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The following diagram* illu*trata the method: Le* cartaa. planche*. tableeux, etc.. peuvent etra film** * de* taux da raOuction diffaranis, Lorsqua le document eat trop grand pour aire raproduit an un aaul clicha. il eat filma a partir da Tangle aupirieur gauche, de gauche i droita. at de haut en baa, an prenant le nombre d'imegea ndcasaaira. Lea diagrammea suivanis illuatrant la mathode. 1 2 3 1 2 3 4 5 6 MlCtOCOPy MSCHUTION TfSI CHAHI (ANSI and ISO TEST CHART No. J| I^IUI^ ^ APPLIED ItvMGF In as-- 1653 Eost Main Street yjS Rochester, N«i> Yofh 1*609 USA j^S (716) 482 - 0300 - Phone ^B (716) 2Sa - 59H9 - Fo> European Ports THROUGH CANADIAN ^'^ PrestNttd with eompliMeiti of 6. OI.SteplKmJr. G£0. W. STEPHENS, J». Montrealf Can. ::.ui DEDICATION. To all Canadians who reallie the tremendouH natunil heritage we are heirs to. Who realize the reBpnnBlbllUy this entullM. Who have a faith In the future of their country large enough to lift them above the dlsintcRratlng in- fluence of local Jealousy, atronjf en.JUffh to inspire a loyal co-operation in the vital questions that concern our nation- al welfare. To Canadians of every prov- ince who realize that Canadian com- merce ought to be handled by Cana- dians through Canadian ports. Who realize that twenty years of inaction and neglect hive ptact>d Canada in the ehameful position of Silovving the greater part of her export trade to be handled by foreign ports. Who realise that the remedy fjr this outrageous annual tax upon Canadian produce iM the immediate equipment of our sea terjninals, the deeptnlng of our water- ways, the buoying and lighting of our channels. To all those (Canadians, therefore, who have their owm personal w.?Ifare at heart, these few pages are respectfully dedicated in the hope that their Interest and above all their acMon may 'hasten the accomplishment of a national wo"'.; which the natural re- sources of Canada demand should be (■one at onoe. G. W. STEPHKNS. JH. EUROPEAN PORTS THKOUGM CANADIAN EYES By Q». W. ftttphani, Jr. i)n the Isl of Oc tol.ir luat I left f^an- aitu for u holiday In Europi-. While there 1 renllie.l that It wiih un oppor- tunity not to be neBl.'i l.,l of vlaltlhK a« many », a p,,, Ih „r Huropt- u. time un,l opportunity iiiluht p.rr.ilt, with a view of looklnB Into existing condi- tions, examlninB ih.. manner in which exports and lmport» are handled nbmnd, and the al.-i,., that have been taken In the dlflferent ahlpipln- .entreii of Kurope and Creat Hrit t„ ac- commodate the demands „l .nodern shlp,;:;iK. I-'or lhl» purpose It was my gooil fortune to apend Borne time In each of the following places. Hambure. Rotterdam. Antwerp. Calais. (;her- bourit .ind Havre. London. Plymouth, Southampton. Bristol and Newcastle, GlasRow and Liverpool. In coverlnK the ground referred to above, and In taklne up this question of seaports, terminals and their equip- ment. I admit not having any special qualification, nor do I claim In any of the remarks that are to follow any ex- pert knowledge with which to color impressions received. I have simply gathoied facts and Impres-alona as I went slong which seemed to me to be of some Interest to Canadians, as they certalrdy were to me. I should like those who happen to read the.se lines, and any letters on this subject that may follow, to bear In mind that I am giving personal Impressions only for whlih 1 Ull ht' IIMl l.ll.r:. will llk.ly . II»'W t > 11 llMf v\h thfdihi Vl'H III till '■-.ininnihh'. 'rhcm- 1)1 brliiK MiiyihlitK < tM\.- Intrl'.'Hti'tl ilt'Vflopih' nt i»f t'tiimdiiiii |iuitM, but 1 ithuiihl vt'ry niui'h )lk>' til uwiikHH ('unuUluit it)'uple of f'vtTy |'ruvln> ■■. iiml In i'V>*ry ruiHiiK of lift-, to th.' linpo'tiiiM.' nf thlt* (Kirt iiui'^tlon tn thr r'nrriM r, miIikt irul lahortT iiH Wfl! nn I hi' Mhljmwner. 'I"hi' HtfuriKiwt IrniiifHHhui tnaili- upon my iiiltifl iirt<'i H[n-iiillnK the Ixttrr (iiirt iif thrt'<> iiintittiK vlnltlng th<> irioMt lMi[>urtiint KhlpphiK (<-iiii)i( iif Kuiopu and Ori'ut llrltiiln, Ih this, that In tniit- IDK itTMilniil fill i;ith->« iti riiiNKlii tht- paiamoiint curiHidfriiuun Klutuld b«^ thf Iniini'dlatf ii|iti<>ii uf a harbor Itnpruvi'iiient hi hdiu- that will not onlv provide Mi»nlr<.il with tiiitdtin haf'ior und dock eciulpnient, hut will provide cnndltlonH ftthcr In yucla-r. St. John, llalhix or Sydney that will attrut't the trade duiliiK that poitlun of the ye«r whL'n Montreal inuHt pt-r nt^cfHalty be clottbd. and thU8 prt-Myrve In Canada, at Canadian portx, thf continuity of (com- merce. The uork tthould be done by the nation and not by private corpora- tiLim. The contint-ntal Hyntem has al- most entirely discarded private and Individual Inveatniciit In the nia .ter of harbor»4 and terinitiaitt, and the yreat porta of Europe have been built up by the people's money, are managed by the people, and are owned by the people. Harbor u.id terminal rights are highly valued In Kurop«, and It la held that thf benetits of these ahould be national instead of local, and no the nation's money, at low Interest, Is put Into these national undertakings, and the whole people become .shareholders instead of the terminals b, VMNTKR IMiRTH. It mmy m wall bv admltteil that th«r« Hxlal to-duy obRlucli'i of u prac* tkal iiatur* which prohibit the con- ■Ideriitlon of Montreiil ilolnc builneM Ha an open purt In wlntpr. For thla reoMon It la evMrntly Hhcirt-tilghti> point that all water tninaportatlon wan mu<;h facili- tated and cheapened by londltlona whU-h allowed the Huniu ahlpn to ply rontlnuouiily between the r<;ime pulntRt tying up at or near tho Hume docka. It la not a matter of great aatlHfactlon to tontemplate the development of Montreal a« u port and feel that wbllA BO doing Canadians are attracting and Increoalng u trade which they aimply hand over to the porta of u foreign country for half the year. It meoni aomethlng to Canada and Canadians whether six months of her shipping business 1h given as u gift to other people, or whether, by foresight and enterprise, we can divert thla generos- ity Into the hands of our own people where It ought to remain. I believe that Conadluns have not realized the difference It would make to Canada if those who have the power would rlae high enough above petty Jealousies and local Interests to realize that, while we are momentarily making each petty Interest serve its own end, we are at the same time giving our competitors the opportunity, which they aelze with avidity, to attract Into foreign chan- nels the trade which Is Justly ours. It is not a proud thing for Canada to witness a village of 30,000 Inhabitants on the coast of Maine with terminal facilities which we cannot supply in Montreal owing to the clashing of many different Interests. The ports of Europe that are vying with each other to supply shipping with modern re- quirements have all had more or less the same difficulties to cope with. Those who have been successful, and who are to-day attracting the world's trade and increasing their own pros- perity, are the ones which at the out- set recognized the impossibility of ar- riving at satisfactory results where so many interests clashed. Agreeing to disagree, they placed their develop- ment In the hands of one or more dis- tinguished experts whose Independent position guaranteed the unprejudiced shaping of the future, and their plans and suggestions, submitted after ex- haustive examination of prevailing