv;,.-. ihe time couius from the day the vessel completes discharging or from tlic day freight comaiences to Ik- deliveri-d After tht expiration of tin- regulation ]Kri(Kl, a charge is made for the lir?t three days of id cents i»er ton |xr day, and af.er that :<> cents jx-r day In cases where gcnxls are unloaded and removed within .'4 liours, the charg<; is only ^ cents jxr t(m. Authority nay be given for the renting of sheds for six month [xriixls. at the rate of alxjut <) cents jxr s(|uare foot [xr semestre The total amount of freight reixjrted as i)assing through the sheds in i<)d4 amounted to nearly <>«<),d tons, or i} tons jx-r s<|uare fool of the ll(M)r area. CKims.— Vnr cranes of i\ tons, including |X)wer and oix-ralor. S() ]x-r da\ of lo hours is charged. For cranes of ;, tons, >.S jx-r dav of in hours The total receipts from cranes alone, during the vear 1()D4. amounted to nearly J40.000. HARBOVR (OUSIISSIOSEHS Of ilO\TKf:.\l. ^ SESSIONAL PAPER No. 21c Nailways -Cliarxis made bv P.LM. Railwav ior ttans,,..rt.Uiu,. IhUuc-., quavs and UnninaK i.K.-hulinK the dues to Hk- Clu.ubr. ,1.- U.nu.urcv : - Cfiits \xr I on. 1. (WiK-ral miTchaiulisf 2. ('.rain, suijar, wims. \-c ■<. Hulk freight. .•■,,•.•« Freight hilled to ships is not charRL-d this tanlt ,, ,, ,i All Sscnicrs arrivinR or ,le,K,rti«K bv the special steamer trams ar. ehar«ed hv the Chamhre de Coninurce a liead tav of ,S cents . „ ., i ,. . n .i he Chamhre .le O.nnnerce. after pavin« interest and '^;^^-^'^- hid a re^rve from the charRes for the e.|mpnunt ol sheds, ra.hv.u .ick., .n.iKs. &?. ot 5^7.26.40. which was ad.le.l to the snms to U. ns.-d lor inrther ..nuhora- """\he railway con.panv. ont of its charges of from .... to .'6 cents per ion. pavs a profit of abont ,S Jents pe-r ton f. the Chambre .l^.onunerce In ..,04 th,. """ThSVaU- or's\:^UM- ton. -/ ^../.^ wonld Ik .U the rate of S. ,.er ca. carrvh!i^oto;,;Undisinclndedin;he^..^.r-.vc.H«^.nv^■r^^^^ <>t ^4 to >. i-r "''• tiuil^ n^cWs for eqnipment. the following are the port charges, for steam vl^^ls. other than from Mediterranean or la.roiK-an jH.rts. ,xr roistered ton:— «i .. (I 04 4 '>; Tonna>{e dnes ., ' Inwards. l'>lota«c ,x,i,vards.... ... Health OlVice dnes , . ,, Snndry, snrveyinR, wei«hinK'. I ribunal ol Uinnnerce lifeltoat. \c. . . Ill Brokerage, for over i..kx) tons. \hjt ton ol car^o, loa(lt>' ( 15 Xn.— Till. IMN.\NCI.M. SITIATIOS. Ixh^nditH,' -From iHi.s to the end of um. acconlins to the adnnnible r.jJt of M A. HatardRazelicVe. Chief linRineer o! the jH.rl ol Mars*-.lle. the tiijxires of ex|x-nditure were as follows:- ^ ^ Hv the State.. .H..,70,->--> .^> Ciiambre dc Comniercv ^-'^'j^'^ "' Cie des Docks el Ki.crepots. . , ,.>!,. o'*'^ '"' Citv of .Marseille... ■^■»'*'^ ""' Total -'<>.474.:4" " 7....»w«,' K\/.o«.. -From the sanu port, the tonnage for the five vears to 11)03 amoniiled as follows: - luu.nJ hi ihilU'ud comhnud. _ __ >am»«r .>( venseli of all ■ ia'VJ T.jnnagf. Weight of freiglii. ioii» A\>»nii|e toniint"- of ve»«l». HW 17 ;iM 17 .>.'>4 1« sOi 1 ' V>7 im." IJ ,176 l«« l;< i>>7 ilH'^ 6 ;n« I»4 7t») It ■ii\ :r;t 710 It i.VP 7v) 17 i»iH 17.*>8 1.' .'ti.1 -'74 1 4 . 4l>."j . .M4 H |s> iPNSTRtCTIiiN. /'"<>.<>< x>. The design is symmetrical. A magnificent pronienadi' extends from one end of the breakwater to the other, overlfM)king the Mediterranean on the one side and the harbour on the other. Coiistimlioi. 