346 



NATURE 



[September i6, 1Q09 



;year 1907-8 the expenditure on dredging plant and dredg- 

 ing was nearly 132,000!., and 4,832,000 cubic yards of 

 material were retnoved. At the close of that year 56 

 millions of cubic j-ards out of the estimated total of 70 

 millions had been dredged ; the length completed to 30 feet 

 minimum depth was 59 miles out of 70 miles. These facts 

 indicate the advanced condition of the undertaking and 

 cthe prospect of its completion at an early date. 



In order to secure the safe and continuous navigation 

 ■of this channel by night as well as by day, under all 

 ■conditions of weather, during the season when the river 

 :is open every precaution and aid which engineering skill 

 and invention can provide has been laid under contribu- 

 ition. A marine signal service with telephonic equipment 

 has been provided ; submarine bells- have been established 

 for use in foggy weather ; a complete system of buoys 

 -and lighting has been installed ; the channel is periodically 

 •examined and swept to ensure that there are no obstruc- 

 tions ; the question of prolongation of the season for 

 ■navigation by the use of ice-breakers is being studied. 

 The harbour of Montreal has been greatly improved in 

 ■accommodation and equipment, and the aggregate tonnage 

 as well as average size of sea-going vessels using the port 

 ■have been much increased. In 1898, 868 such vessels 

 aggregating 1,584,000 tons arrived at Montreal; in 1907, 

 ■742 vessels aggregating 1,926,000 tons arrived. Of the 

 latter, 522 vessels aggregating 1,525,000 tons were British. 

 At the St. Charles Docks and Wharves, Quebec, in the 

 season of 1907, 235 vessels of 1,009,000 tons were entered 

 inwards, and 67 vessels of 249,000 tons outwards, the first 

 outward steamer leaving on April 7, and the first ocean 

 ■steamer arriving on April 26. The last arrival from the 

 sea was on December 9, and the ice formed in the tidal 

 hasin on December 12. 



Still further improvements of the St. Lawrence naviga- 

 tion are now proposed, and the work was commenced in 

 1907. It is intended to increase the depth of the channel 

 to a minimum of 35 feet from the sea to Montreal, and 

 the Superintending Engineer reported in 1908 that, with 

 certain moderate additions to the dredging and steam 

 plant, this worii could be completed in six seasons. The 

 widths and curves of the existing channel will not require 

 any important changes, as they were designed from the 

 first for the largest classes of steamships. When this in- 

 creased depth has been obtained Montreal as a port will 

 'have an approach channel comparing favourably with that 

 of other ports available for Transatlantic traffic. At 

 Southampton the existing depth at low -svater in the 

 approach cliannel is about 32 feet, and it is proposed to 

 ■obtain 34 feet. At Liverpool the minimum depth at low 

 water over the bar and in the approach channel in the 

 "Mersey is about 28 feet. The -Ambrose Channel leading 

 to New York is to have 40 feet depth at low water when 

 the works are completed. Ample depth of water is of the 

 ■first importance in the economical working of the largest 

 and swiftest ships, and the Canadian Government has been 

 ■n'ell advised in deciding to carry out the great scheme 

 above described. 



'Waier-^ower. 



Canada has unrivalled resources in water-power, and its 

 extent and possible utilisation have been made the subject 

 of investigation by engineers for many years past. One 

 of the most important memoirs on the subject was pre- 

 sented to the Royal Society of Canada in his Presidential 

 Address of 1899 by Mr. Keefer, C.M.G. In recent times 

 many other engineers have studied the subject and carried 

 out important works. Exact knowledge of the total power 

 represented by the waterfalls and rapids of the Dominion 

 is not available, nor can any close estimate be made of 

 the power which may be employed hereafter in factories, 

 mills, or industrial processes, because profitable employ- 

 ment obviously depends upon commercial considerations, 

 which must be governed largely by the localities in which 

 water-power may be found, and the cost of works and of 

 transmission of energy to places where it can be utilised. 