conditions, were eventually the com- mon ground for a continuous scheme of harobr development extending over many years, and in the end presenting a harmonious whole. FOREIGN CRITICS. The stories I have heard abroad about the St. Lawrence route were in many cases so exaggerated and so en- tirely venomous that my Impression grew stronger, as the numerous stories Increased, that this is one means adopted by our competing seaports to the south and those interested in their success, to discredit Canadian harbors In general. Be this Impression true or false, the Idea is nevertheless strongly rooted abroad that the St. Lawrence route Is beset with Insurmountable obstacles. What we ought to do. It seema to me, is to spare no money and no means until what remains to be set right In our national waterway is adjusted with the very best appH- 8 ancea available. Let our cities crush the Idea of strangling each other for fear of not holding or Increasing our lotal trade. The world holds enough business to guarantee the development of Montreal, Quebec, Sydney, Halifax and St. John, and when these ports are equipped as thefr competitors are to- day business will come, remain, and grow in spite of all the calumny and libel that may be used by competing terminals. That continental ports have had their ditncultles is early recognized by any one who Inspects their position and acquaints himself with the history of their development. After seeing the difficulties overcome by united action and enterprise elsewhere the convic- tion is strengthened that there re- main very few connected with our own port thiir cannot be surmounted. I ihope to show briefly in the letters which follow the position and equip- ment of Continental ports, what it has cost the people to bring about these Improvements, and the immediate widespread benefits accruing to each nation in their bid for a share In the world's trade. It Is a marvellous thing that, with the wretched equipment of our harbor In the past, we have been able to hold the trade as we have, and after seeing the way other ports are equipped to handle business one cannot but feel that there must be a tremendous fu- ture for the port of Montreal when its equipment shall be modern and com- plete, meaning a great increase in population. Increase in prosperity for everybody, and commercial prestige for Canada, Premier Parent, in his speech at Quebec recently, struck the right note when he pointed out that among Cana- dian ports "co-operation" was the greatest need of the hour, and not competition. When this message shall have sunk deep enough into the hearts of the Canadian people to awaken the energy and enterprise which till now has wasted ItSL'lf In useless Jealousy ; when the citizens of Canadian sea- ports shall have realized that the de- velopment of their terminal fafllitiea means Increased population, greater prosperity and less taxation ; when they realize that this port development question is one that concerns inti- mately the laborer on the street, the carpenter In his workshop, the farmer on his land, just as much as the car- rier of the merchandise we have to sell, then will the spirit of progress bound forward to its just goal and local prejudice will be set aside in the higher conception of national great- II-ANTWERP The little kingdom of Belgium con- tains about 11.000 square mllea In area, and has a population of some six and a-halt millions, who apeak Flemish and French. Centuries of war. revolution, and political Intrlsue on the part of her enemies have, however, bound to- gether her people, who, since 1839, have enjoyed an Independence guar- anteed by the live great powers of Eu- rope. This welding together of a people who fought for liberties of speech and self-government has cre- ated a populace which ranks among the most Industrious and enterprising in the world. Nature has placed her In the centre of a great continent, and endowed her with rich mineral deposits within reach of the open sea, and to these facts is largely due her phenom- enal development as a commercial na- tion. The ente. prise of her people has made her a gateway of trade to the heart of Europe, for an Immense tran- sit commerce In addition to her own local business, if you take the map of Europe and follow the winding course of the River Scheldt from its southern mouth you will find that about seventy miles from the North Sea. inland. Is situated the town of Antwerp, the most extensive city of Belgiuiii. the largest and most modern equipped port In Central Europe. The width of the river where it leaves the sea upon whose waters come and go so many of the world's great ships, is slightly over two miles, and the southern arm Is now the only one used as an entrance to the harbor of Antwerp. DIFFICULTIES SURMOUNTED. In the distance which separates this city from the sea were once to be found natural difficulties for the U navigation of large tonnage vessels which over and over again batlled en- gineering skill. The channel bottom, aa well as the banks of the river, be- ing largely of sand, have been changed and altered by the extreme tides, whose Influence is felt far beyond the city of Antwerp. The damming of the northern brancn of the river, the straightening of its many curves, the dyking and building of revetment walls, have all liad to be resorted to in order to preserve a channel that could be relied upon. At times the width of Ihis river diminished so that the entire volume of water was compressed with- in banks a few hundred feet apart. These places at stages of the tide and wind became ImpassaUe to ships of any burden. By continuous dredging, a perfe^jt system of buoying the chan- nel, and the expenditure of vast sume of money, these natural drawbacks have been made to disappear, until the waterway from the sea to the port of Antwerp has been made as e.Lsily navigable for ships of ail lunnage up to twenty-eight feet as It is to steer a trolley car down St. James Street. In 1870 the first serious attempts at modernizing the port were undertaken, the Government appointing a commis- sion to examine the whole situation. The plans were prepared by the ex- perts appointed, and after five years of political discussion were approved. It has, therefore, taken thirty-two years of continuous labor and expenditure to overcome nature's obstacles and in their place to establish conditions de- manded by modern shipping. DETAILS OF IMPROVEMENTS. The channel, from the mouth of the river to Antwerp, Is lighted by twenty- seven floating marine lamps, each of a penetrating capacity of eight miles. 