1-rom the protection works to the piers, dry docks, sheds, and cranes, evervthiug is substantial and, as far as jiossible, ])eriuaiieut. Splendid masonrv. magnificent concrete work, and all fenced in by an artistic iron fence, gives a gixMl idea of the character of this, the chief commercial national port of I'" ranee. The depth of water on the ([uavs. however, is a matter of surprise, in view of the draught of iiKjdern \ essils, the walls of late-^t pier haying only been founded at a depth of about :;ql feet, with a depth of watir of less than 2S feet. I'loiisiou joy ill,- jiitiiii . -This has been anijjlv' |)ri>\ ided for, on the same symmetrical plan, the new basin, already authorized, to be j.ooo feet s((uare, and designed to be an extension of. and to oi)en into, the ]:>resent system. 1 he estimated cost of the new basin, witlioul e(|iii])metit, is Si.oixi.oiui. I'lie breakwater and piers are constructed (le])artiiuiitall> by the (rovernment. and the sliecN and e(niipnu nt for the Chambre de Commerci'. bv contract. I'"oiiiKlatioiis for tlie (\ua\ walls are brought up lo the re(|uired ie\el l)y rip rap. On this the walls are built up, bung tiers of iuassi\e concrete blocks, backed by a hea\\ slojiing \vall of rip rap, the interior between the walls being tilled uj) with excavations. The water lexil not lUictuating to any extent, high i|uay walls are not re(|uired, and the concrete block walls are jjerfietly stal)le. and \ery much cheaper than those re(|iiiri(l win i there is a tide or considerable ine(|ualities in water level. XI\'. -(Vi:.\i:k.\i, Imi'ki:ssm\-s. KiO'iinitii'ii (/> ii Witioihil I'oit. Although the trade is not laigelv of a national character, the largi- i)ro|)ortion being direcllx' for the cit\- or lor iraiishipnieiit into foreigh vessels, the jxirt has been developed b\- the (roxernment lo the extent of S2(1.(KK ),()()<). Inlind \V,iii> CoiiniiniinaliCih. -\ canal is now being made at great cost to obtain inland water communicalion with the interior, fhis canal will cost prob- ably Sjo.(hhi,(«(iii and then oiilv gi\e a clepth of alxml (>\ feet, which indicates the value ])lacKl on inland water eoinnumication. nMtnoi R roMMfssinxER'i or Mii\Tin:AL w SESSIONAL PAPER No. 21c lhrh,a,a^ oj Ol^iu.ou. Lack of haniu.i.v l..twci.i Uk- .HflTcrc.l iH.rl imprests ^vas i„ evidcKv, and «nural .lissatislaclion apixan.l to . x.st as to th. ,.ro,.n.. of ihc ix)rt. .l»//„.n7,.v. ^TlK- ,lisat Hntrepots , , , i ,„ The visil.k- results of sotnc features of l>olicN with n;«ard to har .our dcvck.p- nu„t a d ad„ inistralion. u.av l.c sccu l.v th. transfer ... t.nsuuss -''- ' '-2';^ was done at Marseilk, to Cenoa. showing, that even with ,overnn.ent support uul a spk-ndul natural situation, a port ,nav l.e .listanced i.v lore„n cont,>et,tor~. I'OUT ol- H.WKH. I. Intki inie 111 iN I. Intki inie 111 iN. Of all the French ports. Havre enjovs. from her proniinen, l'"^i|;;;'-.;;'J;;; English Channel, the riKlu to k...k to the u.tnre w„h confden.e^ ....'U^ as her ,x,rt Authorities carrv out the plans thev have n. vu-w, her l.u>nu.s nu.