 It has been estimated that on the line from Lake Superior 

 through the chain of lakes and rivers leading to Niagara 

 and thence through the St. Lawrence to the sea eleven 

 millions horse-power may be developed.' Mr. Langelier 



^. The Tlirtcs Financial Stt/>/-ii-meni, April 2, 1906, contains a valuable 

 article on this subject, from which many of the above figures are taken. 



NO. 2081, VOL. 81] 



has estimated that in the Province of Quebec the water- 

 power aggregates more than eighteen millions horse-power ; 

 other provinces all possess large resources of the same kind 

 as yet untouched. The most striking example of the 

 utilisation of water-power is that on the Niagara River, 

 which I had the good fortune to visit in 1904, 

 during my Presidency of the Institution of Civil Engineers; 

 the works on the Canadian side were then in full progress, 

 and at a stage which enabled one to realise completely 

 their great difficulty and immense scale. The three com- 

 panies the works of which are near the Falls on the 

 Canadian side have provided for a total ultimate develop- 

 ment of more than 400,000 horse-power, and a fourth 

 establishrnent lower down the river, intended chiefly for 

 the use of Hamilton, is to develop 40,000 horse-power. 

 In the construction of the works, in the electric generating 

 plant, the arrangements for transmitting power over long 

 distances, and other features of importance remarkable 

 engineering skill and daring have been displayed. 

 .American capital and enterprise have had much to do with 

 these undertakings, as they have with many other important 

 Canadian enterprises ; but it may be hoped that British 

 capital will keep its lead and be freely employed in the 

 development and utilisation of all the resources of the 

 Dominion, including that magnificent asset its water- 

 power. The applications of water-power are already very 

 numerous, including, not merely the creation of electrical 

 energy and its use for lighting and power in towns and 

 factories situated at considerable distances from the Falls, 

 but for manufactures and industrial processes carried on 

 near the Falls. Amongst these manufactures, that of 

 aluminium and carbide of calcium may be mentioned, 

 while paper- and pulp-mills and saw-mills constitute 

 important industries. Great advances have been made in 

 the transmission of electrical power over long distances, 

 and very high pressures are being used. Electric traction 

 on railways and tramways also derives its power from the 

 same sources, and is being rapidly developed. In 1901 

 there were 553 miles of electric railways, and in 1907 

 S15 miles. 



Over-sea Trade and Transport. 



It was remarked at the outset that a great truth is 

 embodied in the old toast of " Ships, Colonies, and Com- 

 merce," and the efficient and economical transport of 

 passengers, produce, and manufactured goods between the 

 Dominions beyond the Seas and the Mother Country is 

 essential both for the development of Colonial resources 

 and for the continued prosperity of the United Kingdom. 

 The British mercantile marine commands the larger por- 

 tion of the carrying trade of the world ; its earnings con- 

 stitute a valuable item in the national income; it forms 

 one of the strongest bonds of union between the various 

 parts of the Empire. This general statement may be illus- 

 trated by reference to the over-sea trade of Canada and to 

 the shipping engaged therein. 



The total value of the Imports and Exports of the 

 Dominion in iSqS was close upon 6i millions sterling; in 

 1908 it exceeded 130 millions sterling, having more than 

 doubled within ten years. During the year ending March 

 31, igo8, the vessels which were entered at Canadian ports 

 (inwards from the sea) carrying cargoes were classified 

 as follows in the official returns : — 



Freight carried 



Ships 



Ions register 



Crews 



Tons Tons 



weight measurement 



British ... 2,603 4.530,256 1,306,822 254,373 165,078 



Canadian.. 2,8o^ 71S.490 202,939 l,44g^o54 44,594 



Foreign ... 2,878 1,758,549 887,154 36,618 86,293 



Totals 8,284 7,016,295 2,396,915 1,740,045 295,965 



The corresponding figures for ships entered outwards 

 for sea carrying cargoes were : — 



Ships 



Freight carried 



Tons register ^ ^ ™. ' t^rews 



* ions Ions 



weight measurement 



British ... 2,533 4,258,960 2,706,334 714,085 136,614 



Canadian.. 3,557 1,041,053 616,248 291,480 45,658 



Foreign... 4,132 2.211,605 1,454,787 538,499 88,093 



Totals 10,222 7,511,618 4,777,369 1,544,064 270,365 