1 2 nine of ten mile., one ol fourteen mile, and one of eighteen miles. Thl» means that In a distance of sixty mile, have been placed, as aids to navigation, thlrty-elght different lights, each with an Individuality denoting the align- ment which a vessel coming or going ought to take. This practically turns nlBht Into day. as tar as the navigation of the river Is concerned. Buoys guide the pilot by day. The shipping year has therefore been doubled by the In- genuity of Belgian engineering skill Opposite the city of Antwerp the river Is about 1.500 feet wide and thirty feet deep at low tide. The banks of the river have been made available by the building of a quay of solid ma- sonry, and owing to the tide. 25-85 feet, the dimensions of this wall are excessive and the cost enormous. The length of the quay extends over sev- eral miles. It Is sixty-flve feet high, twenty feet thick at the foundation and eight feet wide at the top. The depth of the water alongside Is sup- posed to be thirty feet at low tide Upon this quay are permanent sheds 160 feet In depth, connected by four lines of railway tracks with the rafl- road terminals. Two of these tracks run within a few feet of the water's edge, so that loading and unloading can be done direct from cars to ships and vice versa. Along this quay I counted eighty- three hydraulic cranes, mounted on rucks, the wheels of which moved on the outer rails of the four tracks al- ready referred to. The space of the erane legs allowed the cars to move directly beneath them. The capacity r»„„ '"'^""^ ^^'" from 1.000 to 3.000 pounds, and as many a» desirable can be placed alongside a ship, so that loading and unloading can be carried on at the same time. 1.1 Every few hundred yards a lane of transverse tracks running at right angles to the main line at the water's edge is built to transfer the loaded or unloaded earn out of the way to the other main line on the other aide of the sheds. The shunting and transfer of cars Is done by means of hydraulic capstans. For instance, a laborer snibs the end of a rope on to a car or cars, and twists the other end to the capstan, which, revolving, takes away the cars, and others are brought up in the same manner. There are also huge stationary cranes at certain points, with a capacity up to 160 tons. Everything seems to be planned for rapid handling of cargoes at a mini- mum cost. There are also ten floating, or wet, docks, comprising a quayage length of ^3,000 feet and a water area of over 2,000,000 feet, all of which have been excavated out of the solid earth. There are ten dry-docks In Antwerp for the repair of ships. Altogether, the docks and harbor works represent an expenditure of thirty millions of dol- lars, and the i>opulation of Antwerp Is no larger than Montreal. Antwerp does an Immense transit business with Central Eurone, and by the wise fore- sight of her people her tonnage has doubled since she provided her port with modern facilities. The control and supervision of the port are vested In the City Council, and great care has been taken not to allow private concerns to acquire rights for the exploitation of the pub- lic. ATTRACTING POPULATION. In addition to the long quay lining the river, are the "Northern Docks," covering un areii of ubuut 750 acres, and (oniieitod with tht- channel by tocka, and with each other In the same way. These docks, one of which would meaaure about 1,050 yurdfl long by 150 wide, are large Inland basins exca- vated out of the solid earth and walled In by solid masonry quayH. Railway communication is provided by a per- fect network of trucks ri 'nlng parallel to the dockside and connecting with the main linos at different points. The building of these docks has necessi- tated the erection of modern ware- houses, storage sheds and elevators ; has attracted commercial men and Arms from all Europe to establish branch houses In Antwerp. Large manufacturing Interests employing numbers of hands have been establish- ed In Belgium, and the advance of commercial wealth ull over the country has been hastened by the wise and continuous policy of port equipment. Belgium has become one of th', richest countries of Europe, and in an exten- sive money-lender to many of the powers who only a few years ago cre- ated her nationality. Broadly speaking, private ownership does not exist on the Continent. Wharves and quays, like the navigable river, all belong to the government, and are under its control. Permission Is never accorded to private firms or public companies to exploit these for their own particular ends or benefit. Three times during the last century Antwerp became lifeless by the loss of her shipping, caused largely by po- litical Intrigue. Her development as a port Is solely due to the intervention of the public authorities, who had faith in her possibilities and courage enough to rise above the clamor of na"nw views. She spent twenty-flve mluions of dollars to modernize and 15 does not po8.e«» " ,"1°" ,„prl» and ..rea..d pro.per ty of the _^^^j^ growth o. wealth, extena, g ^ placed her In the ^ ,„,„ h«- rwalllng the »"'° "„ ■,,,e„„e. What bor. Montreal could^o"^-';,„„„„ " ^rto^Montreal-rmmen^e inereaae mean to mu>it. m-tivlty. aiia '•'"^"r »."."■««""•"■ and over ^'/" Vv" be en .hamefuUy ^-?^^"nr:^'^:o ---;:^et;rnot^a.. handle It in our »«■> »°"»- J^f Xeen -"" "^r^I^ed^andTontlnuou. Cr^^laraTread. .Uteenyear.be bind our --P;' '^^:;„"J, 'on» to do the hands of tne uu opinion "=*'"trtr.Ttlmate' spending Of '^o^rm dolngwhat ou.ht to have been commenced twenty yeare ago^ The voice of the PUhllc Should b» loud and so decided »" '^J^^i,', » that no government could stand oy disinterested listener. Ill-ROTTERDAM There are no two nalloni In Europe Vblch have achieved Independence at •uch enormoui coat and •atrlllce of llle a« Belllum and Holland. There are few peoplei In the whole world whoae contribution to ort and com- merce ha« been ao diBtlngulahed. There are none whose ln»tlnct» of nutlonnl life have had to face auch trials and overcome auch dlfflcultlea. Of Holland It may be truly »ald that ■he hai stayed the wavea of the »ea. for her very existence depends upon the dykes and embankments by which the waters of the ocean are kept back. The Immensity of the works, ind daunt- less energy of her people, c n be Irp- acli'ed when you consider that these huge sea walls line practically her whole coast and cost, In maintenance alone, six millions of dollars annually. Holland covers about 12,000 square miles, and her people number some five millions. She has colonies beyond the sea, however, with a population of thirty- Ave millions, and an area of 788.000 square miles. Her Imports amount to 800 millions of dollars, and her exports 750 millions per annum. DIFFICULTIES SURMOUNTED. The city of Rotterdam, which has taken its place as one of the world's great seaports. Is situated on the River Maas, about twenty miles from the sea. The conditions surrounding the de- velopm. I of this city and port ars unique, and bear witness to the untold (ttcrince and courageous labor of her people. There Is not a single dwelling wall, quay or dock In the whole town that does not rest upon piles driven through half a hundred feet of ooilng mire, and every stone and timber has , been brought 'roiii foreign lands to do I 17 thii. The Rlvrr Muaa !• the main out- let or the Rhine, which la navl(abla aR far an Cologne for boata drawinc not more than ten feet. Above Co- l0(ne the depth dlmlnlahea to al< and eight feet. The amount of river trade Ijetween Hollund and Germany, by way of the Rhine, I'omea to aomethlni like nine million tona of freight per annum, four-nttha of which paaaea through Rotterdam. In 18S0 the depth of the channel from the port to the aea waa fifteen feet at high water, Thia depth waa doubled In thirteen yeara, ao that alnce 1K93 a thirty-foot channel haa exiated. To Ihia work— the cre.itlon of a new waterway to the aeii— la due the rapid expanalon and flouiiahlng condition of the port. The maritime tonnage dou- bled In ten yeara after completion of the thirty-foot channel and equipment of the harbor. The oltlaena of Rotter- dam were no doubt urged to grapple with their port problem by the rivalry of Antwerp, and were not alow to re- allie the vmands of trade, and regulatei' the port charges. Instead of wrang- ling and discord, one sees harmony and method, BO necessary at the head of any bustnens undertaking If success la aJmed at. •V-HAMBURG m.r month.. , Uv,a In H.