-t exjiand ])henoin;:,i):'^ md her ir.ide III. Fi;\TrKi.s i>F Si ccrss. The River Seine, leaving I'aris. winds its wav throu-h the fertile v,dlev> of N.lt^ai^lv ,assin, the hist^.ric town of Rouen on its wav "•'--';;;;;•;;;;'';;; i„. ,ar.e,.avniade,.thepro....nKP^^ C :^ :,:r' ^^,:" an;r ..r n "in "hi -"un-^is an . of the sea. .een, to counter.ic, U e t k so uuX- waters reachin, Havre. Fran... .^reat harhonr at .!-"'.>"; of the Seine, remain at hi,di ti-^^; ™rt evces Havre in point of positk.n. On (he o,hu sea, in the direct path o ff.i^tt liurs a, the transatlantic steamers, the natural distr.hnim, point t ^mral l"ro,;^an trade, it is a matter of consklerahle won.ler whv Havre h.is not attracted a larijer share of Conlinental husniess. 90 m:Piin\it:\ I oh i/i/,'/\a; iv/» iishhries SESSIONAL PAPER No. 21c I\'. — TVI'KS OF I'tiKT BlSlNKSS. (a) Octaii ship to coasting ship. (h) Ocian ship to railways direct. (c) Ocean ship to warehousis bv \ chicle. All are in operation. \'. -I'liRT Tvi'ES. The jetties of the outer port are all approachable from llie sea. Her develop- IT lit consists principally of tidal basins and d.K-ks, of which there are ten. \'I. — Dkv Docks. The i»rt of Havre has six dry docks, the largest of which will take a vessel 541 Ket in length. 1 he fact of Havre not possessing a larger drv dock has I)een the cause oi sending the large boats away from the harbour to he refitted. Vn. -.\PI'R| )ACH Ch.wnkls. The sea approaches to the iK)rt are marked bv some of the finest lights in e.xistence; the one on the Cap de la Heve has 2,5(,o.o lbs. 2 •■ •• carriers 4"<' l*'« 2 " •• •• 2,000 ■■ 14 •• electric cranes ,^,o\ the merchants contributing two thirds ana the State one third, th. Stau taking over the revenue of the port for the years 1818. i8iq. and 1820 to recoup itself for the advance made to the company. n i)t:i:iinMt:\T or uaiii\k a\u fisheries 7-8 EDWARD VII., A. 1908 Tliis piirtmr^lii]! hitwiiii thi' Stati-, with its hea(l(|iiartirs at Paris, and the Chaiiihu- (\v Conumrci' at Havrt- has not hci-n without very severe drawl)acks from wliich the jH)rt has heeii loii^ stilTerinj;. The history of the negotiations between tlie two Authorities for the carrying out of work which is now Hearing Completion lugan in 1S71). In consecjuence of these long-drawn-out proceedings and jMihtical intervention great delay has l)een wrought in the development of the i)ort. a large t(»nnage has gone elsewhere to other jiorts which have not Iieen the victims of jwlitical interference or become dejx'ndent upon administrative authority exercised frfini afar. For v> years the Cliambre de Commerce has strugglefi to overcome this state of affai . but the money votid for jiort ini])rovement has been received in sucli small amounts at a time that the jKirt, which is in a grand j)ositio!i, opening right out into the I-jiglish Channel, and only 2] hours from Paris, is not by any means doing the sliare of Continental trade she ought, although every effort is now being made to regain lost ground. XI. — Port Cn.\Ror:s. The rental tarilT undir wliich the dilTerent sheds are leased is as follow>:-- Per net registered ton per day - cts. I. Shi])s (iccn])>ing a berth lurnislu-d with a shed exceeding 14S flit in length pay i! J. Ships occupving a berth furnished with a shed lifferent rating. There are certain tnodifications and rebates allowable under this tariff, pm vided tile vessel exceeds in length the shed, and proxided certain other condition> as to cargo are comiilied with. The Cliambre de Coinmeree lights the sheds free of charge, but undertakis no responsibilit> with reiVreiiee to cargo. These rentals are ]>aid for the use of the shed by the lessee, who has the riglil of recovering a ])ortion of it b\- i)iittiiig a charge on the merchandise luiiidled of — 4 cints a ton on cotton and woollen^. 