^bur, "nd " Wundmhm." on» of th. .tr».i. ^.d.n. down .., ,h, hurbor , b"!:!" »' lh«. tin... und ,ouId -,i.|iy ana m, -l^ator. I, „„,„ „„„„^j wonder wh«her Montr«.l would ever hlle I felt pr.,ud that a. l.ant naturo Bl«ht«n y.ar, hav^ gone by .!„, " ^" v,.i„d Hamburg. Th. ..r„ in It. piao, 1. a new harbor. Lar.a •ne'e, of valuable property have b^m ba.ln, have been provided wherever ne-s,lty demanded more .pace bell, T; '".""'"■ """""TK ..ea.ed to belo,,» ,„ ,hH Han.eatl,. League and JO ned ,h, eu.,„m, U„|„„, her p„.,.";^ relatively .peaking wa. much the ,ame •"'■ Although, even then, doing an oiin.ultle.. .he ,aw trade, that ought to h we been her own, going .Lewhere j.:ei^xrawt.:.\'rb?oT »e:n,''re?..::r:„\r'r' '--'■'»'' .nrt'thf'----^^^^^^^^^ met in her race for harbor .upre- macy. Puttlnc htr ihouldcra Co thm whaci, Humburv allaiicwt th« petty diKord of ■tr«et cornvr poUtloa, took A dlsnlfled and fartlvhttd ■tand. twcomlnv a great commercial city ; and fipplylni ul| her atrenctb and the neceaiury funde to carry out the need- ed extenelona, her preetlce ue the moat Important continental aeaport wat mutntalnpd. Until 1988 the commerce of Hamburg entered that city without paying cuatoma dutlea until ahlpped beyond the llmlta of the city. A FREE PORT. When, In ;hla aame year, ah.* entered the Cuatoma Union ahe renllied that the character of her commerce would change unleaa ahe preaerved aome ot her old rlghU. To provide agalnai thla, a aectlon of the city «. •talnlng 2.fiOO acrea waa laid out und wholly aepar- ated from adjoining property, and within thia territory are to be found the docka, quaya, wnrehouaea, etc., of to-day. At the Ace, therefore, of 2,600 acrea of th. . property, exclu- alvely devoted to l vanta of the port, haa the modern hi. or of Hamburg been eatabllahed. Wi 'n theae llmlta, where once old rookerlea and narrow, antWuated buUdlnffs lined the gloomy etreetx, have fitiaen Innumerable quaya and warehouaea, poBBenalng all the moat modem facilities for the loading. unloMdlng uml atoraRe of mercantile goods. The gifHt hopes of her cltl- aena have been aur;jtipsed and ahe haa become, through the ■■haratter and en- terprise of the merchants, a vaat en- trepot for merchandise awaiting sale, manufacture or reahlpment- The natural position of Hamburg makes her the commercial distributing point for Northeastern Europe, eape- clally In connection with Engltah, Sranrt'n.ivl.i.i. RMsalan. German and 21 Austrian trade, and no port In Europe that I know of has so many teature» In common with Montreal. Hamburg, like Montreal, lies at a point on the river (the Elbe) where transportation by barges to the Inte- rior, ends, and ocean navigation begins. RESEMBLANCE TO MONTREAL. At nearly 100 miles from the sea, thi. great Inland port is established. Be- tween her and the sea nature has raised many drawbacks, some of which have been overcome by money and en- glneerlng skill, others were deemed too costly to execute or too expensive to maintain. Of these I will only speak, LTr - *"" '"" "' accor„plished by united effort and perseverance. The principal Impediments are to be found In he existence of four sandbars at various distances down the river. «hlch have restricted the entrance of vessel drawing more than t^eZV.1 into the port of Hamburg, except at high tide. The question suggests It- self at once, Why are these , moved by dredging ? j jq „„t '^^^^^ to know the technical reason standing none ofTh f ""' '""' "'"^'™ "■»' ever rlL "" """^ ateamers can When K ,™'"'"*^ "P '"'o "-e harbor When having their full load of coal for a voyage. For this reason also, and to accommodate this special p""™ '" 'he world rhrnU:rrnerf:f„;""r'^^' bring the c„u„t^°.r'ov:^!otaT ^ad^ er;rtr---o-.n'°af:= Si;^.x— --£ :^ :^r::d~s:rr: 24 ilii V-HAVRE U you are a good sailor, and do not mind a longer sea trip In crossing the English Channel than you get in going by way of Calais-Dover, a pleasnnt variation of Itinerary, on leaving Paris, Is to go to Havre. The distance by rail is about the same as that between Montreal and Quebec, and the train carries you throue-h the beautiful val- ley of the winding Seine, with Its pic- turesque church spires and quaint Norman villages. Normandy Is tne land of orchards, green pastures, pic- turesque hillsides and Interesting r " '- pie. It is that part of France mosL - 1- rectly opposite England, with Brittany on one side and Flanders on the other. When the Seine reaches the sea we ilnd at Its mouth a harbor that is re- markable principally because it is al- moat entirely artificial, constructed In the face of great engineerinj? difficul- ties and at enormous expense. Havre itself Is a typical Norman town of about 125,000 Inhabitants, with its land side looltlng up the Seine valley towards the famous spires of the cath- edral at Rouen. It looks out over the English Channel at Southampton and Plymouth. The port consists of an outer harbor protected by break- waters, dykes, etc. ; an inner harbor and ten huge docks, or inland basins, the whole looking like a huge triangle with Its base away from the sea. The warrant for building up this great har- bor Is tn be found in Its location and accessibility. It is in rail or water communication with the commercial distrirts of England, Belgium, Holland, and of course ia the port of Paris as well. "But while the advantages," Bays Mr. H. Vetillant. the eminent Prench engineer, " are in its favor as a seaport, there are certain engineering 2^ aiffltuItlM In the way of carrying out Important dock work, such as the foundation of quay walls and en- trances upon recent alluvial deposits, not to mention the construction ot heavy masonry m a district where tha eeolofflcal formation can supply none of the necessary material, such as Btone, lime, cement and sand. Added to this, also, there Is the didlculty of maintaining a suffldent depth of water In basins left open to the travel of shingle and to the mud-laden water of the bay." THE PORT'S FACILITIES. The water level changes in the bay from about fifteen feet at low tide to thirty-flve feet at high. Shipi. drawing twenty-six feet and over can enter the port on 182 days per year during seven and a-half hours, twenty-flve feet th-ee Inches on 365 days during twelve hours, nineteen feet sl.v Inches on 365 days during fifteen hours. The ten docks mentioned above supply a quay- age length of about 45,000 feet Ex- tensive sheds line the quays for the housing of freight. There are twenty- one of these, supplying about 92,000 square yarcs of storage space. Spe- clal shed= are allotted to particular companies doing regular business with H ""?: 7,"' """""" "^""'Pnient In- cludes the following: — 30 hydraulic cranes. 4 hydraulic winches. 5 steam cranes. S floating steam cranes. 3 grain elevators One of the ten docks and part of an- other have been given Into the control of a private company, which has pre- empted space equal to 183,600 square yards, used as follows :- ^."^'^ ^P^" 34,700 yards. Covered storage 39.OOO ■■ Thirty-nine warehouses. 69,000 " a; with a capatlty of 160,000 tons of mer- chandise. This forms an entrepot for gooda in transit. AH the docks have railway connection, and the tracks are laid under the principal sheds, so that cargoes may be received and unloadt?d directly Into the cars or vice versa. The port dues used to be raised on vessels according to the counfy from which they came, a preference being made In favor of French ships. Now, however, a modlfitrd system prevails, of which the following 1b a brief syn- opsis : — 1. Vessels beginning their voyage, or iiaving their destination outside of Eu- rope, pay eight cents per registered ton. 2. Vessels beglr "ng their voyage in France, and hav:iio their destination In a European port or a port in Africa or Asia or the Mediterranean, pay six cents per registered ton. 3. Vessels fully loaded, or loaded to the extent of nine- tenths of the carry- ing trade with cereals, timber from Northern Europe, ftrtilizers, co il, iron ore, mineral oil, and ict, pay eight cents per registered ton. A reduction of 30 per cent. Is made for vessels belonging to a regular line having at least one departure per month, and 40 per cent, when the de- parture is weekly. In 1899 the tonnage of the port amounted to 5,468,121 registered, and the number of ships 12,397. EUROPEAN PORTS. Consideration has been given in the last three letters to the ports of Ham- burg. Rotterdam, Antwerp, and this one on Havre completes the brief re- view of the Continental harbors which the writer was able to visit. These great European ^Gi ts have all become modernized within the last fifteen polltlrni dliroultles to overcome ,ey have all had to expend large ,iim. of money to carry out their harbor Im- provements. In no caae ha. the reau.t been d,„ ,„„„^ . „„ ,^^ contrary, mer.h''"''. '° ■""""'"■ ""'"-owner,, merchant,, real estate uwner, and trarlera of all cla..e,. not only of the district. ,„ well a, the lnu„.trlal, all anln/ ,"'" """^'^ population naUo„«, fi'"' '"'"^"' ""^ «" '""^^^i 'hi ..„ . ■""'■""^"on or commerce at he s,a terminals. To these, therefore, he benefits have been tangible and iZZ'T'- """^ •'™''-- raised 'n the farm d,„„„„ „„_j^ ^ n the aucer If his transportation charge, can h rdnn"r h"' '"''''•'""'^ 'he cost of port development becomes one of » mple dollars and cents to every c.tN ^m ::L:/"""r' "" "-'-•^hat -.jrzZsfo?h,?h---™-- promote fhH , ™""non effort to tradT,L ,:„ """'^'opment of national m:r:e";h^^r.b^?an.°i?-'"--">- way to do If i» . " ""rts. The 'h/nat,o'n.:'::;7p:n*oV„rd"^""^'" oral sea Dorti i^ f^anada's nat- obvlcu/ad™ tages'Z""!:" '° "■^'^ the country the trade thif' '"''' '" to the States. """^ ^o^s VI-LONDON U the entire population of Canada were to forsake the provinces and as- semble upon the Island of Montreal, If aJl the cities, towns and vlilares be- tween the two great oceans that wall us in could be lifted up and planted within an area of 125 square mites, the vaatness of the world's metropolis might be Imagined and th« meaning of such congested living con- ceived. Krom London to the sea at Sheerness Is about 50 miles, and the river Thames winds Its tortuous body like a serpent, slowly creeping to the sea. There are more Scotchmen in London than In Edinburgh, more Jews than in Palestine, more Roman Cath- olics than In Rome. There Is too much of passing Interest in London for any one to give up the time to visit the port and docks unless upon some spe- cial object bent. Starting at West- minster Bridge most people go up ths Thames towards Richmond and Kew in search of those picturesque reaches of water that are known tt> so many lovers of summer beauty. But to him who cares to devote the time, no more Interesting sight exists than a trip down the artery of thf world's com- mercial heart. It was a drizzling cold December day. clouds, fog and smoke hanging overhead, when I descended the stone steps at Westminster Bridge and purthaaed a ticket for Oreenwlch. Taking one of the little boats that ply Up and down, I could not help thinking of the clever bus-drivers on the Strand who are not more skillful than the helmsmen of these little tloating flre- flys as they dart from one side to the other on the crowded stream. Be- neath the arches of Charing Cross and Waterloo Bridges we go, with the Thames embankment on the left, Som- •2M Into vlfw Ju.. .. , ■"' <"»nnn« H- .h. <,„,.,"„"• «-e Tow.,. mem. ""'"Itlrg »nle or re«l,|p. Hirt, f^NDON DOCKS. moved A II.L / *'"°""'^ «'"« London docks n„.M '''''• "" ">« '»o do.k8 are ovvneH "."'■"»• These with a caDJt«i * ^""""n Docks Co. Po-'rci^. The>!' °H "'"■"™ """on •■"'nP..ny ha:.;"?"":"' "' ""' "<"=" over 300.000 tons {,„ j' '">'a<-"y of " Idle to attemo, f" "" "' *'"^- « Pendous act viry * ,'"■"''■'' '"e stu. these overflow ng wat-hr^"" """* "^"'^ Bat this f. ^„7 *?"'"'' ■•^P'-e- A ""le further on"'" •": ''^'^'"""'fr. B.i»ln. we .onie to ,H .?"*" ^«PP'ng ■ila Docks on ,;"'.?; «'-" ^-"1 In- Commcrcla, Docks on T 'I" """"'y 'ormer consisting of thr' 'l^^'' '^'" allel basins covefln J , " ""«'' f"" of 300 acres ,h"'?5„"'*«''er an area series of baiiln. T comprising a -'". 3,r„Tres\re"T:r'--- Blackwall and Po„, "'"" "" "t Ea»t Jnd.a Docks "nlT '"'" ""^^ '", 'he great VlcioH-, J "" """" »"" nearly three m°,es,r,''^""^«I'o*». nearly t«ent""i' i„ "*'"• """ ">-" Wars lirldge are ,r " ""'"'"' S'^-^"- ■^''lons to the do'kin "'""■ ■■■""' "J- "o". at Tllbm-y "'"'^ "■"'™ o' Lon- The control of the river Thuinei, lt« channel«, lighting, dredging, buoy- ing and piloting la under the Joint management of two hlltorlc bodl.-, of men. known ai "Trinity House" and the "Conaervuni-y Board." DlVERiJE INTERESTS. Broadly speaking Trinity Uouie la the pilotage authority for the port of London and aa «uth. lights, buoya and marks the river. The Conservancy Board surveys and dredges the than- neli. While the Thiimes Is under the jurisdiction of two more or less uon- fllctlng governlnB bodka Ilfty-six dif- ferent authorltl™ control the purt of London. These different Interests be- gan uquhliiB rlfhta and owning river frontage when the bualness of the port was not thereby Interfered with. But the growth of trade anil demand for extension gave these a value hardly to be estimated, so that their ownerj created companies many times over- stocked and to pay Interest on the huge citpltallzatlon the port and dock charges became exoruliant. Not only this but each dock company had Its own syatem of charging for and hand- ling cargoes, so that shippers rarely knew what the cost of loading and unloading would be or where their ships would dock. The progress of the port Is much re- tarded by this diversity of administra- tion. If the progress of our own port and channel, with our small share of trade, can be stagnated and practically shut out of business by only three con- flicting authorities, the mass under which London Is staggering to-day from the same cauae must be apparent. What Is happening in London In a large sense Is also happening here. The trade Is drlftlnpr round Ike coast to Southampton, Plymouth, Bristol and 31 OarclKt. our tr.d, |, ,„|n- , _ and, Bo.,„„ „„, Ne„';^;;'°„''»;'; modern .h.p. ha .„,.r„..ed, th, d«li 'd nr.l. ar. too unall and ihallow t„ pv^-srra.r.^n-i,-^ ii^^ Ha_..o„e.o.H.,a,.„a„d™or.™.S* 1S'>I> I And the following: "ft ,howa how without regard to Inore J.ni .