5 ■■ ■• all oihir iiiercliaiidise. Cargo is allowed to remain on the iiua\s -2 hours. .V jHiialtN- of one cent ])er ton per day is charged for the l'ii>t I'lve da\s sue- ending the ;j hours, 2 cents per ton. i)er day for the next live osited in the sheds l)efore the arrival cf ship on which it is to be loadefl jiays 60 cents per da\ for e\erv 30 s(|uare vards occupied /'i>»)MCf Dues '^11 Shif^f. Tonnage dues apjilied on the legal tonnage of each \essel entering the port to load, unload, or transfer cargo: - Per net registered ton per vovage — cts. 1. Shi|)s trading between Havre and non-European jwrts (with exception No. ,;) S 2. Ships trading between Havre and European or Asiatic ]K)rts (^with exception No. ,;) 6 3. Ships trading with any jxjrt whose cargo consists of at least nine-tenths cereals, balsam oil, iron ore, S:c . . . . 4 IIMiniK H iOUMIssin\t:Us OF iinMIIFif. » SESSIONAL PAPER No. 21c Regular lines havinR at kusl ..ne sailiiiR ^» "^'^k are e.itilK.l lu a redueli..,, ''^\S^!i:^ZX a nlonthK sailing are entitled ... v. ,.r cent rednction ""'".^s l^.^^, longer than two nu.nths in the ,..rt are eharge.l an a.ldi- tional tonnage rate of 2 cents iK-r week per ton. Railway access to the principal (|Uays is provided The Western Railwav C.nipanv handles the rail tratne to aii.l Iron, the docks ,0 its own freight vards and charges therefor ,, to ,. cents per ton. according to flu- ti'dtire of the goI....treal. ha. us 1 ee 11 ..l>eiK' . The phvsical features .,f the l.H.-alitv. the tra.le s.tuati.jn. au.l The ,x.si^li..i. as a p.,int of interchange between ocean an.l mla.,.! vessels, was recognimL ^^^^^^^^ ^^^ ^^^,.^^ ^,^^. ,^,,.,,i„,. ,, ,„„.r rapi.ls. The Citv of Montreal was fast bec..n,i.,g a co.nn.ercial and manulactunng .intre ind the situation f.)r warehouses and works was excelle.it. Fastw ar was the might v S, . Lawrence, with its clean water and per.nai.e..t river bed, passing through Lake St. iM.r an.l on miles to . J..ebec, and ,>.«, ""^ X:^;^Uon lo < ^uSc was an accou.pi.she.l fact for all classes of ocea.. vessels, but Lake St. I'eterri.alf wav up lo Mont.val. had ...ilv a .leplll ot 10 leel. iiii: S.iii' Cii.WM I Commencing .u.nlestlv as it woul.l be c.,..si.k.-e.l at the preset lime Imt .... right lines, the Montreal far-seeing busi,.ess me., niulerlook f. construct a harbour, •iti'd to deeiH'U the channel in Lake St. I'eter. . Thei.- lessons were gained from the successes in lak.ng ocea.. navigation u,. the Clv.le which had been a shallow stream, t.) (dasgow. , ,, „ I'redging on the St. Lawr.uce co.imic.ced 1.1 iS.s... Hie plau l.a.i been desiiiued and the machinerv made 111 Scotland. ,,•,.,, From 10 feet in iSv. the chaiu.el l.a.l been deeiK..e.l 1.1 .NS>s t.. 2:\ leet at ordir .rv 1.. V water, over a length of river re.,uiriiig dredging ... about s- .mles_ the ;v.