^I 1, ,H "j;' ""'•"• ""■ "■'«'« '■ properly ^^"'PPed. the tonnage will fall „" " We.. i-Ji !. "" '<"">»« of the Jar. on"""'" '""""• «»'"'«"«- pair, one year after it wa, equipped ^38,000 ton.. The .eriou, dl.advanta«e apart fro™ dlver.lty of authlrUy In iondon. may be .tated to be that the deep w.ter required by modern ve..eU . far anay down the river at a du- of market, the Tilbury dock, are the Of an r """ '"" — -nodutrah p: modern 7"*'- '"" """" "" ">« "">« modern I propose to briefly de.crlbe the?TrTT^':l "*'• ""'"■'« '" "«»• low Ch "S'^" '"^"'y-'l-^ mile. be. low London Bridge. The dock, which conal.t.of onemalnbaalnandZee .mailer ones. ha. a water area of 63 lock at °V'»,"''««' " l« entered by a lock at the entr«nce of which the depth r. So VeT ,'"•''"'• The lock ba^m "8 700 feet long, 25 feet deep at low r"rfer;i'"*"^'''-''"''™°H o- 80 feet. The main dock I. 1,820 feet are 1,600 feet hy 300 feet and 34 feet 32 d*ep at neiip-tldf. Thtn dork lyatvm can take cure at one time of 20 ihtpa, •00 (eet long, or SO of uverave ilie, the total quay length belnv about IB.- 000 lineal feet. Hheda 300 feet by 120 line the branch quays and nre aet back about 30 feet from the wuter'a edfe. The floors of (hese Hheda are concrete. The quay walla of concrete faced with brick. The ah»>da are provided with roller ahuttera for their whole length, ao that trucklnv can take place at any part. In all there are 24 aheda In th« branch docka with about one million ■quare feet floor apace. With 27 ahlpa In the dock each would have about S6,- 000 square feet. A double line of rails runa down to the quaya and aeveral llnea at the back of the aheda. Within the boumlury of the docka are 26 miles of ralla. Connected with the Tilbury ayatem are two graving docks each 846 feet In length. Around the docks are 62 mov- able hydraulic cranes of a ton and u half capacity, Innumerable capstans, a floating Bteum derrick, steam tugs and dredges, etc. TRADE LEAVING THE PORT. These basins through the tide accu- mulate enormous quantities of mud and dredging goes on continuously costing about $50,000 per .innum. The tonnage of all these dlfteront dock systems comprising the port of London amounted In 1900 to D,5J!iO.Kr>4, and the number of ocean ships entered during the same time, 11,118. The Continental system, aa expluinej in former letters. Is almost entirely public ; that Is, the harbors and docks are publicly owned and managed. Here In London Is an example of the British system of private owner- ship, where each set of docks Is sep- apately owned and run for the pur- pose of making dividends, regardless «P.n... oroour«ilV„„, ."' •■" ^;^>:^£' rr =-- w,y. ' ""•"• and dlrnlfled VII -SOUTHAMPTON About half way b<>tw«#ti Dover and l*ens»nri>, im the louth <'ou«t of Eng* land, looklnir out ovvr the Holent and the iRlf of Wlffht In the phtumque town uf Hoiithampton, with lu seventy odd thouaunil InhubltantK. It w&n here that Rlchura Coeur d« Lion aet valt In thi* earlier centurlea, inuuirur- Atlntf the famouH cruaadea. From thia port Ali-t the Pllffrlm Pathera left on the Mayflower In qucat of home, llbtrty and iieact' beyond the aeoa. From London to Houthumpton, by rail, takea iibout two houm, on the London & 8outhvvcHtern Railroad, and by the en- terprlHH of thin rullioitd HyHt<>m the Importuni-t' of Huuthumptoti uf ii port, and the development ot her dockH, haa been uccompllKhed. of t'ourite. Its proximity to London, and the nplendld railway fucllltlf-tt between thea* two points, have been material faitura In attracting trade and paB8enK»-r. . " We can fflve." aays Mr. John Dlxoii, dork and marine superintendent, "and are .' ivldliis '-.i^re in Houthampton facltl- i:tfa for veaselti of any ■ t/j- und almoit any conceivable draught. The time wua when ahlps comparatively Inex- pensive had to be built to suit the porta, which were comparatively cost- ly ; now the situation Is reversed, and ports. If their owners desire to attract and secure, or even to hold, trade, must be built to suit the ships, not only of the present but of the future. This, aa I interpret It, la the policy of the Southampton Harbor Board and of the London & Southwestern Railway Com- pany, a policy which the commission- ers and directors are persuing In the firm belief that it will meet with Ita due reward at the hands of the great travelling public, and of those who control the varlouH branches of the carrying trade of the world." 3& THE RAILWAYS INTERESTS. existed (or over ninety yea™, and car- 'ng. etc.. of the ha.uor. the rallwav company maintain, the docks an JTer quay and the Royal pier. The city la built on a kind or a peninsula (ormed harbor proper measures about Ave sufflc, . r"" "' "■ ""* and a depth sufficient for vessels of all tonnage In IS38 .he first docks were begun and completed In 1843. m .851 a p".' until 1876, during which time no har- and Z'd "L""^ "°'^ ^^-^^ "«""'"-■ at that t-m ,°',"'"" '" '"" harbo; at that t.me a low tide was twenty '<■ The whole dock system at (ho present tlme Is shut off f'rom the cUy' labl Shed wUh.rt'" """""" "^ ^'- .. some twenty miles of tide water, are the two well known ports ot Cardiff and Bris- tol, facing each other from either side of the bay. These two ports have each their own special business, Cardiff be- ing the great exporting centre for Welsh coal and Bristol the distribut- ing point for an ever-increasing import trade. This provides return cyigo,;^ within easy reich, a matter of no small significance to Canadian exporters. Bristol, on the Avon, seven miles from the sea, has always been a commercial city of importance, and Is to-day th*^ chief seaport of southwest England. In the fifteenth century there was but one city In England that rivalled her in trade. It was from her shores that John and Sebastian Cabot set Rail on their famous voyagea of discovery and adventure. The.se two mariners left Bristol and sailed up the Gulf of St. Lawrence shortly after Columbus be- came famous for the discovery '>f America. the; bivejr avon. The River Avon is about the anmt* size as the Richelieu, the latter's swift current and plunging waterfalls bcincr replaced by a tide v*hieh ri^es at springs to a height of forty feet. Thi.i ■mall tidal river, which empties twl*'e a day, flows to the sea in a channel, 39 Ihe bed of which la BoUa limedtonp. Its banks ar? proclpitous* and Itfl course Is a. tortuoUE one. I liiy par- tlculir utresa upon these fact.a ber^use Nature evidently never anticipate-! that the demands of commerce and the ffenius of man wouM combine to upset her plans. In the 83ven milea that separate the city from the sea are to be found more natural dimcultles to overcome than In all the hundred miles that flow between Mon'treal and the Straits of Belle Isle. The bottom of the river, once a certain depth was reach- ed, could no longer be dredged, but had to be blasted, the turnings In the river were so sharp that two ships could not dare to meet at any of them without sure disaster. By a perfect system of buoying, lighting and land signals, the blasting of a new channel, fhi]n come right up Into the city har- bor alongside the great warehouses. The city is built on both sides of the river and the ships come up Into the town much the same as if rraig street were widened and turned Into a canal. THE DOCK SYSTEM. The port of Bristol comprlsen the town dock system in the heart of the city, Avonmouth and Portlshead docks, the former, as its name Indi- cates, at the Avon's mouth, the latter In direct communication with the sea a few miles away. Imagine the River St. Laivrence lo be 150 yards wide. Instead of two miles, and Montreal 1d- tcrseoted by it, the sea at the lower end of the Island, and on either aide the river two huge docks. Tou would then have a fair reproduction of what the port of Bristol Is like. Vessels drawing sixteen feet come to the city docks. Over this they go to Avon- mouth or Portlshead, The situation of Bristol gives her command of an area of country the population of 40 which reaches nearly twelve mlUitm*. Here within a few hundred mllrts Is a. market for Canadian products twice as large as the wholf pupulatiun of 'mr own country. From the works already accomplished and th.- plans for iht- future, I shouU judye thai Wrlstol has fet herself the task of outHttins a har- bor which shall make a Hpetialiy of import trade, iirlncipally in foodstuffs, grain, timber, provisions, urcs, fruit and cattle. I saw more Canad'an products In Bristol than anywhere flse. and they were better cared for than in any port vlBlted. In 1803. by a?t of Parliament, Bristol dammed a certain portion of the Hiver Avon, and so created the city dock at a cost of £750,300. This work was un- dertaken by a joint stock company. By exorbitant charges and stringent condltluna Imposed by this corpora- tion the shipping cf the port withered to suth an extent that In 1S4S the 'Uty was forced in self-defence to buy th<> property. The first thing they did on acquiring these docks was to lower the shipping dues to about one-third, the citizens agre'^ln? to be taxed to the extent of 4 pence on the pound fur any deficiency that might occur. IM-ivar^ companies In 1S77 and ISSl openei! up two large docks, one at Avonmjuth and one at Ponishead, for the accnm- niodatior. of vessels which cou^u n-^t get up to Bristol. P^or some reason or other neither of these docks was a success !ina,ncial)y under individual management, and instead of attracting • the triide of larger vessels, for which they were built, they became com- petitors for the class of trade which could easily be accommodated at the rity docks. This \'" it on for t^ome time, till. In 18S4, ■ len again in self- defence, the corpo'-atlon had to acquire these two docks. This brought the 41 entire system under municipal man- agement, conslHtlns of nineteen mem- bers of the town council stfletiteil an- nually by that body. In money the dOLk estate represented about i^l2,000,- OOO. I'ntler this nianaR^'inent foreiffn trade, population and wealth of the city h:;v( cnormoiisjy int-reused. and the business of tht; pjrt his b'^cnme known tor Its etflcient niinajfrnent. Bpleiidiii ac-commodation, model egulp- ment and low rates. Th.i money to build the doeks and c-auip the harbor was borrowed at 2.16 pei- tent., and consequently the city c:tn alYord to charge mciilerato Jues and atlU have a fair ietum 'n the money InveateJ. The u hole revenue pays about 3 1-2 per c--nt. on -.he outstanillns capital of the whole C(jiicern. t'olnrident with the moilernization of dot-ks and ter- minals in Bristol has been recorJpti in- c:vut-d population, increasL-d value of ratable |>rjperty, and unpref-edented growth of Industries In the city. MUXICIPAI^ managemi-:nt. The municipal management of the dock system has been a great succesa. largely becaiine they have hail the i^ooJ forlune to select a docks' manager of great business ability and unswervins loyalty to the trust and widr- puvfTS bestowed upon him. The corporation practiraily under take.« and etTiciently r^iTit'S out the whole ul" the work for the shippera and merchants in connec- tion with which a large warehousing busintPs is carried on and "norpura- lion warrants" fiven for gouds stored. Tt is altogether a wonderful achlev.'- ment under manlcipal ownt'iship to provide a system which has gained a reputfttion among merchants and ship- pers of being one of the cheapest and most convenient porta in England, The debenture stock, bearing interest at 3 1-:; per cent., is quoted at 1-:'.. The 42 entire capital needed for the construc- Uon of thse docks was borrowed, and a BlnklnK fund has been established wherewith In llfty years the whole debt will b- wliisd out. Bahlnd all the efforts towards elll- clent manHKenent seems to be the principle that to Increase the volume of trade done by tne port Is vastly more beneficial than the making of undue profits through the charging of high rates. With this In view it has been uosslbl,^ out of the revenue of the p^rt, to pro\Me permanent sheds, cranes, ciuays. railways and telephones, be- sides providing for the slr.klr.g fund. If this continues the citizens will pos- aess In nfly years a dock system splendidly equipped, free of dcht. The active management of this dock sys- tem consists of a general manager, sec- retary, engineer, and two assistants, collectors of dues, a chief clerk, a legal omcer. six dock masters, three trafHo managers. and a largo staff of clerks. Th' railway facilities at all three dock systems are ample ajid efficient, so that vessels may discharge and re- ceive freight direct from the car.^. Aid to this modern storage sheds and hand- llTig machineiy, and you have the thr 'ft essential quallfiCLUlons nec-ssary for the equipment of a first-class dock. I was more particularly Interested In the facilities .iffereil by this port be- cause I saw mort Canadian produce here than anywhere else, and as much depends upon how our export trade is handled when It reaches its destina- tion, it was a pleasure to note the care and attention given here to this sub- ject. The sheds that line the duays are built of brick and are two storeys high, the ground tloor paved with cob- bles, the upper with wood. Delivery of goods from the upper to the lower 43 »hed» takei place through chuteii. Cnn- tlnuouE sliding doors on both floors anj on both cldfg of the shed make the re- ception and shipment of freight easy and quick. In the most modern shedo the lower lltnir rlstj« aw it leaves the (iuay, BO that when u truck reaches the Inner wall of the sh-i-d the Moor Is on a lei^el with the platform of the r^r. This does awav with extra lifting and cheipens the handling of merchandise to no smiiU c-xtent. These sheds are about :iOi> feet long by 90 fet-t wide, and roftt about J25,000. I \vitn''!>H'-'i tht" discharge of a cargo of cotton S"'ed by the means of a port- able system ut bells, that could he car- ried from ship to ship at the rate of 100 tons pvT hour, 25.000 bunches of bauanuw unloaded in eight liours and stored In a fruit shed, cooled or heated to hasten or retard the ripening accord- ing to the fitate of the market. THE FACILITIES The large grain elevator Into which the cars run is built without bins, but has novel movable partitions kept In place by the weUht of the grain. This allows the storage of large or small lots and preserves Us Identity. I saw Can.K'ian butter and cheese in cold etorage rooms within a few feet of the ships, transferred from hold to storage room under cover in a few minutes with little or no exposure. In watch- ing thn handling of Canadian produce In the port of Bristol I could not help feeling that Canada is doing a great Injury to her own export trade, an in- justice to the farmer and merchant, by neglecting to supply the very best port equipment at her sea terminals. Not only this, but it is useless to attempt building up a trade with any foreign port unless we are prepared to supply modern accommodation and shipping facilitips in our own ports. To fa- 44 clllUite trade development to the ut- ni"st there must bp co-opi'ratlon and harmony of purpose bfttwt'en the por'. uuthurities, ral' oail companies and whlpowr.crs at bi. h end.