>rk being carried ..n .lepartmeiitallv bv the Harbour U.mn.issi..iiers ol ^'""VrlsSS the (k,ver..u...nt ..f Ca..ada. rec.gni/ing the St. Lawrence as the national route of Canada, assumed the debt i.icurred with respect to the channel. and opened the waterway free to the shipping ot the w..rld The CWvcrnment in Is.;.; ui..ih)o tons passed up and down during the seven months of opi'ii season. The records of the accidents on the St. Lawrence give the causes about eiiually divided between faults due to the machinery of the ship, and errors of the pilots. None of the accidents whatever in recent vears have Uen due in any measure to the channel. Tut; H.vRnoi K. In the consideration of Montreal as a position for a great jjort, except for its winter season, it would be regarded as an ideal situation, according to the best British and Continental i)ractice. - 1. It is as far inland as it is fx>ssible for ocean navigation to go. 2. It has a splendid channel approach and a dredging plain and organization for navigation at least ec|ual to any in the world. ,V The navigable conditions are excellent. 4. It is on the direct line of the great Summer trade route of North America. 5. It is the most advantageous ocean port for a large section of the Xorth American Continent's most productive area. 6 It is a route whicli. with its up to the present meagre facilities, has success- fully held Its own with the BuffaloXew York route. 7. It is the eastern terminus of the .St. Lawrence Canal System chiving 14. feet navigation from Montreal to Fort Colborne. From Port Collwrne tlie depth IS 20 feet to Buffalo, Cleveland, Detroit, Chicago, vSault vSte. Marie Fort Williatn and Dulutli, a total distance of 1.400 miles. 8. Montreal is the railway centre 01 Canada. Trunk lines extend in every direction, and three trans continental lines reach ocean navigation in the harbour. 9. Physically. Montreal is favourable for the construction of a port. 10. The water is free from sediment, and constant dredging is not required. 11. The whole of the water front and river bed is controlled by the Port Authonty. HARllnf f ro 1/ H /.«.«/ f».\7.tf> of \lli\TRf:\f, •• StSSIONAL PAPER No. 21c 12. The Harbour is in tlu' luart of tlic hiisiiuss section ol llif city. i_V The railway conmctions with the docks an- the last «)ii the conliniiit. 14. The great traiisiK)rtatioii coniiwtiies of Canacla, Nith rail and water, have their headquarters in Montreal. 15. The tradi h\ the St. Lawrence to Montreal is now nearly ;,u jxr cent nl the total comnierct of Canada, including the trade with the Inited States. 16. The present situation of Montreal as regards the iM)rt, is as follows: - l\« «Kn« \M> til rW\HI'» 1 HMlllM !•. \>.**#'l8 IMT \nniiiii. .Nunibrr. I'niinaK*-. lnliin. I»P<| .*>,IHHI,IIII*I li.lHHt.ntHI The capital exjKnditure on the port to date is approximatelv the amount of the bonded debt, \iz., Sio.ooo.ihhi. The depth of water in the harbour and its approach is v> Het at lowest water, or ;,i feet 10 inches at the lowest stage reached in njo;. The total shed area is jo acres, to U' doubled in ii)()<). There are no toiuiage dues on vessels. The revenues are chielly derived from wharfage ratis on the goiwls and rentals of space. rilotage to the jiort is compulsory, and controlled by the (loverinnent 01 Canada. The Port Authority is a Connnission cnnijMisetl of three members ajiiMiinted bv the Goverrment of Canada, subject to tiie appnn .1. in the matters of ex- penditure, to the .Minister of Marine and lisluries. Ci iNCI.rsii iNS. Reference need only be made to the description of the eleven i)rincipal i)orts of Great Britain and luiroix', in these pages, and a comi)arisou with the i)livsical, natural, and trade advantages of Montreal, to com])leti- the favourable decision regarding the future nf the Port of .MoiUreal, and of the uecessilv of taking im- mediate steps in a careful and comim-hensive way of development for the future. The following sketches give an approximate idea of the extent of dock and shipping accomnuKlatioii in somi' of the important ports, as cfimparerl with the Harbour of .Montreal. fci » o n. f r/ *i ^ I' I 3i i! ^ I ^ II -%, X Poirr nv FROM London Brio 190 London [>i^' London BrIDGK to GRAVeSEND, 1907. f-« ") " BecfroN '^' \ -^ ^ Aw^^y fjf' f«B5«SS \\ (>»' |J>'* < ;t/y>< Ef^STCRN A CHATHAM RHIL^A Y k o g ^.,/ ^^# :|^^ £ h o S z o ^^J >: .'Y' ■K-'* Q < X in •v' :> ^ • • ■% 0) *- N o Nw Q % 5 UJ h ►- D > cn ■V* ^^ .-^ -^ K O 01 \ \ \ >v--^- V,- "V tt V ■'.. . A '--*--- ^ e. MANC HESTER DOCKS. S,r, I.. \-,„i.,;,! \ri, i i^OK'r Ol IIA.MIU IMi Sr,/'' W„iil,,-r,l IA'»-i. *• — 09 X a lU > z (t 2 u. tf) o Z Z H 2 X w Ul '^ K.- ttl o O > o Ui - N O O z I- < O Ul tf) o Q. O tt Q. G U/l: '^---^^- ^^-^- U4 .l^* s / ,'' 0' . ^ V \ f* V \ V -i^ UfUJt i..ll "W" • 2 X ui o z < Q: ^ 5iil TO A('( OMPANY UKPORT TO TIIK ! OF < BRITISH ANDO COMPARATIVE CURVES OF IMPOI RIVER S^ LAWRENCE, CANADA. ."(1/f: ,e,i ^'fp:"^^ :,i''''j2s.:s!ii?fe^^cv^ .::^ / . \ / ->u^ :fo'^' cuRvg- ^■i'-v 'h--'- ■'"■"■■ i^ ,p- ) TIIK MIMSTKU OK MAHIXK AND KISIIKKIKS DP CANADA ON (KND CONTINENTAL PORTS 1908. IMPORTANT RIVER CHANNELS AND CANALS. KIEL CANAL. BORCSTEDT CURVE. ■i'l'/ 1 \ . APPROACH TO ANTWERP HARBOUR RIVER SCHELDT. CITADEL CURVE. I PORT OF LONDON. RIVER THAMES. BLACKWALL CURVE, 6 MILES BELOW LONDON BRIDGE. TO ArCOMPAX^- KKI»()IM TO TIIK NriXIS'l OF CAN ON BRITISH ANDCONTI I90a COMPARATIVE CROSS SECTIONS OF IMPO fee: SCALI io 10^^ ISC ^oo !': - Ay *rC ^^^ ! ::• J-l'E 'JLIT J J J*^ijJii^|p,V. ..*l*rlll/ J» "I . •*! ■■* Cini.sUutl lh-i;/f///to iri/iii >•>''/ >j '.I ■• ■^w.-rr' -, '>.,' .. ^^^.•'•.^■"'"■■'iT •.■!'3 "■' -ff'\ ' 7^111. !■■• /0//( . / ':'ft,, "I* -;';"•/.■>■•?*.'' "^., /// Vl Li'\r( (/ii/iiiiir\ Af/»- Ui/ffif*f'i/iHr flit, ' Xr,\eii'/iT /iF\rl h'yfrrnit f^Vi-Wiitri- /tt <- Xlfliini iim with Vfuit^nf-t AiOj Widt. MIXISTKH OK MAKIXK ANI> FISIIKWIKS CANADA ON CONTINENTAL PORTS I90a. IMPORTANT RIVER CHANNELS AND CANALS. SCALE. 2^: SOO J50 *0 » <5C 500 5^c .TfrrrmTTiS! l . IMittid /tint shiiwa t\j>iitil f)fiHx.Siilii»i l>ilit\\Hi)hiiii(r ti, h'lnii/ . \lluii Unci Kt SnilH lu'(ti\v JaiIkUiii' llridf/o. lliifl, 'll'/f I /f\ff , ii'tw Hnfi*f \ r\iJi>\i ' i'v i- .'' virr -rmr'i^': ■t*^;^' llfifh Iklr lj\;-l ^ l.nw Wiih'F ^^rjTT-n'rr;^ 101 jt . I II 'if t f'hniuiel (hitiiKuv /A\rj'/,r\i'f Mm imr/ ■/iim \ \ ttfrnt tit ! f f/ ftfiiti:.\f i-filti ii/rtrti . ^ .. ^y/^ — /■ , . ,1 \\niii'i!((iir\^:t,.-,.:n/„n.ioi'i. Hifriitii ^iO/'t. 1 .-_' '> f'tm/ililrtl '- - li'r////) o/'fiiny.s.7)OK,(i-)0fh --* ^o'^ CURvT Sffi !<• ti'f^' f f . 'j/jij // t(i III) I mi I I .Xiuilunt .Mill PORT OF LONDON. RIVER THAMES. BLACKWALL CURVE, 6 MILES BELOW LONDOM BRIDGE.