-.. I believe Lhe Kreaiest developer uf Cana4lan traiu would bf a system of throuRh rates from Canadian centres of production to KiiEllBh centra's of consumption. To make this possible the total cost of tranFportatlon between extreme point* must he brought down to the lowest poBRlble figure. This can only be ex- pected by the trnployment of up-to- date works and model dock facilities. Bristol has already accomplished her part in this respect with the docks now in exiatence. and with euch success that the inauguration of an additional new dock at Avonmouth ia announced under the distinguished patronage of H.R.H. the Prince of Wales. This dock will add thirty acres of water space and 230 acres of land area for the development of more shipping. This dock will be 1,100 feet long by 1,000 ffet wide. Ships will be locked in from the sea in a lock 850 feet long by 85 feet wide. The depth will be 15 feet at spring and 25 feet at neap tides, and equipped with hydraulic rranea and capstans, two storied brick storage sheds, graving docks, grain elevators, and cold storage. How long will the people of Canada allow themselves to be taxed to the extent of an enormous loss of trade annually simply becauee our ports are primitive and badly equipped, not one of them being fit to rank alongside the most antiquated port of Europe? IX-LIVERPOOL Letter, hiive been wrlllen de.crlbln, briefly the port, of Hamburg. Rotter- Uam Antwerp, u„j Havre. reprc..entlng the contln.ntu, ,y,.e„, „r ,ea termln- «!,. Thu port, of Lon.lon. .Southnmp. ton and Iir„tol huv. been treated ..ml- larly from a Brltl.h point of view There remain many moro lirltl.h port, the de„rlptlon of which might be In- TT^', ""'! 'h..ruetlve. the ,.eVZ, LlvJ „ "* '-'"""""I- A, my „tay In LU.rpool wa« Hhort. I „„, ,e(ralr "hole, .""^ '"•'"" <""'■ "-""•"a «hole book would require to be written r" Jfv.! °'"'^^'^' '^'"'''"^'l with Ju.- tlce. Thl,lett.r will be devoted, the" for., to an attempt to briefly picture the magnitude „f the world', greutew harbor. Lute In December of la,, ye" I arrived In Liverpool. ,hortIy\i'" the appalling railway.., „.„ „p^„„X elevated electric r< ,d ■! ., ^Irl, .h! harbor a wu, largely fr™ ';'"«. „'! dowot thiH railway tha, my Impre"- Blon, of the port were gathered In ,he ^uur,e uf a ,lngle day. I, you „ ere to the buildings eastward from Notr. .a,ne«,„ettotherlverforadl,S,:e vuthln that area half a hundred dock, "2 "" ™''""^ '" "'^^ "•<"n foC four acre, to ten, surround these with huge storage warehouse, for cotWn obacco, grain elevators and tran.U aheds and envelop tnese with a net worlc Of railway .rack,, then „^'„ these basins place upwards of seventy erabfe ITT" ^'"'""'"'^ "y Innum- erable small craft loading and unload- the earth, consisting of cattle, grain cotton, produce, tobacco and timber' people the street, and approaches to (he dock* with a humlrtil thouaand buKj- Inhorpm, JO.OOO liiiiy hora>'» anU truckn of evi-ry deiici Iptliin. and you would ..len Iwivi? a picluri' of one day'a bUfllDfis actl\ Ity in thu KreiiteHt tiea- tHjrt In the world. A MODEL I'OHT. After SFt'inft most of the «i'iiport8, 'I wutHces to flay, concerning Liverpool, Ihut Ha u mod^l port uhe far pxceeda all otht-ra In volume of trade, ware- hou»<. ai comrnodutlon. Cacllltlea for the rapid discharge of or luadhiK of ahlpa. and the depth of her channel. The London docka handle more importa than come (o Liverpool, but llila la r.ot due to the provlBlon of a model port ayatem and equipment, but rather in aplte of very great drawbiick..<, Ju...t a.i a certain amount of trade comes to Montreal because It has to and not by reaaon of any focllllies our port offers. By th Mersey Docks and Harbor Act of 1867 the control and management of the docks at Liverpool and Birkenhead devolved upon the Meraey Docks and Harbor Board, This board conalata of twenty-eight members, of whom twen- ty-four are elected by the dock rate- payers; eac;i member is elected tor a term of tour years, and may be again re-elected at the end of that time. The electors consist of those who pay ship- ping dues to an amount of not less than £10 In the year preceding the date of election. Directly opposite Liv- erpool there ia a stretch of water o( some 1,500 yards in width, and the depth varies from nfty to seventy feet at low tide, Liverpool is therefore practically the only port of Europe which has nearly double the regular depth of water in her harbor at all times of the year, and to this fact pri- marily can be attributed her unaaaail- able position as a seaport. To the northward, urn vpmrli munt ctouk iht Irl.li Chunnvl. pa«t the Inl,' „f «„„, throuKli ih.. Nnrlh ChunnH Into th» Atlantl To th noulhwiinl they go t Ilnl>h.Mil ariil throUKh HI. (Iforiti.'s Chiiniul. Thu il extrfnif tnilllc over Ihi <. I'Hvvi'l. clrinl BrltiUn un.l lonllucn icf of (Oiu4twiHf> trmli" inserH Irplan port,, nnd thf ovr.™ «hl„,,|ng w niiik.- thi-«,. .hiinn.lH mo ilri'miwl to niivlKiilors w.., o pcrrcotptl nyBtcni of light un.l l)uov». unci the ex n-KUliillonK. My bufilnt-HHlIko b.'twi-..n HIT the nioMt ■e It not for churta ■'■ilent pllotnitc' api.lylni; th,- Biimo u»lne«„llleenie,l to balHe e/Torla m,„|e for Iih ileMtructlon. How- ever, constant extK-rlmentlng with urcdKes of vnrlou, eupaeltles termin- ated In n huge honiR-r barge of 320 feet long by 47 feet beam being built, rap- able of holding 3,000 ton, of sand, and eTs ..""*■ ""'""" ■"""P". «hloh enabled her to lift that quantity from the bed of the river In forty-flve mln- w„7, r"'"^!''' ''™'""' '"™<"-ly had to wait for high tide to get over thi, Bandbar, they now have a channel 1,460 feet wide and 24 feet deep at the lowest tide. The great passenger ships now "team right up alongside the landing stage. Where different railroads meet the transatlantic traffic, and every con- venience Is offered for the dispatch of business. I-lverpool has a population of about three-quarter, of a million, has - dock frontage on the river of over .even miles, an enclosed area of 546 acres with a wharf frontage of thlrty-flve miles. 48 The pwii of Livtrpuiil, hiT aoikn. hurbor t-quliinuni. « Imnml ae.-p,nin« and llKhtltiK ■• over iJim.Mim.iHMt. Thi- Wa ITfKt nt an ouiliiy at ■l*»r Itoiirrl huvf lukiii out lO.Ouo.iiuij toiiH uf tiiiiKl In live yeurit from thf Mv*r bt-.l to llbk' the u|»|>iomti of otrun wLmi at Ull MtUK*'' of lljf. Thtr. vnriouM hI/i-m I will. Ji I navv thi' Visit. It iM uwt'-ln*«plrliiK ' ■ hip llki' thiM In ,iry .lo.k. Why riUcli a hugr iriiLHM uf f .li.. itM of n thr port, In on,, of t>t'taiil< UuitliK tiiy huge iiiU 11 .Hhouhl Mimt lio orif of thi- first thoughts that ru.-.h iluouKh tht* minU. and hou little you I, all/..' \^liat li,.-, iK'Unv unmeii uhtn jou ari- waJklriK ilii-' U* < k. StJMK INTKItK.STINiJ I'll il'UK.S. In thf prt.rtiinK lotfiH att.-Tiipt ha« t>f('ii madu to imphasl/..- what llritlsh and fortiKn n, -a ports have done to modernize their sea termlnalH. < ,ian- lifi litfhtlnK iiiid d.epeninK, river buoy- Inar, dock conwiruetion, hjindUnK- ma- ihlnt-rv. Htora^'f nhedw ami railway facilltiefl have liifn shoun tt» have re- ceived «peelal tJtUily by all the portii described. The follow'-is Htatemen: will 8how the population, forelKti ton- naK**. and money expended on iloik.* and harbuvH. The v^ar V i ' '« taken as thf one y^ar in li ■' ■' inder the different heads .r ! ,. ' i ■ for all places cited: — Money Foreign expended tonnage on harbors. Populiition. (nterod. dockK, en . London l.L'lJ.iiiMI .s.StiS.ooO • Liverpool emi.iMH) n,49:i.(HM> $200.0011.000 GlaSffOW flTS.iKK) l.MS.tMfl 74.000,000 HambUFR r,20,0<)0 B.229.